448th Bomb Group

Transcription

448th Bomb Group

1
(European Theatre of Operations)
448th Bomb Group Tower with “Checkerboard”, the formation assembly B-24.
Base personnel turn out to watch landing operations after a mission return.
WORLD WAR II
by
448TH BOMB
GROUP
20TH COMBAT
WING
Seething Village Church - Circa 1200
SECOND AIR
DIVISION
8TH AIR FORCE
448th Bomb Group’s Post Headquarters Complex - Seething, England
2
448th Bomb Group Replacement Crew #46’s Eighth Air Force Mission Records - World War II
FOREWORD
BRIEF HISTORY - WORLD WAR II
When the United States entered World War II, it was apparent that Germany, with its great military
and industrial strength, posed the strongest threat of the Axis powers and should be dealt with first. Its defeat
hinged on achieving four major objectives, for each of which effective use of Great Britain was a key factor. In
the attainment of these objectives, the country became a vast supply depot, military base, air base and training
and staging facility. During the war, more than seventeen (17) million tons of cargo and nearly two (2) million
servicemen and women from the United States passed through British ports. Many military bases and training
areas were established throughout the British Isles to receive the forces which later were to achieve such
spectacular results on the beaches of Normandy. At the same time, airfields were enlarged and additional bases
constructed for use by the U. S. Army Air Forces.
The first objective in the war against Germany was to provide the United Kingdom with the resources
needed to carry on until sufficient men, materials, and supplies could be assembled for the cross-channel
invasion of Europe. To do so, the Atlantic sea lanes had to be made safe for the passage of Allied convoys
between Great Britain and the United States. The battle for the Atlantic continued from 1939 to 1945, when the
last German U-Boat surrendered. This costly, but generally successful struggle, gave the Allies control of the
sea lanes between the United States and Great Britain, which was essential to the success of Allied operations
in Europe.
The second objective was to aid and sustain other nations actively engaged against the Axis,
particularly the U.S.S.R., which at the time was receiving the brunt of the enemy’s land assualts. A “second
front” was opened in North Africa in November 1942 to relieve the pressure against the U.S.S.R. Allied forces
from bases in both Great Britain and the United States landed in North Africa and fought their way inland in
the face of determined enemy resistance. Six months later, victory in North Africa was achieved when all
enemy forces there surrendered. The operations in North Africa were followed by Allied landings in Sicily,
Salerno and Anzio during 1943 and 1944. Victories in Sicily and Italy were paralleled by Soviet successes in
the East, with the winning of the battle of Stalingrad in February 1943 and the liberation of Sevastopol in May
1944. One month later, Allied forces entered Rome, and the landings in Normandy commenced.
The third objective during the war against Germany was to conduct an intensive strategic
bombardment of Germany in order to destroy its military, industrial, and economic system. Achievement of
this objective depended upon the use of air bases within the British Isles. As airfields were constructed and
expanded, the air war against Germany intensified. The first American strategic bombing against a target in
Europe took place in August 1942. By the end of the war, more than one-half million sorties against targets in
Western Europe were flown by British-based American aircraft. Flying 35 missions is like playing “Russian
Roulette”, but the 448th’s Replacement Crew #46 was one of the lucky crews and presents herein the small
contribution one crew added to the overall victory.
The final objective was to invade the European continent and defeat the enemy on its historic
battlefields. U.S. and British Commonwealth forces landed on the beaches of Normandy on 6 June 1944 in
what was to be the greatest amphibious operation in the history of warfare. Supported by U.S. and British
aircraft, the Allied ground forces fought their way across France and crossed into Germany in September of
1944.
With the Allied victory in Europe on 8 May, 1945, the struggle against the enemy in the Pacific
intensified. Confronted by overwhelming military superiority, its major cities devastated and weakened by the
defeat of the Axis in Europe, Japan surrendered on 2 September 1945.
Above brief history was taken from The American Battle Monuments
Commmission booklet on the Cambridge American Cemetery & Memorial.
3
PAGE
FOREWORD
TABLE OF CONTENTS
COVER
INTRODUCTION
PICTURE - CREW IN TOPEKA, KANSAS - JULY 1944
PICTURE - CREW IN SEETHING, ENGLAND - SEPTEMBER 1944
PICTURE - OFFICERS IN LONDON - OCTOBER 1944
PICTURE - JOHN C. ROWE - LONDON - OCTOBER 1944
PICTURE - JOHN AND AGNES ROWE - OCTOBER 1994
PICTURE - B-24J “ALL AMERICAN” IN FLIGHT
PICTURE - JOHN C. ROWE - PREFLIGHT SAN ANTONIO TEXAS - 1943
ARMY AIR FORCES TRAINING
A STRUCTURAL TOUR OF THE B-24
REPLACEMENT CREW #46’S MISSION RECORD
MISSION #1 25 August, 1944
Rostock, Germany
MISSION #2 26 August, 1944
Ludwigschafen, Germany
MISSION #3 11 September, 1944
Magdeburg, Germany
Hemmingstadt, Germany
MISSION R
13 September, 1944
Recalled (Ulm, Germany)
MISSION S
14 September, 1944
Scrubbed (Berlin, Germany)
Kassel, Germany
Kassel, Germany
Hamm, Germany
MISSION #8 3 October, 1944
Gaggenau, Germany
MISSION AB 15 October, 1944
Cologne, Germany
MISSION AB 19 October, 1944
Mainz, Germany
MISSION #9 25 October, 1944
Neumunster, Germany
MISSION #10 6 November, 1944
Minden, Germany
Hanau, Germany
Offenburg, Germany
Neunkirchen, Germany
MISSION #14 4 December, 1944
Koblenz, Germany
MISSION #15 25 December, 1944
Waxweiler, Germany
MISSION #16 2 January, 1945
Neuwed, Germany
Neunkirchen, Germany
Koblenz, Germany
Aehern, Germany
MISSION AB 10 January, 1945
Weweler
Worms, Germany
Hallendorf, Germany
Brunswick, Germany
2
3-4
5
6
7
8
9
10
11
12
13
14 - 25
26 - 34
35 - 177
37 - 39
40 - 45
46 - 49
50 - 52
53
53
53 - 56
57 - 58
59 - 61
62 - 64
65
65
65 - 68
69 - 73
74 - 77
78 - 81
82 - 84
85 - 89
90 - 93
94 - 97
98 - 101
102 - 105
106 - 109
110
111 - 114
115 - 118
119 - 122
4
FOREWORD
BRIEF HISTORY - WORLD WAR II
PAGE
When the United States entered World War II, it was apparent that Germany, with its great military
MISSION
#23 posed
3 February,
1945threat ofMagdeburg,
Germany
123Its- 126
and industrial
strength,
the strongest
the Axis powers
and should be dealt with first.
defeat
#24
February,
1945
Magdeburg,
Germany
127factor.
- 130 In
hingedMISSION
on achieving
four15
major
objectives,
for each of
which effective
use of Great Britain was a key
MISSION
#25 objectives,
16 February,
1945 became
Osnabruck,
Germany
134
the attainment
of these
the country
a vast supply
depot, military base, air base 131
and -training
MISSION
#26
19
February,
1945
Siegen,
Germany
135
138
and staging facility. During the war, more than seventeen (17) million tons of cargo and nearly two (2) million
servicemen
MISSION
and women
#27 from
21 February,
the United1945
States passed
Nurnberg,
through British
Germany
ports. Many military bases 139
and -training
142
areas were
established throughout the British Isles to receive the forces which later were to achieve such
MISSION
spectacular
results on the22
beaches
of Normandy.
same
time, airfields were enlarged and additional
“OO-LA-LA”
February,
1945 At the
Paris,
France
143 bases
constructed
for
use
by
the
U.
S.
Army
Air
Forces.
MISSION #28 28 February, 1945
Meschede, Germany
144 - 147
The
first
objective
in
the
war
against
Germany
was
to
provide
the
United
Kingdom
with
the
MISSION #29 1 March, 1945
Augsburg, Germany
148resources
- 151
needed to carry on until sufficient men, materials, and supplies could be assembled for the cross-channel
Magdeburg, Germany
152 - 154
invasion of Europe. To do so, the Atlantic sea lanes had to be made safe for the passage of Allied convoys
Magdeburg, Germany
155 - 160
between Great Britain and the United States. The battle for the Atlantic continued from 1939 to 1945, when the
MISSION
#32
5
March,
1945
Harburg,
Germany
161 - 163
last German U-Boat surrendered. This costly, but generally successful struggle, gave the Allies control
of the
MISSION
#33
9
March,
1945
Rheine,
Germany
164
- 166
sea lanes between the United States and Great Britain, which was essential to the success of Allied
operations
Paderborn, Germany
167 - 169
in Europe.
MISSION
#35
11
March,
1945
Kiel,
Germany
170the- 177
The second objective was to aid and sustain other nations actively engaged against
Axis,
TH
BRIEF
particularly
DESCRIPTION
the U.S.S.R.,OF
which
ALL
at OTHER
the time 448
was receiving
GROUP
theMISSION
brunt of the
EXCLUDING
enemy’s land assualts. A “second
front” was
in North
Africa in November
1942
to relieve the pressure against the U.S.S.R. Allied
forces
THEopened
ABOVE
35 MISSIONS
OF JOHN
ROWE
178 - 194
from
bases
in
both
Great
Britain
and
the
United
States
landed
in
North
Africa
and
fought
their
way
inland
COMBAT COLORS - COLORS OF THE 14 GROUPS OF THE 2ND AIR DIVISION
195 - 198 in
the
face
of
determined
enemy
resistance.
Six
months
later,
victory
in
North
Africa
was
achieved
when all
448TH BOMB GROUPS 262 MISSIONS FLOWN
enemy(Replacement
forces there surrendered.
The
operations
in
North
Africa
were
followed
by
Allied
landings
in
crew #46’s missions are shown in bold font.)
199 - Sicily,
204
Salerno and Anzio during 1943 and 1944. Victories in Sicily and Italy were paralleled by Soviet successes in
ROSTER
OF ORIGINAL CREWS ORDERED TO COMBAT DUTY
205 - 218
the East, with the winning of the battle of Stalingrad in February 1943 and the liberation of Sevastopol in May
ROSTER
OF REPLACEMENT CREWS ORDERED TO COMBAT DUTY
219 - 242
1944. One month later, Allied forces entered Rome, and the landings in Normandy commenced.
(This
is
a
partial
list
and
contains
209
crews.
I
estimate
that
the
total
should
be
The third objective during the war against Germany was to conduct an intensive strategic
aroundof240.
Most in
of order
the missing
crews
be from the
3 months
bombardment
Germany
to destroy
its appear
military,toindustrial,
andfirst
economic
system. Achievement of
of combat
duty.)upon the use of air bases within the British Isles. As airfields were constructed and
this objective
depended
B-24
DEVELOPMENT
ANDGermany
CONVERSIONS
243
- 246 in
expanded,
the air war against
intensified. The first American strategic bombing against
a target
REST
Europe
&took
RELAXATION
place in August
(FLAK
1942. LEAVE)
By the end of the war, more than one-half million sorties against
247targets in
Western
Europe
were flown
by British-based American aircraft. Flying 35 missions is like playing
NOSE
ART
ON OUR
AIRCRAFT
248“Russian
Roulette”,
but
the
448th’s
Replacement
Crew
#46
was
one
of
the
lucky
crews
and
presents
herein
small
HISTORY OF THE 448TH BOMB GROUP
249the
- 266
contribution
one
crew
added
to
the
overall
victory.
EPILOGUE
267 - 289
The
final
objective
was
to
invade
the
European
continent
and
defeat
the
enemy
on
its -historic
AMERICAN CEMETERY & MEMORIAL AT MADINGLEY - CAMBRIDGE
290
291
battlefields. U.S. and British Commonwealth forces landed on the beaches of Normandy on 6 June 1944 in
FLAGPOLE
PLATFORM—AMERICAN CEMETERY & MEMORIAL AT
what was to be the greatest amphibious operation in the history of warfare. Supported by U.S. and British
MADINGLEY—CAMBRIDGE
292
aircraft, the Allied ground forces fought their way across France and crossed into Germany in September of
AMERICAN
CEMETERY AND MEMORIAL—A SANCTUARY OF PEACE AND
1944.
REFLECTION
With the Allied victory in Europe on 8 May, 1945, the struggle against the enemy in293
the Pacific
EULOGY–
JOHN ROWE–
AMERICAN
intensified. BY
Confronted
by overwhelming
militaryCEMETERY
superiority, itsAND
majorMEMORIAL,
cities devastated and weakened by the
ENGLAND—1998
294
defeat CAMBRIDGE,
of the Axis in Europe,
Japan surrenderedREUNION
on 2 September 1945.
USAAF STATION #146—SEETHING AIRFIELD, SEETHING ENGLAND
END—BACK COVER
295
296
Above brief history was taken from The American Battle Monuments
Commmission booklet on the Cambridge American Cemetery & Memorial.
5
ONE AIRCREW’S WORLD WAR II COMBAT
EXPERIENCE AS A REPLACEMENT CREW IN
THE EUROPEAN THEATER OF OPERATIONS
8th Air Force
2nd Air Division
20th Combat Wing
448th Bombardment Group (H)
713th / 714th Bombardment Squadrons
Army Air Forces - Army Of The United States
REPLACEMENT CREW #46
6
John C. Rowe - Federal Service - World War II
MANY WORLD WAR II VETERANS ARE CLOSING OUR THEIR ACCOUNTS
IN THE GREAT BOOK OF LIFE. THE PURPOSE OF THIS BOOK IS TO
DESCRIBE FOR THE MEMBERS OF THIS CREW AND THEIR FAMILIES OR
ANY OTHERS INTERESTED IN HISTORY, THE FEDERAL SERVICE OF A
REPLACEMENT AIRCREW SERVING IN THE EIGHTH AIR FORCE,
EUROPEAN THEATRE OF OPERATIONS
In the spring of 1942, the fortunes of the British Isles
were very low. Britian was an island fortress and the landmass
and skies of Europe were under the iron heel of Hitler. The
Japanese were taking over the Far East, the Mediterranean was
mostly closed to Allied shipping, and in the Atlantic losses from
U-Boats were averaging 508,000 tons a month. In North Africa,
Rommel was poised for a decisive battle with the British Eighth
Army in the Western African desert. Supplies and reinforcements
were being routed on the long shipping lanes around South Africa
to the southern end of the Suez Canal. The Japanese attack on
Pearl Harbor on December 7, 1941 brought the United States into
the conflict, but in the Spring of 1942 when I first volunteered for
service, the recruitment, let alone deployment of weapons and
manpower had just begun. The lives, noble deeds, and simple
virtues of those sterling young men and courageous airmen who
did not attempt to evade service or campaign against federal
service and paid the ultimate price, deserve more than just a
passing memory. It is to them that these recollections are
affectionately dedicated.
John C. Rowe
4532 Maybank Avenue
Lakewood, CA 90712
562-423-9255
February 29, 1993
First revision made August 1996
Second revision made March, 1998
Third revision made May, 1999
Fourth revision made March, 2000
Fifth revision made June, 2001
Sixth revision made May, 2002
Seventh revision made June, 2004
7
TOPEKA, KANSAS - JULY, 1944
BACK ROW LEFT TO RIGHT: Charlie W. Robertson - John Roche - Francis E. Scott - Robert L. Sammons - Joseph H. Zonyk - Martin L. Miller
FRONT ROW LEFT TO RIGHT: Bruce J. Anderson - Oscar O. Rudnick - John C. Rowe - Richard H. Best
BACK ROW LEFT TO RIGHT: JOHN ROCHE - MARTY MILLER - ROBERT SAMMONS - JOE ZONYK
FRONT ROW LEFT TO RIGHT: OSCAR RUDNICK - JOHN ROWE - RICHARD BEST - BRUCE ANDERSON
8
9
STANDING: Oscar O. Rudnick (Bombardier) - Bruce J. Anderson (Co-Pilot)
SEATED: Richard H. Best (Navigator) - John C. Rowe (Pilot)
10
2nd LT. JOHN C. ROWE
London - October, 1944
11
JOHN C. ROWE AND AGNES KEANE ROWE
Lakewood, California - October, 1994
RESTORED B-24J - “ALL AMERICAN”
12
13
CADET JOHN C. ROWE - PREFLIGHT
San Antonio, Texas - March, 1943
14
army air forces
training
Following Pearl Harbor, in February, 1942 crewmember was an important member and
while employed at Bank Of America at Los contributed to the crew’s success. Pilots were
Angeles, California I made application for needed but it would be a failure if the navigator
enlistment in the United States Army Air Force for didn't get you to the target, if the bombardier did
pilot training, but was informed that I had to have not hit the target, if mechanics didn't properly
my parents consent. On my
service the aircraft and the
next scheduled vacation in
accuracy and skill of the
July 1942, I went to Iowa
gunner could mean the
and obtained the required
difference between success
signatures and was accepted.
or "lost in action".
I took the U.S. Army oath
On or about
July 31 1942 in the old
February 24, it was
Pacific Electric Building at
determined that this round
Main and 6th Street in Los
peg did indeed fit into the
Angeles and was given a
round hole and I received
physical examination at the
my classification as a cadet
Lockheed facility on the
pilot. After further testing
airport off from San
by the latest apparatus and
Fernando Road in Burbank.
trained psychologists, we
Many others and I were put
were marched across the
on hold because the number
street for Pre-flight
of applications exceeded
training on or about March
capacity for the current
22. Here we brushed up on
training facilities and
mathematics, military
available instructors. In
customs, some physics,
February 1943 I received my
history, geography, civil
call to report to the San
air regulations etc. and
Antonio Air Force
received conditioning
Classification Center in
exercises. "Hazing" was
CADET JOHN ROWE - PRIMARY AT
Texas along with a host of
the norm and upper
COLEMAN, TEXAS - JUNE 1943
other flying hopefuls. I
classmen also had their
arrived on February 12, 1943
rules and regulations’
and we were first billeted in the Gunter Hotel for governing the mess hall, drill, and barracks life.
several days. It was here that your future as a Pilot, Upper classmen could make life miserable, but it
Navigator or Bombardier was decided and you was part of our conditioning to accept authority.
were appointed an Aviation Cadet. As American On or about May 24, 1943 Class 43K departed for
factories produced thousands of planes, the Army pilot training. In 60 weeks Class 43K cadets
Air Force Central Flying Training Command used would move through three flying schools
assembly line techniques to provide pilots, (primary, basic and advance) to receive their
navigators, bombardiers, mechanics, radio wings and a 2nd Lt.'s Commission and then on to
operators, and gunners to fly them. Each a transition training center and into the cockpit of
15
Classification - Preflight - Primary - Basic - Advanced - B-24 Transition - Crew Assignment - Flight to Europe
fighter or multi-engine bomber.
I was assigned to the AAFGCTC 's (Army
Air
Force
Gulf Coast Training Center)
student
pilot training school with a
grass field
at Coleman, Texas. Five
students
were assigned to each
civilian
instructor. My instructor
was Mr.
Cendrick and his other
students
were one other cadet and
t h r e e
Army Officers who
wished to be pilots. The primary trainer used was
the Fairchild PT-19A (Cornell), open cockpit, and
hand crank to start it and no radio. I soloed after 9
hours of dual time. My total
fl yin g
time was 65:05 hours (of
which
33:55 hours were solo or
student
first pilot time). Here I was
taught the
fundamentals of flight by my
civilian
instructor and got the thrill
of
the
solo, an ex-perience I will
treasure
longer and remember
longer
than any other experience. I
l earned
to land, bank, take off, dive,
and recover
from spins, loop, and other simple maneuvers.
Many hours of "ground school" were also
required and our academic courses included (1)
engines, (2) aircraft identification, (3) aircraft, (4)
navigation, and (5) weather. We were tested both
mentally and physically. We brushed up on rusty
mathematics, again brushed up on Army discipline
through military drill and customs and got a large
dose of conditioning exercises designed to toughen
bodies
and
sharpen minds. Military
customs
i n c l ud e d
p e rs o n a l
grooming
and dress codes as well
as a tidy
barracks. "White Glove"
inspections
could
be
both
scheduled or
unannounced. "Gigs"
were given
for improper dress,
poorly made
bed, dusty tables,
u n t i d y
closet etc. One
tried
to
avoid
"gigs"
because too
many could restrict
"off base" passes etc. Coleman, with a population
of about 7500 then, is in the heart of Texas about
100 miles south of Abilene. And the summer is hot.
Being new in the Armed Forces, we got a lot of
military drill, in the heat, wearing white gloves and
a hat or cap. This is when I began to lose my hair,
first along the line where the hat fits across the
forehead and perspiration is the worst.
Not everyone makes it, but on or about July
29, 1943, after nine weeks of Primary flying school,
I was assigned to the Army Air Force Basic Flying
School, Perrin Field, located midway between
Sherman
and
Denison, Texas. The Basic
trainer was the
BT-13A
(Vultee
Vibrator).
Now we had a plane with
a
closed
cockpit, an interphone, a
radio and an
electric starter. As with
Coleman,
Texas, the chow was
good. Here I
accumulated 80:10 hours
of flying
time (of which 47:45
h o u r s
were solo or more
correctly
referred
to
as
students
first pilot time). The
t o t a l
included 6:50 hours
of night flying
and 14:05 hours of
actual instrument time. In addition I had 10:35
hours in the instrument trainer (link trainer). The
total number of landings was 165. Training here, as
in primary, included landings, takeoffs, spins,
loops, dives etc. This plane was somewhat under
powered and I for one was not too thrilled about
doing the spin.
Of course, the
classroom
and
calisthenics (including
an
obstacle
course) were a part of
the
Basic
training also. Basic
w a s
a
crossroads. Here one
made
a
decision between
advanced
single engine or
advanced
twin engine flying
school.
From here you
went on to
either the faster
160 HP AT-6
trainer or to a
t w i n
engine trainer in
p r e paration for transition
to a fighter
plane or to a heavy bomber. Being conservative
by nature, I wanted to rely on more than a single
engine and elected to go to an advanced twin engine
flying school. The AT-6 was powered by a 450 HP
Wasp engine and had a top speed of 210 MPH. One
variant, known as “Harvard” has a 550 HP engine
16
and was mostly used by Canadians.
On or about October 1, 1943 I was assigned
to the Army Air Force Advanced Flying School at
Pampa, Texas. Pampa is located north and east of
Amarillo in the Texas panhandle. Here we flew the
twin-engine AT-17 (Cessna Bobcat). It was also
knowns as C-78 and
UC-78 (the AT-17
was a Cessna
aircraft and
had
many
designations.
The AT-17 had
two 225 HP
Jacobs
Radial
engines
that
were prone to
carburetor ice. It
was
a
simple
aircraft, easy to fly
and
built
of
wood, fabric and
dope (glue). The
citizens of Texas
were friendly
and gave us a
w a r m
welcome at
e v e r y
airfield we
w e r e
we were made to do it then.
In anticipation of and prior to graduation, a
tailor came out from Denver, Colorado and fitted
each of us with a complete set of officer's winter
and summer dress uniforms, including a short
overcoat. The uniforms did arrive on time for
graduation. We were cadets no longer. We had
earned our wings. We were no longer pilot cadets
but pilots with a commission as 2nd Lieutenant in
the United States Army Air Force as of December
5, 1943, 6 days before my 21st birthday. I had to
make another decision here between the B-17 and
the B-24. I elected to go for the B-24 because it had
a tri-cycle landing gear and it flew faster and
farther. I was given two weeks leave and instructed
to report thereafter to Liberal, Kansas which was
home for one of the B-24 transition flying schools.
My parents were delighted that I could celebrate my
21st birthday with them but not so happy about
reporting to my next assignment before Christmas
assigned. No more loops or spins, but we did get an and not so delighted about flying off to war.
introduction to flying formation and to cross
The Pre-flight screening and each of the
country navigation. Here I accumulated 125:20 flying schools took eight to nine weeks each. I
hours of flying time (of which 52:10 hours were arrived on December 19, 1943 at Liberal, Kansas
student first pilot time, 46:05 hours were student and the field was covered with about 3 feet of snow.
co-pilot time, and 27:05 hours were student dual All Instructor Pilots had Green Instrument Cards
pilot time). Of this total, 21:50 hours were night and we therefore flew in all kinds of weather as far
flying, and 1840 hours were actual instrument time. as Colorado, Wyoming and Nevada. After twelve
In
addition,
weeks, I completed the
they gave me
prescribed training in the
11:05 hours in
s peci al i z ed fou r-e n gi n e
the link trainer.
transition training school on
My flight log
March 31, 1944. During that
shows that in
period I accumulated hours in
Advanced,
I
the air as follows:
made
134
Qualified Pilot-dual
landings.
38:30 hours - First Pilot: 1:15
Ground school
hours Co-pilot: 66:35 hours.
and
physical
The above time totals 106:20
training were as
hours and includes 26:50
important
a
hours of actual instrument
function
in
time and 23:25 hours of night
Advanced, as it FAIRCHILD PT-19 “CORNELL” PRIMARY TRAINER USED flying. I made a total of 179
was in Primary
landings. Twenty-one hours
AT COLEMAN, TEXAS
and Basic. We
were spent in the link trainer.
also became proficient in telegraph (Morse code). I
A quick look at the map and you can see
wish I had the discipline to do calisthenics now as that Liberal, Kansas is really in the same
17
geographical area as the Texas panhandle. Nowhere
have I flown in such changeable weather as in those
John Rowe in PT-19 at Coleman, Texas
two places. I remember days when we had
sunshine, snow, rain, and dust storms all within a
24-hour period. Of the 231 cadets who began their
flying instruction at Coleman, Texas, James J.
Scanlon and I were the only ones who went on to
the same schools through B-24 Transition and now
we were again both assigned to Hammer Field,
Fresno California on March 31, 1944. It wasn't to
be however, because I was almost immediately
reassigned to Boise, Idaho. We were not to meet
again for 49 years.
I arrived at Boise about the second or third
week of April 1944. Here other officers and
enlisted men (co-pilots, navigators, bombardiers,
flight engineers and crew chiefs, radio operators
and gunners) fully trained in their respective fields
were also assembled. We had an exceptionally fine
crew. Ten, including the pilot, were assigned to
each crew. Our crew was assigned to the 212th
Combat Crew Training Squadron and members
assigned to our crew are shown in the chart on page
thirteen (13).
Flying hours accumulated at Gowen Field were as
follows:
Qualified Pilot Dual - 64:00 hours
First Pilot - - - - - - - - 58:15 hours
The total of 122:15 hours included 16:35 hours of
night flying and 18:20 hours of actual instrument
time. I also had 24:00 hours in the link trainer. The
flight log shows I made 40 landings while at
Gowen Field.
During the first phase of training we were
made to accomplish emergency procedures
such as feathering and unfeathering engines,
lowering nose and main gears, lowering
flaps, and operating the emergency hydraulic
pump, rafts, fire emergencies, escape outlets
etc). This phase also included three engine
landings and simulated three engine takeoffs. Operational training included bombing
targets, formation flying, extended
navigation, gunnery missions with fighter
attacks and in general simulating combat.
Pilots were then flight tested on the
following procedures both in the link trainer
with simulated rough air and drift and under
actual conditions in the B-24 airplane:
1. Instrument take off - Check pilot aligned plane
with runway. The student pilot set the
directional gyro to the nearest 5 degrees
indices of the runway heading and took off.
Proficiency
was based on
holding within
3 degrees of
the
initial
heading and
smoothness of
attaining
climbing air
speed safely.
2. Spiral Climb Student pilot
put airplane in
a
s t andard
John Rowe in Basic training
spiral climb to
at Sherman, Texas
the
right,
climbed 1000 feet, then reversed direction
and climbed 1000 feet more. Proficiency
was based upon the constant rate of turn,
proper rate of climb and smooth-ness.
3. Level Flight - Student pilot was to fly compass
heading for five minutes. Proficiency was
based upon maintaining straight and level
flight.
4. 90 and 180-Degree Turns - Student pilot was to
turn in each direction maintaining constant
18
BT-13 “VULTEE VIBRATOR”, THE BASIC TRAINER USED AT PERRIN FIELD, SHERMAN TEXAS
altitude and smoothness of control.
5. Steep Banks - Student pilot put airplane in a bank
of 40 to 60 degrees, had to maintain it until
a smooth turn was achieved, then return to
straight and level flight. A smooth turn,
constant altitude and safe air speed were
required.
6. Glides - Student pilot put airplane in a power
glide without flaps, with appropriate air
speed, safely above stalling speed, and made
a 90-degree turn in each direction and had to
maintain constant air speed and vertical
speed.
7. Position Plotting By "Intersection" - Student pilot
would take bearings on two stations (three if
possible) and plot position on chart.
8. Radio Range Orientation - Position was unknown
to student pilot and within 10 minutes of a
radio range station. Student had to tune in
the radio, bracket the beam, follow it to the
station, and recognize the station and
letdown using standard procedure for
range and station.
9. Radio Compass Low Approach - Using radio
compass, student pilot would follow
needle to station, turn to reciprocal of
station to field course, lose 2/3 thirds of
excess altitude out-bound, execute turn,
lose remaining excess altitude, cross
station and make a final descent to
minimum altitude over field.
10. Stalls - Student pilot placed airplane in a glide
without flaps, engine completely throttled, and
slowly reducing air speed to a complete stall and
then had to regain normal gliding speed.
Proficiency was based upon avoidance of
tendency toward a second stall during recovery
and ability to hold plane from turning or dropping
19
a wing before stalling point.
11. Recovery from Unusual Procedures
12. Anti-icing and De-icing Equipment Check
There were only two grades on the above
tests. One was
satisfactory
and the other
unsatisfactory.
I passed the
above flight
check test in
the B-24 first
on March 23,
1944
at
Li b e r a l ,
Kansas by 1st.
Lt.
Maurice
Forrey and a
second time
on the 15th
May, 1944 at
Boise, Idaho by 1st. Lt. Herman Torry and both
were satis-factory. My qualifications for the
instrument Pilot Certificate was certified on May
19, 1944.
I d a h o
weather was very
warm,
creating
severe heat thermals,
which made the
practice bombing
runs quite rough.
Nav i gat i o n
was
perfected on crosscountry flights in the
area and gunners also
got in their share of
practice. We all got a John taking aim at the skeet range,
Perrin Field, Sherman, Texas
chance to improve
our aim at the
shooting range with skeet as well as the .45 caliber
pistol. Electrically controlled B-24 turrets were
mounted on 8 to 10 foot towers and each was
equipped with two shotgun barrels (in lieu of .50
caliber machine guns) for shooting skeet. They
provided good practice learning to lead your target.
Some of the crews were transported to
assigned battle zones via ship. Our crew was
closed-out of Gowen Field on 29 June 1944 and
we were assigned to the Eighth Air Force in
England. We
were
also
selected to
fly a new B24 to Europe.
Topeka,
Kansas was a
staging area
fo r
n ew
planes just
off
the
assembly
line
and
accepted by
the Air Force
and we were
sent by a
rattling old troop train to Topeka, which was
sidetracked most of the time.
A shiny new B-24J was the model our
crew picked up at Topeka, Kansas (which we
named the "Gremlin's Roost") and flew to Europe
via the northern route; Topeka, Kansas to Bangor,
Maine; to Labrador, Canada; to Bluie-West-Eight,
Greenland; to Meeks Field, Reykajavik, Iceland;
to Nutts Corner, Ireland. In addition to the aircraft,
I checked out two pair of binoculars, ten-.45
caliber pistols (one for each member of the crew)
with holsters, two extra clips each, and 200 rounds
of ammunition. We were given a final physical
checkup, issued any clothing shortages, and a
parachute. Idaho law prohibited the sale of liquor
by the drink. A club, known as "The Gremlin's
Roost", was popular where customers could keep
their own bottle of whiskey on the premises,
marking the level in the bottle each time it was
used. This club gave us the idea for the name of
the aircraft, although I believe the others would
probably have preferred a sexy name with a busty
blond painted on the nose. We never saw the “The
Gremlin’s Roost” again after it was delivered to
the Air Force in Ireland. “There was another B-24
20
named
the
at Bangor to check out the
“Gremlin’s
landing gear struts. They
Roost” withwere inspected on July 12
out “The” preand appeared in order. A
ceding it. The
flight check was made on
one that James
13 July 1944. A couple of
Hoseason reairport employees who
fers to in this
were also local fisherman
book
"The
wanted to see their favorite
1000
Day
fishing hole (Moosehead
Battle" flew its
Lake) from the air and they
last mission,
came along. The nose and
25 April, 1945
main gears retracted and
for the 448th
lowered satisfactorily and
Bomb Group
the struts gave no
to Salzburg,
indication of problems
returned safely
upon landing. On 14 July
and must be
1944 we headed for Goose
that
aircraft. John (second from the left) learning Morse Code at Perrin Field,
Bay, Labrador. Crossing
Sherman,
Texas
The one we
the great St. Lawrence
flew to Europe
River and the vast expanse
and was delivered to the 93rd BG was shot down of Canada gave us a magnificent view of the
over Holland February 6th 1945 on a mission to uncharted wilderness, lakes and streams. We
Magdeburg. We tested the new B-24J at Topeka arrived in Goose Bay after a flight of 4:20 hours.
with four flights on the 7th
N
o
and 8th of July, 1944 for 9:05
time
was
hours of flight time. On 10
wasted
in
July 1944 we closed out
Goose
Bay.
Topeka and were ordered to
The weather
Presque Isle, Maine, but
was ideal and
nearing arrival we were
we
departed
informed the airfield was
the next day,
"socked-in". We proceeded to
15 July 1944
our alternate, Bangor, Maine.
for Greenland.
Bangor reported a ceiling of
Ernest Gann,
about 75 feet, so an
who flew in
instrument approach was
the
Air
required. All our training paid
Transport
off. We "broke through" the
Command, in
John on the left side of the net waiting for the ball. Volley ball at Pampa,
overcast and what a beautiful
his book "Fate
Texas.
sight seeing the runway and
Is the Hunter"
the field lay out before you. It appeared to me describes this route and is well worth reading. The
however that the ceiling was nearer a couple enormous mass of Greenland stretches out before
hundred feet. Flight time totaled 8:40 hours and that you with an ominous range running down the center
included 1:00 of actual instrument time.
and covered by an awesome ice cap. It is quite a
Additional in-structions were waiting for us sight. Bluie-West-Eight airfield lies at the end of
21
AT-17 CESSNA “BOBCAT”. THIS IS THE ADVANCED TWIN-ENGINE TRAINER USED AT THE ADVANCE
FLYING SCHOOL, PAMPA, TEXAS. WE GOT AN INTRODUCTION TO FORMATION FLYING.
one of three fiords. Entrances to each of the fiords
are about two miles apart along the Greenland coast
as you approach it from the west. To reach the
landing strip you have to make your entrance into
the middle fiord, which you are supposed to
identify by crossing Semitak Island. Flying the
Atlantic is not a cross-town excursion. Navigation
is critical, must be precise and Richard was right on
target to Bangor, Goose Bay and now to BluieWest-Eight. I was not sure it was an island. It
looked more like a large pile of jumbled rocks, but
was the only island we could identify so we
committed ourselves and went in. We were told that
we could make positive identification after flying in
about 30 miles by sighting a wrecked freighter.
After sighting that wreck we relaxed and followed
the contours of the fiord, which gradually widened
out and we came into a tremendous bowl in the
mountains. It was a large expanse of green water
with several small icebergs and at the end lay a
single steel matted landing strip. Only one runway
and no matter the wind, you landed uphill and took
off down hill. At the approach to the runway was a
hill or large mound called "sugarloaf" and you had
to land uphill over "sugarloaf" and take off
downhill over "sugarloaf". Total flight time was
4:15 hours.
The weather in Greenland was clear and
bright, but wind, rain clouds and low ceilings at our
destination in Iceland kept us in Greenland for six
days. We were given clearance to proceed to
Iceland on 21 July 1944. Bluie-West-Eight was on
the West Coast of Greenland, so we had to fly over
the massive ice-cap setting atop the mountain
range. Our crew was the first to take off. We were
asked to report our position after about 2 hours in
the air. We were slightly more than half way to
Iceland and were given clearance to proceed. All
the others were called back to Greenland. Richard's
magnetic course instructions were again "right on".
As we landed, low clouds and ground fog were
drifting in from the sea and was about to cover the
airfield. Again this illustrates how critical
navigation was in those times when crossing the
Atlantic. Our airtime to Iceland was 4:20 hours.
The skies cleared that night and we continued our journey on 22 July 1944 to Ireland. I’ve
never been able to locate our destination (Nutts
22
Corner) on any map of Ireland. It
was, however along the east shore of
Lough Neagh, not far from Belfast.
Total flight time on this trip was
5:00 hours. It is indeed a small
world. After checking in and being
assigned a billet, I passed a stranger
who shouted "hey Clemmie". There
were so many "Johns" in my school,
I was known by my middle name.
He was not however a stranger, but
an old friend, Leslie C. Jantz, from
grade school days in Monroe, South
Dakota whose family had moved to
McPherson, Kansas in 1931. I was
8 years old in 1931 but he
recognized me at age 21 in 1944.
Crews were in essence ferrying
airplanes to Europe as replacements We received our B-24 at Topeka, Kansas and flew to Bangor, Maine. Above
for aircraft shot down or lost over map shows our route from Bangor, Maine to Goose Bay Labrador to Bluieenemy territory or damaged beyond West-Eight in Greenland to Meeks Field in Iceland and then to Nutts Corner
in Ireland.
repair and we never saw the
"Gremlin's
Roost"
after
enjoyment of the city's residents. The parade took
leaving it in
us to the rail station, where everyone was bound
Ireland.
for his or her separate duty stations. Our
From
assignment was the USAAF Station #146,
Greencastle,
Seething Tower, code name "Brightgreen", in East
Ireland
we
Anglia just outside of Norwich, Norfolk, England.
proceeded via
This was the home of the 448th Bombardment
ship across the
Group in the 20th Combat Wing, 2nd Air
Irish Sea and
Division, 8th Air Force. The village of Seething
then by rail to
was on the North end of the Airfield. Living
Stoke-onaccommodations, mess halls, hospital, clubs and
Trent, England.
other facilities were nestled in among farms, trees,
Here we were
barns, cow pastures and thatched homes. Like all
joined
by
other crews, we were impressed by the neat
thousands
of
compact countryside. There was every shade of
other American
green one could imagine and the tranquility it
servicemen for
conveyed belied the anxiety and apprehension in
a
parade
the days and months ahead. Seething was about 10
through
the
miles south and east of Norwich and we were
streets of the
again impressed with the airfields about 5 miles
city to the
apart in every direction. There was an airfield
about every 36 square miles.
John Rowe & Jim Scanlon at Liberal, Kansas B-24 Transition Training
The 448th BG departed from the tradition
School. We were not to see each other again for 49 years.
23
With their squadron identification, which consisted
of a geometric symbol centered in a black strip on
their yellow tails. A triangle was used by the 712th
squadron, a circle by the 713th squadron, a square
by the 714th squadron, and a diamond by the 715th
squadron. On an average there were about 3000
formidable Folke-Wulf 190A and the advance ME
109. Another increase to 40 in the "tour"
requirement was considered in August 1944 but
was abandoned. It appears the increases from 25
to 30, then to 33, and then to 35 in October, 1944
were not necessarily because flying was becoming
safer (?), but because crews were
approaching the end of their tours.
Even the crews still on base who
had finished their tour and not
placed in the Replacement Pool
were made to complete the
increased requirement. I recognize
we were in a war, but it seems a
pure violation of the verbal
contract with the crews.
Fourteen Bomb Groups
and five Fighter Groups formed
the 2nd Air Division of the 8th Air
Force as follows:
2ND COMBAT WING - 389th
James Scanlon & John Rowe meet again in June 1996. It had been 52 years B G ( H e t h e l ) , 4 4 5 t h B G
since they went their separate ways after Liberal, Kansas.
(Tibenham), 453st B G (Old
Buckenham).
personnel attached to Seething airfield. With their 14TH COMBAT WING - 44th BG (Shipdham),
squadron identification, which consisted of a geo392nd BG (Wendling), 491st BG
metric symbol centered in a black strip on their yel(Metfield),
492nd BG (North
low tails. A triangle was used by the 712th squadPickenham).
ron, a circle by the 713th squadron, a square by the 20TH COMBAT WING - 93rd BG (Hardwick),
714th squadron, and a diamond by the 715th
446th BG (Bungay), 448th BG
squadron. On an average there were about 3,000
(Seething).
personnel attached to Seething airfield. The 95TH COMBAT WING
- 489th BG
maximum number of crews reached was 103
(Halesworth-transferred to 20th
(approximately 1000 men), the balance being
CW-Aug-Dec 1944), 491st BG
support personnel. We flew 13 missions before
(Metfield-transferred to 14th CWbeing reassigned to the 713th squadron and flew 22
Aug 1944)
more missions to complete our tour. We were 96TH COMBAT WING - 458th BG (Horsham),
scheduled for 33 missions (which had been increase
466th BG (Attlebridge), 467th BG
in February, 1944 from 25 to 30 and again in April
(Rackheath).
to 33). In late 1943 and early 1944, inadequate 65TH FIGHTER WING - 4th Fighter Group
fighter support made the flights hazardous, but they
(Debden), 56th Fighter Group
continued thereafter to be risky with the German
(Boxted & Haleswoth), 355th
introduction of the ME-262 jet fighter and
Group (Steeple Morden), 361st
especially the German improvement in high altitude
Fighter Group (Little Walden),
accuracy, concentration, and centralization of anti479th Fighter Group (Wattisham).
aircraft guns They also had the improved and
Second Division Headquarters was at
24
MESS CALL AT PAMPA, TEXAS. THEY FED US WELL AT ALL THE FLYING SCHOOLS. I WENT FROM 130 POUNDS
TO 164 POUNDS INSPITE OF CALISTHENTICS AND OTHER PHYSICAL TRAINING BUT LOST IT QUICKLY AFTER
THAT.
Ketteringham Hall four miles southwest of Norwich. The 2nd Divisions first bombing mission was
flown on 7 November, 1942; the last mission was
flown on 25 April, 1945. A total of 95,948 sorties
were flown in 439 operational missions by the Division’s B-24s, which dropped a total of 199,983 tons
of bombs. Bomber crews accounted for 1,079 German aircraft destroyed in the air, and P-47s and P51s of the fighter wing destroyed another 3,670 enemy aircraft in the air and on the ground. A total of
1,458 bombers and 649 fighters were lost in
operations against the enemy. Sixty three hundred
forty seven (6,347) members of the 2nd Air
Division lost their lives in the line of duty. The
448th BG joined the 2nd AD in November 1943
flew their first mission on December 22, 1943 and
their last mission on April 25, 1945. The 448th BG
flew 7343 sorties in 262 operational missions and
dropped 15,286 tons of bombs. Crews of the 448th
BG accounted for 47 enemy aircraft destroyed and
the 448th BG lost a total of 146 B-24's with 350
crewmen killed in action.
United States Air Forces servicemen who
gave their lives in World War II while stationed in
England exceeded 30,000. For Americans who may
wish to know, many of their names are enshrined in
the North Gallery of St. Clement Church on the
Strand, London.
Except for the island fortress of Britain and
a few neutral countries, Europe in 1943 was under
the iron heel of Adolph Hitler's legions and his
powerful Luftwaffe patrolled Europe’s skies. An
outnumbered Royal Air Force had been fighting for
4 years and was now being joined by United States
B-24 Liberators, B-17 Flying Fortresses and fighter
aircraft. Seldom (very seldom) a dignitary or
reporter would fly one raid but there is a vast
difference between going on one raid and going
week after week for months on end - - - - - - like
roulette, if you play the wheel long enough, a given
number will come up as it did for the above 30,000
U.S. Airmen.
25
26
A STRUCTURAL TOUR
OF THE B-24 
On the ground and in the air, the B-24's in tight. Enemy fighters could fly over, under and
slender wing and tri-cycle landing gear were around, but never through the formation.
distinctive. The plane's malingers criticized its
The entry hatch was on the underside of the
slab-sided fuselage (10 feet high & 7 feet wide). rear fuselage. Most crewmembers however,
She was designed in wartime for war and she climbed into the cabin through the bomb bay. It was
wasted no space on curves. The design greatly opened by an emergency handle on the right side of
facilitated ordnance
the nose. Another entrance
capacity. The twin
was through the nose
bomb bays were nearly
wheel compartment. In the
twice as long as the
very early B-24's, there
single bomb bay of the
was an eight step
B-17. The tricycle
procedure for emergency
landing gear made the
lowering of the nose
B-24 a delight to take
wheel, but it was replaced
off and to land and
in later models with a
getting the B-24 into
system whereby you just
take-off position with
"kicked it out".
the tricycle landing
The wings housed
gear where the pilot
18 self-sealing fuel tanks.
has a solid feel, full
Attention to engine
and complete control
placement was a major
is easy. It isn't as easy
consideration in its design,
or simple when an
so the nacelle was no more
airplane stands on its
than 1 1/2 inches higher
main
gear
and
than the top of the wing
directional control is
surface. The engine had a
from a steerable tail
small frontal cross-section
This
end
meant
business
nose
turret,
bombardier’s
station
&
wheel. Then the pilot
reducing drag significantly
navigator’s astral dome.
must nudge his rudders
and was turbo supercharged
or brakes carefully. When
for operation at high
the tail is lifted off the ground with the B-17 and altitudes. All used hydromatic three-bladed, fullthe wing is cutting the air rather then presenting feathering propellers with a distinctive yellow tip
its slab to the air, lift then builds rapidly. The B- that helped pilots synchronize engines. The
24 handled well with normal loads, but when propeller assembly was 11 feet in diameter. Much
exceeding gross weight capacity of 32 tons and of the credit for the speed and the range of the
flown at peak altitude, the pilot had to wrestle Liberator goes to the Pratt & Whitney Twin-Wasp
with it to maintain formation. Pilots soon found radial engines which were dubbed "Old Faithful".
that this was "par for the course" on every They withstood 110 degree heat in Africa and the
mission. The 448th's Base Commanders enforced ice and snow of the English and Alaska winters.
tight formations, wingtip to wingtip, boxes pulled
The four engines served other purposes than
27
STRUCTURAL TOUR OF THE B-24
just turning the propellers. Number three drove
the main hydraulic system and number one and
two drove instrument and de-icer vacuum pumps.
The main system operated the landing gear, wing
ENGINEER’S STATION
flaps, bomb bay doors, power brakes and the guncharging mechanism & rotation for the bottom,
sometimes called ball or belly turret. There were
three other hydraulic sub-systems which
cushioned landing impact, stifled or muted nose
wheel shimmy and controlled the gun elevation,
gun-charging and rotation of the tail turret. A mile
of cable was used for mechanical linkages in the
control system. The top turret was driven electrically on a geared track at normal or high speed
and with a 360-degree field of fire. This turret had
interrupters to prevent damage to the twin tail.
Gunners had to fire forward cautiously however,
because there was no interrupter for the propeller
arcs. The top turret was located just above the
engineer and radio operators positions in the flight
deck. The 50 caliber machine guns would fire
over 500 rounds per minute. Gunners were advised
to fire in short bursts to conserve ammunition and
to prevent overheating. Generally the upper turret
gunner would be the first to sight enemy fighters
approaching from the "natural blind " of the sun.
The APU (auxiliary power unit) was in the
nose wheel compartment. It was powered by a
small gasoline engine (affectionately known as
"putt putt") and was notorious for filling the flight
deck with exhaust fumes. The APU backed up the
24 volt direct current electrical system, making
the B-24 fully self-contained. This two-kilowatt
generator provided electrical power to start the
main engines and for emergency power if the
main generator failed.
Oxygen was critical at higher altitudes. A
review that follows later in this report of each
mission flown will show the many hours on
oxygen that were required by our crew and the
especially critical 31st mission when we left
formation right after leaving the target because of
an oxygen leak. Oxygen was supplied by 18
yellow high-pressure bottles. The flow was
regulated by a dial at each station outlet.
Two life rafts were stowed just back of the
top turret. Spring-loaded covers were released by
a handle on the flight deck and automatically
released the rafts. Two other handles were also on
the outside top of the fuselage. Rafts inflated
automatically. The synopsis of mission #24 later
in this report tells of a fatal mishap just after take
off when the rafts were accidentally deployed on a
B-24 that preceded us on take off.
The flight deck was the nerve center where
the pilot and co-pilot had access to all vital
functions. In close proximity were the engineer,
radio operator, navigator and bombardier and not to
far away were 4 other enlisted men assisting us and
manning the guns (on some missions we flew with
only 9 men and on one occasion with only 8).
John Roche, our engineer, was the trouble
shooter and repairman. He was stationed on the
flight deck just behind the bulkhead and the pilot,
and he monitored the all-important four triple-port
shutoff valves. On each valve, one port led to an
engine, one to a set of fuel tanks and one was interconnected to the other three valves. As you can
see, this cross-over connection permitted fuel from
28
any set of valves to serve any engine in an the flight-deck bulkhead and seated without any
emergency. Fuel gauges monitoring quantity were excess room, in a world of controls, instruments,
on the bulkhead in front of John. Joe, our radio
operator, would shut down the radio during any
fuel transfer because of the risk of fire. John also
monitored the four generator switches, ammeters,
voltmeter and the engines.
Joe Zonyk, our radio operator, was also
stationed on the flight deck behind the bulkhead
and just behind Bruce, our co-pilot. Joe was
responsible for all the electronic equipment and
especially the pilot's and co-pilot's radio gear. He
manually tuned the liaison transmitter and with
additional removable units, he had a tuning range
of 200 to 12500 kilocycles. He operated the CW
(communication wireless) key and controlled the
trailing antenna from his radio operator's table. He
could improve reception by deploying that 150
foot long antenna, but a lead weight at the end
RADIO OPERATOR’S TABLE (Note the CW key)
could easily pull it off if he didn't stop before the
end was reached. Our heated wool flight suits had
coiled wire in the linings and the control boxes steel and glass. It is a cockpit with a definite
were above
military touch
his
station.
compared
to
Suit
tempcommercial
eratures were
flight
decks.
adjustable,
The
cockpit
but
could
pedestal was
become too
between
us
hot
when
with
easy
wires
got
access to both
bunched up.
of
us
and
Marty Miller
housed
the
got a hot seat
throttle levers
as noted in the
and
engine
synopsis
of
controls. The
mission
#5
aileron
tab
that follows
control was on
later in this
the front edge
report . Joe
of the pedestal,
was
wise
just above it
enough
to
was the rudder
kept a log of
trim
tab
our missions.
control, on the
FLIGHT DECK LOOKING TOWARD THE COCKPIT
This flight report
left side was
uses that personal
the flap lever,
diary of his as the basis for the mission records.
and on the right the landing gear lever. The cockpit
Bruce and I were located just forward of panel in front of us held over 150 dials and gauges
29
COCKPIT OF THE LIBERATOR-B-24’s INSTRUMENTS & CONTROLS
1. Repeater Compass
2. Defroster Ducts
3. Bomb Doors Indicator
Bomb Release Indicator
4. Landing Gear Indicator
5. Altimeter
6. Directional Gyro
7. Artificial Horizon
8. Manifold Pressure
9. Fuel Pressure Gage
10. Various Temperature Gages
11. Oil Pressure Gages
12. Tachometer
13. V S I
14. Turn & Bank Indicator
15. Air Speed Indicator
16. Pilot’s Wheel
17. Rudder Pedals
including the altimeter, conventional air-speed
indicator, rate of climb and descent, turn and
bank indicator, directional gyro, artificial horizon,
magnetic compass, radio compass, all pressure
and temperature gauges, glide path indicator,
tachometer, plus other dials and other control
switches.
Richard, our navigator, had two small side
windows, left and right, that bulged out slightly
and he could use them for ground checks on his
map position. However, on our cross-Atlantic
flight, all he would see was water so he had to aim
his sextant through the astro-dome to "shoot the
sun" for a line of position (if he could see the sun).
He kept Bruce and I up to date on our position.
While flak and fighters in combat were a real
concern to him also, he also fought time and
18. Radio Compass
19. Supercharger Controls
Throttle Controls, Mixture Controls,
Propeller feathering buttons are behind
20. Trimmers for Elevators, Rudders, Ailerons
21. Alarm Button
distance.
The bombardier and navigator worked
closely together. Oscar, our bombardier, was later
to be taken from us and given the position of Lead
Bombardier. He truly had a "birds-eye" view just
forward of the nose wheel. All his training and
experience went into aligning the Norden
bombsight with Swiss-like precision. His precise
adjustments, when on the bomb-run, not only pinpointed the target, but actually flew the plane.
The "bomb bay" extended 17 feet from the
flight deck to the bottom turret and the waist
gunners position in the rear. It was standard routine
to crack the bomb-bay doors about six inches to
vent gasoline fumes that accumulated from small
leaks in the gas tanks (or commonly called "fuel
cells"). In the air, with the bomb-bay doors open,
30
the 10 inch wide "catwalk" between the twin with the waist gunners.
bomb bays was an ominous trip to the rear
From the nose to the tail, mechanics and
section. You were advised to think about every ordnance men were truly members of the combat
step, because it was a tedious journey with flight crew and not just "ground crews". They were
suit, parachute harness, and a portable oxygen innovative, hard nosed men patching up and
bottle. With
loading
the
the
doors
"birds" to keep
open, about
the
flight
25% of the
crews in the
B - 2 4 ' s
air.
Without
underside
their
dedw
a
s
ication
and
exposed.
"around
the
See mission
clock" hours in
#14 for John
rain,
snow,
Roche's
sleet, wind and
troubles in
fog, the flight
the Bomb
crews would
bay during
never
have
one of our
gotten off the
emergenground.
cies.
T h e
LOOKING PAST THE BALL TURRET HOIST THROUGH THE WAIST
In
addConsolidated
GUNNER’S POSITIONS TOWARD THE TAIL TURRET
ition to the
B-24 Liberator
four turrets
(the
British
(nose, top, belly, & tail) as mentioned before, gave it the name Liberator) did not receive as much
there were two single mounted ring and pole press acclaim as did the Boeing B-17 Flying Forsighted .50 caliber machine guns in the waist tress, but it was a newer plane. It was designed to
windows. Wind deflectors were provided but fly faster and with a larger bomb load. It was a
didn't help much when the high-altitude wind and rugged sturdy airplane. The crews considered it a
-40 degree cold came in. Waist gunners had a good and faithful servant, and it has a solid place in
magnificent view but arctic weather. Before the history. It was a workhorse heavy duty bomber for
electrically heated suit, gunners had to wear its time, but with the qualities of a thoroughbred,
several layers of clothing because just a small hole inspite of the maligning by its detractors. Both the
could result in severe frost-bite. All gunners were B-17 and the B-24 were great airplanes. It's just that
firing from a moving platform. Depending upon if you flew a B-17 it was the best and if you flew a
the wind direction, the B-24 would be moving B-24 it was the best. The B-24 carried more bombs
from 200 to 300+ MPH. As the bullet left the gun, faster and farther. It was powered by four Pratt and
this speed and movement would fling or catapult Whitney R-1380-65 radial engines, carried ten .50
the bullet. Therefore, the gunner needed to aim caliber machine guns and a crew of ten. Specbehind the fighter if he was coming from the rear, ifications varied with the model; but the B-24J had
or if from the front, compensate for the opposite a length of 67 feet 2 inches, a wingspan of 110 feet,
effect by leading the fighter a little more than overall height 18 feet, empty weight 36,500 pounds,
usual. The tail turret caught all of the wind gross weight 65,000 pounds, bomb load 8,000
whistling through the B-24. Those in the rear had pounds, ceiling 28,000 feet, range 2,100 miles,
a rough ride in high altitude turbulence. The tail cruising speed 215 MPH and a maximum speed
turret gunner could close the turret door but it was 290 MPH. The B-24D's ceiling was 35,000 feet,
more important to have a quick exit and contact range 2,800 miles, maximum speed 300 MPH and a
31
cruising speed of 200 MPH. With it’s full load of
bombs of 8,000 lbs., a B-24's range was some 200
miles greater than a B-17 with its full load of 4000
lbs. With extra fuel tanks mounted in the forward
NORDEN BOMBSIGHT
none. Eighth Air Force statistics show that
operational losses for the B-17 were 15.2%
compared to B-24 losses of 13.3%, indicating the
B-24 was a more durable aircraft giving aircrews
a better chance of survival.
The Norden Bombsight when used
properly was very good. The bombsight
contained two gyroscopes, one for the horizontal
plane and one for the vertical plane as well as a
collection of gears, mirrors, and knobs, so even
in turbulent weather it retained its "lock" on the
target. Through the sight, the bombardier could
see the target area well ahead of the aircraft and
this gave the illusion that the aircraft was not
moving in relation to the target. The bomb-run
begins at the IP (initial point) and is normally
about 50 miles or so from the target and their is
no turning back. At the start of the bomb-run, the
pilot levels the aircraft; the bombardier engages
the gyroscopes in the bombsight; and when the
"bubble levels" the pilot sets and locks the autopilot. The bombsight was attached to the
autopilot and made its own course corrections as
the bombardier sighted the crosshairs on the
target. He then locked the crosshairs in and
THE TRUE HEROS. THEY KEPT US FLYING - CHANGING ENGINES & SERVICING THE BOMBER IN ARTIC WEATHER
bomb bay, the range was 600 miles further than a
B-17 similarly equipped and the B-24 still carried
a payload of 4000 lbs., whereas the B-17 had
dialed in the speed, altitude and ballistic data of
the weapons being dropped. The mirror moved at
the speed synchronized to the aircraft which kept
32
the cross-hairs on the target. At the exact point
computed by the sight, the bombs would be
released to put them on the target. It may sound
counterpart, the PB4Y-1 Liberator, were the only
American heavy bombers covering the seas from
Alaska to India. The later PB4Y-2 Privateer, a
B-24s IN PRODUCTION AT SAN DIEGO
simple, but it took 18 weeks to train the men to
operate the bombsight. With accurate wind reports
a bombardier could really smother the target.
The B-24 was produced at five different
factories; Consolidated at San Diego, California
and Fort Worth, Texas, North American Aircraft
at Dallas, Texas, Douglas Aircraft at Tulsa,
Oklahoma, and Ford Motor Co. at Willow Run,
Michigan. Liberators produced by all the companies totaled 19,256, in a number of versions, the
most produced variant being the "J" model. In
comparison there were 12,677 B-17's built. The
B-24 proved itself in every theatre of the war in a
wide variety of missions and deserves its
reputation as one of the great aircraft of World
War II. It was not only the most produced aircraft
of World War II, but of all time. In the Pacific,
Liberators gradually replaced the B-17, largely
because of its extensive range. For most of the
early years of the War, the B-24 and its Navy
modified B-24 with a single, tall vertical tail, was
generally considered the Navy's most deadly
bomber. There were two other versions of the
Liberator, the C-87 Liberator Express personnelcargo transport and the C-109 Flying Tanker.
They helped make history "flying the hump" in
the China-Burma-India theatre of operations.
Liberators were everywhere the action was.
33
SPECIFICATIONS - B-24J LIBERATOR
34
The narrative in this chapter provided a description of the operation of the aircraft. This final picture will provide
a good view of the aircraft and especially the DAVIS wing.
35
36
FLIGHT RECORD - 25 AUGUST, 1944 TO 11 MARCH, 1945
A synopsis of each mission is described below by Joseph H. Zonyk as taken
from his original diary. Additional comments by John Rowe in parentheses and in Italics follows Joe’s synopsis (from personal recollections and from micro-film records of the 448th
BG at the Air Force Historical Research Center, Maxwell Field, Alabama). Pictures in this
flight record of missions do not necessarily represent pictures taken on those particular
missions.
714th Squadron (Missions #1 through #13)
713th Squadron (Missions #14 through #35)
Second Air Division
448th Bombardment Group
20th Combat Wing
8th Air Force
John C. Rowe
Pilot
Los Angeles, California
Bruce J. Anderson
Co-Pilot
Terrill, Iowa
Richard (Dick) H. Best
Navigator
Flint, Michigan
Oscar O. Rudnick
Bombardier
Worcester, Massachusetts
John Roche
Flight Engineer
Peabody,Massachusetts
Joseph (Joe) H. Zonyk
Radio Operator
Vicksburg, Michigan
Charles (Charlie) W. Robertson
Waist Gunner
Columbus, Ohio
Martin (Marty) L. Miller
Nose Turret Gunner
Indianapolis, Indiana
Robert (Bob or Red) L. Sammons Tail Turret Gunner
Mallory, West Virginia
Clifton (Cow-Cow) H. Evans
Waist Gunner
Amarillo, Texas
Francis (Scotty) E. Scott
Bottom Turret Gunner
St. Louis, Missouri
Cliff Evans replaced Scotty in August, 1944 after the second mission. Bottom turrets
were removed and Cliff became a waist gunner. Cliff was an armorer and reserve gunner and
an original member of the 448th Bomb Group when the Group first arrived in Seething in
1943. He completed his 35th mission with us in January, 1945 and was reassigned to the
States for pilot training.
Bruce Anderson did not fly all his missions with our crew. He flew with other crews to
observe procedures and recommend suggestions (such as changes in fuel-air mixture settings
to conserve fuel etc.) and also flew several missions with his own crew.
Oscar Rudnick also left our crew for a position as lead bombardier. I am not certain on
what date he departed our crew, but I believe it was in January, 1945.
There were two (2) formation sheets for each mission, one over the “assembly area”
and another one over the “target”. These varied because of aborts for various reasons, so the
formation sheets in this “flight record” are the formations over the target. The formation
sheets identify the pilot, position & number of the plane and when known for our crew, the
name of the aircraft.
37
ROWE MISSION #1 – 25 August, 1944, Friday
GROUP MISSION #142
Take-off - at 07:40 hours
Group planes attacking, 42 ships-4 aborted-No ships lost.
Forming altitude, 11000 feet
Group planes airborne, 46 ships.
Bombing altitude, 21000 feet
Tonnage dropped, 75.6
Length, 7 hours - 10 minutes
Escort, P-38's and P-51's, fair
Oxygen, 4 hours
Fuel load, 2700 gallons
Bomb load, 12 500 lb.
Temperature, -26o
General purpose bombs.
Average fuel consumption, 283 GPH
Rowe fuel consumption, 2100 gallons (average - 292 GPH)
Bombed Rostock, Germany and the Heinkel III aircraft factory. A beautiful sunshiny day all the
way in to the target. We arrived at our wing IP below the city and encountered a few bursts of flak but
nothing serious. Target clearly visible. Bombs away, quite a sight to watch them all the way down.
Huge explosions and fires in the target area and dock sites along the river. Uneventful trip coming back
over the Baltic and North Sea to England and our base at Seething. JHZ.
[On the bomb run the lead-pilot carefully levels the plane at a precise altitude and indicated airspeed. Then switches on Auto-pilot and tells the Bombardier "You've got the plane."The Bombardier
then flies the plane with his bomb-sight keeping the
cross-hairs on the target. The rest of the planes in the
Squadron drop when the lead plane drops. Lead-pilot
takes over again after bombs are released. Milk runs
were rare and never guaranteed. This first mission was a
"milk-run" for us and did not adequately prepare us for
the missions to come. No planes were lost over the target
from flak, but it was not a "milk-run" for the crew of
H.M. Jonson of the 712th Squadron from our Group.
Their plane received flak damage and had problems on
the return trip. The plane finally landed with two engines
functioning, at least partially, just as it reached the
English coast and landed at Woodbridge (a 14000 ft.
hard surface and grass emergency landing strip for
landing without flaps or brakes). The crew of 9 survived.
Official records show no 448th Group planes lost from
any cause so I assume the plane was salvaged. Two other
planes from other groups in our wing crashed just after
SEETHING’S WEATHER IS NORTH SEA WEATHER: LOW
CEILINGS, RAIN, SLEET, BLOWING SNOW. WE HAD TO
reaching the English coast near Henstead and everyone
MAKE MANY INSTRUMENT LET-DOWNS.
in the two crews were killed. We noticed on this first
mission the difficulty of identifying your home base. There was an airfield every 35 to 40 square miles
and today hazy skies made it more difficult. On future missions it was to be overcast skies, fog, blowing
snow, rain, sleet etc. The four aborts were L.A. Dunston (774J), W.H. Wilhelmi (099J), A.J. Lewis
(972H), & S.W. Frijoer (517J). Reasons-defective oil pressure gauge, supercharger inoperative, #2
propeller governor out, #4 engine failure. JCR.]
38
39
ROWE MISSION #1 - Operational Formation - 25 August, 1944
GROUP MISSION #142
ROSTOCK, GERMANY
LEAD SQUADRON
PFF (1)
R.H. Wright 788J (3)
PFF (2)
C.E. Francis 819H (10)
J.A. White 482J (12)
L. Conner 521H (7)
?????
S. Szudarek 435J (8)
R.H. Moody 305H (9)
A.H. Panicci 134H (4)
M.S. Horton 326H (6)
E. Sheffield 469J
LOW LEFT SQUADRON
W.H. Gibson 349J(1)
P.T. Ferrie 066J (3)
D.R. Graybeal 759J (2)
B.F. Adams 516J (10)
S. Williamson 799J (12)
W.T. Hensey 547J (7)
F.C. Reynolds 357J (11)
M. Sinkewitz 575H (8)
H.G.Solden 000J (9)
A.M. Coleman 006H (4)
B. Hanson 536J (6)
JOHN ROWE 924H (5) - ROSIES RIVETS
HIGH RIGHT SQUADRON
A.C. Fox 620J (1)
R.K. Schultz 445J (2)
S.F. Favine 677J (3)
A.C. Nelson 391H (7)
J.D. Sutton 289H (10)
C.P. Cepelak 481J (12)
J. Mlynarczyk 359H (11) G.H.Foutche 138H (9)
B.F. Baer 925H (8)
J. Allen 620J (4)
A.C. Wight 491J (6)
R. Brendi 556J (5)
HIGH HIGH RIGHT SQUADRON
R.T. White 772J (1)
H.S. Spencer 348H (3)
K.D. Miller 498J (2)
R.W. Kraus 443J (4)
E.G. Brock
992H (9)
C.A. Eggert 460J (6)
H.M. Jonson 504J
W.N. Stonebraker 505J (7)
H.E. Stahl 322J (9)
40
MISSION # 2 - 26 August, 1944, Saturday
GROUP MISSION #143
Take-off, 06:36 hours
Length, 5 hours, 55 minutes
Oxygen, 4 hours
Bomb load, 12 500 General
purpose bombs
Temperature, -26o
Group planes attacking, 29 ships. 5
Aborted-4 ships MIA.
Escort, P-51's, very good
Rowe fuel consumption, 1900
Gallons (average 321 GPH)
Bombed Ludwigschafen, Germany, the I.G. Farben Chemical Works where Zyclon-B gas was
manufactured and then used in the extermination camps. It was the most important manufacturer of
chemical products in Europe and the plant stretched for 3 miles on the east side of the Rhine north of
the twin cities of Ludwigschafen and Mannheim. Terrific flak encountered over the target. We were
the last Wing, last Group, and last Squadron over the target. The krauts really had us zeroed in when
we reached our IP. From there all hell broke loose, our left wingman received a direct hit and went
down in flames, believe it was Stonebraker's crew. Other ships including ours were taking a
pounding. Lost my best buddy, Bill Vogel (RO on Stonebraker's crew) who went down on our right,
ship on fire, saw six chutes open and then lost them as they went down through the clouds. Possible
PW's. We had flak damage to No. 1 and No. 2 engines, nothing serious. Got back OK. Total losses six ships out of approximately 700. We were briefed there would be close to 300 anti-aircraft guns
around the target area capable of firing 15 to 20 rounds per minute plus 100 or so German fighter
planes we could expect. JHZ.
[Today we began a double or twin takeoff procedure. Two B-24's lined up, one on each side
of the runway. Ten seconds after the first one started down the runway, the other proceeded to
takeoff. Takeoff time was reduced considerably with resultant conserving of gas for the long flights.
Jerry used their big guns today, 105MM I think, or at least an improved 88MM. The new German
88MM could reach 32000 feet and with centralized control of firepower, flak was taking an
increasing number of bombers. Lt. E. Postemski and crew were flying position Low10 just off our left
wing. I believe it was their 15th mission. I was flying position Low6 in formation just a few yards off
their right wing when they took a direct hit between #3 and #4 engine. The wing tip folded up like a
match stick in a ball of red flame, the plane floundered down like a toy and that is probably the first
of the two planes that Joe describes above. Lt. William N. Stonebraker's crew flew overseas with us
and this was his second mission also. He was in position Low9 in the formation just a few yards to
the right of us and received a direct hit that caused his plane to fall in two parts. Wilbur J. Vogel, the
radio operator was a good friend of Joe Zonyk. Lt. Botkin was flying position Lead7 and went down
over the target. Lt. F.E. Bastian flying position Lead3 was also hit and was reported as MIA,
however he along with his co-pilot, navigator and waist gunner were returned to base on 27 August.
Records do not say how they were returned, where from or give the fate of the other crew members.
He must have been able to reach friendly territory and the others were either killed or wounded. Two
others aboard 925H and 326H received moderately severe flak wounds and were hospitalized. We
and Lt. Stonebraker were two of four replacement crews (Stonebraker, Vogel, Sheffield, Rowe)
41
arriving at Seething together. Richard Vogel went down on our Mission #3 that follows (his second).
Now there are only two of us left. The feeling was "let's get the hell out of here". I was too busy to be
afraid, but I can imagine just observing those planes burning and falling in pieces with the red and
black ugly flak bursts all around us would be frightening. The German anti-aircraft had our altitude
FLAK OVER LUDWIGSCHAFEN - YOU COULD WALK ON IT.
"right-on". You could see the bursts of flak just a few feet off our nose and wings. Dark red churning
masses and black smoke. Ugly looking stuff! Flak bursts were too close for comfort so we jettisoned
our bombs and altered our fixed course and altitude on the bomb-run which had been calculated very
accurately by German anti-aircraft radar. I put the plane on its right wing and moved out of there.
After we outdistanced the flak, the formation had loosened up considerably and we found ourselves
with only one other ship from our squadron. I know now what other pilots felt when they said "God
was my co-pilot". It seemed we were in flak forever. Richard remembers "My earphones became
unplugged and I saw that hell like a silent movie". We attached ourselves to another group and took
the scheduled withdrawal route back to base. It was not a successful mission because of very accurate
flak and a heavy smoke screen. It also was not an easy mission and the thought on everyone's mind
was "and 33 more of these yet to go". Scotty was smarter than the rest of us. It was a rough mission
and he "hung it up". Clifton "Cow Cow" Evans was his replacement. This was a costly mission. Four
crews were missing in action. Although the other planes returned to Seething, several aircraft were
severely damaged and numerous crewmembers required medical treatment. We had several flak
holes, especially in two of the engines but they were not severely damaged, functioned satisfactorily
and got us home. The 5 aborts were M.L. Alspaugh (505J), M. Krisel (138H), E.K. Schultz (246J),
W.C. Bryson (547J), R.M. Moody (305H). Reasons-Fire on board, gas leak, oxygen leak, #2 engine
failure, intercooler to carb. blown.JCR.]
POST WAR RESEARCH ON SHOOT-DOWN OF STONEBRAKER CREW
42
The MISSING AIR CREW REPORT (#8468) includes a German report (unsigned) by Lt. and
Chief of the Battery dated 26 August, 1944 reporting a shoot-down of one Liberator at 10:45 o'clock
2 kilometers North of Trebur on the Street Tebur-Russelsheim near the place of a searchlight battery.
Burning on the wing was seen. Aircraft 90% destroyed. Stabilizer OK. Fuselage and motors burned
out. Eight crewmembers captured in the vicinity of Astheim, 2 kilometers West of crash. It lists all
the crewmembers except Vogel and Stonebraker. Another German report by Major Stephan and Staff
Officer of Airfield Command Weisbaden lists capture of Sgt. Vogel on 26 August, 1944 at 11:00
o’clock by Fw (Feldwebel) Becht from Vehicle Station Mains in the forest between Russelsheim and
A MAJOR CONCERN WAS A PIECE OF FLAK TEARING INTO YOUR BODY.
Trebur. Prisoner turned over by Fw Becht for further transportation. Papers or other objects were not
found on prisoner and he refused to make statements. Another German report 2 days later, 28 August,
1944 lists 9 crew members including Lt. Stonebraker with internment at Dulagluft, Wetzlar. One
other German report lists all twelve captured with internment at the Dulagluft. The National Archives
file contained the following statements from 4 of the crewmembers after their liberation:
LT. JOHN R. RICHARDS - Co-Pilot "I would like especially to commend Lt. Francis J.
Bergin for his calmness and courage under difficult conditions, and especially for his generosity and
unselfishness while a prisoner of war. In many instances during our march from Stalagluft 3 to
Stalagluft 7A he helped others that were sick and unable to do very much for themselves. William
Stonebraker bailed out approximately 3 minutes after target. Injured leg in landing. He was in prison
Stalagluft 3 and Stalagluft 7A. Francis J. Bergin bailed out approximately 2½ minutes after target.
He was uninjured. In prison Stalagluft 3 & 7A. Robert W. Ross bailed out approximately 2½
minutes after target. Clarence E. Williams bailed out approximately 2½ minutes after target. He
received injuries and lacerations of face as a result of civilians in Mannheim beating him with an iron
pipe. Wilbur J. Vogel bailed out approximately 2½ minutes after target. Lost consciousness on way
down. He was slightly injured during landing. Orville D. Stuard bailed out approximately 2½ minutes
after target. Tore ligaments in leg. Curtis L. Cagle bailed out approximately 2½ minutes after target.
43
Injured leg on landing. John T. Powers bailed out approximately 2½ minutes after target. Received facial
lacerations as a result of beatings by civilians in Mannheim. Jesse J. Myers bailed out approximately 2½
minutes after target. Slight facial lacerations as a result of civilian beatings.
LT. FRANCIS J. BERGIN: "All crewmembers bailed out at approximately the same time, about 10:45
AM, 15 to 30 miles east of target. Sgt. Vogel bailed out and the next thing be remembers was that he had been
beaten and was in the hands of SS troops. I saw him and all the crewmembers about a week later in a transient
prison camp. He was last seen after liberation at Camp Lucky Strike, May 1945. To the best of my
knowledge, all crew members were returned to Allied Control."
LT. ROBERT W, ROSS: Most of his comments were illegible, except one that said "Enlisted men all
bailed out just before officers."
SGT. ORVILLE D. STUARD "All members of the crew bailed out with the use of their parachutes
from their various abandon ship positions. Know definitely that Sgt. Vogel is at home and discharged since I
corresponded with him recently. Vogel was returned to Allied Control May 3, 1945 near Lubeck, Germany.
Vogel was liberated by the English Army and was returned to American Military Control in May of 1945,
moved to Le Harve, France and on to the States."
POST WAR RESEARCH ON SHOOT-DOWN OF EDMOND G. POSTEMSKY CREW
As detailed above, I was looking directly at Ed's plane when he was hit between #3 & #4 engines. Fuel
cells are located here and I was looking directly at a huge ball of fire as the wing buckled & separated. The
plane (B24H 41-28924) crashed on the Friesen-heimer Island near Mannheim-Sandhofen, Germany. Nine (9)
men KIA and lone survivor, Copilot Clifford B. Unwin became a POW. Our 2nd mission and their 15th
mission. The MISSING AIR CREW REPORT (#9467) is mostly illegible. However, Lt. Unwin lived and
was captured.
POSTWAR RESEARCH ON SHOOT-DOWN OF FRANCIS J. BOTKIN CREW
The plane (B24H 42-95134), was hit by flak 1 1/2 minutes before the target. Direct hits caused explosions in the front section and the Pilot and Copilot were blown clear,. The B-24 broke in half and the right
wing was torn off. The A/C crashed 10 KM west of Ludwigshafen. In addition to the P and C/P, the bottom
turret gunner and the right waist gunner survived. Six men KIA. Four (4) still buried in the Ardennes, 2nd Lt.
Thomas White (B), Sgt. Armand Dansereau (LWG), T/Sgt. Charles Shipp (E), and S/Sgt. Lawrence M.
Wilhelm (RO).
POSTWAR RESEARCH ON SHOOT-DOWN OF FRANK E. BASTIAN CREW
The plane (B-24J 42-50788) was hit by flak bursts severely damaging the aircraft flown by Lt. Frank
Bastian. The stricken plane suddenly rolled over and plunged to earth. The bail-out order was given and two
men, Lt. Enrico Maggenti and the right waist gunner, Sgt Dewey Colletti, bailed out. They were quickly captured by the Germans. Lt. Bastian struggled to regain control of the aircraft and did return it to level flight before any others jumped. Finally over France four more bailed out over Chartres, including Sgt William Wilbur
and Sgt. Dewey Holst. Sgt. Holst’s brother, also on this crew remained with the crew a little longer and over
Montreuil, France, Lt. Bastian set the plane on outopilot and ordered the rest of the crew to bail out. Miraculously, everyone one survived and all but the first two were returned to Seething.
44
45
ROWE MISSION #2 - Operational Formation - 26 August, 1944
GROUP MISSION #143
LUDWIGSCHAFEN, GERMANY
LEAD SQUADRON
PFF (1)
PFF (2)
F.E. Bastian 788J (3)
G.H. Holt 469J (10)
R. Bremer 536J (12)
S.T. Botkin 134H (7)
A.H. Panicci 326H (11)
B.F. Baer 925H (9)
C.H. Frensko 436J (4)
S.T. Szudarek 819H (6)
E.M. Sheffield 066J (5)
LOW LEFT SQUADRON
J.F. Madden 055H (1)
C.W. Meining 066J (3)
K.D. Miller 270H (2)
J.C. Weaver 348H (7)
E. Potemski 924H (10)
W. Gilbert 099J (11)
H.M. Jonson 774H (8)
W. Stonebraker 443H (9)
W.H. Wilhelmi 000J (4)
JOHN ROWE 575H (6) - THE RUTH E. K.
C.C. York 992H (5)
HIGH RIGHT SQUADRON
W.C. Beall 620J (1)
G.F. Hillman 481J (3)
A.M. Coleman 799J (7)
G.O. Brown 516J (10)
G. Alexander 556J (12)
???? (2)
???? (11)
J.Mlynarczyk 359H (9)
Allen 699J (4)
A.C. Wight 28J (6)
R.C. Vogel 677J (5)
???? (8)
46
ROWE MISSION #3 – 11 September, 1944, Monday
GROUP MISSION #146
Forming altitude 8500 feet
Bombing altitude 19900 feet
Oxygen, 4 hours
General purpose bombs
Temperature, -40o
Group planes attacking, 39 ships,
5 aborted, 2 MIA
Escort, P-47's and P-51's
Fuel load ????
Average Fuel Connsumption ????
Rowe fuel consumption ????
Primary target was Magdeburg, Germany by PFF. Target was a synthetic oil refinery. Half
an hour from the target we encountered flak. Observed one ship from another Group hit over target
area, saw 4 chutes open up. We were fired at by rockets. Thirty planes attacked the refinery. We
did not drop our bombs due to heavy cloud cover, so 8 of us proceeded to our secondary target at
Diepholz which was a German aerodrome 120 miles northwest of Magdeburg near Dummer lake.
One plane had mechanical trouble, left formation, and bombed Rotenburg about 40 miles east of
Bremen. Results unobserved. First group of planes over Magdeburg were hit hard by fighters and
flak. Combined operations we heard we lost 44 bombers and claimed 175 fighters shot down,
probably exaggerated. Coming back we were
fired at over the Zuider Zee (also called
IJsselmeer or Yssel Lake). JHZ.
[PFF is an abbreviation for PATH
FINDER FORCE. See Mission #13 for the
meaning of PFF. I agree with Joe that the
above combined figures on bomber losses and
fighters downed is probably grossly
exaggerated, but have not been able to confirm
it. The United States Air Force Historical
Research Center's micro-film records of the
448th BG at Maxwell Air Force Base had only
Group statistics. Micro-film records for this
mission also did not show the Group fuel
statistics and did not identify the pilots or what
plane they flew except for the following two
taken from the casualty report. Plane #505J
and #138H were downed before reaching the
target and are MIA (LT. Richard Vogel and A GRIM PICTURE OF THE 8TH’S WAR. “Little
Warrior”, 493rd BG takes a direct hit over
Flight Officer Albert Lewis). Richard Vogel left
Quackenbruk.
Picture taken as wing tanks exploded.
formation with one engine out. It isn't known
what happened after that. Planes aborting
were- 516J, 083H, 9489H, 358J, 925H. Reasons-mechanical trouble, #3 engine blew, pilot sick
(left formation 25 miles from enemy coast),one turned back at Geissen, Germany (attributed to
pilot error), one plane had broken piston rings. JCR]
47
POST WAR RESEARCH ON SHOOT-DOWN OF VOGEL CREW
The MISSING AIR CREW REPORT (#8972) is mostly illegible. The plane crashed on 11
September, 1944 about 3 kilometers north of Dalfsen, Holland. They left the formation with one
engine out. Based upon what comments are legible in the MACR, it appears the aircraft collided with
another plane (a P51 fighter) in the confusion over the target and was not able to make it all the way
back. One known dead, Sgt. John Phillips, tail gunner, died in the crash. He was buried on 13
September, 1944 in Dalfsen Community Cemetery, grave #19. Five known to be captured - Koth
navigator, Neville bombardier, Sgt. Turner, Sgt. Stenberg, and Sgt. Gensinger. It appears however,
that the rest of the crew was also captured. The P51 also crashed, killing the pilot.
Flight Officer Albert Lewis went down over Koblenz from flak damage. Five of the crew
perished in the crash.
FORMING
(Bringing the bomb group together over England before departing for the target.)
48
49
ROWE MISSION #3 - Operational Formation - 11 September, 1944
GROUP MISSION #146
MAGDEBURG, GERMANY
LEAD SQUADRON
H2X (1)
H2X (2)
Spicer 772J (3)
Gilbert 348J (10)
Jones 504J (12)
Eggert 270H (7)
517J (11)
083H ?????
Brock 1489J (4)
Lewis 505J (6)
Stahl 460J (5)
LOW LEFT SQUADRON
Gibson 348J(1)
Adams 496J (2)
Brown 224J (3)
Haddock 536J (7)
Williamson 288J(10)
Alexander 516J(12)
Matthaes 799J
Senkewitz9489H
Meining 083H (8)
Reynolds 599J(4)
Soldan 006H (6)
JOHN ROWE 357H (5) - QUEENIE
HIGH RIGHT SQUADRON
Madden 759J (1)
Graybeal 767J (2)
Conner 435J (3)
Holt 469J (7)
Horton 326H (10)
Francis 925H (12)
Sheffield 066J (11)
Szuderak 358J (9)
Genarlsky 305H (8)
Frensko 341J(4)
Doane 819H(6)
Kraus 992H (5)
Fox 455J (1)
Furey 677J (3)
Hillman 247J (2)
Schultz 298H (10)
Jordan 246J (12)
Sutton 391H
Vogel 138H (11)
Allen 699J (9)
Nelson 958H(6)
Bremer 556J(8)
Madden 481J (7)
Wight 491J (8)
50
ROWE MISSION # 4 - 12 September, 1944, Tuesday
GROUP MISSION # 147
Oxygen, 4 hours - 30 minutes
General purpose bombs
Temperature, -34o
Group planes airborne-35
Group planes attacking-35. No aborts. No losses
Fuel load, ????
Average fuel consumption ????
Bombed Hemmingstadt in northern Germany. Target was a natural oil refinery. It was a long haul
over the North Sea. We were over enemy territory approximately 1/2 hour. Good hits recorded by one
Group. Our Group did a lot of spring plowing by PFF. No flak or fighters. P-38 pilot bailed out over the
target. Our secondary target was to have been Helgoland, but we did not hit it. We saw Helgoland as we
were heading for home. JHZ.
[Seething airfield was closed down
from 27 August to 8 September to
repair breakup of taxi-ways, but
September so far was very wet
anyway. Seething is near the coast
and its weather is like North Sea
weather. Because of the weather,
crews with limited experience were
offered a chance to stand down
today and avoid the long instrument
climb-out, but we elected to go. After
takeoff, using the radio compass, the
pilot heads for the Group's assigned
buncher beacon #7 (which was
shared with Hardwick about 3 miles
CROSSING THE ENGLISH COAST NEAR THE THAMES ESTUARY away) at a 300 foot per minute climb
& HEADING FOR THE TARGET
at 150 MPH. Upon reaching the
o
buncher beacon, he makes a 180 turn and flies a 5 minute leg still climbing. These legs are repeated
back and forth until he flies through the cloud cover. Pilots and planes are all different and you can
imagine this scrambling mass of 700 to 1200 bombers (with an airfield every 5 to 10 miles)
simultaneously flying through overcast to formation assembly. Pilots would look for and form on a
brightly painted aircraft of unique design peculiar only to the 448th Group. The Group leader circles the
buncher beacon firing flares of a specified color and the Squadron leader also firing flares of another
color so pilots could identify their Group and Squadron leaders and their own position in the formation.
It takes skill enough in good weather, but difficulties increase when a mass of aircraft are assembling
between dense merging cloud layers and visibility is poor with rain pelting the cockpit windshield, often
turning to sleet and freezing. It is hazardous, and the more so when carrying a maximum load of gas and
bombs. (See diagram for forming in bad weather shown on page 261, Epilogue section in this report.)
Statistics on fuel consumption and names of the Pilots on this mission were not found in the micro-film
records. JCR.]
51
52
GROUP MISSION #147
HEMMINGSTADT, GERMANY
LEAD SQUADRON
PFF (1)
Szuderak 326H (3)
Billings 599J (2)
Horton 341H (10)
Gilbert 992H (12)
Doane 458J(7)
Williamson 288J (9)
Sheffield 066J (11)
Camburn 224J (8)
H. Allen 358J (4)
Frensko 521H (6)
Genarlsky 302H (5)
LOW LEFT SQUADRON
Wilhelmi 497J (1)
Eggert 772J(2)
Johnson 972H(3)
Reynolds 9489H (7)
Dugger 460J (10)
Stahl 348H (12)
Jones 099J (11)
Matthaes 799J (8)
Soldan 066H (9)
Felker 489J (4)
Brock 504J(6)
Spicer 517J (5)
HIGH RIGHT SQUADRON
Swartbel 620J (1)
Wight 298H (3)
Sutton 185H (2)
Hansen 083H (7)
Nelson 699J (10)
Madden 481J (12)
Mlynarczyk 677J (11)
JOHN ROWE 367H (9)
Dowalo 246J (4)
Mellot 491J (6)
Smith 556J (5)
Haddock 536J (8)
53
[246J got(not
hit bycompleted,
flak over the no
Rhine
and aborted.
504J's supercharger
out and he
ROWE MISSION
credit)
- 13 September,
1944, was
Wednesday
aborted
during
assembly.
767J
accidentally
released
his
bombs
at
the
I.P.
before
the
target.
Again
the
GROUP MISSION #148 (Group took credit for this mission, but gave no credit
to the
microfilm records did not identify the Pilots or what plane they flew nor did they provide fuel
Crews)
consumption figures. The number of air raids on East Anglia increased in September. V-1's were
launched from Holland and from the Heinkel-III aircraft off the British Coast. British anti-aircraft
gunnersLength,
were getting
quite good and brought down 9Temperature,
out of 11 on the
3 hours
-16onight of 21 September. JCR.]
Oxygen, 1 hour
Bomb load, 12 500 General purpose
bombs which we brought back.
Started for Ulm, Germany near the Swiss border to bomb an ordnance plant. Weather was
bad. Recalled 50 miles northeast of Paris and started for home. Passed over Dunkerque (Dunkirk).
Bomb damage was terrific, craters everywhere from Allied bombings. Some ships received flak south
of Dunkirk. One B-24 went down into the North Sea. JHZ.
[We were called off when impossible weather was encountered after passing Paris. Crews did
not receive credit for this mission, although the Group took credit as Mission #148. If the Group can
take credit then in reality we flew 36 missions. JCR.]
ROWE MISSION (scrubbed) - 14 September, 1944, Thursday
We were scheduled to hit Berlin, Germany with 1000 bombers. We got out to the ship and
waited three hours for takeoff. Fog was like soup and we did not take off. The target was also closed
in with impossible weather. This one I wasn't to eager to go on. JHZ.
ROWE MISSION #5 - 22 September, 1944, Friday
GROUP MISSION #151
Group planes airborne, 35 ships
Group planes attacking, 32 ships
2 ships aborted-1 ship dropped early
Temperature, -26o
Fuel load ????
Bomb load, 2 500 lb. incendiaries
and 15 250 lb. demolition bombs
Kassel, Germany was the target for the day. We hit Kassel with approximately 1000
bombers, B-24's and B-17's. Targets were marshalling yards, locomotive repair shops, flak
installations, as well as assembly shops for Tiger and Panther tanks. We got the hell shot out of us
crossing the Rhine river and going over to Trier, Germany on the way home. Bob (Red) Sammons,
waist gunner almost had it. Flak was heavy and concentrated. A piece came through the side of the
ship and hit Sammons flak suit knocking him down and then going out the other side of the ship. Flak
was beating on the ship like hail. A piece came through the nose section where Oscar Rudnick usually
was. This time he was on the flight deck with me. Flak was concentrated and accurate over the target.
Bomb results unobserved due to heavy cloud cover. Bombed by PFF (PathFinderForce). Coming
home, Marty Miller's (nose gunner) electric suit caught on fire and gave him a hot rear end. Six flak
holes in our ship. JHZ.
54
[256J got hit by flak over the Rhine and aborted. 504J’s supercharger was out and he aborted
during assembly. 767J accidentally released his bombs at the I.P. before the target. Again the microfilm records did not identify the Pilots or what plane they flew nor did they provide fuel consumption
figures. The number of air raids on East Anglia increased in September. V-1s were launched from
Holland and from the Heinkel-III aircraft off the British Coast. British anti-aircraft gunners were getting quite good and brought down 9 out of 11 on the night of 12 September. JCR.]
DISPATCH CARAVAN
Captain Frank Grew sending the bombers off to their target and with others not flying that day
watching the take-off.
55
56
448th Bomb Group Replacement Crew #46”s Eighth Air Force Mission Record - World War II
GROUP MISSION #151
KASSEL, GERMANY
LEAD SQUADRON
Malone 5547 (Maj. Miller) H2X (1)
Jonson 460J (3)
Beal (Capt. Andresen) 620J (2)
Wight 491J (7)
Spicer 517J (10)
Felker 348H (9)
Remitz 772J (11)
Azevedo 369J (8)
Dogger 678J (4)
Brock 992H (5)
Stahl 099J (6)
LOW LEFT SQUADRON
Gibson 288J (1)
Bryson 224H (3)
Hensey 498J (2)
Soldan 357H (10)
Bastian 516J (12)
Jordon 246J(7)
JOHN C. ROWE 006H (10)
Weitzel 958H (9)
Mlynarczyk 391H(8)
Brown 799J (4)
Meining 551J (6)
Land 536J (5)
HIGH RIGHT SQUADRON
Johnson 055H (1)
Allen 699J (3)
Conner 820J (2)
Sheffield 575H (10)
Bowers 972H (12)
Hilllman 767J (7)
Thomas 489J (11)
Holt 759J (4)
Frensko 435J(6)
Brenner 677J (9)
Moody 083H( 8)
57
ROWE MISSION #6 - 27 September, 1944, Wednesday
GROUP MISSION #154
Bomb load, 5 1000 lb. General purpose bombs
Temperature, -28o
4 aborts. No ships lost.
Escort, P-47's, P-38's & P-51's
Fuel load, ????
Kassel, Germany again. Bombed marshalling yards, assembly works for tiger and Panther
tanks along with flak installations. Clouds were 10/10, bombed by PFF. Occasional break in clouds.
Flak was moderate to heavy. The Krauts shot up 13 rockets at us. Enemy fighters in the vicinity. Due
to excellent fighter protection they did not attack. One group, the 445th, was hit by fighters and lost
29 bombers out of 34. JHZ.
[The 445th
with its black tail bands got hit hard.
The German tactic on this trip was a
simple one. Rather then pick a
bomber here and there, the FockeWulfs came 10 to 12 abreast from the
rear of the 445th formation to swamp
the bombers. The 445th had taken a
wrong turn and were away from the
main column about 20 miles. The
equipment on the FW's was
formidable: two 13MM cannon and
two 20MM nose cannon
complimented by 30MM cannon in
the wings. The FW's charged the B24's first and then the Messerschmitt
109's came in afterwards. In three
MISSION NOW IS SURVIVAL! UPSIDE DOWN AND HALF A WING. HOW TO minutes 25 bombers went down with
GET HOME? IMPOSSIBLE.
236 men. Of the total 117 were
killed. Four planes returned to base with one dead. Five airmen were killed by civilians after
parachuting safely. Those responsible were later tried by German authorities and executed. There
were 13 wounded on the planes that were not shot down. Two planes crash landed at the emergency
landing field at Manston, Kent, England, one plane crashed landed near Old Buckenham, one in
Belgium and two in France. This was the largest single mission loss in the history of the 8th Air
Force. The extent of the loss was evident in the mess hall of the 445th that night. We understood at
the time that crews from other Groups were transferred to the 445th. Information now available
reveals few crew transfers were made and that most in-coming new crews were sent to that Group.
The 3rd Division lost 2 bombers on their sorties to other targets. The Germans lost 29 planes and 18
58
pilots. Aborts were-767J, 759J, 521H, 972H. Reasons-Oxygen leak, Pilot sick, #3 prop. Gov. out, oil
leak #4 engine. Names of the Pilots and fuel statistics for this mission were not found in the microfilm records. JCR]. Microfilm frame containing the MAP & ROUTE TO THIS TARGET WAS
BAD. NOT READABLE.
ROWE MISSION #6 - Operational formation - 27 September, 1944
GROUP MISSION #154
KASSEL, GERMANY
LEAD SQUADRON
Anguish-GrableH2X
Francis-Petterson 767J
Snavely-DillonH2X (2)
Allen 000J (5)
Doane 341H (4)
Sheffield 727J (7)
Szuderak 521H
Frensko 326H (8)
Genarlsky 820J
LOW LEFT SQUADRON
Gibson 288J (1)
Brown 561J (3)
Hensey 357J (5)
Reynolds 224J (7)
Wright 498J (2)
Meining 349J (4)
JOHN ROWE 516J (6) - LITTLE IODINE
Camburn 006H (1)
Haddock 799J (1)
HIGH RIGHT
Hande 497J (1)
Jonson 460J (3)
Wilhelmi 772J
Piper 504J (5)
Felker 678J (4)
Holden 489J (6)
Stahl 270H (8)
Brock 099J (10)
Weaver 463J (9)
Sutton 185H (1)
Mlynarczyk 359H (3)
Hillman 676J (2)
Jordon 246J (5)
Cepelak 456J (7)
Allen 391H (4)
Bremer 556J (6)
Madden 491J (8)
Foutche 298H (10)
Smith 677J (9)
59
ROWE MISSION #7 - 30 September, 1944, Saturday
GROUP MISSION #156
Oxygen, 2 hours
Bomb load, 12 500 General purpose bombs.
Temperature, -25o
1 ship aborted. No losses
Escort, P-38's and P-51's. Excellent
Fuel load ????
Target was Hamm, Germany. Bombed the largest marshalling yards in Germany. Third
time Hamm was hit in a week. We flew as a "carpet ship" which was used to combat enemy radar
for their flak batteries. We were the first Group over the target. Clouds were 6/10. We couldn't
observe our bomb hits but other Groups
plastered it well. Flak was moderate.
Enemy fighters in the vicinity, ME109's and FW -190's. We had
wonderful fighter support. We saw P51's mix it up with Me-109's and shoot
one down. Coming out we saw where
B-17's
hit Munster. They really
plastered the town and target. Fires
looked like they were out of control.
We were shot at coming over the Rhine
by flak barges. Flak was accurate but
we were not hit. JHZ.
[Marshalling yards had to be
hit often because they could be rebuilt
and repaired in less then a week. To
minimize flak damage, the U.S. adopted
another British radio device, code
named "carpet" wherein radio waves
caused interference with enemy antiaircraft gun radar. September weather
was so bad, on every mission except
one, bombing was by H2X (PFF)
equipment so results were unobserved.
LIBERATORS MAKE A DIRECT HIT ON AN OIL REFINERY
AND NEARBY MARSHALLING YARDS. RAILROADS WERE The micro-film records quoted Charlie
Robertson as follows: "Enemy fighters
A MAJOR TARGET. GERMANS NEEDED THEM TO
SUPPLY RUNSTEDT’S RETREATING ARMY
were up today and I saw dog fights in
the distance. Our fighter escort of 38's,
47's and 51's were so thick not a single enemy plane got near enough to attack our formation."
Again no statistics in the micro-film on fuel consumption or who the pilots were that flew this day.
Aborts-520J. Reason-broken oil line. JCR.]
60
61
ROWE MISSION #7 - Operational formation - 30 September, 1944
GROUP MISSION #156
HAMM, GERMANY
LEAD FORMATION
Malone (Maj. Dillon) H2X (1)
Brown 799J (3)
Panchura (McCleary) H2X (2)
Hensey 224J (5)
Conner 820J (4)
Genarlsky 767J (6)
Meining 516J (7)
Haddock 349J (8)
JOHN C. ROWE 547J (9)
Camburn 575H (10)
LOW LEFT FORMATION
Fox 620J (1)
Mellott 359H (3)
Adams 498J (2)
Wight 298H (5)
Bremer 556J (7)
Horton 341H (4)
Frensko 099J (6)
Jordan 246J (8)
Franklin 677J (10)
Platt 676J (9)
HIGH RIGHT FORMATION
White 247J (1)
Stahl 517J (3)
Felker 270H (2)
Gilbert 489J (5)
Sheffield 326H (4)
Thomas 482J (7)
Bowers 521H (6)
Holden 678J (8)
Westbrook 463J (9)
62
ROWE MISSION #8 - 3 October, 1944, Tuesday
GROUP MISSION #158
Oxygen, 5 hours
Bomb load, 12 500 lb. incendiaries
Temperature, -30o
1 ship aborted. 1 ship MIA
Fuel load ????
Target was at Gaggenau, Germany across the French border between Strausbourg, France
and Karlsruhe, Germany. Primary target was the Daimler-Benz aircraft works. It was cold as hell,
my heated suit went out over France, almost froze to death. Ice formed in my oxygen mask, had
to keep breaking it loose to breath by pounding the hose on radio operators table. Target was
visual. We could see Germany's famed Black Forest. Lead ship screwed up and we made a couple
of unnecessary runs on the target. I watched the bombs fall all the way to the target. We really
plastered something, town most likely. Huge fires started. Meager flak was accurate. Fighter
escort picked us up over Nancy, France. Coming back we observed results of bombings and
artillery fire in France. Terrific damage. We came over Dieppe and the white cliffs of Dover.
JHZ. [Ship #006J failed to return with the other ships and was reported MIA. Micro-film records
do not indicate who the Pilot was and does not have a casualty report for this mission. Micro-film
records do not list any of the
Pilots flying this mission,
only the aircraft numbers.
Aborts-958H. Reason-3#
supercharger out. Ship
359H took 958H's formation
position. Although official
records furnished to me on
micro-film did not identify
what Pilots flew this mission
(only plane #'s), later
reports show no ships lost
on this mission so I assume
DOOMED PLANE CIRCLED AND FELL. THERE WERE NO CHUTES AS AN FW190
#006J is the plane that had
FOLLOWED CLOSELY TO SURVEY THEIR WORK. PHOTOGRAPHER SAW THE
wing and nose damage and
CREW AT BREAKFAST THAT MORNING.
crash landed near Aldeby,
England. Two were injured and the flight-engineer was dead, killed over Germany, not in the
crash.
Over Amsterdam, another plane was hit in #1 engine, had fuel tank and oxygen supply
problems, but held formation to the target. Then a 1000 lb. bomb got hung up and would not
release. It was finally kicked out and then the bomb bay doors froze and would not close. The
navigator’s watch also froze. They were able to hold formation until they reached home. I believe
the plane was piloted by Lt. Solden. JCR]
63
64
ROWE MISSION #8 - Operational formation - 3 October, 1944
GROUP MISSION #158
GAGGENAU, GERMANY
Microfilm records did not identify the pilots, only
the planes. Neither do my records identify which
plane I flew on this mission.
LEAD FORMATION
GH (1)
469J (3)
H2X (2)
820J (5)
498J (4)
759J (7)
006H (6)
516J (8)
482J (10)
767J (9)
L0W LEFT FORMATION
247J (1)
460J (3)
504J (2)
099J (5)
809J (7)
799J (4)
575J (6)
270H (8)
678J (10)
517J (9)
661J (1)
677J (3)
457J (2)
958H (5)
359H (7)
083H (4)
349J (6)
590J (8)
246J (10)
455J (9)
65
448th Bomb Group’s Replacement Crew #46’s Eighth Air Force Mission Records—World War II
MISSION (we aborted) - 15 October, 1944, Sunday
GROUP MISSION #163
We took-off, then had problems with the ship. The landing gear would not retract and
lock and the flaps would not go up after take-off. The day before on another mission by another
crew, the hydraulic system was shot up over Cologne, Germany. We aborted and came back to
base, One half hour flying time. JHZ
MISSION (we aborted) - 19 October, 1944, Thursday
GROUP MISSION #165
Forming altitude, 13,000 feet
Length, 2 hours: 30 minutes
Oxygen, 1 hour
Bomb Load, 6 500 lb. General purpose bombs and 6 500 lb. M-17
incendiaries
Temperature, -20o
Target was Mainz, Germany, the submarine engine works and flying bomb assembly installation works. Due to faulty compass swing, we were over the wrong buncher beacon for
forming and did not get into our formation and aborted. JHZ
[Micro-film records say only that we could not find formation (true enough) but just a
half truth or just half the story. As Joe explains above, a faulty radio compass put us over the
wrong buncher beacon for forming. If a pilot was late or slow in arriving for formation assembly,
he would sometimes attach himself to other Groups. On this day, other Wings were making a
deeper penetration of enemy territory then we were and carried larger gas loads. Not only was I
concerned about enough fuel, but if we sustained any damage to the aircraft over enemy territory, I did not want to be in a position of having to leave formation with a faulty radio-compass.
The radio-compass is vital when making an instrument let-down and in England’s lousy weather
it seems we were always coming in on instruments, so I elected to abort. Group & squadron commanders were upset. To them, crews were expendable. For me, safety of my crew came first.
They briefly considered breaking up the crew, but relented & we flew a full tour as a crew. JCR]
MISSION #9 - 25 October, 1944, Wednesday
GROUP MISSION #167
Take-off,, 10:00 hours
Bombing altitude, 22,000 feet
Length, 5 hours: 20 minutes
Oxygen, 3 hours
Bomb Load, 6 500 General purpose
bombs and 6 500 lb. Incendiaries
Temperature, -29o
65
2 ships aborted. No losses
Escort, P-51’s & P-47’s. Good
Fuel load ???
Average fuel consumption ???
Rowe fuel consumption ???
66
Target was Neumunster, Germany, about 40 miles from Kiel. Target was the FW-190 assembly works. Flak over Kiel was heavy. We could see it bursting in the distance. They must
have thought we were going to Kiel. The flak was moderate to heavy over Neumunster but inaccurate. The target was obscured by 10/10 cloud cover. Results unobserved. Bombed by PFF. We
flew deputy lead, 3rd
Squadron, low left of
high right. We passed
over Hamburg coming
out of enemy territory,
which lasted only 27
minutes. It was a long
haul coming over the
North Sea home. JHZ.
[The primary
target was the Mittlend
Aqueduct on the Weser
river. Because of trying cloud conditions,
we (20th Wing) arrived
behind the 96th Wing
who bombed second,
so we bombed the aircraft assembly works,
the secondary target.
The North Sea is storm
ONE OF MANY SPECTACULAR CRASHES. THEY RAN OUT OF FUEL ON
THEIR FIRST MISSION. THE PILOT WAITS FOR ATTENTION IN THE
driven most of the
COCKPIT OF HIS WRECKED AIRCRAFT.
time, choppy and
frothy. It was always a
relief to reach England and know you would not have to ditch. 972J lost #2 engine & turned back
at the IP. 958H said #4 engine was out but ground check found it OK. Again micro-film records
had no statistics on fuel consumption or the names of the Pilots flying this mission, only the plane
#’s. JCR.
66
67
67
68
ROWE MISSION #9—Operational Formation—25 October, 1944
GROUP MISSION #167
NEUMUNSTER, GERMANY
Micro-film records did not identify Pilots, only
the planes. My records, however, did show that I
flew Number 536J in the Low Left Squadron.
LEAD SQUADRON
LOW LEFT SQUADRON
JOHN ROWE 536J (2) - JUNIOR
HIGH RIGHT SQUADRON
68
69
ROWE MISSION #10 - 6 November, 1944 Monday
GROUP MISSION #173
Oxygen, 3 hours
Bomb load, 3 2000 General purpose bombs
Temperature, -32o
1 ship aborted. 1 ship MIA
Fuel load, 2300 Gallons
Rowe fuel consumption, 1375 Gallons
(Average 261 GPH)
Target was Minden, Germany approximately 40 miles from Hannover. Target was an
important canal, aqueduct and locks on the Weser river. We formed at 13500 feet and went over
Ostend, Belgium then over Amsterdam and the Zuider Zee. No flak over the target but we did get
some at the IP. One burst right under our ship; it scared the hell out of me down in the well of the
bomb bay with the doors open at 19500 feet. We dropped bombs by PFF, unable to observe due to
10/10 cloud cover. Flak was terrific and right on altitude right after we dropped our bombs. Later
bomb results showed a direct hit by one of the 2000 lb.’s and an 85-foot breach in the canal. After
we started home, bandits were reported in the area. The 93rd Bomb Group ahead of us was hit by
two ME-262's, the new German jet propelled fighter. They were about a mile ahead of us. About
fifteen P-51's were right on their tails, chasing the hell out of them. One ship behind us caught flak
in an engine, broke formation and headed for Brussels. We came back over the Zuider Zee, observed
two destroyers in the harbor at Enkuizen, Holland. JHZ.
[Lt. Frank Genarlsky and crew in 820J from the 715th Squadron failed to return and was
MIA. His plane got hit between the IP and the target. P. Protich and crew in plane #066J landed at
the emergency landing strip at Woodbridge. No reason given. Aborts-302H (M.M. Senkewitz). No
reason given. JCR]
POST WAR RESEARCH ON SHOOT-DOWN OF THE GENARLSKY CREW
Frank Genarlsky was flying on the left of our squadron while I was flying on the right side of the formation and
did not observe his plane when hit. Lt. Sheffield was flying off Frank’s left wing and reported he took a flak hit in #2
engine which burned for awhile, then went out. The engine was feathered. At North latitude and East longitude positions
(5206N – 0735E), he peeled off and headed back for England. This was between Munster and Osnabruck and still some
distance from our target for the day. This position appears to be before the IP and not between the IP and the target as
first reported.
The MISSING AIR CREW REPORT (#10348) reports the plane crashed near a Farmer’s
Association in Alstatte on the road to Billerbeck, Germany; about 20 miles west of Munster. Frank
did not travel far because this is only about 30 miles from his position when hit by flak. Len Cairns
of Cheltenham, England who is researching various World War II missions involving dams, locks,
canals etc. informed me that sources of his in Holland also reported Frank’s plane was hit, then lost
altitude, but peeled off under control.
There were no survivors and it was first presumed either the plane later exploded, went out
of control or the fire was not truly out and got to the wing tanks. Lt. O’Neil and S/Sgt. Cole were
70
identified as well as four unidentified and were buried in the Billerbeck Cemetery, Grave #1
based upon the first German report. We assumed that the others were buried at Hohenholte and
at Buldern. Our initial remarks on this mission regarding the circumstances of Lt. Frank
Genarlsky’s “shoot down” were made based upon information obtained in the MACR which
were observations made by other crews on that mission and by the very early reports of the
German authorities. After these many years I was finally able to get reports on the
investigations of the AMERICAN GRAVES REGISTRATION SERVICES personnel. The
assumptions made that four (4) of the crew may have “bailed out” at the time the first two
bombs were jettisoned was wrong. The assumption was made because the early German reports
said that six bodies were found in or near the wreckage (Lt. Ralph F. O’Neil, bombardier and
Sgt. Albert P. Cole, top turret gunner, were identified by the Germans and initially four
unknown). I assumed that four of the five buried at Hohenholte were four of Genarlsky’s crew
and had probably bailed out near there when the first two bombs were jettisoned as reported in
the Luffwafe plot map. There were fourteen (14) burials in that area because of other damaged
aircraft, which created the confusion.
After the hostilites ceased, the American Graves Registration Services personnel
investigated this incident. Based upon a report by the farmer on whose property Genarlsky’s
aircraft crashed, the plane was attempting a landing when the right wing struck a telephone
pole, crashed, and quickly caught on fire. The farmer testified that a bomb exploded shortly
after the crash. We all carried three (3) 2000 lb. bombs that day because the target was a dam
and locks on the Weser River. Evidently one of the bombs got “hung up” and could not be
jettisoned. In captured official records of the German Army seven (not just four) bodies were
found and buried in a common grave in Billerbeck. A special investigation of the site of the
crash was made and was well marked by a deep depression caused by the crash and subsequent
explosion. This resulted in three (3) other bodies being discovered and this accounts for all ten
(10) crew members. Lt. O’Neil was identified by a bracelet found on his right wrist and his
name on shirt and underclothing. An identification tag of Lt. Alton L. Kraft was also found. On
November 7, 1944 the body of Sgt. Harold W. Rial (he was the only casualty of his plane which
collided with another in mid-air and crashed in another area and all the others parachuted
safely) was found in a field near Bockelsdorf and after the initial burial his body was removed
to the two (2) common graves at Billerbeck with Genarlsky’s crew. The fragmentary condition
of the remains of the other deceased and the absence of dental and other physical characteristics
precluded all possibility of individual identification after the war ceased. The remains of the
following ten were simply identified as X-7724 thru X-7726, X-7796 thru X-7799, X-7820 thru
X-7822 and disinterred from the common graves at Billerbeck, removed to Belgium &
reinterred in the Ardennes Plots (HH-7-168/171, II-6-126/128, II-7-169/171) and later to a
group burial in Section D, Grave 204B of the Rock Island National Cemetery in Illinois.
Customary military funeral services were held and full military honors rendered. Under the
circumstances under which death occurred it was not possible to identify individual remains so
that the remains could be interred at home cemeteries except for Lt. Ralph O’Neil who was
identified and buried at the home cemetery in Braintree, Massuchusetts.
Cole, Albert P., S/Sgt.
ASN 12228133
Ford, Walter A., 2nd Lt.
ASN 0-717420
Genarlsky, Frank R., 1st Lt.
ASN 0-886510
71
Kraft, Alton L., 1st Lt.
McLaughlin, James W., T/Sgt.
McMahan, Lewis E., S/Sgt.
Novichenk, Paul, T/Sgt.
Pempek, Albert A., 2nd Lt.
Rial, Harold W., Sgt.
Yates, Joseph A., S/Sgt.
ASN 0-702055
ASN 32440514
ASN 18182755
ASN 15323363
ASN 0-699905
ASN 39467475
ASN 13184568
Above map shows the crashsite in the lower lefthand corner just below Billerbeck near
Alstatte. The 8 miles radius circle shown in the map passes through the village of Langen
and the black dots indicate the bomb drop according to the Luffwafe map. The parachutes
simulate where we first thought four airmen might have bailed out.
The MACR shows Lt. Alton. L. Kraft, a 1st Lt., flying with Frank as a tail-gunner. Why
was he flying as tail gunner? Was he an authorized crewman? Why was a fifth officer aboard as
a gunner when the standard or normal four officers aboard included Lt. Water Ford, the regular
Navigator for Lt. Genarlsky. Lt. Alton Kraft was normally Navigator for Lt. Leroy Conners
Crew. Some officers expressed the desire to fly an unauthorized mission as a gunner just to
have the chance to shoot down an enemy aircraft. Was that the case here (it cost him his
life)????
72
73
ROWE MISSION #10 - Operational formation - 6 November, 1944
GROUP MISSION #173
MINDEN, GERMANY
LEAD FORMATION
A. T. Panchura - 787J (1)
C. A. Holt 767J (3)
S.R. Williamson 666J (2)
F.R. Genarlsky 820J (5)
J.D. Sutton 391H (4)
JOHN ROWE 958H (6) - LITTLE JO
D.L. Thomas 326H (8)
J.P. Bowers 305H (9)
P. Protich 066J (10)
C.P. Quirk 482J (11)
LOW LEFT FORMATION
D.B. Graybeal 727J (1)
R.R. Bechman 992H (3)
W.W. Gilbert 678J (2)
C.A. Eggert 099J (5)
G.E. Franklin 604J (4)
J.A. Jordon 185H (6)
S.W. Felker 460J (7)
R.W. Kraus 972H (8)
A.D. Johnson 463J (10)
W.W. Snavely 348H (9)
J.E. Mlynarczyk (11)
C.W. Billings 599J (1)
L.C. Barneycastle 799J (3)
B.F. Adams 676J (2)
J.S. Thomas 083H (5)
J.R. Doralo 556J (6)
L.H. Haddock 349J (8)
W.J. Isaacson 516J (10)
H.E. Matthaes 575H (9)
M.M. Senkewitz (11)
74
ROWE MISSION #11 - 10 November, 1944, Friday
GROUP MISSION #176
Oxygen, 4 hours
Bomb load, 40 100-lb.
demolition bombs
Temperature, -41o
1 ship aborted. No ships lost
Escort, P-51's. Fair
Rowe fuel consumption, 1800 gallons
(average, 246 GPH )
The target was Hanau, Germany, 20 miles east of Frankfurt. The Target was to be an airfield but
due to 10/10 cloud cover we bombed the secondary target, the marshalling yards in the city. Unable to
OLD MAN WINTER HAS ARRIVED - Keeping the snow off the runways was seemingly endless, tiring and
brutally cold work.
observe results. It was a long haul over France. Flak was heavy over Koblenz in the distance. We passed
over our lines at the Moselle river. We could see some barges in the river. No flak over the target. Jerry
shot up some rockets but they were very inaccurate. A lot of snow in France. Due to a malfunction in our
bomb bay, two bombs did not release from their shackles so we had to bring them home. JHZ.
[One of England's harshest winters set-in in November and continued through
75
December and January with high winds, rain, fog, bitter cold, snow and mud. Crew strength was at its
peak and housing was a problem. Double-decker beds were required. Coal was scarce. The bitching was
endless. Ship 457J had bomb handle linkage break and did not drop. Bombs would not release
electrically or not salvoe manually. Aborts-224J. Reason-blew #1 cylinder on #3 engine. JCR.]
1944-45 was a
brutally, cold winter; the
worst England had in
many years.
THE GLOSTER METEOR, WHICH ENTERED SERVICE IN BRITAIN’S NO. 616 SQUADRON IN JULY
1944, IN SHOWN HERE IN STORAGE. THIS IS THE JET THAT OUR CREW HAD A PRACTICE MISSION
WITH SO THE GUNNERS COULD GET FAMILIAR WITH THE AMOUNT OF LEAD REQUIRED WHEN
ATTACKED ON ACTUAL MISSIONS BY THE GERMAN ME262.
76
77
GROUP MISSION #176
HANAU, GERMANY (G.E. Franklin is shown as flying in both the lead
formation and the high right formation. Is this a co-incidence or a mistake?)
LEAD FORMATION
GH-furnished by 93rd BG
427H (1)
J.C. Weaver 520J (3)
E.J. Malone 505H (2)
C.A. Platt 185H (7)
J.A. Jordon 246J (4)
JOHN ROWE 556J (6) - MOTHER OF TEN
R.E. Stahl 992H (8)
H.S. Spicer 972H (10)
H.A. Piper 521H (9)
E.L. Brock 348H (11)
J. Swayze 358J (1)
C.P. Quirk 435J (3)
H.S. Allen 759J (2)
W.T. Hall 349J (5)
W.T. Hensey 224J (7)
R.H. Wright 516J (4)
F.E. Bastian (9)
E.J. Sidey 958H (11)
R.J. Camburn 551J (6)
78
ROWE MISSION #12 - 27 November, 1944, Monday
GROUP MISSION #181
Oxygen, 4 hours
Bomb load, 7 500 lb. General purpose
bombs and 2 500 lb. M-17 incendiaries
Escort, P-51's. Good
Fuel load ???
Temperature, -35o
The target was Offenburg, Germany, about 15 miles east of Strausbourg, France. We
bombed in support of General Patton's 3rd Army. We bombed marshalling yards across the Rhine
river. Moderate flak over the target. We bombed visually. I watched the bombs go all the way
down to the target. Bombs were concentrated. The area was a huge pall of brownish smoke. Due to
the incendiaries we carried, a great many fires were started. It looked like a lot of colored lights
when they exploded.
A good job well
done. Coming back
over the Rhine we
were unexpectedly
shot at. Flak was
bursting off our right
wing and nose. Ugly
looking stuff, black
and spreads out like a
mushroom when it
explodes. When you
see the red inside of
the explosion you
know it's awful damn
close. Long haul over
Fr an ce.
A pprox imately 1400 miles
round trip. JHZ.
[Aircraft 298H
was behind and
below, stalled his
plane and recovered
about 1500 feet below
f o r m a t i o n .
Pilot aborted at the IP
and
did
not
b o m b . T h r e e
consecutive days of
bombing marshalling PART OF THE HOUSING AREA ON THE SOUTH SIDE. THE MORE yards began on 25
LOOKING BUILDINGS WERE FOR ADMINISTRAT- m i s s i o n s
November. We missed PERMANENT
to
ION AND SENIOR BASE OFFICERS. FLIGHT AND GROUND
Bingen(25th) and
Neunkirchen(26th),
CREWS WERE HOUSED IN THE METAL NISSEN HUTS.
and to Hamburg
(21st), but did fly
today to Offenburg. On the 21 November, S/Sgt. Michael Perkowski of Lt. Sidey's crew was killed
(decapitated) over Hamburg. Joe P. Bower's crew was reported MIA on the 21 November
Hamburg mission. S/Sgt. George L. Allen, flying a mission over Hamburg on November 23rd
received severe penetrating wounds and died at the station hospital on 25 November. On November
25 Bingen mission Lt. Hilman was forced to land in France and was returned to Seething the next
day. Others wounded were Blalock, MacDonald, Munoz, and Givens. JCR.]
79
LOCATION PLAN FOR USAAF STATION #146 - SEETHING, ENGLAND
Seething is a very small village about 10 miles Southeast of Norwich in East Anglia. The station’s codename was “Brightgreen”. Notice that the airfield was located among woods and farmland. Also notice the
marked “communal sites” where housing was located in and among the farmland. Berry’s farm was next
to the bomb storage site; the Tubgate farm was on the end of runway 07; Frog’s Hall farm was just to the
right of Hedenham woods and communal site No. 6.
80
81
GROUP MISSION #181
OFFENBURG, GERMANY
Microfilm records did not identify the pilots,
only the planes. Neither did my records
indicate which plane I flew on this day.
LEAD FORMATION
GH 199J (1)
457J (3)
H2X 567J (2)
469J (5)
288J (4)
819H (6)
305H (7)
435J (8)
247J (10)
066J(9)
LOW LEFT FORMATION
GH 597H
GH
(1)597H (1)
023H (3)
358J (2) 358J (2)
349J (4)
491J (5)
498J (6)
809J (7)
727J (8) 727J (8)
547J (10)547J (10)
224J (9) 224J (9)
224J (9)
GH 355J (1)
678J (3)
H2X 787J (2)
489J (5)
972H (4)
809J (7)
000J (6)
520J (8)
453J (9)
HIGH HIGH RIGHT FORMATION
GH 529J (1)
246J (3)
H2X 544J (2)
359H (5)
302H (4)
391H (6)
298H (7)
185H (8)
590J (10)
677J (9)
82
ROWE MISSION #13 - 30 November, 1944, Thursday
GROUP MISSION #183
Oxygen, 4 hours
Bomb load, 44 100 lb. General Purpose
bombs and 2 500 lb. M-17 incendiaries
Temperature, -34o
No aborts. No losses.
Escort, P-38's and P-47's. Saw 1 P-38
(average-256 GPH)
The target was Neunkirchen, Germany. Marshalling yards and steel mill on the outskirts of
the city. We bombed in support of General Patton's 3rd Army ten miles away. Neunkirchen is
located ten miles east of Saarbrucken, Germany. When we were forming, we saw at least 1000 or
better B-24's and B-17's ready to go out, at least it seemed that way. The sky was filled with planes.
My heated suit went out again, the second time, wouldn't work and I damn near froze going to and
from the target. We went
over France and came back
over Belgium. Cloud cover
was 10/10 so we bombed by
H2X. Results unobserved.
After we hit the Wing IP,
one B-24 from another
Group exploded, cause
unknown. Two chutes
opened and one was
observed to be on fire. Flak
was meager and very
inaccurate. Four ME-109's
came out of the sun but did
not attack. Coming over
Great Yarmouth the
Limey's shot at us, why we
will never know. I guess
just to scare the hell out of
us. Too bad we didn't save a
bomb or two. JHZ.
[Each Bomb Group
now had a couple of
"Mickey Liberators" (H2X)
which was a blind bombing
and navigational aid. It was
an airborne radar scanner
and gave the operator a
crude radar impression of
the ground below on a
cathode ray tube. The cover
or code name was "Mickey
Mouse", later shortened to
"Mickey". It was more
effective on coastal targets
because of the good contrast
between water and land.
H2X was a U.S. development
at MIT of the British H2S.
H2X used a shorter
microwave length for a
sharper picture of the
ground. Originally only one
Group had H2X and
provided the lead planes for
BTO (bombing through
overcast) and was called
This picture shows why H2X for BTO (bombing
PathFinderForce (PFF). It
was said that the 15th Air
through overcast) was so important. The 1944-45 winter
Force had much better was very severe. This view also gives a good perspective success with it then the 8th
on the Davis Wing
Air Force, but really did they
do "twice as well or half as
poorly". On this day one
pilot short-cut his check-
83
list and found on takeoff that his controls were still locked. He applied brakes but his nose
wheel broke off after leaving the end of the runway. JCR.]
84
GROUP MISSION #183
NEUNKIRCHEN, GERMANY
LEAD FORMATION
McLain-Westover 359J GH (1)
R.W. Stahl 678J (3)
A.C. Wight-Mills H2X 505 (2)
H.M. Jonson 489J (5)
W.C. Holden 463J (7)
B. Hanson 809J (6)
E.G. Brock 517J (8)
W.W. Shue 992H (10)
R. Westbrook 520J (9)
C.W. Meining 357N (11)
LOW LEFT FORMATION
C.W. Billings 599J (1)
C.H. Holt 469J (3)
E.J. Kaidy 341H (5)
R.W. Johnston 551J (4)
H.O. Holman 247J (7)
H.E. Matthaes 224J (2)
E.W. Sheffield 288J (8)
C.C. Crandall 305H (9)
??? 597J (1)
H.E. Meilke 435 (3)
J.W. Swayze 787J (2)
JOHN ROWE 677J (7) - BLUES IN THE NIGHT
W.J. Isaacson 498J (4)
K.A. Wheeler 491J (5)
L.C. Barneycastle 799J (6)
G.E. Franklin 391H (8)
J.E. Corbett 590J (10)
F.W. Tod 298H (11)
H.R. Mulrain 767J (9)
85
ROWE MISSION #14 - 4 December, 1944, Monday
GROUP MISSION #184
Bomb load, 10 500 lb. General Purpose bombs
and 2 500 lb. M-17 incendiaries
Temperature, -34o
5 ships aborted-No ships lost
(average-280 GPH)
Koblenz, Germany. The primary target was to be Bebra, Germany marshaling yards about
40 miles east of Kassel. If the target was obscured, which it was, we were to bomb Koblenz on
the Rhine River. We got shot at going over the Rhine near Koblenz on our way to Bebra. After
wandering all over central Germany, we headed back to Koblenz, our secondary target. We were
flying lead in the bucket, 1st Squadron. On the bomb run, the lead ship along with every one else
was throwing out chaff to mess up the German radar wave lengths they were emitting. The box
(container) did not separate from the chaff in one of the boxes as it was released from a ship
THE OUTSTANDING GERMAN JET - ME262
THE MESSERSCHMITT 262 HAS BEEN CALLED “A FAILED POTENTIAL”. GERMANY FAILED TO CONCENTRATE ON ITS
PRODUCTION AS A FIGHTER AIRCRAFT BECAUSE HITLER THOUGHT IT HAD POTENTIAL AS A BOMBER. SEE PAGE 69 AND
86 FOR THE BRITISH TWIN JET FIGHTER. THE BRITISH DEVELOPING THEIR JET-PROPELLED AIRPLANE ABOUT THE SAME
TIME AS THE GERMANS (SEE THE EPILOGUE LATER IN THIS REPORT FOR THE BRITISH EXPERIMENTAL SINGLE JET
AIRPLANE THAT FIRST FLEW IN MAY 1941.)
ahead of us, came flying back and hit our top plexiglass turret where the flight engineer (John
Roche) was riding. It shattered into a million pieces. A loud bang echoed throughout the ship
when we got hit. Everyone thought we received a direct hit by flak. Fortunately, John was
wearing his steel flak helmet and did not sustain any head injuries. Plexiglass was scattered all
86
over the flight deck and into the bomb bay where I was crouching at the time. And fortunately
the box did not hit a propeller or lodge in one of the engines. About this time the lead ship
dropped a marker bomb which left a twin plume of smoke so that the trailing ships arriving
would salvo on the marker bomb for a more concentrated bomb pattern. The prop wash from
the lead ship blew smoke up through and into our open bomb bay doors. We again thought we
were hit and on fire over the target. Our flight engineer, John, came flying out of his seat in the
top turret and in doing so pulled his oxygen hose loose from its connection jack. He got out on
the catwalk between the bomb racks with a hand held fire extinguisher. The bomb bay doors
were open and he had no parachute attached to his harness. He almost passed out from lack of
oxygen. I grabbed him by the harness and held on for dear life, yelling through my intercom for
help. The bombardier (Oscar) came crawling back from the nose and plugged his oxygen back
to the supply source. All the time the flak was bursting all around us. We dropped the bombs by
THE GLOSTER METEOR F-1 IN FLIGHT - A BRITISH JET FIGHTER
THE GLOSTER METEOR ENTERED SERVICE IN BRITAIN’S NO.616 SQUADRON IN JULY 1944. SEE PAGE 75 FOR ANOTHER
PICTURE OF THIS PLANE IN STORAGE. THIS TWIN JET WAS AN IMPROVED VERSION OF THE EXPERIMENTAL SINGLE JET
GLOSTER E28/39 SHOWN ON PAGE 270 IN THE EPILOGUE. ANOTHER PICTURE OF THE ABOVE TWIN JET IS ALSO SHOWN
ON PAGE 271 IN THE EPILOGUE.
H2X through 10/10-cloud cover. Flak was moderate but very accurate. Coming out of
Germany, we came back via Belgium. We could see Brussels, which looked like a very
beautiful city. One ship had to land near Brussels due to flak damage and another due to a low
fuel supply, not enough to get back across the channel and back to base. JHZ.
[Chaff was thin strips of material similar to aluminum foil and was effective in hiding
the bomber formation from the radar screen. However, German spotter planes could usually be
seen reporting our altitude, which resulted in massive accurate flak barrages over the target
and was an increasing dread of the bomber crews. As Allied and Russian successes reduced the
area controlled by the Germans, there was a greater concentration of anti-aircraft fire. This
concentrated centralized control of firepower with radar aiming (in lieu of the old optical
method) was also an increasing concern of combat crews. When you can see the fire and hear
the bursting flak over the roar of the engines, you know it is too damn close. Three ships were
87
hit and landed in France. They were Lt. Malkus Horton, Lt. Albert Sanders and Lt. C.W.
Meining. 809J did not attack, jettisoned bombs but stayed in formation. 349J accidentally
released bombs at the IP. 678J left formation at French coast with #1 engine out. 391H (off our
right wing left formation with #1,2,&3 generators out. 799J, 305H, & 520J aborted before
assembly with prop governor stuck, manifold pressure gauge inoperative, & oil leak in #3
engine. 819H flew with 93rd BG and 516J flew with 453rd BG. Bruce was not with us on this
trip. He flew as first pilot with another crew to monitor their air-fuel mixture procedures and
improve their Gallons Per Hour fuel consumption. JCR.]
LT. MAINS AND CREW DOWNED BY FLAK
LT. ROBERT L. MAINS AND CREW HIT AMIDSHIPS BY ANTI-AIRCRAFT FIRE. NOTE FIRE IN #3 ENGINE, HOLE IN THE WING
AND WHAT APPEARS TO BE A WAIST GUNNER IN MID-AIR. SGT. CUPP WAS THE SOLE SURVIVOR, RECEIVED A SEVERE
BEATING BY CIVILIANS WHO ALSO ATTEMPTED TO SHOOT HIM WITH HIS OWN PISTOL , BUT IT WAS NOT LOADED.
THEY WERE DOWNED ON APRIL 4, 1945 ON A MISSION TO GERMAN AIRFIELD AT WESENDORF, GERMANY. WE HAD
FINISHED OUR TOUR AND WERE NO LONGER THERE BUT HAD FLOWN IN 13 OTHER MISSIONS WITH THIS CREW.
(The first Jet aircraft, both Me262s and the Gloster Meteors did not have great range. Range was less
important to the Me262 because we had to go to them. The Gloster Meteor did give American airmen a
chance to try out new tactics against the increasing menace of the Me262. In January 1945 after the
continent was invaded, four British Jets were stationed at Melsbroek, Holland. In April, British
Squadron 616 stationed the Gloster Meteor at Nijmegen, Holland and Quackenbruk, Germany.
Numerous attacks were carried out by Squadron 616 on enemy vehicles, armour, airfields, and other
ground targets but no aerial combat between Meteors and Me262s was recorded. JCR.)
88
89
ROWE MISSION #14 - Operational formation - 4 December, 1944
GROUP MISSION #184
KOBLENZ, GERMANY
LEAD SQUADRON
GH 529J (1)
S.H. Hodgson 455J (3)
E.J. Malone H2X 505J (2)
J.M. Madden ???? (7)
H.S. Smith 491J (6)
JOHN ROWE 302H (8)-OUR HONEY
H.R. Mulrain 298H (10)
F.W. Tod 391H (9)
W.D. Smith 677J (11)
LOW LEFT SQUADRON
M.L. Johnson 620J (1)
C.E. Francis 288J (3)
E.M. Jones H2X 587J (2)
E.J. Kaidy 341H (5)
P. Protich 066J (4)
C.C. Crandall 469J (8)
M. Holman 457J (10)
D.L. Durbin 247J (11)
A.L. Sander 435J (12)
HIGH RIGHT SQUADRON
GH 597J (1)
J.J. Shafter 463J (3)
S.R. Williamson H2X 787J (2)
J.J. Caldwell 489J (5)
O.L. Daenzer 460J (4)
J.R. Cook 556J (7)
E.C. Voight 517J (6)
J.B. Brown 678J (8)
I.W. Ruge 099J (10)
I. Smarinsky 000J (9)
G.E. Hande 599J (1)
W.D. Hensey 498J (3)
M.S. Horton 676J (2)
C.W. Meining 083H
D.F. Land 357J (10)
W. Hall 349J (9)
A.S. Broadfoot 551J (11)
90
ROWE MISSION #15 - "Peace on earth and good will towards men."
GROUP MISSION #190 Christmas Day, 25 December, 1944, Monday
Oxygen, 2 hours
Bomb load, 20 250-lb. General Purpose
Bombs and 2 500 lb. M-17 incendiaries
Temperature, -34o
(average 310 GPH)
The target was Brudesheim, Germany or a target of opportunity, which happened to be a
crossroads 9 miles NNE of Waxweiler, Germany, near a village, called Prum. We bombed in support of
The deadly Messerschmitt Bf100G, radar equipped to detect enemy bombers at night. It has obliquely mounted
cannon not visible in this photo, & could be fired directly from beneath a bomber. Another little enemy.
91
General Hodges 1st Army to break up the German counter offensive (Battle of the Bulge) in Belgium.
We hit individual targets. Ours was a marshalling yards in Waxweiler. The lead ship screwed up and
took us over the wrong target and we did not drop. We hit a concentration of rolling stock at a crossroads
instead. Results were concentrated and on target. Other Groups and Squadrons obliterated other targets.
Bombing was done visually. We could see what appeared to be muzzle flashes from the artillery and
tanks. Most crossroads and towns were zeroed in. Flak was meager and inaccurate. The Germans shot up
about 15 rockets. We came
back without mishap. This
was the day that General
Rundsteds counter offensive
began to grind to a halt. No
ships were lost. JHZ.
[Microfilm records
show the Low Left Squadron
could not identify its target
and 10 of the 11 aircraft
brought their bombs back. As
Joe points out above, we
evidently were the only
aircraft to drop. 819H flew
with the 389th BG. 482J flew
with the 96th CW. 556J flew
with the 2nd CW. 247H
aborted because #4
supercharger was out and
pilot could not keep up with
formation. 083H did not
drop because BB doors froze LOCAL AND REFUGEE CHILDREN AT SEETHING AIRBASE CHRISTMAS
PARTY.
up. Winter had Europe in an
icy-grip and is the reason Rundsted began his offensive. When we arrived back at base landing was
hazardous as a thin cold mist shrouded the countryside with frost and freezing fog. On many bases
Control Towers could not even see the runways. For the next 6 days planes tookoff on icy runways and
assembled in snowstorms. Ground crews worked through the night to clear snow off the runways. The
troops in "The Bulge" needed all the help they could get and the bombers were the only forces available.
The thing I remember about this Christmas day is that Christmas dinner was all gone but I cannot recall
what substitute dinner they prepared for us. Seething airbase entertained a host of refuge English
children away from their homes in the war zones on this Christmas day. They had turkey, pumpkin pie
and all the other trimmings. Many had 2 and 3 helpings. This was one "warrior" that didn't mind doing
without his turkey and in fact wish I could have been there with the children.
The previous day (24 December) was a stand-down for our crew, except for Richard Best who
was flying a catch-up mission. Since the 19th, fog had prevented any help for the Army in "The Bulge". It
lifted and on the 24th the 448th put up its largest force ever (53 bombers) to Euskirchen (15 miles SE of
Cologne). No flak and no fighters were encountered on the way to the target, but just 20 minutes after
intense, accurate and heavy flak hit the Group. Lt. L.C. Barneycastle, flying off Richard's right wing, got
flak bursts that started a fire in his right wing. Diving to put out the fire, the wing severed. Five chutes
were seen. JCR.]
92
93
ROWE MISSION #15 - Operational formation - 25 December, 1944
GROUP MISSION #190
WAXWEILER, GERMANY
LEAD SQUADRON
H2X 075J (1)
S.J. Furey 666J (2)
H.G. Solden 498J (4)
R.L. Mains 516J (7)
B. Hanson 809J (8)
H.H. Schroeder 678J (9)
D. Stubner 575H(10)
LOW LEFT SQUADRON
C.A. Platt 806J (1)
W. Bobak 302H (3)
A.D. Johnson 599J (2)
J.E. Mlynarczyk 298H (5)
M.A. Baratz 391H (6)
H.L. Smith 491J (10)
JOHN ROWE 677J (9) - BLUES IN THE NIGHT
HIGH RIGHT SQUADRON
H.E. Doane H2X1745J (1)
J.J.Caldwell 620J (2)
J.B. Brown 460J (5)
P. Protich 305H (4)
C.P. Quirk 1489J(8)
W. Robert 469J (10)
D.S. Anderson 521H (9)
94
ROWE MISSION #16 - 2 January, 1945, Tuesday
GROUP MISSION #194
Length, 6 hours- 10 minutes
Oxygen, 2 hours, 30 minutes
Temperature, -35o
1 abort. No ships lost
Escort, P-51's. Very good
(average 272 GPH)
The target was Neuwed, Germany marshalling yards in the Koblenz area. We went over
Osnabruck, Germany, then straight south to the target. There was 10/10-cloud cover, all the way to
the target. We dropped on the lead ships smoke bomb marker. Results unobserved. Great fighter
support. Six groups of P-51's all around the bomber stream. No flak at the target or enroute. After
bombs away, the
Germans shot up about a
dozen rockets, very
inaccurate. No losses
incurred. About 1000
bombers out all over
Germany today. We
cam e hom e o v er
Belgium and when we
arrived over our base it
was completely "socked
in". We turned and
headed back toward the
North Sea for our
norm al let down
procedure, peeling off
and coming in for an
instrument approach.
We couldn't even see
AIRMAIL DELIVERY INTO THE HEART OF GERMANY
our
wing tips, the fog
500 POUNDERS ON THEIR WAY TO THE MARSHALLING YARDS, AN
IMPORTANT AND FREQUENT TARGET. A SHOWER OF BOMBS FOLLOW THE was so thick. A few
SMOKE MARKER.
ships collided and blew
up as we crisscrossed
landing patterns. What a job John and Bruce did to bring us down safely. After all we had the best
Pilot and Co-pilot in the E.T.O. It sure felt good when we could feel our landing gear on the runway.
Sometimes coming back and getting on the ground was as rough as the missions. A job well-done
today. JHZ.
[Microfilm records show us with a mission time of 1 hour less than the official records given
95
to me when I departed
Seething. Microfilm records
show several with 1 hour less
than many others on same
mission so the fuel
consumption average of 301
GPH is overstated. 083H
aborted formation early with
#3 engine out.
Descending is like
formation assembly in
r ever s e. The Di vi s i on
separates into Wings, Wings
into Groups. The Groups
proceed to their bases and
then according to their
formation position separate
for landing into Squadrons,
Squadrons into flights (6 ships) HELPING HANDS REMOVE A WOUNDED WAIST GUNNER.
and flights into elements (3 Note Lt. Col. Judy (in field jacket) assisting the litter-bearers to get the
gunner to the waiting ambulance.
ships). When one bomber
would be turning off the
runway, another was rolling down the last half and another was touching down with the rest of
the Group stretched out at appropriate intervals for a spaced landing. No battle losses today,
but upon arrival back to base we learned that a 715th Squadron B-24 on a training flight
slammed into a hill in Lancashire with 2nd Lt. Orvil Castro and 1st Lt. Jim Fields and a crew
of three aboard. JCR.]
THE LANCASTER
AN OUTSTANDING
BRITISH HEAVY
BOMBER.
96
97
ROWE MISSION #16 - Operational formation - 2 January, 1945
GROUP MISSION #194
NEUWED, GERMANY
LEAD FORMATION
GH (1)
A.C. Wight 870J (3)
GH (2)
E.M. Sheffield (5)
P. Protich 517J GH (4)
D.R. Durbin 972H (7)
K.B. Stalland 341H (6)
R.A. Soldlberg 482J (9)
LOW LEFT FORMATION
R. Hambleton 806J (1)
P.J. Jones 302H (3)
F.J. Hahner 358J (2)
JOHN ROWE 992H (5)-DEAD END KIDS
E. Furnace 391H (4)
A.B. Sanders 326H (7)
N.S. Harris 246J (6)
J.M. Madden 185H (8)
J.M. Ray 455J (10)
F.W. Tod 298H (9)
J. Caldwell H2X 525J (1)
H.H. Schroeder 556J (3)
J.S. Solden 599J (2)
B. Hanson 809J (8)
C.F. Land 224J (10)
W.F. Voight 498J (9)
98
ROWE MISSION #17 - 3 January, 1945, Wednesday
GROUP MISSION #195
Take-off, 08:42
Bombs and a 100 lb. Marker
Temperature, -33o
1 ship aborted. No losses
(average 268 GPH)
TRYING TO KEEP WARM IN A NISSEN HUT - Notice the small stove. There was one in each hut. We were
allowed one bucket of coal per week. We finally rigged up a contraption that burned used aircraft oil as it dripped
onto some used bricks. Penalties for burning wood taken from nearby British woods was very severe.
Neunkirchen, Germany. Our second trip to Neunkirchen. We went after the marshaling
yards again. We flew across France and into the target near Saarbrucken, Germany. We bombed in
support of General Hodges 1st Army. Bombing was by GH. The target was obscured by 10/10 cloud
cover and we could not observe our results. We flew second squadron deputy lead. No flak or
99
fighters. While we were forming over England, we saw contrails from a V-2 fired at England.
Ships in our squadron dropped on our release of the 100 lb. smoke bomb that we carried along
with the rest of the load. JHZ. (G.E. Franklin in 185H and J. Swayze in 666J did not return
from mission with the formation but landed in France. J. F. Steffan in 498J aborted over the
channel with #1 engine out.
Instead of refineries, chemical plants, aerodromes, factories etc., we went after
marshaling yards the last few missions in support of the ground army. German marhsaling
yards were very busy in supplying the retreating German Army and Rundsted’s Ardennes
ON THE TOWER SWEATING THE BOMBERS HOME ON YOUR DAY OFF
offensive. GH was a blind bombing and navigational aid which made use of signals from
ground stations for bombing through overcast. It measured the distance from two known points
and was accurate up to 350 miles. With allied ground forces advancing through France and the
low countries, mobile transmitters could be used as ground stations to transmit the signals. The
name of the smoke bomb was Sky Marker. It was an acid giving a smoke-like appearance that
looked like a long finger pointing down from the point of release all the way to the target. This
evening two V-1 “buzz bombs” came over the field. You could hear the motor cut-off and it
landed just south of the Seething airfield. JCR.)
100
101
GROUP MISSION #195
NEUNKIRCHEN, GERMANY
LEAD SQUADRON
GH (1)
S.F. Furey 870J (3)
GH (2)
H.S. Smith 246J (5)
S.H. Hodgson ??? (7)
I. Smarinsky 391H (6)
P.J. Jones 517J (9)
LOW LEFT SQUADRON
S.R. Williamson H2X 805J (1)
JOHN ROWE 358J (2)
J.R. Cook 992H (5)
P.G. O’Neil 972H (4)
W.W. Shue 482J (7)
F.J. Hahner 341H (6)
W.D. Holman ??? (10)
K.C. Stalland 326J (9)
HIGH RIGHT SQUADRON
J. Swayze 666J (1)
C.W. Meining ??? (3)
F.R. Piliere 551J (5)
S.F. Land 224J (8)
I.W. Ruge 772J (10)
J.F. Steffan 498J (11)
102
ROWE MISSION #18 - 6 January, 1945, Saturday
GROUP MISSION #197
Take-off, 08:10
bombs & 2 500 lb. M-17 incendiaries
Temperature, -34o
2 ships aborted. 1 ship lost.
(average 316 GPH)
Target was Koblenz, Germany. We went after marshalling yards again. It seemed
everything went wrong. The interphone went dead over Belgium. I fixed it before we got to the
target and on the bomb run. The right bomb bay door did not open but the left one did, so we
dropped one half of our load. Cloud cover was 10/10 over the target. Results unobserved.
AN ESCORT OF P-47S - ORIGINALLY AN ESCORT OF P-47S COULD STAY WITH THE BOMBERS FOR ONLY 150 MILES
BEYOND THE ENGLISH COAST. THEN ALONG CAME THE P-51 WHICH COULD SEE THE BOMBERS ALL THE WAY TO BERLIN.
WHEN HERMANN GOERING SAW P-51’S OVER BERLIN IN MARCH 1944 HE REPORTEDLY SAID “WE HAVE LOST THE WAR”
Bombed by H2X. The interphone went dead again; set up emergency interphone and it worked
till we got back to base. Beautiful P-51 escort, they were all over the sky. Contrails from the
bombers were heavy at our altitude. No flak encountered but a few rockets were shot up in the
target area. While we were at forming altitude over England, we saw several V-2 contrails as they
were headed for England. We also saw one over the target area. Coming back to our base, it was
practically "socked in". We made an instrument letdown as we could barely see the runway. We
came in hot and fast. Touchdown at over 120 MPH and used up 3/4th of the runway, turning on
103
to the perimeter doing better than 40 MPH or at least it seemed that fast. I thought our right
landing gear was going to snap off as we made the turn. We were all sweating it out before John
our pilot and Bruce our co-pilot
got things under control. JHZ.
[We got back to base about
14:30 hours and made an
instrument landing in blowing
snow. We used a new system
recently installed called SCS-51
(Signal Corps Set 51). It
included a Runway Localizer
Transmitter, a Glidepath
Transmitter and three Marker
Transmitters (one outer marker
4.5 miles from point of landing,
one middle marker 1 mile from
point of landing, and one
boundary marker 200 feet from
approach end of runway. After
COL. JUDY’S P-47 WAS USED AS A FORMATION CHASE
homing to base by radio
AIRCRAFT.
compass, the pilot sets the altimeter to
the current barometric pressure, then
he intercepts and aligns with the
runway via the Runway Localizer beam
(vertical needle on the cockpit
instrument). Then when the Glidepath
Transmitter beam was intersected
(registered on the same instrument by a
horizontal needle), the pilot began a
uniform rate of descent on the approach
by maintaining the two crossed needles
in the center of the instrument. The pilot
kept an eye on the altimeter and the
crossed needles, and the marker beacon
lights would flash as you crossed each
448TH ON WAY TO OSNABRUCK
beacon letting you now how far you Notice the fighter contrails above the formation. Are they friend or enemy?
were from the approach end of the
runway.
Lt. F. R. Piliere left formation over the channel with #1 engine out. Lost oil in hole in
rocker arm box. Lt. R. Sampson lost oil in #1 engine and feathered it. Then had to feather #2
due to oil loss. Started #2 again but severe vibration required refeathering. Jettisoned bombs
over channel and bailed out over England. Lt. G. F. Hillman flying 590J landed in France with
problems. Due to weather Lt. C.P. Quirk (589J), Lt. E.G. Byolk (270H), and Lt. F.C. Reynolds
landed at Rackheath instead of Seething. JCR.]
104
105
GROUP MISSION #197
KOBLENZ, GERMANY
LEAD FORMATION
W.W. Snavely H2X 525J (1)
W.L. Voight 460J (3)
GH 066J (2)
P.G. O’Neil 972J (5)
C.P. Quirk 589J (4)
M.R. Hallmann 247J (6)
W.W. Shue 1489J (10)
J.R. Cook 305H (9)
K.D. Stalland (11)
LOW LEFT FORMATION
L.F. Furey H2X 544J (1)
E. Furnace 298H (3)
J.M. Madden 246J (2)
W.D. Smith 677J (5)
P.J. Jones 391H (7)
E.G. Byolk 270H (6)
J. Ray 992H (8)
F.W. Tod 302H (10)
W. Bobak 491J (9)
JOHN ROWE 455J (11) - Wag’s Wagon
E.M. Wall 809J (2)
F.E. Bastian 941H (4)
G.F. Land 224J (7)
J.S. Thomas 551J (10)
V.E. Hoyer 516J (9)
106
ROWE MISSION #19 - 7 January, 1945, Sunday
GROUP MISSION #198
Length, 6 hours, 20 minutes
Oxygen, 3 hours, 30 minutes
Bomb load, 20 250-lb. General Purpose Bombs
& 2 500 lb. M-17 incendiaries
Temperature, -38o
1 abort. 1 ship lost
Rowe fuel consumption, 1865
gallons
(average 294 GPH)
Target was a road junction and highway bridge at Aehern, Germany, five miles from
Strasbourg, France. We bombed in support of the ground forces to smash the German counter
offensive. All the way to the target area the clouds were 10/10. Right over the target it was visual.
We hit marshalling yards dead on. I could see the bombs all the way down. We really smothered
the target. Bombs were bursting all over the place. Incendiaries looked like a bunch of Christmas
tree lights blinking. Huge palls of smoke and fires engulfed the target. We did a very thorough
THERE WERE SOME SPECTACULAR CRASHES - AND SOME WILL NOT FLY AGAIN.
job, no need to go back there again. No flak over the target. Twenty minutes over enemy territory.
Good mission. JHZ.
[Lt. F.R. Piliere (349J) had heavy flak damage and landed in France. Lt. S. Hailey
(819H) landed at Rackheath. Lt. P.J. Jones (491H) aborted at assembly with #4 engine failure.
On the way out after the target, several planes were hit and the one flown by Lt. Paul O'Neil was
107
downed by flak. JCR.]
POST WAR RESEARCH ON SHOOT DOWN OF PAUL J. O’NEIL CREW
Our crew flew on 3 of the same missions with Lt. O’Neil and his crew, including this
one on which his crew was reported as MIA (Missing In Action). There was no flak over the
target. He was hit and downed by flak after leaving the target, but I have not been able to find
any information about the loss of this crew. His disappearance is a complete mystery. The
National Archives informs me they have no MACR on this loss. They did refer me to certain
individual case files at Montuary Affairs and Casualty Support Division, HODA (DAPC-PEDF) 2461 Eisenhower Avenue, Hoffman Building 1, Alexandria, VA. 22331-0482 – telephone
703-3225-5300, but they had no information. Even though they were flying over occupied
territory, it appears that no trace or pieces of their plane were ever found. It seems impossible
they would fly over several hundred miles of French territory and then ditch in 30 miles of
NOT ALL DAMAGE WAS CAUSED BY THE ENEMY. MANY CRASHES OCCURRED IN ENGLAND.
HERE A CREW COMES TO GRIEF IN A SEA OF MUD AT SEETHING.
English Channel. Cloud cover was 10/10 with merging cloud layers and they would have had
difficulty using dead reckoning. If their navigation instruments were also damaged by the flak,
they may have thought they were heading north to England, but may have being going west
over the Atlantic ocean. Their loss without any trace or evidence of a damaged plane or pieces
of the plane is a complete mystery.
108
109
GROUP MISSION #198
AEHERN, GERMANY
LEAD FORMATION
GH (1)
R.M. Ray 298H (3)
W.H. Wilhelmi H2X 544J (2)
W.C. Holden 992H (5)
JOHN ROWE 556J (4) - MOTHER OF TEN
W. Bobak 455J (8)
F.W. Tod 302H (9)
E.G. Brock 391H (10)
LOW LEFT FORMATION
H.E. Doane H2X 075J (1)
J. Thompson 727J (2)
M.E. Matthaes 551J (5)
S.L. Winters 247J (4)
A.C. Hardies 224J (6)
B. Hansen 809J (9)
D.C. Stubner 000J (11)
J.M. Madden ??? (8)
H. Hausman 941J (10)
A.C. Wight H2X 806J (1)
W.W. Shue 1489J (2)
E.A. Soldberg 620J (2)
P.J. O’Neil 972H (4)
J.R. Cook 288J (7)
S. Hailey 819J (6)
M.D. Holman 341H (10)
J.W. Guynes 767J (9)
110
ROWE MISSION - Aborted - 10 January, 1945, Wednesday
GROUP MISSION #199
We assembled with the Group and headed for Weweler, Germany in the Ardennes, but
the waist gunner’s oxygen mask froze. A detachment of about 150 men was required to remove
the night's snowfall from the runways. Weather was frigid. We had to leave formation about 30
miles off the English coast (52 23N - 02 25E) with temperatures of -50 degrees. No spare mask
was carried aboard ship. I do not know if it was Charlie's or Cliff's. Total flying time was 04:10
hours. No credit was given for this flight. Seven ships did not attack. Extreme cold caused
bomb bay doors to freeze, ice formed over switches, turbos froze, etc. Headquarters staff calls
the frozen mask a
"personnel error".
The
personnel
error
rightfully
belongs
with
Group
headquarters for not
having
the
equipment room
furnish
spare
masks in this kind
of tricky weather. I
am reminded of a
statement by one
airman who said
“If we lastest long
enough they gave
us medals but if we
died they said
casualties
were
few.”
Lt. George
Franklin and Lt.
George Hillman
landed in Belgium
with
damaged
When given a 72 hour pass, most airmen headed for London. This is Piccadilly
Circus during the war years.
aircraft.
At
Seething,
the
airfield was not visible, being hid by a snowstorm about one mile high and 8 miles wide. The
storm eased somewhat and nine planes landed with flares along the runway but the storm again
intensified and the remaining B-24's landed at other airfields west of Norwich. The snow turned
to rain and then the slush penetrated everyone's shoes. Our overshoes had been previously taken
from us for the soldiers at the front. The weather grounded the 448th for two days.
111
ROWE MISSION # 20 - 13 January, 1945, Saturday
GROUP MISSION #200
Take- off, 09:41 hours
Temperature, -48o
2 ships aborted. 1 ship MIA.
(average 279 GPH)
Target was Worms, Germany. We bombed a bridge across the Rhine river about 1/2 mile
below the city. We went across Belgium and then into Germany. Worms is about 40 miles from
Ludwigschafen and Mannheim, just below Frankfurt and Mainz. Flak was heavy. We dropped
our bombs and could see them walking up the river towards the bridge. We probably shook the
hell out of it. (Later bomb assessment showed the bridge destroyed). Flak was heavy over
Worms, it was bursting off our wing. Seven ships sustained heavy damage. One peeled off over
us with No. 3 engine smoking and on fire. Believe all ships landed in France or Belgium. We
did not receive any hits or damage, can't figure out why not as flak was bursting all around us.
We picked up some flak coming back over the German-Allied battle lines. Rockets were shot up
but they were very inaccurate. Flak was heavy over Ludwigschafen. The North Sea looked cold
and choppy below, not a good day for ditching. We had to make an instrument letdown. Ceiling
was 300 feet and visability down to 1500 feet. Three Groups of P-51's gave us close support. One
TAKING OFF IN THE EARLY MORNING SUN AS A GROUND CREWMAN WAVES IN THE
FOREGROUND. WILL THEY BE THE LUCKY ONES AND RETURN.
112
ship landed with No.1 engine feathered and one landed with wounded on board. JHZ.
[Rough mission!!! On the return trip the Lead Squadron strayed and went north of
Saarbrucken over a known heavy flak area, instead of south. Ten aircraft received hits. Captain
Edward .M. Wall (667J) and crew had to abandon ship and parachute. Lt. H.G. Solden's crew
bailed out over
Stowmarket, England
and the aircraft
crashed. Lt's. Mulrain,
Schroeder,
and
Bunday and crews
landed in France and
Belgium.
Lt's.
Smarinsky, Thomas,
Poeschke and crews
landed at Hardwick,
Woodbridge
and
Bungay. Lt. A.S.
Broadfoot left formation
before the target at
Brussels with #1 engine
out. Aircraft was
abandoned on the
continent. Lt. Hammer
had supercharger surge
and turned back at
Ostend, Belgium, then
landed
at
Rye,
England.This was the
448th's 200th mission
so Lt. Col. Heber
Thompson led the
flight as Commander
and Col. Charles
Westover was Deputy
Commander. Flak was
heavy. We got back just
before dark. Other
groups getting back
after dark (about 100
planes) had to land with
the use of FIDO (fog
intense
dispersal
equipment). A 200th
mission party was held
on Saturday, 20th
January and Sunday,
21st January in spite
of the snow and fog.
Dancing was held in
the Officer's Club,
Gymnasium, and Aero
Club. Three orchestras
BEFORE A MISSION -Notice the stained
provided music. The PRAYER
celebration included
glass memorial to those airmen that didn’t return.
stage dances, shows,
food and free beer. A
USO stage show was flown in and the theatre was open for two days running films. Girls were
brought in from all the neighboring towns and Army camps. Guests were bussed in from all the
neighboring towns. JCR.]
POST WAR RESEARCH ON SHOOT DOWN OF CAPTAIN WALL’S CREW
Flak over the target was intense and heavy. Seven planes suffered damage and one
peeled off with #3 engine on fire. Believe all these planes made it to France, Belgium or
England. However, the lead squadron strayed over a known heavy flak area near Saarbrucken.
Ten planes were hit. One, Captain Wall left formation, was losing altitude but appeared to be
under control. The MACR #11583 reveals that Raymond Binkley, bombardier was killed by the
flak. He was attempting to dislodge a bomb that would not release over the target and was
fatally hit. He was checked by the navigator and the nose gunner but was unconscious, no pulse
and was not breathing. The pilot and copilot were forced from their position by fire and all
airmen had to abandon ship. All parachuted and eight of the nine were captured immediately.
Captain Wall, attempting to make his way to Allied lines, was captured on 17 January, 1945 in
the forest of Rivenich. All were released after hostilities ceased.
113
114
GROUP MISSION #200
WORMS, GERMANY
LEAD FORMATION
GH 829J (1)
R.A. Smith H2X 544J (2)
W.D. Smith 677J (5)
JOHN ROWE 829J (4)
G.D. Wikander 992H (7)
J.A. Birkland 270H (6)
P.J. Jones 391H (10)
W. Hammer 455J (9)
LOW LEFT FORMATION
D. Thomas H2X 525J (1)
E.M. Wall 661J (2)
H. Schroeder 536J (6)
B. Hanson 809J (8)
D.L. Sterman 772J (10)
K.L. Flinders 498J (9)
S.L. Winters 941H (11)
K.D. Stalland 288J (5)
C.P. Quirk 589J (4)
A.B. Sanders 482J (7)
S. Hailey 489J (10)
R. Bunday 348H (11)
R.A. Poeschke 819H (9)
115
ROWE MISSION #21 - 14 January, 1945, Sunday
GROUP MISSION #201
Bomb load, 12 500 lb. General Purpose Bombs
Temperature, -38o
2 ships aborted. No ships lost
(average 311 GPH)
We went to Hallendorf, Germany. The target was the Herman Goering Steel Mill, located
10 miles southeast of Brunswick. We went out over the North Sea, across Denmark bypassing
Hamburg and almost to Magdeburg before turning to our IP. It was visual all the way in. Flak was
heavy over the target. We received two bursts off our nose and wing. We dropped our bombs right
THE 200TH GROUP MISSION JUST PRECEDED THIS MISSION. A PARTY WAS HELD AS DESCRIBED
IN THAT NARRATIVE. ABOVE PICTURE SHOWS HOW ARMY VEHICLES COLLECTED GIRLS
FROM NEIGHBORING VILLAGES FOR SUCH A PARTY OR FOR THE SATURDAY NIGHT DANCE.
in the center of the steel works. Huge clouds of smoke came up and fires engulfed the works. Flak
was very concentrated after we dropped our load. Going out we went over the German airfield at
Dummer Lake. We could see P-51's strafing the field before the German planes could take off.
They could have raised hell with us before we could have crossed to safety. It looked like the 3rd
Division behind us got hit pretty hard. Passed over Hannover and Osnabruck coming out and over
116
U.S. NURSES ARRIVING AT THE AMERICAN RED CROSS CLUB IN LONDON AND
SERVICEMEN WERE READY TO GIVE THEM A WELCOME.
the Zuider Zee. Base was alerted. It was thought the Jerries would follow us home and give us a
strafe job as we were coming in to land. All guns on the field were manned. We made an
instrument letdown and landed without any further problems. Rough, but a good days work. JHZ.
[Lt. Ruge left formation before the target and landed at the emergency landing strip at
Manston, England. I haven't been able to determine what troubles he had or what caused them. Lt.
Sheffield aborted during assembly. #6 cylinder head on #2 engine was blown. Microfilm records
say that our results were poor to fair and that we hit engineering shops, roads and tracks. With all
the fire and smoke I believe we hit more than just roads and tracks. The formation sheet (page 65)
shows W.C. Holden's crew as flying this mission. The crew attended the briefing, but Lt. Holden
was off the base on other duties and did not fly. Our crew was short a crew member for this mission
but after engines were started and we were ready for take-off, a jeep arrived and Sgt. Clair Rowe
(no relation) of W. C. Holden's crew climbed aboard and joined us for this trip. See comments
following our 3-11-45 mission for Sgt. Rowe's troubles on his 3-25-45 mission to bomb the oil
refinery at Buchen, Germany.
We finally broke-off tactical support for the Armies and got a strategic mission. Other
Wings went after oil refineries and oil storage. The German fighter pilots in the past had quietly
followed bombers home and then hit them while they were attempting to land. We did not fly on the
16th of January to Dresden when Lt. Wesley Isaacson's plane was shot down and Lt. Ray Custor
had so many flak holes in his fuel tanks he had to land in a public park in Lille, France. His crew
was flown back to Seething the next day. The weather was so foul for 12 days following the mission
to Dresden on the 16th, the 448th BG was shut down for 12 consecutive days. JCR.]
117
118
GROUP MISSION #201
HALLENDORF, GERMANY
LEAD FORMATION
S.F. Furey H2X 870J (2)
R.J. Camburn 992H (5)
W.R. Durbin 482J (4)
G.L. Brock 516J (7)
R.L. Stewart 1489J (6)
D.L. Crandall 589J (10)
I.W. Ruge 772J (9)
J.J. Caldwell 805J (1)
W.L. Voight 305H (3)
D.R. Graybeal 767J (2)
E. Furnace 298H (5)
M.S. Horton 727J (4)
JOHN ROWE 504J (8)
J.M. Ray 463J (10)
J.M. Madden 270H (11
W.D. Smith 677J (9)
119
ROWE MISSION #22 - 31 January, 1945, Wednesday
GROUP MISSION #206
Bombing altitude. We did not drop
A recall mission.
Oxygen, 3 hours
Bomb load, 5 500-lb. General Purpose Bombs
& 4 500 lb. M-17 incendiaries
Temperature, -34o
No aborts. No ships lost.
No fighter support
Fuel load ???
BRIEFING FOR THE 200TH MISSION TO WORMS
The black arrow in photo above points to John Rowe, whose crew flew that mission. The briefing is over and as
you can see everyone is synchronizing their watches. That mission narrative starts on page 105.
Big "B" or little "b". We had two plans. Plan 1 was a steel works in Berlin and Plan 2 was a
120
448th Bomb Group Replacement Crew #46’s Eighth Air Force Mission Records - World War IIthe
Zuider Zee in Holland.
marshalling yards in Brunswick, Germany. We used plan 2. We went over the North Sea and
the Zuider Zee in Holland. Twenty-five minutes from our Wing IP, the Division sent out a
recall message. We turned around and started home after being about 140 miles into Germany.
The weather was poor over the continent and our fighter planes could not take off. German
fighters hit a Group behind us on the way back. The Division was diverted to different fields in
northern England. Some of the ships dropped their bombs into the North Sea. We carried ours
back as did about 95% of the others. We landed at an R.A.F. base called "Skipton on Swale".
We stayed overnight and came back home the next day. The VHF dynamotor burned out but
caused a very minor problem. We flew with eight men and received credit for the mission. JHZ.
[Weather scouts reported foul weather enroute and over the target. East Anglia airfields
were "socked in" solid, so the entire Division was recalled at 10:44 (at 52 38N 08 05E) hours
and diverted to Midlands airfields. We returned the next day but most of the Groups did not
return to base until the 2nd of February. I recall this mission well because milk in England was
not pasteurized, therefore was not available on our base, but I sure had my fill of milk for a
couple of days. Microfilm records did not identify Pilots, only planes. Neither did they provide
fuel statistics. I was able to obtain the names of the pilots from my own records for this mission.
JCR.]
BRITISH CHILDREN ENJOYING AN AMERICAN THANKSGIVING DAY PARTY.
121
122
GROUP MISSION #206
BRUNSWICK, GERMANY
Microfilm records did not identify Pilots, only
the planes. Pilots were identified from my own
records of this mission.
LEAD SQUADRON
H.M. Jonson H2X 646J (2)
M.E. Matthaes 727J (5)
J.S. Solden 620J (4)
H. Schroeder 678J (7)
H. Hausman 498J (6)
D.L. Thomas 083H (8)
Hardies 556H (11)
LOW LEFT SQUADRON
W.H. Wilhelmi H2X (1)
P. Protich 489J (3)
Hailey 767J (5)
E.A. Soldberg
589J
(2) 482J (4)
W.R.
Durbin
D.F. King 341H (10)
Quirk 521H (10)
HIGH RIGHT SQUADRON
G.I. Brock 358J (2)
JOHN ROWE 463J (3) - GUNG HO
G.F. Hillman 992H (4)
G.I. Brock 358J (2)
John Rowe 463J (3)
J.F. Clark 246J (7)
H.W. Gully 391H (6)
L.E. Lyon 491H (8)
H.R. Mulrain 455J (10)
J.E. Corbett 270H (11)
G.D. Wikander 504J (9)
123
ROWE MISSION #23 - 3 February, 1945, Saturday
GROUP MISSION #207
Length, 6 hours
Temperature, -38o
3 ships aborted. No losses.
Escort, P-51's Excellent
(average 337 GPH)
Choice of two targets today, Berlin or Magdeburg. Berlin was to be bombed to create
confusion and panic in connection with the oncoming Russian offensive which was 40 miles from
Berlin. The 1st and 3rd Divisions did go to Berlin. Our target was a synthetic oil refinery at
Magdeburg. While we were forming over England, I never saw so many planes in my life. The
whole Eighth Air Force must have been out. There was a stream of bombers at least a couple
A GERMAN ANTI-AIRCRAFT CREW WITH THEIR DREADED 88MM CANNON. NOTICE THE
THREE (3) VICTORY RINGS AROUND THE BARREL.
124
hundred miles long, well over a thousand planes in the air. While some ships were on the bomb run
at the target, other ships were still leaving the English coast. Magdeburg, our second trip,was 60
miles west of Berlin. The target was obscured by 5/10 cloud cover. Flak was heavy but not very
accurate as far as our formation was concerned. Results unobserved. We came out below Hamburg
and by-passed Helgoland. Jerry shot some flak up at us as we crossed the coastline. We came back
over the North Sea. About a hundred miles from England, we saw a B-17 ditch. Air Sea Rescue
boys got them, we hope. P-51's and the returning bombers radioed their position to units in the area.
Beautiful P-51 escort all the way in and out. JHZ.
[Deputy lead in lead squadron aborted at 53 00N 02 00E because of #3 engine failure. Lt.
Graybeal (305H) took his position. Lt. A.S. Broadfoot developed an oil leak in #4 engine and left
formation at 11:00 hours. He attacked a target of opportunity (Quakenbruck). Lt. Smarinsky (270H)
left formation in forming area (problem with #2 engine). JCR.]
OIL REFINERY AT MAGDEBURG. NOTE THE BOMB CRATERS. IT LOOKS LIKE A MOONSCAPE.
125
126
ROWE MISSION #23 - Operational formation - 3 February, 1945
GROUP MISSION #207
MAGDEBURG, GERMANY
LEAD FORMATION
S.F. Furey H2X 443J (1)
P. Protich 341H (3)
D.B. Graybeal 305H (2)
W.W. Shue 1489J (7)
C.H. Holt 288J (6)
E.A. Soldberg 589H (8)
R. Westbrook 9521H (10)
K.P. Stalland 326H (9)
LOW LEFT FORMATION
J.J. Caldwell 525H (1)
P.J. Jones 677J (3)
V.H. Gage 504J (2)
H.W. Gully 517J (5)
J.M. Rain 777J (6)
H.M. Mulrain ??? (8)
A.E. Hatch 556J (10)
J.A. Birkland 455J (9)
M.C. Onks H2X 1745 (1)
F.E.
Bastian
G.L. Brock
083H
(10) 491J (3)
I.W. Ruge 772J (5)
P.R. Piliere 498J (7)
M.C. Onks H2X 1745 (1)
F.E.Broadfoot
Bastian 491J
A.S.
??? (3)
(8)
I.W. Ruge 772J (5)
I.W. Ruge 772J (5)
P.R. Piliere
498J (7)
G.L. Brock
083H (10)
R.L. Mains 727J (9)
A.S. Broadfoot ??? (8)
127
ROWE MISSION #24 - 15 February, 1945, Thursday
GROUP MISSION #212
Temperature, -35o
2 aborts. No ships MIA
Ave. fuel consumption, 298 GPH
Rowe fuel consumption,
1900 gallons(average 308 GPH)
Magdeburg, Germany again. Target was a synthetic oil refinery. After we were airborne, the
ship ahead of us blew up. The life raft was accidentally released from its hatch and got
entangled in the twin stabilizers. The Pilot had poor control of the ship at that point. Everybody
bailed out but the Pilot and Co-pilot who were lost in the ensuing explosion. We made landfall
at Egmond, Holland, then across the Zuider Zee and into the target, which was obscured by
ANOTHER OIL REFINERY GOES UP IN SMOKE. THIS ONE NEAR HAMBURG. WHITE ARROW POINTS TO THE
BLACK BILLOWING OIL SMOKE.
128
10/10 cloud cover. We bombed by H2X. Results unobserved. Flak was moderate and
inaccurate. Trip was uneventful coming out. JHZ.
[This was the 448th BG's sixth trip to Magdeburg (our 3rd). We hit the oil refinery
again, although other Groups hit the marshaling yards at the request of the Russians. Just as
the plane flown by 2nd Lt. Harlyn Schroeder got airborne, the life-raft was accidentally
released and got lodged in the tail. The crew bailed out near Bungay. The pilot and co-pilot
managed to keep the plane aloft and salvoed the bombs in the North Sea. They tried to land at
Attelbridge and on the approach it dived into the ground killing both pilots (Co-pilot was Lt.
Dewin D. Roorda). Lt. C. Maran (489J) left formation about 25 miles from English coast with
an oil leak spraying into the Bomb Bay. Lt. S. Hailey (9521H) had #2 engine failure and left
formation near English coast. JCR.]
SEETHING AIRFIELD TODAY or what’s left of it. About 1/2 of the main runway 07-25 remains and is
used by the Wavenley Valley Flying Group. Conversion and restoration of Seething Control Tower was
completed in 1987 and now houses a museum and memorabilia of the 448th Bombardment Group collected
by Mrs. Patricia Everson.
129
130
GROUP MISSION #212
MAGDEBURG, GERMANY
LEAD FORMATION
J.J. Caldwell H2X 505J (1)
C.E. Martin 482J (2)
M.O. Holman 066J (5)
C.K. Maran 489J (10)
R.L. Stewart 762H (9)
LOW LEFT FORMATION
H.L. Smith 527J (1)
E.L. Furnace 358J (2)
B. Hanson 902J (4)
H. Hausman 498H (7)
J.E. Mlynarczyk 298H (6)
131
MISSION #25 - 16 February, 1945, Friday
GROUP MISSION #213
Temperature, -25o
1 abort. No losses.
(average 308 GPH)
The target was at Osnabruck, Germany. We went for the marshaling yards in the city. It
was a bad day for flying. We took off in poor visibility and broke out of the overcast at 1500 feet
DECEMBER 12, 1944 A LIBERATOR FUSELAGE SCREWS ITSELF FROM THE WINGS AND
STREAMS BLAZING PIECES OVER THE TARGET.
132
Again we made landfall at Egmond, Holland and out over the Zuider Zee. Going to the target
there were no clouds and then they increased to 5/10. I could see the bombs impacting with
good results. A grayish pall of smoke was coming up as we turned away. Flak was moderate but
accurate. One burst right off our waist window. Too close for comfort. We came back over the
Zuider Zee. The weather back at our base was lousy, ceiling down to 400 feet and visibility
1500 yards. We letdown over the North Sea and came in using instruments and the glide path
indicator. JHZ.
[We did not get off the ground until late morning. On arrival that night we found a cold
icy evening with no wind. Brakes had to be applied gently on the slippery runway but everyone
landed safely. We also got news of the 1500 carrier-based raid on Tokyo, but the startling news
was the three Italian prisoners of war captured on Seething Airfield who were returned to their
British prisoner of war camp. Lt. G. McFarland had problems and landed at the emergency
landing strip at Woodbridge. Lt. D. Durbin's (798H) bombs would not release and it was found
later that the interlocking pins in the left front Bomb Bay had not been pulled. Lt. F. Bastian
aborted about 30 miles west of Egmond, Holland when #2 turbo ran away. 12 bombs were
jettisoned. JCR.]
INSPITE OF HEAVY OBJECTIONS AND CRITICISMS FROM THE MILITARY, RELIGIOUS,
AND BRITISH FAMILIES, THERE WERE 70,000 GI MARRIAGES. HERE TWO GI’S
SOCIALIZE AND HAVE TEA WITH HER FOLKS.
133
134
GROUP MISSION #213
OSNABRUCK, GERMANY
LEAD FORMATION
GH (1)
E. Furnace 298H (3)
J.G. Blank H2X 646J (2)
F.W. Tod 677J (5)
S.F. Hillman 777J(4)
J.E. Corbett 556J(6)
P.E. Homan 992H (7)
F.E. McCready 491J (10)
A.E. Hatch 604J (9)
LOW LEFT FORMATION
C.G. Glover 902J (3)
J.F. Land 083H (6)
I.W. Ruge 772J (8)
S.L. Brock 699J (10)
S. Hailey 185H (2)
P. Protich 066J (5)
H. McFarland 958H (7)
D.F. King 551J (6)
C. Crandall 762H (8)
C.P. Quirk 1489J (10)
135
MISSION #26 - 19 February, 1945, Monday
GROUP MISSION #214
Oxygen, 4 hours
Bomb load, 12 500 lb. General Purpose Bombs
Temperature, -22o
No aborts. No ships lost
Escort, P-51's and P-47's. Good
(average 308 GPH)
Siegen, Germany, and our target there was the marshaling yards. Siegen is located north of
Koblenz. Visibility was poor as we took off and headed out over the North Sea. We made landfall
THE 448TH DEPARTS FOR THE ENGLISH COAST
136
at the Frisian Islands. All the way up to the target it was 10/10-cloud cover. Here and there the
Germans put up a few rockets but very little flak along the way. Over the target there was no
flak or rockets. We dropped our bombs but could not observe the results. We came back over
the battle lines in Belgium. There was a break in the clouds and we could see St. Vith where a
lot of heavy fighting took place. The town was completely pockmarked by bomb craters and
artillery fire. We came back over Ostend, Belgium, the southern part of the North Sea and Great
Yarmouth, England. The weather was bad at the base and we made yet another instrument
letdown. JHZ.
[Bad weather and the resultant poor visibility gave us another late morning take-off,
which meant an instrument letdown in the late afternoon of February's short days. During the
month of February a number of speakers came to Seething Airfield. A RAF Squadron Leader
talked about night bombing. It was very interesting and he had to lecture a second time. A
member of the Dutch underground gave a lecture. We had a RAF bomber with crew land at
Seething for our inspection. JCR.]
A GROUP OF HAPPY FIGHTER PILOTS CROWDED ON A THUNDERBOLT
137
138
GROUP MISSION #214
SIEGEN, GERMANY
LEAD FORMATION
GH 529J (1)
C.H. Glover 620J (3)
H.E. Doane 505J (2)
H.G. Solden 083H (5)
H. Hausman 498J
W.C. Redden 536J (7)
A.C. Hardies 853H (11)
LOW LEFT FORMATION
K. Wheeler H2X 745J (1)
D.F. King 326H (6)
F.J. Hahner 1489J (7)
C.K. Moran 305H (11)
GH 486J (1)
S.R. Williamson 806J (2)
J.M. Ray 777J (4)
W. Bobak 491J (7)
P.J. Jones 958H (6)
G.K. Wikander 556J (8)
H.W. Gully 677J (10)
G.E. Corbett 298H (11)
139
MISSION #27 - 21 February, 1945, Wednesday
GROUP MISSION #215
and 5 500 lb. M-17 incendiaries
Temperature, -27o
Escort, P-47's and P-51's. Fair
Our target was at Nurnberg, Germany. The capitol of the Third Reich was transferred to
Nurnberg because the
Russians were so close to
Berlin. Germany was
receiving a terrific pounding
from all quarters at this time.
We went after the
marshaling yards on the
outskirts of the City. We
flew position #3 in the lead
Squadron. It was a beautiful
day going out. We made
landfall at Ostend, Belgium,
crossing the battle lines
going to bombing altitude.
Clouds were about 3/10 over
German y. We passed
Weisbaden and received
only a few bursts of flak, but
quite accurate, One burst
right under our tail. Too
damn close for comfort. One
ship got hit, hydraulic and
oxygen system reported out.
It peeled out of formation
and headed home with a THIS LIBERATOR CAUGHT A FLAK SHELL OVER FRANCE.
couple of P-51's flying
escort. We could see Frankfurt off our right wing on the Main river which loses its waters to the
Rhine nearby. About 1800 heavies went after Nurnberg this day. Our Group was leading the
140
20th Combat Wing but we were the last Wing in after making two 10-degree turns. Must be
the leading navigator fouled up on the first approach. 10/10-cloud cover obscured the target.
Bombs away, results unobserved but we could see a brownish gray smoke coming up through
the clouds. We must have clobbered something real good. We came back across Strasbourg
and over France. Flak was meager to moderate and concentrated. JHZ.]
[All ships attacked the target, but Lt. McFarland had problems with his aircraft after
the target and had to land at the emergency landing strip at Manston, England. The nasty
weather that wrecked Seething Airfields plumbing and gave everyone colds finally ended
although we still had to take sulphadiazine tablets daily. It was a cold day but the sky was
bright blue and the 448th BG flew for eight consecutive days. The contrails of the 1000
bombers this day (of which we were one) spread across 50 miles of sky must have been quite a
sight from the ground. JCR.]
LIMPING HOME ON THREE ENGINES AND THE FOURTH ON FIRE.
141
142
GROUP MISSION #215
NURNBERG, GERMANY
LEAD FORMATION
JOHN ROWE 491J (3)
M.A. Baratz 777J (5)
E. Furnace 246J (4)
W.A. Hammes 463J (7)
H.D. Guage 185H (6)
I. Smarinsky 298H (8)
J.F. Clark 958H (9)
F. W. Tod 677J (11)
LOW LEFT FORMATION
H.G. Solden 620J(5)
A.S. Hardies 699J (7)
H. Hausman 498J (6)
A.S. Broadfoot 853H (8)
G.F. Land 798H (11)
C.P. Quirk 589J (3)
W.W. Shue 489J (5)
R.A. Paeschke 302H (4)
??????? 358J (6)
D.R. Durbin 247J (8)
H. McFarland 460J (10)
P. Protich 066J (9)
C.E. Martin 953H (11)
143
MISSION "OO-LA-LA" - 22 February, 1945, Thursday
We (meaning Joe, Richard & John Roche) had a chance to fly to Paris on official business
with Colonels Thompson and Miller. Going across France at 2500 feet we had a beautiful view of the
battle area, destruction on an unbelievable scale. Burned out tanks, trucks, and all kinds of rolling
stock. There were bomb and shell craters everywhere. A Spitfire came up and flew off our right wing
to give us the once over and then flew off. We circled the Eiffel Tower and landed at Orly Airfield
about 6 miles outside Paris. Taxing back to the control tower we went off the runway and got stuck in
the mud with one gear. French laborers came up to the plane and seemed to be astonished at the size
of the B-24 and kept pointing to our .50 caliber machine gun turrets and ammunition on board.
Finally with help, we got out of our predicament and back on the taxi way. Paris finally, and what a
city from what we saw of it during our brief stay. Cognac and champagne flowed like water,
beautiful women strolling about, you would never know there was a war going on a few hundred
miles away. We walked by
Notre Dame Cathederal
and saw the Louvre from a
distance. We also walked
the Rue de Palais, Paris's
Fifth Avenue. We were
only in Paris 4 hours, not
long enough. The three of
us, John Roche, Dick Best
and I, spent about
$300.00. Silk stockings (675
francs a pair, about $12),
14 bottles of perfume ($50),
silk handkerchiefs, case
of champagne ($64), 6
bottles of cognac ($32),
and several smaller items.
We finally got back to
our plane for a late evening
departure. As a matter of
fact it was almost dark when
we left Paris. We flew
back to England and had to
identify ourselves coming
over the coast by switching
o n
o u r
I F F
(IDENTIFICATION
FRIEND OR FOE)
equipment. We had a
wonderful
and
unforgettable trip. No
bombing for a change.
JHZ. [Sounds like they
should have taken a good
pilot too, one that can taxi
as well as fly, but what
chance does a lowly 1st. Lt.
have against two
AIRMEN TEACHING BRITISH BOYS THE
Colonels. The Colonels
knew a good crew when
MYSTERIES OF BASEBALL
they saw one and took our
navigator,
radio
operator and engineer. In July, 1945 an aircraft going home crashed near Prestwick, Scotland with
16 men aboard including Lt. Colonel Heber H. Thompson, Commanding officer of the 713th
Squadron. In view of the time frame, last name, rank, and position, this must have been the Colonel
Thompson who flew with Joe, John and Richard to Paris. Joe, John and Richard went this day to
Paris for a good time when the largest raid ever (6000 aircraft) was made. To acquaint the German
population with Allied air might, communication targets in all the small towns and villages were the
targets. To lessen civilian casualties, bombing was less than 10000 feet. Many bombed at 5000 feet.
The 448th BG bombed at 8500 feet. Known flak areas were skirted. German radio messages
intercepted indicated the force of bombers was being plotted but they didn't foresee dispersal of the
bombers over such a wide area. Four B-24's were lost. Two others were damaged in a mid-air
collision. JCR.]
144
MISSION #28 28 February, 1945, Wednesday
GROUP MISSION #222
Take-off 10:34 hours
Bombing altitude, 23,500 feet
Length, 6 hours 30 minutes
Oxygen, 3 hours 30 minutes
Bomb load, 12 500 lb. Mark XII Navy bombs
Temperature, -30o
2 aborts. No ships lost.
Escort, P51’s. Very good.
Fuel load, 2500 gallons.
(Average 293 GPH)
The city was Meschede, Germany and the target was a sub-assembly plant for the Me262 jet
propelled fighter. We made landfall at Ostend, Belgium and crossed the battle lines going into the target
area, skirting Koblenz and then straight to Meschede. We bombed by GH through 10/10 cloud cover
with unobserved results. No flak or fighters encountered. We came back near Koblenz, across the North
Sea just above the channel and to base. A milk run this time. JHZ
(Lt. F. E. McCready (491J) and Lt. C. E. Martin (992H) aborted after assembly but no reasons
were given. England had jet planes also, but neither British nor German jets had any great range. We
TUCKED IN TIGHT PER COMMANDER’S ORDERS AND HEADED FOR THE TARGET.
145
used to have practice sessions for the gunners over England just to get used to the speed of the jets and
lead them more than the standard fighters powered by internal combustion engines. From the air we
could see the Germans towing jet planes to the start of the runways to conserve fuel. This gave them
more time in the air. Their limited range would keep them from getting too far away from their base.
Because the Russian front was nearer our targets and if our target was nearby, crews would be issued a
US miniflag shoulder or sleeve patch for identification if downed. We did not fly the day before (27th)
but strong winds were encountered on that day and four planes from our Group landed in France to refuel and one crashed on the continent. JCR
FLAK AFTER THE TARGET—AT THE RALLY POINT
146
147
ROWE MISSION #28—Operational Mission—28 February, 1945
GROUP MISSION 3222
MESCHEDE, GERMANY
LEAD FORMATION
GH(1)
GH(1)
P. Protich 066J (3)
H.L. Smith H2XJ (2)
C.K. Moran 305H (5)
M.O. Holman 983H (4)
H. McFarland 341G (9)
W.W. Shue 489J (6)
R. Westbrook 521H (8)
LOW LEFT FORMATION
D.l. Thomas H2X 805J (1)
E.F. King 777J (2)
JOHN ROWE 983H (4) - FLYING DRAGON
???????? (6)
J.F. Clark 185H (7)
P.F. Holman 246J (8)
G.F. Hillman 270H (9)
G.H. (1)
K. Wheeler 806J (2)
F.R. Filiere 496H (3))
T.B. Horton 301H (5)
V.E. Hoyer 391H (7)
D.L. Crandall 798H (10)
G.F. Land 0830H (9)
R.L. Mains 620J (6)
148
MISSION #29 - 1 March, 1945, Thursday
GROUP MISSION #223
Temperature, -24o
1 abort. No ships lost
(average 243 GPH)
Our target this time was in Augsburg, Germany. We went after the marshaling yards in the city. We
were to bomb the Munchen Back sub-assembly plant for jet propelled fighters if the target was
visual. We made landfall at Ostend, Belgium, went across France crossing the battle lines below
Strausbourg. We stayed close to the German Swiss border and had a good look at the Alps. From
breaks in the clouds you could see the Alps were very beautiful with the high peaks poking through at
different points. At the target, the clouds were 10/10 so we bombed by H2X, results unobserved.
After bombs away a barrage of flak came up, concentrated but inaccurate. We circled Munich and
came out the same way we went in. Switzerland was off to our left and then we came north across
MOMENT OF BOMB RELEASE-TWO 714TH SQUADRON B-24S OVER TARGET AT AUGSBURG ON 1 MARCH, 1945
149
France, then across Belgium to our base. JHZ.
[Captain D.L. Thomas, flying Hi Right Lead(646J), aborted at the IP with a feathered engine.
Lt. Protich took his position for the bomb-run. Lt.'s Onufer (391H), Hahner (9521H), and Quirk (551J)
attacked but did not complete mission and landed on the continent. No reasons were given, but it was a
long mission with strong winds and they probably landed to refuel.
TAKE OFF - LINED UP NOSE TO TAIL FOR THE START OF ANOTHER MISSION. WILL THEY ALL
COME BACK.
Today's mission is a typical one. Let me give you a brief run-down. Wake-up time was 04:20.
Dress and get to breakfast. Briefing at 05:20. The call sign is "Vinegrove". The recall word is
"Carnation". Accompanying fighter groups call signs are "Martini", "Sweepstakes", "Rickshaw", and
"Roselee". The crew is trucked to the flight line. All pilots and co-pilots do the pre-flight check as the
sun seeks the horizon. Start-up time is 06:55 and 112 engines wake up the countryside. A Very light is
shot over the field so takeoff is deferred one hour. A ground fog hung around longer then expected.
The crew chiefs replace the fuel used in the start-up. Again takeoff is postponed. The coffee wagon
comes around but nobody wants a full bladder at 20000 feet. The jeep finally arrives and says "start
engines in 45 minutes - takeoff in one hour". All bombers are lined up nose to tail, engines going,
awaiting their turn to takeoff. Oil pressure, hydraulic pressure, cylinder head temperature, fuel
pressure, oil temperature, carburetor air-temperature all OK. Tachometer and manifold pressure both
steady. Trim-tabs at zero. Voltage output and pitot heater OK. Turbo to takeoff position. Windows
closed and locked. Controls unlocked. Gyro set. Flaps down. Cowl-flaps open. Props fine pitch,
Mixture full rich. There are 50 dials and 150 switches in the cockpit. Brakes on. Throttles forward,
brake off - the noise level increases and at 120 MPH you leave the runway. Under carriage up. Fog
beads on the windows, you finally climb out of the cloud cover and the 28 aircraft do formation
assembly as planned. Eight hours and thirty minutes later the formation of 28 planes (no losses) is
back over buncher beacon #7. You breakup in turn and descend through the overcast. Rain pelts your
aircraft and you can vaguely see your wing tips, then dead ahead is runway 07. The ground crew
awaits your comments, then debriefing, food and bed from pure fatigue. JCR.]
150
151
ROWE MISSION #29 - Operational formation - 1 March, 1945
GROUP MISSION #223
AUGSBURG, GERMANY
LEAD FORMATION
W.R. Wilhelmi H2X 870J (1)
W. Bobak 463J (3)
H.P. Mulrain 556J (5)
JOHN ROWE 777J (4) - THE SPIRIT OF COOLEY HIGH
J.E. McCready 677J (7)
J.E. Corbett ???? (6)
J.F. Clark 246J (10)
G.R. Onufer 185H (9)
LOW LEFT FORMATION
W.C. Redden 359H (4)
J.A. Birkland 305H (6)
G.L. Brock 083H (10)
R.G. Page 496H (9)
P. Protich 066J (1)
C.K. Moran 341H (2)
E.F. King 762H (7)
C.P. Quirk 551J (8)
C.L. Martin 489J (9)
152
MISSION #30 - 2 March, 1945, Friday
GROUP MISSION #224
Oxygen, 4 hours
Temperature, -34o
(average 270 GPH)
Magdeburg, Germany again. Our fourth trip there. Visually we were to bomb oil
refineries, otherwise we were to bomb the secondary target by H2X, which we did. We made
landfall at Egmond, Holland, then over the Zuider Zee, east to Hannover and into the target. We
hit the marshaling yards in the city. Clouds were 10/10 going in but over the target they were
5/10. We bombed by H2X. We could not see the target through the broken cloud cover. Flak was
heavy and accurate. On the bomb run, flak was bursting all around us and the sky was black with
flak bursts. It's hard to describe the sound of the explosions but once you hear it you will never
forget. Things were happening so fast one really did not have time to be scared. Bombing results
unobserved. A B-24 from another Group got hit over the target and caught fire, started down and
four chutes were seen to open before the ship disappeared through the clouds. We came out the
A SMOKE BOMB MARKS THE TARGET AND THE OTHERS BEHIND RELEASE ON THAT TARGET
MARKER.
153
same route that we went in. We arrived safely back to base without any problems. JHZ.
[Today a new crew assigned to the 713th Squadron, 2nd Lt. Karl Augustine and his
crew, flew their first mission. The heavy flak Joe mentioned above put two holes in their right
wing. Although they lost a great deal of fuel, everyone from our Group got back to Seething
safely. The Germans used the RAF returning night flyers as cover to come in and strafe English
airfields. On the night of 2 March, ME 410's and JU 88's shot up our area of England but
without any casualties. However the NCO duty officer in the control tower at Metfield was
killed and 5 men sleeping in their Quonset huts were injured. JCR.]
THE 448TH ENROUTE TO THEIR TARGET. ABOVE PICTURE OF EUROPE’S WEATHER IN
1944 SHOWS WHY GH AND H2X WERE SO NECESSARY FOR BTO (BOMBING THROUGH
OVERCAST).
154
GROUP MISSION #224
MAGDEBURG, GERMANY
The microfilm frame showing the
route map was bad and not
available for this mission.
LEAD FORMATION
H.F. Doane H2X 505J (1)
H.L. Smith H2X 525J (2)
J.S. Steffan 359H (5)
P. Protich 341H (4)
D.L. Crandall 798H (7)
V.H. Hoyer 699J (9)
R.H. Page 496H (10)
G.F. Land 083H (11)
LOW LEFT FORMATION
H.L. Stewart 762H (5)
P.E. Raman 298H (4)
K. Augustine 556J (6)
J.F. Clark 391H (10)
S. Hailey 489J (11)
155
MISSION #31 - 3 March, 1945, Saturday
GROUP MISSION #225
Temperature, -36o
6 ships for screening force.
1 ship aborted. Two ships lost.
(average 275 GPH)
Our target was the oil refinery at Magdeburg, Germany (again). We hit the jackpot today. We went
over the North Sea, crossed into Germany at Cuxhaven and in to the target. Going in, cloud cover
ranged from 5/10 to 10/10. From the Wing IP throughout the target it was visual. We could see the
target long before we got to it. Shortly after we reached the Wing IP, bandits were reported in the
area. The formation closed up. We were flying "high right" off the deputy lead, low left squadron.
The lead in
the bucket
and the deputy
l e a d
collided. The
b u c k e t
lead’s tail was
chewed off
by the deputy
lead. They
both
went
down
just
missing us by
a few feet.
Five
chutes
were seen to
open.
No
f u r t h e r
survivors.
Soon after
an
ME-262
came right
over
our
formation
firing
his
cannon and
machine guns.
No one got a
shot at him as
he
was
going so fast.
Two P-51's
closed in but
with
unobserved
results. Flak
was
very
intense and
accurate. Two
more MENOTE THE B-24 PARKED AT ITS HARDSTAND AND THE CLOSE PROXIMITY
262's
were
sighted off
OF THE CATTLE. AIRFIELDS WERE RIGHT IN AMONG THE FARMS.
in the distance
but did not
attack. They apparently were calling in our altitude and air speed to the flak batteries below so they
could zero in on us a little better. The city was really beat up from previous bombings. At bombs
away, I could see them all the way down. They exploded squarely into the oil refinery. Huge
156
billows of black smoke came up, followed by violent explosions and flames. We really wiped it
out. This was one of the last of the three oil refineries in Germany, now two left. One half-hour
from the target we could still see the explosions and flames. Black oily smoke rose up to 20000 feet
completely obliterating the target. A very good job well done. Shortly after we left the target we
developed an oxygen leak that could not be stopped. The pressure dropped immediately. We were
still an hour and a half from the enemy coast at 22000 feet. We had to letdown after putting on our
walk around oxygen bottles. Our main supply of oxygen was gone. We came back across the
TALK ABOUT CLOSE TO FARMLAND. A B-24 SWEEPS ACROSS A FENCE AND HEDGE TO LAND.
Zuider Zee, the southern part of the North Sea and to our base. It was a rough mission but a very
thorough job was done. We do not need to go back to Magdeburg again. JHZ.
[The image of the two planes colliding clearly imprinted itself on my mind. When I close my
eyes, I can see it clearly to this day. Just before the collision, an ME-262 (although I only saw one
plane, it must be one other than the one Joe describes above because it came through just before
the collision) came from in front, slightly above us, and just to my left firing his cannon and
machine guns. It was just after that the two planes collided. We were flying "high right" off the
deputy lead. Cannon and machine gun fire from the ME-262 caused either injury or death in the
cockpit of the deputy lead (Lt. Jim Guynes' plane) because it immediately slowed up slid back and
slightly lower, striking the bucket lead (Lt. Irving Smarinsky's plane) just behind the wing with the
tail assembly of Lt. Jim Guynes' plane. Because of our forward speed and our left wing obstructing
my vision thereafter, I could see nothing more. Joe and Richard tells me that Lt. Smarinksy's tail
assembly was torn away and the impact broke Lt. Smarinsky's plane into two pieces and both
planes dropped away. Centrifugal force would have prevented too many from bailing out. For
three missions in a row we flew 777J but were scheduled to fly 463J today. Upon arrival at the
hardstand, we found it occupied by Lt. Smarinsky's crew. We were then assigned plane #777 again.
As Joe noted above, the loss of our oxygen supply forced us to descend to a lower altitude. The
157
"walk around" or "bail-out" bottle was good only for 10 minutes or less. At higher altitudes, each
man's position was pretty well fixed because he needed both oxygen from the main supply and
electric current for the heated suit. A lone B-24 or B-17 over central Germany was a "setting
duck" for enemy fighters. However, two P-51's appeared out of no-where and provided us escort
for part of the way out. Lt. T. Horton (496H) landed at Metfield on his return. He was flying just
behind Lt. Smarinsky and may have had some damage to his aircraft. Lt. Westbrook aborted
shortly after assembly. JCR.]
POST WAR RESEARCH ON THE SHOOT DOWN OF LT. GUYNES AND LT.
SMARINSKY’S AIRCRAFT
This was the 6th mission that our crew flew
the same mission with Jim Guynes and the
7th mission our crew flew with Lt. Irv
Smarinsky. The MISSING AIR CREW
REPORTS (#12885 & #12884) like so
many others does not give a great deal of
information. The collision was not abrupt.
Guynes' plane (evidently not under control
because of death and/or injury in the
cockpit) slowly and gradually slid back and
rather gently settled on top of Smarinsky's
plane. It is a mystery why the pilot or copilot took no evasive action, however as
determined after the war was over,
Smarinsky's crew also suffered injuries
because his plane was also directly in line
of fire from the jet and that may have
momentarily received everyone's attention.
Don Schlecher, Jim's tail gunner was the
only survivor from his crew. Lt. Arthur
Hoffman and Sgt. Gerard Perry, flight
engineer for Irv were the only two
THE MEN TRIED TO KEEP THEIR QUARTERS CLEAN BY
survivors on Irv's plane. The following
LEAVING MUDDY BOOTS OUTSIDE.
information was garnered by Steve
Guynes, Jim's nephew, and by Catherine Guynes Alford, Jim's sister from correspondence with
German citizens, with Lt. Sam Hailey (Sam did not fly that day but gathered Guynes' belongings
the day of the mission) who talked to Don Schlecher after the war, with Bob Lane, brother of
Horace Lane, co-pilot for Irv and with Lt. John Stanford, co-pilot for Lt. Ed Anderson who was
flying off Irv's right wing on that fatal day.
Don Schlecher's statement to Lt. Sam Hailey is as follows: “They were nearly to the target when
he says one of those jet-propelled planes sped by and he shot at it. Just after the plane went by he
discovered that his inter-phone was out and he turned around to see what was the matter. He
saw that John Schilling (who was in the waist) had been hit and he stepped out of the tail
assembly to help him. At that moment some force kept him pinned to the top of the plane (that
158
force was probably when the collision occurred) and he was trying to push himself away when great
rolls of smoke came all through the plane. He doesn't remember getting into his chute or anything
after the explosion - or before it - but he regained consciousness as he was falling through the air.
Parts of the plane were falling all around him and he saw the tail assembly floating around. He
pulled the ripcord but passed out before it even opened. When he came to he was draped over a
bicycle and several 12 and 13 year old Hitler youth were holding guns to his head. They had already
rolled up his chute, taken his watch, ring and wallet and $150 that was in it. His identification
bracelet was saved because it was hidden in his flight jacket. After he was by himself he ripped off
his shirt and put it in there and then in the hospital he hid it under the mattress. His left ankle was
broken and his heel was fractured They threw him into a jail and then the Gestapo came and
questioned him. He couldn't stand up and they kicked him and broke three of his ribs and injured his
wrists. He was taken from one prison to another and them marched through Frankfurt on the way to
the hospital. Civilians spit on him and the others and also threw rocks. For 3 days they prepared
trains to transport them, but P-47s each time blew the empty trains to bits. He said the Jerry's were
really scared but on one of the trains, a few civilians wanted to hang them. They were hysterical and
except for the prison guards, he wouldn't be here today. On one of the train rides, Don met Lt. Arthur
Hoffman, Smarinsky’s bombardier who landed near Jim Guynes. Lt. Hoffman wanted to give Jim
first aid but the Hitler youths wouldn't let him. Lt. Hoffman told Don that when he wanted to give
Jim first aid, Jim told him that he lost both #3 and #4 engines and all controls. Lt. Hoffman said that
when their ship exploded, he was blown out of the side. "
Bob Lane, brother of Smarinsky’s co-pilot, talked with Sgt. Perry and Sgt. Perry told him at the
instant of the collision, he left his station for the bomb bay to release the bombs but failed and was
then thrown from the plane as it looped. As he drifted toward the ground, he saw Guynes’ plane
explode in mid-air and saw their plane crash. Sgt. Perry met Don, Guynes' tail gunner and helped
him to first aid. Sgt. Perry also said he met the German pilot who downed the planes but could not
HOME AWAY FROM HOME AND MUD, MUD AND MORE MUD.
159
remember his name.
Lt. John Stanford, flying off Irv’s right wing, as co-pilot for Lt. Ed Anderson says: "Lt.
Guynes’ plane was hit by cannon fire from a Me262, one of several which attacked the formation.
He thought the shell exploded in the flight deck. He says Guynes’ plane slowed and fell back in the
formation, slid to the right and then to the left, apparently as the crew struggled to control the craft.
On the last lurch, the left wing of Guynes’ plane rolled onto its back out of control. Smarinsky’s
plane rose up on its tail and into a loop. He saw five parachutes from the two planes. " From my
(John Rowe) direction off from Jim's right wing, his plane did not appear to lurch, but gradually
slid back and gently settled on top of Irv’s plane. The wing of Jim's plane caught behind the
stabilizer of Irv’s plane and pulled up the nose. At that point I could not see anymore but my
crewmembers tell me that Irv’s plane looped and Jim's plane rolled over and both fell. All I saw
was one German jet fighter.
Following is Lt. Ed Anderson's account of the collision: "All of our planes had their bomb
bay doors open in readiness for the bomb run. Everything appeared to be normal. We had no radio
warnings that enemy fighters were in the area. I happened to glance up and saw a German twin
engine jet fighter pass over Guynes’ plane and our plane from front to back. I neither saw nor
heard any firing from any of our gunners. I did not see any other German fighters or any other
passes by the first fighter. I did not see any pieces come off or any fires start on Guynes’ plane.
Guynes’ plane flew straight and level but its airspeed and altitude immediately decreased slightly.
Then Guynes’ plane started to come back toward our plane. I decreased airspeed and altitude to
stay behind and below Guynes’ plane. We kept trying to fly formation off Smarinsky’s plane.
Guynes’ plane was still flying straight and level but was losing airspeed and altitude as it slid to
the left. Guynes’ plane appeared to be over Smarinsky’s plane - not directly lined up but Guynes’
plane was further to the rear than Smarinsky’s plane. Smarinsky’s plane took no evasive action.
Guynes’ plane then lowered onto Smarinsky’s plane - not abruptly but over a few seconds time. I
saw wrinkles’ forming in Smarinsky’s right rudder as a force was applied to the top of it by
Guynes’ plane. I saw Smarinsky’s tail turret being crushed by Guynes’ plane. I did not see any
pieces come off or any fires start on either plane. As soon as the collision occurred I dove down to
the right out of formation. Before I lost eye contact I saw either Guynes’ or Smarinsky’s plane roll
to its left. I could see into the open bomb bay. The bombs were starting to tumble around because
the bomb bay was now on its side. A few seconds later I pulled back into formation. Both Guynes’
and Smarinsky’s planes were gone. The formation was readjusted and the nine remaining planes
flew on towards the target." It appears that Ed saw it as I (Rowe) saw it.
A German nurse (Iringard Bodenstab) told Jim's sister that his plane "came down broken" near
Salzwedel, near Magdeburg. His right arm was only hanging by the skin and had to be amputated.
Also blood poisoning began in the left knee and one leg had to be amputated. This nurse was the
only one that could talk with Jim in English. Jim had showed her a picture of his young daughter in
front of their house. Jim had been brought to her station, but she said only the physician and first
nurse were allowed in his room. He died March 29, 1945 at 12:15 and was buried at the Perver
churchyard, row 5 number 4, in Salzwedel. Jim's sister then received a letter from a Max
Korolyawsko, Jr who had found the case history of Jim in a hospital and felt it his Christian duty to
give her a copy. He also said that Jim's body was recovered from Salzwedel and reinterred at
Newville in Belgium. Jim's widow had remarried and did not wish his body returned,
160
however Jim's sister arranged for the body to be returned and Jim was buried in Evergreen
Cemetery, Ballinger, Texas with full military honors. Max Korolylawsko had been a German
prisoner of war confined in the Southwestern U.S. and "learned to like our country."
GROUP MISSION #225
MAGDEBURG, GERMANY
Microfilm map frame was very bad. I could
not make a legible copy of the route map.
LEAD FORMATION
H. Westbrook 767J (3)
W.L. Voight H2X 525J (2)
F.E. Bastian 7521H (4)
G.N. Davis 083H (6)
H. McFarland 341H (9)
W.W. Shue 489H (11)
LOW LEFT FORMATION
D.L. Thomas H2X 805J (1)
F.E. McCready 298H (3)
Jim W. Guynes 247J (2)
H. Hausman 516J (7)
J.E. Corbett 556J (6)
Irv Smarinsky 463J (8)
J.F. Clark 677J (10)
E.V. Anderson 246J (9)
T.B. Horton 496H (11)
SCREENING FORCE
J.G. Blank 806J (1)
R.L. Mains 359H (2)
R.C. Cook H2X 870J (4)
G.R. Onufer 270H (6)
E.A. Soldberg 953H (5)
161
MISSION #32 - 5 March, 1945, Monday
GROUP MISSION #227
Oxygen, 3 hours
Bomb load, 12 500 lb. RDX
Temperature, -30o
(2 ships for screening force.)
2 ships aborts, no ships lost
(average 283 GPH)
The target was an oil refinery again at Harburg, Germany. Harburg is a suburb of Hamburg. We
TYPICAL OF THE HUNDRED’S OF NISSEN BARRACKS WITH THE CENTRAL STOVE PIPE. A GOOD
ILLUSTRATION OF THE CRAMPED QUARTERS FOR THE MEN.
went over the North Sea, skirting Helgoland where the Germans shot up about a dozen bursts of
flak way off in the distance. We picked up our fighter escort of P-51's and P-47's over Denmark
where we made landfall and crossed into Germany. Our IP took us right over Hamburg and into
162
Harburg. Cloud cover was 10/10. Flak was meager to moderate and inaccurate. We bombed by
H2X, results unobserved. We passed near two German fighter belts, Steinharter and Dummer
Lake. We crossed the Zuider Zee near Egmond, Holland, and the southern part of the North Sea
and back to our base. Bandits were reported in the area as we approached our landing pattern.
All guns were manned both in the landing ships and all surrounding bases. No enemy aircraft
were sighted. JHZ.
[Snow showers and rain squalls continued. Navigation was difficult in the heavy
merging cloud layers. Headquarters demanded that bombing be continued in spite of the bad
weather, so the day before (March 4) all ships flew to France individually and formed south of
Nancy, France. We did not fly on March 4, but it was a disaster as the 446th BG bombed
Zurich, Switzerland and the 93rd bombed Basel, Switzerland. Both mistook the Swiss cities for
Freiburg, Germany. Of the nine ships of the 448th, two aborted and seven attached to another
Group that bombed Stuttgart, Germany. We did fly today (March 5) but used the standard
assembly procedures. Guns on the base were manned because the enemy was known in the past
to have quietly followed bombers home and then hit them while attempting to land. Lt. F.
McCready and Lt. D. Anderson aborted with engine and supercharger problems. JCR.]
BRITAIN ON THE RECEIVING END OF AERIAL BOMBING. WORKMEN REMOVE DEBRIS OF
DEMOLISHED HOUSES IN A NORFOLK TOWN.
163
GROUP MISSION #227
HARBURG, GERMANY
LEAD FORMATION
Microfilm map frame
was bad. I could not
make a legible copy of
the route map.
K.P. Wheeler H2X 525J (2)
G.D. Anderson 9521H (4)
H. Hausman 699J (9)
LOW LEFT FORMATION
S.H. Hodgson H2X 527J (1)
W.W. Shue 1489J (3)
H.L. Stewart 066J (2)
C.K. Moran 341H (7)
A.E. Hatch 185H (6)
J.M. Ray 298H (8)
F.W. Tod 677J (10)
F.W. Clark 504J (9)
F.E. McCready 083H (11)
SCREENING FORCE
H.R. Mulrain 270H
R.L. Page 359H
164
MISSION #33 - 9 March, 1945, Friday, (1 day after Joe Zonyk’s birthday)
GROUP MISSION #229
Length, 5 hours
Bomb load, 44 100-lb. demolition bombs
and 2 500-lb. incendiaries
Temperature, -30o
No ships aborts, no ships lost
Escort, P-51's and P-47's. Fair
Rowe fuel consumption, 294 GPH
Our target was the marshaling yards in Rheine, Germany. We made landfall at Egmond, Holland,
then over the Zuider Zee and into Germany. We bombed by GH although the target was visible at times.
We did a lot of spring plowing. Other Groups may have hit the target. Our group hit about 500 yards to
the right of the MPI (mean point of impact or aiming point). Flak was meager to moderate and
inaccurate. We came out the same way we went in. JHZ.
[Bruce flew this mission as first pilot and I occupied the right seat as co-pilot. Plenty of P-51's
around. Not an enemy fighter in sight. The sky was clear today and it was exciting to see the 50-mile long
stream of bombers. It was always an exhilarating moment to see a mission depart. In the pre-dawn you
A MASS FOR THE DEAD HELD IN THE BASE CHAPEL AT SEETHING AIRFIELD
165
could see the blue exhaust flames climb into the night one after another. I particularly
remember the noise-level. Massive power, spectacular sight and then they were all gone and
you could feel the countryside silence. JCR.]
166
GROUP MISSION #229
RHEINE, GERMANY
LEAD FORMATION
GH 968J (1)
B. Bobak 185H (3)
W. Wilhelmi H2X 443J (2)
F.E. McCready 677J (5)
G.D. Wikander 777J (4)
P.J. Jones 270H (6)
JOHN ROWE 298H (6) - TROUBLE ‘N MIND
F.E. Clark 590J (9)
H.L. Mulrain 302H (11)
LOW LEFT FORMATION
R.N. Page 496J (6)
I.W. Ruge 772J (8)
G.N. Davis 083H (10)
S.E. Guiney 359H (9)
GH 593J (1)
V.F. King 246J (4)
R.A. Paeschke 000J (7)
D.G. Anderson 489J (10)
H.W. Gully 391H (11)
167
MISSION #34 - 10 March, 1945, Saturday
GROUP MISSION #230
Take-off 08:19 hours
Length, 7 hours
Oxygen, 3 hours
Bomb load, 44 100-lb. demolition bombs
and 2 500-lb. M-17 incendiaries
Temperature, -19o
1 ship aborted, no ships lost
Fuel load, 2500 gallons (Ave. 272 GPH)
(Average 246 GPH)
The target again today was
marshaling yards, this time at Paderborn,
Germany. The whole Air Force was out
today trying to choke off the Ruhr Valley,
hitting targets individually. Our target was
east of Dortmund. We made landfall at
Walrechen, Holland, flew over Brussels
and across the battle lines. There was heavy
fighting below. We came down below
Koblenz and headed north skirting "Happy
Valley", better known as the Ruhr Valley.
Most of the German steel mills and other
heavy industries were located there, a very
heavily defended area. Clouds were 10/10
going all the way in. We bombed by GH,
results unobserved. No flak but a few
rockets were fired at us. They were very
inaccurate. JHZ.
[Reville at 04:00. Breakfast at
04:45. Briefing at 05:45. Took off at 08:19.
Formation assembly at 08:50. Left the
English coast at 09:45. England was clear
but the continent was overcast. Home at
16:00 hours. I do not recall the name of
our new co-pilot. Bruce flew today in
#556J with his own crew. He should have
had his own crew from the start. We were
German 105mm anti-aircraft cannon. The large relative of fortunate in having had two "first pilots" for
the famous Flug Abwher Kanone 88mm. (Flak is an
so many of our missions. JCR.]
acronym for FLUG ABWHER KANONE)
168
169
GROUP MISSION #230
PADERBORN, GERMANY
LEAD FORMATION
GH 573J (1)
F.R. Piliere 083H (3)
V.E. Voyer 516J (4)
R.L. Mains 536J (6)
G.F. Land 853H (7)
I.W. Ruge772J (8)
S.E. Guiney 498J (10)
F.E. Bastan 099J (9)
R.D. Sampson (11)
LOW LEFT FORMATION
GH 516J (1)
E.W. Sheffield 953H (3)
R.L. Stewart 489J (2)
H. Hausman 7521H (7)
D.F. King 762H (6)
S. Hailey 551H (9)
GH 355J (1)
J.M. Ray 298H (3)
J.R. Cook 358J (2)
JOHN ROWE 246J (4)-FRISCO’S
FRISKY
J.F. Clark 590J (5)
H.W. Gully 491J (8)
H.D. Wikander 677J (10)
M.R. McCluhen 391H (9)
B.J. Anderson 556J (6)
170
MISSION #35 - 11 March, 1945, Sunday
GROUP MISSION #231
Bomb load, 52 100-lb. M-17 incendiaries
Temperature, -29o
1 ship aborted No ships lost
(average 268 GPH)
Kiel, Germany and what a place to go for our last mission. Since the Russians occupied most
of the Baltic Coast, the German Navy, what was left of it, moved into their final base at Kiel. Our
target was the dockyard, submarine sheds and assembly works. We went in over the North Sea,
made landfall at the Isle of Sylt off Denmark. 10/10-cloud cover socked in the target. Flak was very
heavy, thrown up by shore batteries and naval guns. We dropped our load of M-17 firebombs, which
consisted of a
mixture
of
gasoline and a
rubber substance.
R e s u l t s
unobserved but
there were a lot of
black oily smoke
coming up through
the clouds. We
got two bursts of
flak right under
our right wing. It
was entirely too
close considering
this was our last
mission. We came
back over the
North Sea to our
base at dear old
Seething. We flew
deputy lead, low
left
Squadron.
Weather
was
lousy and we had
to
make
an
instrument
letdown by the
best damn Pilot
and Co-pilot in
the ETO. JHZ.
[Arrival
back was at 15:35
with two planes
missing.
No
So
highly
prized
were
cycles
that
“borrowing
became
rife”.
MPs
are
losses over the
target. As Joe
numbers before returning to rightful owners. Bikes were a
says, flak was checking
heavy and we first
hot item because there were not enough to go around. Many airmen
thought they might
have
been
would check with crews approaching the end of their assigned
damaged
or
downed in the
number of missions and start bartering.
heavy cloud cover
but all aircraft
arrived back safely. F.W. Tod (677J) aborted after assembly with an engine failure. At the
hardstand before take-off, while Bruce and I were doing the pre-flight check, Richard seated on his
171
WEDDING AT ST. MARGARET AND ST. REMIGIUS CHURCH IN SEETHING, ENGLAND
“Marriagemania” was as hot an item as “cyclemania”. An estimated 70,000 women married American
servicemen during the war.
parachute, raised his hand and said, "Well this is it, one way or the other". While fatalism is not
the answer, in moments like these we are all fatalistic. Your time has come or it hasn't. It turned
out well. Seeing planes go down one wonders if he ever did anything worthwhile in his life, and
after our second mission, we didn't see how we could survive 35 missions without disaster. If
you never prayed before, you knew now that prayer was the only defense available. I am sure
that everyone in the crew, each in his own way, prayed for the crew's safety. I know that John
and Joe said many a "hail Mary" and an "Our Father" on all of our missions. We did have
numerous close calls, but no injuries, nor did we so much as lose an engine. We didn't mind the
long haul back over the North Sea this time. Our luck was exceedingly good. The champagne
Joe, Dick and John bought in Paris on their "OO-LA-LA" mission in February had been
reserved for this occasion.
On March 13th (2 days after our last mission) my flight log shows a 2:50 hour credit as
command pilot checking out a newly arrived crew. The microfilm records reveal that on the
same day Lt. Broadfoot (who was housed in the same barracks with Richard and Bruce and like
us had completed his tour of duty) was checking out Lt. Paul Westrick and his freshman crew.
Check out exercises included fighter passes for real-life experiences for both the gunners and
the fighter pilots. The fighter pilot came too close, his propeller severed the B-24's left rudder
and horizontal stabilizer. Both planes crashed about 4 miles NNE of Seething Airfield. Newly
arrived crews also practice formation flying. It must have been the same P-47 that was giving
172
gunnery practice to the crew being checked out by me. When you review the formation sheets,
you will recognize the following names of Pilots, who with their crews, flew several of the same
missions with our crew but not having completed their 35 mission tour, they continued to fly,
were downed by flak or fighters after we finished our tour and were reported MIA.
SHIP DATE
TARGET
Lt. Hugh McFarland, Jr.
341J 3-24-45
Wesel, Gr.- (low level supply drop to
British airborne troops)
Lt. Knute F. Stalland
646J 3-25-45
Buchen, Gr. (oil refinery)
Lt. Frederick W. Tod
517J 3-25-45
Lt. Paul J. Jones
185H 3-25-45
Lt. Joseph F. Steffan
099J 3-25-45
Lt. James J. Shafter
620J 4-4-45
Wesendorf, Gr. (air force base)
Capt. John M. Ray
298H 4-4-45
Lt. Robert L. Mains
838M 4-4-45
Lt. McFarland, Jr. was flying the last position in the High Right Squadron on the Wesel,
Germany mission. On the Buchen,
Germany mission (East
Germany), Lt.'s Stalland, Tod, &
Jones, were in the 713th
Squadron (flying in low left
Squadron) that got detached from
the Group because of heavy
clouds and very bad weather. ME
262 Jets attacked them. Lt. Tod
almost made it to Sweden. He
ditched one mile from Falsterbo,
Sweden. A cable from Sweden on
the 26th of March reported that
Lt. Tod's body was not found, Lt.
Warren Peterson, Co-Pilot died
enroute to the hospital, but that
all others were uninjured and
interned. Lt. W.C. Holden's crew
was in the low left squadron also
and took two cannon shells
through the waist (also picture on
next page). Sgt. Clair Rowe (who
flew with us on 1-14-45 to
Hallendorf, Germany) was blown
out of his tail turret position and
landed just behind the waist
A CANNON BLAST FROM AN ME262 BLEW THIS HOLE IN position. That was fortunate
THE WAIST OF SGT. CLAIR ROWE’S AIRCRAFT.
because he could not wear his
parachute while in the turret. The
173
right waist gunner received a broken arm and
severe frostbite to the hand and arm and was
hospitalized for over a year. Clair Rowe
received injuries to the left eye, left knee and
foot, but inspite of the injuries, he manned the
right waist gun against the attacting ME 262's.
The plane lost 1000 feet of altitude, but was
able to regain formation and returned to
Seething air base. Today, fifty years later, Clair
and his wife Florine reminisce with us at our
annual group reunions. On the April 4th
mission to Wesendorf, Germany, Capt. Ray,
Lt.'s Mains & Shafter were downed at the
Group IP before reaching the target.. On the
March 24th mission Lt. W.L. Voight's ship was
severely damaged & he headed for the
emergency landing strip at Manston, England
but had to abandon ship in the air over
Manston. The crew was safe. JCR.]
OUR LUCK WAS EXCEEDINGLY
GOOD! It is grossly dishonest to give a pilot
credit for moving a multi-engined aircraft
from one place to another. Each man in the THE DAMAGED TAIL TURRET SGT. CLAIR
crew has his special duties and must perform ROWE WAS RIDING IN AFTER BEING HIT BY
A ME262 JET.
them well to complete a flight. It is a rare
pilot however who is not heavily conscious of
his duty as captain and feels that whatever misfortune occurs on any flight is
fundamentally his fault. An airplane loaded with gas, bombs, and ammunition when
you're being shot at in the air and from the ground, is a lethal instrument. Again I say
"OUR LUCK WAS INCREDIBLY GOOD !" Does a man every control his fate? Are
favorites played? The worship of pagan Gods once answered those questions but is no
longer fashionable. Today's religions ignore fate. The answer will be revealed when it can
no longer serve those most interested. I personally retain the childhood visions of life after
death wherein those judged good are rewarded and those judged bad are punished or as
Ernest Gann says "those judged good play harps and those judged evil stoke fires". Yes
"OUR LUCK WAS INCREDIBLY GOOD!" JCR.
MISSING AIR CREW REPORT #13546 ON THE SHOOT DOWN OF LT.
McFARLAND'S CREW
Lt. McFarland, Jr. and crew were aboard Piccadilly Lilly (the plane’s 106th mission), had their
controls lines shot out, and crashed into a low-hill. They were flying the last position in the
High Right Squadron on the Wesel, Gemany mission flying supplies at an altitude of only
174
50 feet to the British Armies. Other problems that same mission caused Captain Hammer &
crew to bail out over Manston, England (hydraulic lines pierced, tires were blown, wheels
would not retract, manual control cables out) so at 2500 feet they bailed out. Col. Thompson's
plane was badly damaged & they also bailed out at Manston. Captain Wilhelmi, with Col.
Westover riding as Commander, had to land at Manston with 2 injured men aboard requiring
immediate hospitalization. One of the injured was Captain Wilhelmi, by small arms fire. Lt.
Voight had controls shot out, fuel cells pierced, tires flattened, throttle shot loose and only the
copilot’s wheel was functioning so they bailed out at the English coast. The radio operator
snagged his parachute so Lt. Risinger (Voight’s copilot) gave him his parachute. Lt. Risinger
repacked it as best he could, jumped at 6,000 feet, with part of the chute flapping about him, but
when he released the rest it opened
satisfactorily and he suffered a bruised
forehead. Captain Monefeld (on detached
service to the 448th) was killed when his B-24
crashed-landed at Seething. Lt. Piliere landed
in Belgium with two wounded men aboard.
MISSING AIR CREW REPORTS #13547,
#13548, #13549 & #14139 ON THE SHOOT
DOWN OF LT STEFFAN, LT STALLAND,
LT JONES & LT TOD.
Lt's. Steffan, Stalland, Jones & Tod
were in the 713th Squadron (low left Squadron)
on the Buchen, Germany mission (East
Germany), which got detached from the Group
because of heavy clouds and very bad weather.
ME 262 Jets attacked them. The MACR on Lt.
Steffan's crew is very meager and mostly
illegible. Lt. Gerald Gottlieb survived and said
in 1946 that the plane exploded almost
immediately upon being hit. Others may have
SGT. CLAIR ROWE - SEETHING, ENGLAND - survived also (doubtful) but it cannot be
1944.
determined from the MACR. The MACR on
Lt. Stalland's crew is also in bad shape and
mostly unreadable. It appears there were three survivors, Lt. Whitson, Lt. McHugh and Sgt.
Glass. The plane began to burn when hit and went into a tight spin. It exploded, wing came off
and later crashed into a shoe factory at Scheverdingen, Germany. Lt. Whitson was from
another crew and this was his first mission with Lt. Stalland. German authorities showed him
several dog tags and said several bodies were still in the plane. Two bodies were found nearby
with unopened parachutes, evidently blown unconscious from the plane when it exploded. Sgt.
Glass said he saw a waist gunner on fire in the plane. Those who survived did not bail out, but
were blown out. Three survived; 9 men KIA. Still buried in the Ardennes are; T/Sgt. Frank
175
Grogan (E); Sgt. John Kropp (WG); and Sgt. Dale Overy (Top Turret). Jones' crew was the first
shot down on this mission and was the lead plane in this squadron. The MACR has only one
readable page. It first lists all 9 airmen as KIA and then later noted along side each RTD, which
means returned to duty. This is almost unbelievable but lets hope its true. Lt. Tod almost made
it to Sweden. He ditched one mile from Falsterbo, Sweden after a subsequent attack by a Ju88.
A cable from Sweden on the 26th of March reported that Lt. Tod's body was not found, Lt.
Warren Peterson, Co-Pilot died enroute to the hospital, but that all others were uninjured and
interned. It was determined later that Lt. Tod’s body was washed ashore 51 days later. Lt.
W.C. Holden's crew was also in the low left squadron and took two cannon shells through the
waist. Sgt. Clair Rowe (no relation but flew with us on 1-14-45 to Hallendorf, Germany) was
blown out of his tail turret position and landed just behind the waist position. That was
fortunate because he could not wear his parachute while in the turret. The right waist gunner
received a broken arm and severe frostbite to
the hand and arm and was hospitalized for over
a year. Clair Rowe received injuries to the left
eye, left knee and foot, but in spite of the
injuries, he manned the right waist gun against
the attacking ME 262's. The plane lost 1000
feet of altitude, but was able to regain formation
and returned to Seething air base. Today, fifty
years later, Clair and his wife Florine reminisce
with us at our annual group reunions.
MISSING AIR CREW REPORTS (#13731 &
#13732) ON THE SHOOT DOWN OF
CAPTAIN RAY & LT. SHAFTER’S CREWS.
MACR WAS NOT AVAILABLE ON LT.
MAINS’ CREW.
Captain Ray, Lt. Mains & Lt. Shafter
were on the April 4th mission to bomb an
airfield at Wesendorf, Germany. They were
downed at the Group IP before reaching the
target. These aircraft were hit by Me262s
climbing from below. Shells burst in the SGT. CLAIR ROWE, LONDON, ENGLAND cockpit of Captain Ray’s plane breaking oxygen
1945
lines and radio communications. Number 3 & 4
engines were also hit. Flames enveloped the cockpit and were fed by the broken oxygen lines.
All bailed out and 6 were captured and later RTD (returned to duty). Lt. Adams, Lt. Hershiser
and Sgt. Fager were missing although they bailed out. One crewmember said he saw Sgt.
Fager's dog tags with the Germans. It is presumed they were captured by civilians and killed.
Lt. Shafter's MACR is also very poor. Enough of it can be read to know that his plane also was
in flames, eventually exploded and crashed near Ludwigslust, Germany. Four (Lt. Shafter, Sgt.
Graham, Sgt. Petrovich and Sgt. Kaiser) were captured and made prisoners of war. Four dead
176
were said by the Germans to be found in the plane. Sgt. Beall, Sgt. Kearney, and Lt. Pettit
were missing and not accounted for but were seen by Sgt. Petrovich in friendly hands in
Hannover. Lt. Pettit was seen in the hospital with burns on his hands and face. There were
eleven members in this crew. Seven survived; four KIA. 1st Lt. Calvin Ellis (B) and Sgt. Taylor Tarkington (TG) are still buried in the Ardennes. Although we do not have an MACR on
Lt. Mains' crew, we do know that he took a direct hit that severed his plane in two pieces. We
also know there was only one survivor, engineer/gunner, Sgt. Charles Cupp, Jr. who recently
passed away. (See photo of Lt. Mains’ plane on page 81 of this flight record, which was taken
immediately after being hit.) Sgt. Cupp landed in the middle of Ludwigslust, Germany, a city
of about 15,000. After a roughing up by some youths, he was rescued by soldiers and became
a POW.
177
GROUP MISSION #231
KIEL, GERMANY
LEAD FORMATION
S. Hailey 589J (3)
R.A. Paeschke 551J (4)
N.R. McCluhen 391H (7)
C.E. Moran 341H (9)
H. Hausman 498H (11)
LOW LEFT FORMATION
J.R. Cook H2X 805J (1)
JOHN ROWE 777J (2)-THE SPIRIT OF COOLEY HIGH
E.V. Anderson 302H (5)
G.R. Onufer 556J (4)
A.E. Hatch 358J (7)
F.E. Clarke 185H (8)
W.A. Hammes 246J (10)
J.F. Clark 992H (9)
H.L. Smith H2X 745J (1)
R.L. Mains 536J (3)
R.J. Camburn 521H (5)
K.L.Flinders 516J (4)
G.F. Land 853H (7)
T.B. Horton 727J (10)
G.N. Davis 083H (11)
178
A BRIEF DESCRIPTION OF ALL THE 448TH’S GROUP MISSIONS FROM THE TIME OF ARRIVAL IN DECEMBER, 1943 TO THE LAST MISSION IN APRIL, 1945 LISTING LT. ROWE’S 35 MISSIONS WITHOUT DETAIL. HIS MISSIONS ARE DETAILED EARLIER IN THIS FLIGHT RECORD.
Crews were alerted for a mission on December 14, 1943, and got within sight of the Dutch coast but then received a recall message
after four hours of flight. On December 26, 1943, again, took part in a mission to Bremen, Germany but again a recall message was
received after they had entered enemy territory. The same occurred on December 20 after a four and one-half hours in the air when
they were participating in a divisionary force.
MISSION #
DECEMBER—1943
1.)
The group was anxiously awaiting their first chance to enter combat and their baptism of fire arrived on December 22, 1943
on a mission to Osnabruck. Merging cloud layers created assembly problems. Of 26 planes dispatched, 12 returned early. Eleven
attached themselves to the 445th BG. Adding to the misery of pesky cloud layers, temperature readings were 40 to 60 degrees below
zero and oxygen masks froze. One plane did not drop its bombs because of mechanical failure. Frostbite was a common occurrence
on this first mission. Instead of three tidy group formations in this 20th combat wing, two loosely formed groups continued to the
target. Weather improved as they neared enemy territory but it also gave flak batteries and the fighters good visibility. Flak damaged
Lt. Manning’s ship and fighters quickly shot down the stricken plane. Two gunners escaped from Lt. Hughey’s plane to become
POW’s but the rest perished. Some bombs were unloaded on the top of groups flying below. Of the three groups in this 20th combat
wing, the 448th lost two planes, the 93rd lost five and the 446th lost two aircraft.
2.)
On Christmas eve, 27 B-24s took off to hit a V-1 launching site at LaBroys, France. At the initial point, Lt. Blum’s plane
was struck from behind by Lt. League’s plane. The collision started a fire in Lt. Blum’s plane, sheared off one propeller and bent
another, but he nursed his plane beck to Seething.
3.)
December 30, 1943, the group headed for the I. G. Farben Industrial Works at Ludwigshafen, Germany. Of the 25 aircraft
dispatched, 21 made the assembly. The 448th tried in vain to catch up with the lead formations and after bombs away continued to
lag behind, Under attack by Me 109s, Lt. Foster and his top turret gunner were fatally wounded. The copilot pulled the plane away
from the formation as fire engulfed the bomb bay and the plane exploded in mid-air. The explosion threw two men clear of the
plane. One was the navigator who spent three days barefooted evading capture and was returned to England by the French underground. Lt. Gelling’s plane crash-landed in Germany and all survived as POWs except one. Lt. Kitteredge had two engines shot out
plus other damage and seven bailed out. The pilot and two others elected to stay with the airplane but it crashed in Belgium claiming
the lives of all three. Two if the damaged ships landed at bases in southern England.
4.)
December 31, New Years eve, the target was La Rochelle, France. The crews settled in for a long flight to southern France.
The target was two large German cruisers. Lt. Chase’s plane lagged behind with a smoking engine. Two Me-109s attacked and the
crew bailed out before the plane crashed near Cognac, France, but two waist gunners were killed. The pilot and three others were
captured, but the engineer and radio operator evaded and returned to Seething. Heavy accurate flak bracketed the formation and Lt.
Jordon’s plane disintegrated from a direct hit severing the tail and the left wing. Flying debris damaged Lt. Martin’s plane but they
struggled with the plane and successfully returned to southern England but with no hydraulics, no flaps and no brakes and several
flak holes. Salvage crews condemned the plane. Damage to Lt. Durley’s plane forced him to a lower altitude. Lt. Voight acted as
escort and both landed at other bases in southern England. Weather hampered crews attempting to land. Another damaged plane had
to land in southern England. Lt. Chapman had to land and refuel. Lt. Hammer had a crewmember wounded by shrapnel, and shortage
of fuel caused them to land short of the runway in Seething. Only two planes made it back to Seething. Many of the planes, after
refueling returned to Seething on New Year’s day.
JANUARY—1944
5.)
January 4, 1944 commenced combat operations for the New Year, after a few day delay because of weather. The 448th with
thirteen aircraft lead the 20th wing. The target was the submarine pens at Kiel, Germany. Again, merging cloud layers hampered formation assembly. The 20th CW followed a group of B-17s and bombed on their smoke marker as clouds concealed the target for
visual bombing. The group suffered no losses. Major Thompson, the command pilot, suffered frostbite. Lt. Lambertson had some
flak damage.
6.)
January 5, was a return trip to Kiel, Germany with fourteen aircraft. One plane aborted because of faulty oxygen mask,
overshot the runway and the aircraft had to be salvaged. Two others aborted for mechanical problems. Another returned before
reaching enemy territory. Visibility was good. After bombs away Me-109s and Fw-190s attacked and Lt. Curtis’ plane exploded
after being hit by flak. Three survived but the rest perished. A German JU-88 hit the aircraft of Lt. Yuengert. The plane got as far as
the North Sea before it crashed, and the crew perished in the icy waters. Four planes were lost over the target. A Fw-190 downed Lt.
Guyton’s aircraft and only two survived. Lt. Ferguson’s and Major Squyres’ plane succumbed to the 30 minute attack with no survivors. On return to Seething, only six planes came back..
7.)
Fourteen aircraft, because of bad weather, returned after reaching the Dutch coast. However, the remaining twenty-four
aircraft launched on January 11th were destined for Brunswick, Germany. Deteriorating weather in England forced another recall
message. Planes did bomb targets of opportunity at Meppen and Zundberg, Germany. ME-109s hit several stragglers. Lt. Urban’s
damaged aircraft crashed in Holland and there were no survivors. Lt. Schuman’s plane was hit and four survived but five others
died. The plane flown by Lt. Skaggs and Captain Edwards was hit by a 20 mm shell in the wing which ruptured the hydraulic system but they nursed their aircraft back to Seething.
8.)
A V-1 weapon sight at Labroye, France was bombed on January 14 with 20 aircraft. All planes returned to Seething and
landed safely.
179
9)
A mission to Gotha on January 15th was scrubbed before any aircraft were airborne. Similar missions to
January 17th and January 18th and to Raye-sur-Authie on January 19th similarly scrubbed. Finally on January 21st the weather cleared
and the 9th mission was launched to Raye-sur-Authie. Of the 27 aircraft, one returned early. Five minutes before target, a smoke
bomb ignited in the bomb bay of Lt. Durley’s ship. Thinking the plane was on fire, four crew members bailed out over France.
Cloud cover prevented most of the planes from dropping their bombs, but 5 planes sighted the target through breaks in the cloud and
visually dropped their bombs. No losses.
10.)
The January 24th mission to Frankfurt was recalled and the 27 Liberators returned to Seething. Two further attempts to go to
Frankfurt on January 26th and 28th were again scrubbed due to bad weather. However the 10th mission with 27 aircraft headed for
Frankfurt on January 29th to hit the marshalling yards. Five ships returned early for various reasons. One plane could not keep up
with the formation and wisely returned to Seething. There was 10/10 undercast and they dropped their load on the smoke marker of a
PFF aircraft. There were no losses, but an ugly wall of flak resulted in several flak holes and rattled nerves.
11.)
On January 30th the target was an industrial complex at Brunswick, Germany. Twenty-four ships took part and 5 returned
early. Bombs were dropped again with the aid of PFF aircraft. No losses. A return trip to Frankfurt on January 30th was scrubbed.
FEBRUARY—1944
12.)
On February 3rd, 28 aircraft headed for Emden, Germany and again merging cloud layers forced abandonment of the mission. Snow fell during the night but on February 4th 29 ships were launched. Nine aborted for various reasons. This 12th mission they
were again headed for Frankfurt. Because of an overcast cloud deck, Russelheim was a target of opportunity. One plane was hit by
flak in number 3 engine and right wing. At the target, the left bomb bay door failed to open and the incendiaries fell on the closed
door. The bombardier threw 13 out of the right door. Then handed the rest to one of the waist gunners who handed them to the other
waist gunner who tossed them out of the camera hatch..
13.)
On February 4th, 15 aircraft hit an airfield near Tours, France. On the bomb run a FW-109 put a cannon shell through the
left wing of one plane. Lt. Engdahl saw the hole. They made it back to Seething and used full flaps and extra speed landing.
14.)
Twenty six headed for Siracourt, France to hit a buzz bomb launching at St. Pol, France, but heavy clouds hid the target and
all planes returned without dropping their bombs.
15.)
On February 10, in spite of snow flurries and inadequate visibility, the Groups target was Gijen Air Base in Holland. During assembly aircraft had difficulty locating each other. After an hour or so Lt. Ayrest, in Boomerang, spotted the group and in initiating a turn another aircraft forced him to make a violent move to avoid collision. Getting back to level flight, the move had exceeded the structural limits of the plane and the tail broke off and the aircraft stalled. The plane entered a spin. Seven crew members
lost their lives. Because of severe icing conditions, Hell’s Angels, flown by Lt. Markwicz, shuddered into a stall. The right wing
broke off, a couple of bombs detonated and the plane fell to earth and the wreckage was scattered over a wide area. Lt. Richard
Mardi and Sgt. James White miraculously escaped from the stricken plane. Nineteen aircraft reached the target but only seven were
able to release their bombs. Eight of the returning aircraft had to land at other bases.
16.)
February 11 the 448th lead the 20th CBW to a V-1 launch facility target at St. Pol France. Problems with the PFF ship caused
the lead to pass to the 93rd BG. One plane could not drop but the others did and returned to base.
17.)
On February 13, the Group revisited St. Pol, France. Flak damaged two planes. Lt. Carroll piloting Sad Sack landed at the
emergency runway at Woodbridge and Wabash Cannonball landed at another base.
18.)
On the 18th, the target was the Messerschmitt plant at Gotha, Germany. Thirty six aircraft were prepared to the effort but
three returned with mechanical problems. In spite of the overcast (or undercast when flying above), all aircraft bombed safely and
returned to Seething except two who had to land at other bases and returned next day when the weather improved.
19.)
Clearing weather on 21 February, the 448th went to Brunswick and hit the Hespe airfield. The target was obscured by
clouds and a second pass was made. German fighters challenged them, two were shot down, Carry
Me Back by flak and The Proud Wonderlost by fighters, and several damaged. Lt. Helvey died because his parachute failed to open,
Sgt. Nickerson’s body was found in the crash. Sgt Yarnell was killed by fighter shells and Sgt York was killed when he fell from the
aircraft without his chute. All other members of both crews survived as POWs. Lt. Broxton received the brunt of the fighters attack.
A flak burst disabled #3 engine. They dropped out of formation, but dropped their bombs over the target. With fighters diving at
them, they “split essed” to cloud cover at 10,000 feet. The cloud cover was brief and fighter cannon shells knocked out #4 engine.
With flight instruments gone, the pilots had to rely on needle ball and airspeed. Sinking fast, they jettisoned everything, guns, ammo,
parachutes, etc. They roared on with only two engines on one side and reached the Dutch Coast when the fighters gave up for lack of
gasoline. They had difficulty getting over the sea wall with German 88mm guns shooting at them. In order to get over the British
coast, regulations required that they be over 500 feet. They coaxed the plane to that altitude made runway 25 at Seething with 400
holes, right rudder cables severed, only half the rudder area available and an unexploded cannon shell in the fuel tanks. How lucky
can the unlucky get? This aircraft never had a name, but a correspondent dubbed it A Bag of Bolts. It never flew again.
20.)
Planners again targeted Gotha, Germany, but faulty navigation took them over the Dutch border town of Enschede, not Germany, which became a target of opportunity.
21.)
A return trip was planned for the Messerschmitt factory at Gotha, Germany on February 24th. Fighters hit the planes before
the IP. The lead bombardier developed a leak in his oxygen mask and passed out. He accidentally released his bombs before the target and the balance of the planes did the same. One of the bombs hit a fighter and the bombardier received credit for one downed
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enemy fighter. Over Brussels flak hit Lt. Warnock’s plane in the nose. The plane crashed near Brussels and half the crew perished.
22.)
The next day, the 25th of February, a maximum effort by the 8th Air Force was launched against an aircraft plant at Furth,
Germany. Lt. Edman’s, Lady From Bristol, developed problems and lagged behind. The copilot had the flu which saved his life. Lt.
Meents was his replacement. The plane was never seen or heard from again. Sgt Ghormley’s body did wash ashore later in France.
Sgt Delay’s mother received a letter from the Dutch underground saying they parachuted safely and would be home soon. Maybe
this letter was a hoax or they were betrayed by someone in the underground and were executed. An unidentified aircraft was seen in
the area. KG-200, a German outfit flying captured aircraft may have been involved. Because of gas shortage, one plane landed at
Biggin Hill, England. Another crash-landed because of battle damage. There were no injuries.
23.)
A V-1 site at Escalles-sur-Buchy in France was the last mission for February on the 28th. No flak or fighters. Crew losses
totaled nineteen killed or missing in action during these 23 missions.
MARCH—1944
24.)
The first mission for March was on the 2nd to Frankfort, Germany. Clouds obscured the target. No bombs were dropped
because the lead PFF ship could not release so they all returned to Seething with their bombs except one who jettisoned his load because of flak damage.
25.)
Berlin was the target on March 3rd but very bad weather conditions forced a recall. Prop wash from planes ahead buffeted
Carol-N-Chick causing it to spin but the pilots recovered at about 10,000 feet. They dropped their bombs over Helgoland and then
headed for home.
26.)
Berlin was again the target on March 5th, but because of heavy snow in blizzard conditions forced a recall before take-off.
27.)
Twenty-five ships were launched against an airfield at Mout de Marsan, the primary target but clouds hid the target and a
secondary airfield at Bergerac was selected. The 448th cut short the bomb run as the 446th moved in on the same target. Only 14
dropped, the rest did not for fear of hitting the town. Heavy flak struck the plane of Lt. Martin damaging #3 engine and one shell left
a big hole in the flight deck before exploding above the aircraft. They slowly fell out of formation and a swarm of fighters attacked.
Much of the tail assembly was damaged before they found safety in some cloud cover. They reversed direction and lost the fighters
but were heading south and not toward England. One crew member bailed out but the others remained and crash-landed in a wheat
field. The tall wheat hid the plane for three days before it was discovered. They separated into small groups and hid out for a month.
The resistance hid them out but Lt. Campbell, copilot, was captured within a few miles of the Spanish border. The rest of the group
found another airfield, dropped their bombs but failed to hit it. On the way home, fighters again attacked the formation. Lt. Ross’s
stricken plane with engines smoking, then rolled on its back. Four crew members bailed out but the pilots suddenly righted the ship
as they dove into the undercast with fighters in pursuit.
Cannon shells hit them in several places under the 30 minute ordeal. Sgt Cobb downed four fighters. A shell damaged his leg and he used electric cords as a tourniquet to stem
the blood flow. They got to Seething with hydraulics destroyed, cables frayed, holes throughout the plane and the wings and flaps
heavily damaged. Recommended for the Silver Star, but finally received the Distinguished Flying Cross instead. The French Government gave him the Croix de Guerre avec Etoille de Bronze.
28.)
March 8th, the group returned to the German Capital, Berlin. Twenty-three Liberators were scheduled but only nineteen
made the trip to the Erkner ball bearing plant near Berlin. On the bomb run a flak burst disabled Lt. Bingardner’s ship. Captain
Grunow was aboard as deputy command pilot. They could not keep up with the formation and were raked by cannon fire from enemy fighters. They abandoned ship near Hannover and all parachuted safely. Several other aircraft suffered severe flak damage to
engines and punctured fuel tanks. Lt. Binks (some say it was Lt. Daley) piloting Twin Tails had to get to a lower altitude and did
evade fighters. Fuel tanks leaked and they had to call for Air-Sea-Rescue just short of Great Yarmouth. The rough seas broke up the
aircraft and the pilot drowned. The navigator was rescued from a wing tip but died before reaching shore. Sgt Nugent and Sgt Hood
were rescued but a search made over two days could not find the others. The rest of the planes got to Seething OK, but others say
four planes were lost but did not identify the other two.
29.)
The next day, March 9th, the target was a deep-penetration mission to Nurnberg, Germany. Because of severe cloud conditions, the formations made several attempts to locate the target until they were low on fuel, all jettisoned their bombs. Lt. Musselman, in Baby Shoes, took several direct hits and eventually bailed out over Belgium. Six were captured and four evaded.
30.)
On March 10th, bad weather forced a recall on a mission to Essen. However, March 13th, this 30th mission was to a V-1 site
at St. Pol France. Twenty-six aircraft were launched, but only seventeen made the assembly because of poor weather. Two aborted
but six others attached themselves to other groups. Again the formation had difficulty identifying the small target and returned with
full bomb loads.
31.)
This mission was to an aircraft assembly plant on the shores of Lake Constance. Twenty-three made the trip to southern
Germany, but eight aborted. They had to drop on PFF smoke markers. Flak was inaccurate, but one plane received some damage and
had to land at another England base.
32.)
On March 18th, the group lead the 20th combat wing on a return visit to the same assembly plant. On this trip heavy and accurate flak greeted the formation. Lt. Carroll’s plane with 100 holes in it and with Captain Edwards on board as command pilot, was
forced to take refuge in Switzerland. Sgt Milner was rushed to a hospital but died. Lt. Smith, the navigator died on July 20, 1944
from wounds received on this mission. Of the 28 planes who reached the target, this was the only loss but several others with leaking
fuel tanks made the long trip back home.
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33.)
The target today was Frankfurt, Germany. Atrocious weather created assembly problems and 13 aircraft returned to Seething airbase. Twelve ships, with Lt. Voight piloting and Major Campbell as command pilot found the merging cloud layers a setback
and could not catch up with the rest of the combat wing. They decided to return and crossing the French border, received severe and
accurate flak erupted. Major Campbell was in the right seat and the copilot was in the top turret. The heavy and accurate flak caused
an explosion severing the tail section and the wings split in the middle. Major Campbell survived the explosion but died a few days
later. Captain Phillips, the group bombardier died from the wounds received by landing in a tree. Lt. Voight survived the parachute
drop and was a POW. The Comanche, flown by Lt. Wahee, an Indian, was next hit and all fuel lines were severed. Everyone bailed
out and the plane exploded over France. Seven were captured and two evaded and were eventually returned to England. A third, Lt.
Goldenberg also evaded but was captured after being betrayed by a girl on board a train to Paris.
34.)
The group headed once again for another raid on the big “B”, Berlin, on March 23rd. Twenty-three ships made the trip with
one abort and no losses. It was a tortuous journey. Although no bad weather hampered the trip, extreme cold at high altitudes put
several crew members in the hospital for frostbitten extremities.
35.)
The next day, 24th March, twenty-two aircraft were dispatched to Munster, Germany, but one aborted. Good escort kept the
fighters at bay but flak was heavy over the target and Maid of Orleans fell behind. A fire started in the bomb bay and the crew was
forced to bail out. Lt. Pinkus, the pilot, died when his parachute malfunctioned.
36.)
Twenty-three aircraft hit the airfield at Nancy, France on March 23rd. Crossing the coast near Dieppe heavy flak damaged 3
B-24s including the lead plane which returned early. Exploding shells injured two men on another ship, but the mission continued.
The target was not clearly visible and the low left squadron was the only that released their bombs. The others attempted to hit a secondary target, an airfield at St. Dizier, France but only two were able to release bombs because of smoke covering the target from the
group preceding the 448th.
37.)
On March 25th a mission to Munster was scrubbed but this 37th mission on the 26th hit a V-1 site at Moyiennville, France.
The lead squadrons equipment malfunctioned and released early but the second squadron dropped as programmed. Ferocious flak
damaged all twenty-five aircraft. Eight returned with feathered engines and two other landed at other bases.
38.)
The next day the group hit another V-1 site at Watten, France. Five ships in the second squadron did not release their
bombs, again because of a malfunction in the equipment of lead ship of that squadron.
39.)
Twenty-four ships were dispatched, with one abort, for the airfield at Lille, France. They reached the target but no bombs
were dropped
APRIL—1944.
40.)
The target today was Ludwigshafen, Germany. The first mission this month was disastrous for the 488th which was leading
the 20th combat wing (448th, 446th and the 93rd) and the 2nd CBW and the 14th CBW. The base commander, Colonel Thompson, was
in the lead PFF ship. He received a recall message if it seemed appropriate to him but he elected to go. Colonel Heber Thompson,
squadron commander of the 713th was the deputy commander. Because of extremely unfavorable weather and merging cloud layers,
the 446th returned to base. The weather conditions were atrocious. The leader of the 2nd combat wing made the grave decision to
leave the division, which is strictly forbidden in the regulations. He was convinced that the division was heading in the wrong direction. It seems as though the division was flying all over southern Germany attempting to locate the target. Eventually the 93rd
bombed Strasbourg, Germany which they thought was the target. The 488th turned away and hit a target of opportunity, Pforzheim,
Germany. The fourteenth CBW bombed Grafenhausn, Germany and just across the border in Schaffhausen, Switzerland. In addition
to the time taken to locate the target, stronger than forecast headwinds resulted in low fuel tanks. Near the coast of France, Lt.
Teague flying the lead ship with Colonel Thompson aboard, instructed all to bail out. Colonel Thompson hesitated several times
returning to his seat. Finally he parachuted too late and was killed because he was too close to the ground. Lt. Teague successfully
landed the plane but was captured by German soldiers who had Col. Thompson’s body draped across the hood of their vehicle. Lt.
Mellor also instructed his crews to bail out because of low fuel. All except one, whose parachute failed to open, Knorr’s crew also
bailed out. All landed safely, but Lt. McBride evaded capture and hid with a French family until the end of hostilities. Lt. Weaver
decided they could not make England and would have to ditch in the channel. Nine landed safely, but Sgt. Dickey died when his
parachute failed to open. Lt. Black decided to try for England, then as the coast guns peppered the plane, he was forced to ditch 15
miles from Dunkirk. The pilot received severe deep scalp wounds and his knees were wrenched so badly he walked with a cane
thereafter. They all scrambled into the cold choppy sea. Miraculously the ship stayed afloat for awhile. Sgt. Dworaczyk entered the
floating ship and worked to release all the dinghies while the crew and the wounded floundered in the cold water. The copilot could
not swim and was thrown from the plane on impact and was severely wounded. The navigator held him until the freezing water
forced his hold to release, he sank and never resurfaced. Once in the rafts, they paddled for England. Sgt. Nissen died of his injuries
and was buried at sea. After 45 days (I presume the dinghies had food and water aboard) and favorable winds, the eight survivors
were picked up by an English fishing boar. In October, 1944 the U. S. Government offered the Swiss Legation 62,176 Swiss Francs
or $53,000,000 in full and final settlement. The Swiss took responsibility to make payment for individual claims involved.
41.)
After the tragedy of April Fools Day, the 448th did not fly until April 6th on a mission to a V-1 site at Witten, France. They
returned without any problems, having fighter protection and inaccurate flak
42.)
On April 8th, twenty-eight planes flew on a mission to Brunswick in the heart of Germany. German smoke screens effectively hid the original target so they bombed a factory near the target. Other groups had some difficulty with fighters, but the 448th
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planes all returned safely.
43.)
The groups’ target, after launching 31 airplanes, was at Tutow, Germany, a deep penetration in northeast Germany, just
below the Baltic Sea. Weather again hampered assembly and the group got a late start. A recall message was made but seven did not
hear it and continued to the target. Enemy fighters damaged two B-24’s and they were forced to head for Sweden. Lt. Liedka and Lt.
Mosely crews were interned for the rest of the war. Mackenzie attached himself to the 93rd group after failing to find his group during assembly. They withstood the fighter attack. Airfields were closed in most of East Anglia because of a weather front moving
through so returning planes landed at other airports.
44.)
On April 10th, Bourges, France was the next target. The 488th led their combat wing, but another CBW was leading the division. Captain Skaggs leading 20th CBW had fuel leaking problems but continued on the mission. After the target, Captain Skaggs
leaned the fuel mixture enough without damaging the engines to conserve gas. On the landing approach, two engines quit and then in
the hardstand the remaining two engine stopped. Lt. Col Judy who made the decision to continue in spite of leaking fuel, received the
Silver Star. Lt. Todt, navigator who noticed the leading CBW veering off course, notified Col. Judy. The colonel broke radio silence
to notify them of the error. A good example of the misuse of awards and decorations. Lt. Todt, who navigated perfectly to the target,
got nothing.
45.)
The next day, April 11th, the target was Bernberg, Germany. American fighters gave good support. On return to base at
Seething, severe winter weather over East Anglia forced an instrument letdown.
46.)
Enemy fighters were a menace, but the crews were increasingly concerned about the flak. An exploding shell would burst
into many small red hot fragments and it seemed as though hail was hitting the outside skin of the airplane. All it takes is one of
those fragments in the fuel tank or a vital engine part to create severe problems. This day, April 12th the group went to Oschersleben
near Magdeburg, and near Bernberg, yesterday's target. Merging cloud layers gave visibility problems, so the leader of the 20th
CBW made the decision to abort the mission near Brussels and dropped on a target of opportunity.
47.)
On April 13th erratic maneuvers on the bomb run of the primary target put many planes out of position and only one
dropped. The rest of the planes on the return trip dropped their bombs on factory site at Lauffen, Germany near Heilbronn.
48.)
After several days of deserved rest, the group’s target on April 8th was a plane factory at Rathenow, Germany. Despite the
dark, menacing weather front they hit the target and turned in time to miss the dark menacing clouds. A few of the planes could not
avoid the weather front but rejoined the group in clear skies satisfactorily. As they neared Hamburg heavy flak was encountered that
punctured a fuel tank in the lead plane leaving a very visible gas stream. They feathered the engine and gave the lead to Flight Officer Karl Schlund. Many holes damaged the wind of Bim Bam Bola. Upon landing at Seething, the damage was assessed as severe
and the wing was replaced. All planes returned safely.
49.)
This second mission was flown the same day, April 18th to hit a V-1 site at Watten, France. They bombed with G-H aircraft through an undercast so the flak was inaccurate No enemy fighters appeared and all returned to Seething.
50.)
Today, April 19th, another larger 448th formation headed for the same V-1 site at Watten, France. Prior to the target, accurate flak struck the aircraft of Lt. Davis and it quickly caught fire. The formation dropped their bombs and headed for the English
Channel. Others saw the plane explode. Air-Sea-Rescue retrieved the body of Lt. Charette and picked up Robinson from the water.
Except for Sgt Robinson, this was the crews first mission.
51.)
A V-1 site at Bonneries, France on April 20th was the target for the day. Some of the 448th planes visually sighted and
dropped their bombs. Clouds restricted some planes who did not drop. Lt. Martin’s plane was leading and received flak damage over
the target. A flak burst in the nose killed the navigator and the nose turret gunner. Fire erupted in the bomb bay and the rest bailed
out and became POWs. Early on the 21st, German planes attacked Seething airfield but no damage was done and no one was injured.
52.)
An extremely deep penetration was scheduled for the 21st into Czechoslovakia, but was recalled. However after take off and
climbing to altitude severe icing conditions caused problems for Lt. Jack O’Brien and the aircraft fell into a spin. Upon the bail out
signal, the navigator exited through the nose wheel well into the English Channel but the plane was righted at about 2,000 feet. They
then searched the area for several hours but were unable to locate him. All aircraft returned.
53.)
April 20th the 448th‘s target was Hamm, Germany. Twice the takeoff was delayed to insure that a certain train arrived and
was in the marshalling yards. The visibility was good and the sun was not in their eyes because of the delayed takeoff. After a good
strike dropping their bombs and about 15 minutes from the Channel heading for home, enemy fighters, marked like P-51s, flew over
the group and salvoed their imitation wing tanks from above but no damage was done. Returning during dusk, suddenly over southern England enemy fighters attacked, killing one airman of the 466th. Arriving near the airbases further north, it was already dark and
all field lights were on. Ju-88s attacked, striking Lt. Skagg’s and Lt. Blum’s planes. Hydraulic lines were severed and fire broke out
in the bomb bay. Three crew members bailed out. The pilots made a head-on approach for the runway at Seething and two others
bailed out, while Sgt Glevanik stayed aboard and held two broken lines together and stopped the fire in the bomb bay. The impact of
the landing knocked Sgt Glevanik out of the bomb bay, his electric suit snagged onto the plane and he was dragged as the pilots
turned to get the plane off the runway. Sgt Glenavik was released. Confusion rained while Bungay, Hardwick, Rackheath,
Halesworth, Hethel and Seething were all attacked although Seething got the brunt of the strike. Local AA defenses hit Lt. Pitt’s
plane at low altitude and it immediately dived into the ground. In the darkness an enemy plane slipped along side another element of
B-24s and opened fire on Lt. Alpaugh’s aircraft. The crew took their so-called silk (it was actually nylon) parachutes and the aircraft
crashed near Beccles. Captain Skagg’s plane was afire off the runway and lighting up the field for the enemy who was strafing the
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field and daring any B-24 to land. Lt. Appel made a landing approach with its navigation and landing lights out but then the runway
lights went out so they climbed and made another approach. During the second landing attempt the tower was screaming to stay off
the field because two wrecked aircraft blocked the runway. It was too late and both pilots hit the brakes hard. They turned on their
landing lights to see the obstruction. The brakes burned out and it slammed into the two aircraft at about 40 mph and spun off the
runway. All fuel, ignition was turned off and the crew scrambled to freedom. As they scrambled clear of the melee, a fourth aircraft
piled into the obstruction. Diversions were arranged to the other B-24s to airfields south of Norfolk county. The fifteen aircraft laid
low off the English coast for the bombers to return and it paid off. I will not describe the problems on the ground. Thirty eight airmen
were killed and twenty-three injured. The runway was not cleared until late in the morning and ready for the next day’s mission.
54.)
The next day, April 24th, the group was alerted for another mission, this time a very deep penetration to Gablington airfield,
near Augsburg, Germany. It was a nine hour flight and the division formations were so large it took two hours to form over England.
The usual flak greeted them, but the bombing was good and much on target. On the return trip an engine stopped and was feathered
on Lt. Sarkovick’s plane. Col. Heber Thompson slowed the formation so the 3-engine aircraft could keep up. Then the supercharger
gave out on #1 engine, the feathered engine started to unfeather and windmill. Eventually they broke out of the clouds. Seething was
four miles away and they hoped the remaining full-powered engine would not give them any trouble. Heavy, pouring rain blocked
their view. They landed safely with the one engine and using elevator and rudder trimmers.
55.)
Again the next morning the crews were alerted for a mission to an aircraft factory at Mannheim, Germany. Lt. Schroeder
and Lt. Sarkovick flying Crud Wagon had everything running smoothly. The ground crew worked throughout the night to repair the
damage from the day before and were informed that all engines were working OK. Flak was sharper and more accurate than yesterday and their plane quit and virtually exploded. The engine cowling started to rip away piece by piece. Fire broke out, it smoked very
badly and was feathered. Now #3 had a power loss. Sailing along with the wind behind them, they had no chance of turning around
making England with 60 MPH head winds. A recall message was received and the 448th turned back to England. Lt. Schroeder and
Sarkovick headed for Switzerland with plenty of altitude but losing altitude fast. They jettisoned their bombs and everything else
loose. A Swiss fighter pulled alongside, rocked its wings and fired a green flare. The bomber did the same thing. The fighter took the
lead and flew over the runway, the bomber went through a couple of fences and two of the crew were thrown out but were unharmed. All were interned, but Sarkovick escaped to France in December, 1944 and returned to England in January. After interrogation he was flown home to the states.
56.)
The next day the crews were dispatched to Paderborn, Germany but were recalled over the North Sea. Deteriorating weather
over East Anglia would have prevented a safe return considering the length of the mission.
57 & 58.)
April 27th, the 448th had another “two mission” day, part of the stepped up aerial offense before the invasion. Both
were against V-1 sites in France. The first group of planes got back in mid-morning from
Wizernes, France. After refueling and
loading bombs a second set of crews hit Bainville, France. Cloud conditions were not real conducive to landing in the total darkness
but all returned OK.
59.)
April 29th twenty-eight crews were alerted for a raid on Berlin. Captain Bryant and Col. Judy, leading the group were hit by
AA fire that knocked off a propeller. They dodged in and out of the clouds to avoid merciless attacks from enemy fighters. Reaching the English coast they landed at the emergency field at Manston. The B-24 was written off and another plane picked them up for
the trip to Seething. It was a brutal day and six crews were lost. One went down over Berlin and all survived as POWs. Another was
downed over Dummer Lake—three gunners were killed and the others survived. Another over Dummer Lake disappeared in poor
visibility and crashed. Two crews had to bail out over the North Sea and were rescued. A 389th PFF (PathFinderForce) plane with the
448th went into the sea about 30 miles off the coast—Air Sea Rescue picked up two bodies, top turret gunner and the bombardier and
seven survivors. Lt. Hortenstien, the navigator from the 448th was one of the survivors and returned to Seething flying duties.
MAY—1944
60.)
A mission on May 1st to a V-1 site in France was recalled.
61.)
After the setback in the morning of May 1st, twelve aircraft left for an attack on the marshalling yards in Brussels. Excellent
fighter protection helped to see that all the bombers got back safely but had to wade through heavy flak and other groups converging
on the same target.
62.)
On May 4th a recall messaged the group back to base but on May 6th got their 62nd mission for a popular V-1 site at Siracourt, France. The bombers were unmolested by enemy fighters because of great support from the little friends. However, British
coastal gunners fired on the returning Liberators without damage.
63.)
On May 7th the weather improved and the Eighth rose in full force with 1,000 bombers for the first time. B-17s hit Berlin
and the B-24s hit Munster. They flew over an unbroken undercast and encountered no fighters
64.)
The next day, May 8th, the 448th went to Brunswick. The formation was strongly opposed and many suffered heavy damage. One Liberator, not from Seething, but from Old Buckenham, had to bail out over the English coast and the plane crashed south
of Norwich. An uninjured ball-turret gunner, unaware of the bail-out order emerged from the wreckage.
65.)
On May 9th, a formation of twenty-eight planes was to hit the railhead at Liege, Belgium. Take off was on time with no
aborts. Major Kramer and Captain Lambertson’s plane was hit by flak. #3 and #4 engines were set on fire. With the fuel tanks
shortly to blow, the crew bailed out. Everyone made a safe exit except the right-waist gunner who was killed by flak. Seconds later
the aircraft did blow up and all others returned to Seething with no further losses. Major Kramer was housed in the Liege prison, then
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moved to Stalag 111 and later to Sagan, Poland where he met Major Grunow who was downed two months earlier.
66 & 67.) Major Miller assumed command of the 714th squadron replacing Major Kramer. The 66th mission to Mulhouse, France was
cancelled after it got airborne because both of bad weather and because the huge force of bombers crowded the air space. Ineffective
assembly delays were the result of too small an area. More space and more time was required. This was corrected and the 67th mission was launched on May 12th. It was the first large scale attack on synthetic oil production centers. Ruthless frontal attacks from
enemy fighters were encountered with several shot down (none from the 448th) and some turned back. Eight hundred of the 900
bombers got through. The 448th hit Boylan and other groups bombed four other centers.
68.)
On May 13th a huge force of bombers again attacked fighter factories. The 448th again hit Tutow, Germany. There were no
losses
69.)
Weather front after weather front crossed northwest Europe and the next five days all missions were scrubbed. On May 19th
a warm front and its associated fog caused take offs to be delayed until late morning. The divisions B-17s were to hit big B (Berlin)
and the B-24s, little B (Brunswick). Three B-24s and five B-17s crashed in about 30 minutes but twelve Liberator Groups and fourteen Fort groups struggled aloft through the hazy conditions. The division was told to delay departure for 30 minutes and when they
crossed the coast at Great Yarmouth a final message raised assembly altitude to 14,000 feet then to 18,000 feet and finally to 23,000
feet. What concerned the crews was the warning Germans had of the major assault coming. Poor weather as well as the contrailmade clouds created difficult flying conditions for the trailing aircraft. Finally all the wings got into position just before crossing the
Dutch coast. One hundred German fighters engaged the formations and escorting Thunderbolts tangled with the enemy. Then 50
more enemy fighters appeared. The little friends were spread too thin, eight B-24s were downed in one minute. The enemy assault
continued all the way to the target and the other bombers survived the assault. The 20th CBW did not drop on the first pass and had to
make three 360o turns to avoid collisions with the other CBWs approaching the target. At this stage attacks had abated and gave the
flak gunners their turn. After the target and at the Rally Point, enemy planes attacked again and 4 B-24s of the 14th Wing were
downed in seconds. The longer-range P38s arrived and the enemy dispersed. Of the twelve B-24s downed, one was from the 448th.
The other groups took a mauling and lost the other eleven aircraft.
70.)
A mission to Rheims, France was recalled on May 20th due to heavy cloud cover
71.)
A V-1 site at Siracourt, France was bombed on May 21st.
72.)
On May 22nd, the 448th returned to France to strike the Orleans airfield. Only light flak greeted the bombers and the Luftwaffe was absent.
73.)
On the 23rd of May the 448th continued the attack on airfields, this time at Paris, the Orly field.
74.)
The marshalling yards at Mulhouse, France near the Swiss border felt the sting of 448th bombs on May 25th. Light flak and
no enemy aircraft.
75.)
A second mission on May 25th by the 448th sent them to Fecamp, France to bomb gun emplacements.
76.)
Another long penetration sent the 448th to Konz, Germany near Trier to strike marshalling yards. Another CBW crossed in
front of the 448th and passed ten miles from the target. They made a 360o turn and bombed the target but in the snafu lost sight of one
section of their Wing. These Seething Liberators attached themselves to the 14th CBW and returned with no damage or losses.
77.)
May 28th Doolittle dispatched a force of 1,280 bombers to again hit the synthetic oil refineries. The Second Air Division got
a refinery at Zietz, Germany near Merseberg, Germany. The 448th saw only scattered opposition. About 300 plus enemy aircraft hit
the other groups. Seventeen B-17s and three B-24s were lost, but none from the 448th or the Second Air Division.
78.)
This day, April 29th, the mission was a repeat hit to Tutow, Germany. The 448th lost two aircraft on this mission.
79.)
The next day, April 29th, a three squadron force hit Rotenburg, Germany airfield. Ten planes were damaged by flak on the
approach to the target. All but one of the airplanes returned safely to Seething and it ditched in the North Sea off Lowestoft and all
nine were rescued.
80.)
On the last day of May the 448th received a tactical mission and with the entire Second Division bombed the rail yards at
Woippy near Metz, France. Towering cumulus clouds blocked the route so the mission was abandoned. Lt. Gibson hit a target of
opportunity at St. Omer, France.
JUNE—1944
81)
The invasion was not far away as indicated by the 448th when it took to the skies with 30 B24s and bombed heavy gun emplacements at Beauvior, France along the coast.
82)
On the 3rd of June, targets were at Stella-Page in the Pas de Calais area. P-38s provided great support but the Luftwaffe was
not seen.
83)
June 4th again the 448th put up twenty one aircraft, returned to the coastal area of France at Saugette to bomb coastal installations.
84) They made a repeat performance at Saugette, France on June 7th. This time the targets were three gun emplacements hit by
twenty two aircraft.
85)
D-Day June 6th. The 448th flew four trips to France (recorded as one mission). Clouds obscured the crews vision to see what
they had hit. The targets were choke points (cross roads etc.) in support of invading troops at Calin, Vierville, Coutances, and again
at Coutances.
86)
The support of the troops continued with a mission on June 7th to Alecon, France but bad weather was the cause of a recall.
185
They hit a target of opportunity at Conches, France.
87)
Extremely bad weather again resulted in a recall on a target at Fliers, France. On June 8th a mission again scheduled for Fliers, France was changed and the 448th targeted a bridge at Orleans, France.
88)
Flight operations were down for the entire 8th Air Force on June 6th, however the 448th returned on June 10th in support of
the ground forces. Their target was an airfield at Evreuz-Fauville, France. There was light but accurate flak and an explosion rocked
the formation from below. While the concussion was felt by the entire formation, Lt. Towel’s plane was severely damaged. Afire in
the bomb bay was ignited and shortly thereafter the plane broke in two pieces. Five bailed out before the plane disintegrated. Five
were killed.
89)
On June 12th the weather did permit missions to northern France. The 448th’s target was a bridge at Ploermel. Poor navigation took the group over a nearby city. Flak hammered the formation and put holes in almost all the aircraft but none seriously. Three
passes were required before they dropped their bombs. The 446th group also hit the same target and also had to make there passes.
After the bombing, they flew over Rennes and heavy flak greeted them. One 448th plane was hit and then lagged behind. German
fighters downed one plane and it crashed in a fiery explosion. One crewman died because his parachute collapsed on descent. Six
survived and evaded but two were capture.
90)
Crews prepared for an afternoon mission, also on the 12th in conjunction with the 446th to Couches, France. This was a
longer trip and all returned safely.
91)
June 13th a mission schedule for Leipzig, Germany was scratched at the last minute and changed to an airfield at Orleans,
France. Eight planes had been airborne and then because of unrelenting weather, it was cancelled.
92)
A tactical target, bridges over the Loire River at Tours was assigned to the 448th for June 14th, but an undercast covered the
target. They bombed the secondary target, bridges at Cinq-la-Pile also on the Loire River just down from Tours.
93)
On June 16th the 448th returned to the northern coast of France at St. Omer and struck a V-1 site. Clouds obstructed the site
and PFF was used.
94)
An airfield at Le Mans, France was the target on June 17th. Eleven aircraft took to the skies, three had to abort and two others failed to find the group during assembly. The six others proceeded to the target and returned six hours later without causalities.
95)
The heavily defended town of Hamburg, Germany was visited on June 18th. The 8th sent a total of 300 bombers and the
th
448 contributed 3 squadrons. The target hit by the 448th was an airfield and heavy flak surrounded the bombers and ruptured the oil
line, flight control cables, etc. on one aircraft. All bailed out and survived except one crewman. He was killed by angry civilians
upon landing. One gunner hit his back getting out, another jumped with his parachute in his hand, another had suffered shrapnel
wounds in the leg but survived the disaster.
96)
The same day other crews in the group got a V-1 site at Watten, France as their target. It was a short flight and the crew
landed at Seething three hours later.
97)
On June 19th one mission was scrubbed because of menacing clouds to a height of 30,000 feet. However another mission
was scheduled to hit a rocket plant at Haute Cote, France. Heavy accurate flak was encountered but did no damage and all returned
safely.
& 99) The group flew two missions this day, June 20th. One was a shallow strike at Siracourt, France on another V-1 site. The major show this day was 1400 heavies and 720 fighters striking twelve separate targets in Germany. The 448th was going for a synthetic oil plant at Politz, Poland, one of the largest raids of the war. The flak was heavy and accurate. All participating groups of the
second air division in all targets suffered losses. The 44th one, the 382nd four, the 389th six (two as a result of a collision), the 93rd
two, the 492nd 24, the 448th three, the 453 one, and the 446th three. One of the losses of the 448th was Major Hackett, commander of
the 715th squadron. This was the fourth squadron commander lost since the start of operations. The 492nd took the brunt of the losses
with 14 out of 35 airborne. No less than nineteen Liberators with damage to fuel tanks and controls landed in Sweden rather than
face the heavy head winds home.
100.)
The next morning, June 21st, Seething dispatched 21 bombers to V–1 sites at Siracourt in France. That night saw many preliminary celebrations as they had completed their 100th mission. The main celebration was scheduled for June 28th.
101.)
On June 22nd the 448th delivered 100 tons of explosives on an airfield at Guyancourt, France on the outskirts of Paris. Flak
was heavy and Lt. White’s plane was hit. They attempted to plug leaking fuel lines with cloth and headed for occupied area of
France. Over friendly territory, they bailed out and were met by members of the 29th Infantry Division.
102.)
Aircraft departed Seething on June 24th for an airfield near Melum, France. Clouds prevented bombing and without visually
seeing the target, it was too close to Paris to risk bombing.
103.)
After lunch, the crews were briefed for another mission to a V-1 site at Haute Cote, France. Heavy flak greeted them over
the target and one plane suffered heavy damage. It entered a spin and crashed but miraculously the crew bailed out and became
POWs.
104.)
June 25th three squadrons of aircraft from the 448th headed for France. One squadron hit an airfield at Bretigny, France, the
second squadron hit a bridge south of Orly airfield and the third hit the Orly airfield. Heavy flak struck them as they crossed Chartes,
France. One plane was damaged and had to land at the emergency field at Manston, England.
105.)
Torrential rains on June 26th precluded any flying, but on June 27th they were to bomb another V-1 site but were unable to
do so and hit a target of opportunity which was an airfield at Creil, France Flak hit the crew of Lt. McVean. They bailed out near
186
Soissons, France. One crewmember was killed when his chute caught on the tail of the plane. Another was killed by ground fire on
descent. Four were captured and the rest evaded. The underground successfully returned them to England. Lt. Turpin’s crew also
crashed and killed everyone on board. Lt. Jarol and crew also fell to flak and there were no survivors. Lt. Dogger’s plane was also hit
and with one smoking engine he made it back to the Seething airfield.
106.)
The marshalling yards at Saarbrucken, Germany was their target on June 28th. Enemy planes attacked just as they crossed
the coast, but P-38s drove them off before any damage could be inflicted. All planes returned. One lost an engine crossing the Channel but landed OK.
107.)
June 28th, Seething bombers participated in a large effort to attack the airfield at Bernberg, Germany. One plane returned
with an oxygen leak. The lead aircraft had equipment malfunction and seven planes following did not drop. Seventeen aircraft
dropped on the airfield amid very heavy flak. Lt. Warke was hit in the bomb bay and the entire crew perished. Those who did not
bomb went for a target of opportunity, another airfield but got too close to the heavy guns at Brunswick. Lt. Jones kept his plane
flying but had to make a crash landing in Holland and were promptly captured. A gunner in a third plane suffered flak wounds to his
legs as they crossed the Zuider Zee.
JULY—1944
108.)
The first day of July the 448th was scheduled to attack another V-1 site at Fiefs, France. Bad weather forced a recall. The
108th mission was then flown on July 2nd to the same target but one plane aborted because of a fuel leak. Four of the twenty-four
bombers were damaged by flak. Lt. Blanton had an engine knocked out but could not get it feathered. Crossing the Channel the
wind-milling propeller broke loose and damaged another engine. The entire crew bailed out over Essex County in England. Lt.
Schierbrock was flying as copilot on his first mission to get acquainted with the procedures, went through a building and suffered
injuries to his back. He died the next day. His newly arrived crew was given to his copilot Lt. Chuck Meining.
109.)
July 6th the 448th participated in a mission to take out a railroad bridge in France. Clouds completely hid the ground so
twenty aircraft dropped on bridges near Gein and on Sully-sur-Loire.
110.)
A supply replacement facility for V-1s at Rilly-la-Montagune was the target on July8th. Arriving in Holland clouds made
flying an impossible task and all were recalled.
111.)
July 11th the 448th participated in an assault deep into Germany at Munich. Three aircraft returned early with problems. The
remaining thirty found intense and accurate flak at the target and four planes were hit. Lt. Wilson’s crew went down with his
bomber. The PFF lead aircraft had six killed from this attack (copilot, pilotage navigator, bombardier and three gunners. Now they
developed a fuel leak and flew to Sweden and were interned. They included Major Conrad, the CO and fourth commander of the
715th squadron.
112.)
This morning, July 12th, began with a bright sun and a clear blue sky and the 448th made a return trip to Munich. The day’s
mission went well with first-class results. Lt. Snavely had to land at a fighter strip in Normandy for low fuel and when gassed-up he
returned to Seething only two hours after his scheduled time.
113.)
Crews were briefed on July 13th for a mission to the marshalling yards of Saarbrucken, Germany. Once again heavy flak
struck the bombers. Lt. Grubb lost two engines and had to deal with a fire in another engine. He headed for Switzerland and then
gave orders to abandon ship. The aircraft then exploded and the crew was interned.
114.)
Better weather finally arrived and on July 16th the group returned again to Saarbrucken, Germany to hit the marshalling
yards and depot with good results and no losses. However on the return to Seething crews learned that during the day one crew returning from a practice mission stopped his plane next to another on a crossing freeway. A second plane landing from a practice mission slammed into the stopped aircraft killing the nose gunner.
115.)
Fog scrubbed an early morning mission on July 17th but another was scheduled against a V-1 site at St. Sylvestre, France.
Lt. Conner’s aircraft suffered engine damage but made it back to Seething. The heavy flak wounded a veteran in another plane. Another plane was damaged and upon landing at Seething, the brakes caught on fire. All quickly evacuated and the sub-depot salvaged
what remained.
116.)
The 448th flew in support of the ground troops at Grentheville, France near Caen on July 18th. Some flak was received and
one officer was wounded.
117.)
The briefed target for July 19th was Eisenach, Germany. Unable to drop on Eisenach, they hit another target at Koblenz,
Germany.
118.)
On July 20th another try was made, with one abort, on the engine factory at Eisenach, Germany. Mistaking Eisenach for
Schmalkalden, they dropped their bombs and again Eisenach was spared.
119.)
Back again to Munich on the 21st to hit a propulsion factory. Munich was ringed with flak batteries and a huge barrage
greeted the 448th. Lt. Beaver and his crew headed for Switzerland. Lt. Alspaugh had damage to two engines and the crew elected to
head to Italy instead of sure internment in Switzerland. They underwent repairs after landing in Italy and returned home. Lt. Conner
had numerous flak holes in the plane and it collapsed on landing. Lt. Snavely flew his plane all the way home without oxygen.
120.)
The target again today, July 23rd, was an airfield at Loan Athies, France. All returned safely but one plane’s landing gear
would not lock down. Appearing to have corrected the problem they came in but the gear collapsed outward. Injuries were avoided
and the plane was salvaged.
121.)
A great armada from the 8th Air Force on July 24th was bound for Montreuel, France for some carpet bombing around St.
187
Lo. Seething aircraft returned with their loads. An undercast prevented bombing for fear of hitting our own troops.
122.)
A second trip on July 25th, again to Montreuil, France for carpet bombing. The ground artillery fired red smoke markers as a
precaution but many dropped short into American troops. Lt. General Lesley McNair, there to observe the attack, was killed in this
unfortunate incident. The planes were pounded with flak. Additional flak guns had been moved in. The 448th did not have any losses,
but other groups did. The bombing was a success and General Bradley’s troops punctured the German lines and started the great race
across France.
123.)
On July 29th thirty-two aircraft from Seething attacked a synthetic oil refinery at Bremen. Inaccurate flak was encountered
but one aircraft had the aileron cables severed and the rudder jammed. At the emergency runway at Woodbridge, six of the crew
bailed out. Four stayed and landed the plane successfully with minor injuries. A couple hundred holes were counted in the plane.
Another aircraft was hit with three bursts in the nose. Another shell put holes in the waist and rudder. No one was injured. On other
ships crewmen suffered flak wounds.
124.)
Oil was the target again on July 31st, this time at Ludwigshafen, Germany. A heavy undercast required bombing by PFF so
results could not be seen. As always over Ludwigshafen, Germany the units were pounded hard by flak but with losses.
AUGUST—1944
125, 126, 127.)
On the 1st, 2nd, and 3rd, the 448th attacked fuel and supply depots at Villaroche, St. Dizer, and Donai, France. On
the 2nd German flak damaged Lt. Madden’s plane and punched many holes in the plane including the hydraulic system. Arriving at
Seething they could not lower the gear manually. After discussion with base officials, it was decided the crew bail out. The pilot
headed the plane toward the North Sea. Bail out was successful and the plane crossed the North Sea and landed in Holland
128.)
August 1st saw the Heinkel aircraft works hit by the 448th. Enemy fighters were not seen but flak was received. One aircraft
suffered badly enough that a return to England was out of the question. They landed in Sweden where the plane was impounded and
the crew interned..
129.)
August 5th the target was again a deep penetration to Falleisten, Germany near Hannover bombing a buzz-bomb factory.
One aircraft had mechanical problems during assembly and on return overshot the runway and crashed. No injuries but the plane was
salvaged for parts. Thirty-two aircraft made the trip. Flak was intense and damaged two engines on one aircraft. The pilot coaxed the
plane across the English Channel and then shut down one of the damaged engines. The pilot Lt. Snavely feathered the other damaged
engine and set the battered plane down at Seething. The crew was shaken but unhurt. Lt. Ginevan was crippled by horrendous flak
and was not so lucky. He had to ditch in the North Sea. Eight crew members perished, including the pilot . Two were rescued by the
Air-Sea launches from Great Yarmouth. An injured gunner on another aircraft had to receive medical attention for his wounds on
arrival.
130.)
The primary target on August 6th was Kiel, Germany. It was undercast but primarily because of smoke pots, so the secondary target was Hemmingstadt and its huge oil refinery was bombed. While over Kiel the flak was intense and accurate. Kiel was
heavily fortified with flak batteries. Lt. Gruening’s aircraft was seriously damaged and they headed for and landed in Sweden as internees. Lt. Delva’s aircraft was so badly damaged it almost was not able to fly and all bailed out. The copilot’s chute failed to open
and after falling 4,000 feet he was able to reach back and it blossomed. However shots from the ground deflated part of his chute and
damaged the Mae West. Landing in the harbor, a boat fished him out and he was a POW for the remainder of the war. Also a waist
gunner in another aircraft was killed by a flak fragment. The navigator and other waist gunner were wounded by flak. Another aircraft was forced to use the emergency field at Manston, England. Only seven bombed the primary so the rest of the group hit the
secondary.
131.)
The chemical works and storage areas in Brussels were targeted on July 7th. The heavy and merging cloud layers prevented
bombing and all aircraft returned to Seething with their bomb loads.
132.)
The entire Second Air Division bombed targets in France on July 8th. An airfield was the target but one squadron bombed a
railroad bridge at Rouen. Flak knocked several holes in one plane but had no serious injuries. In another aircraft, because of serious
injuries to the bombardier, the pilot elected to land in France to get aid for his bombardier. After repairing some damage he flew
back to Seething minus his bombardier who remained for treatment.
133.)
July 10th an uneventful trip was made to Parcy-sur-Armancon to destroy fuel facilities.
134.)
The next day, August 11th, a fuel dump at St. Florentin was hit by thirty-six planes and all returned without incident.
135.)
On August 12th, as part of two other groups, they neutralized the airfield at Loan-Couborn airfield with great accuracy. Surprisingly heavy flak was received but only minor damage was received.
136.)
German troops reeled back in disarray from strong pressure by Generals Patton and Hodges, but strong and stubborn resistance was given to the British and Canadian troops. The August 13th mission was to hit choke points or road junctions southwest of
Rouen which were packed with retreating German units. Although over enemy territory a short while, anti-aircraft damaged several
planes and wounded a waist gunner.
137.)
An airfield and its associated fuel storage at Dijon-Longvic, France was hit on August 14th. Enemy fighters were not seen
and only sporadic flak appeared
138.)
On August 15th, pressure continued on the Luftwaffe with all divisions hitting airfields in western Germany and Holland.
th
The 448 attached Plantlunne at Rheine, Germany with thirty-five bombers. No flak or fighters were encountered. Strike photos revealed German troop convoys in nearby woods so some medium bombers were dispatched to hit the troop concentrations.
188
139.)
The mission on the 16th was the industrial section of Germany but principally the oil refinery at Magdeburg, Germany. P-47
fighter escort was met over Holland. At Gottingen, Germany, they withdrew and were replaced by P-51s for the escort. At the end of
the attack, the P51s ranged low over the city along the Elbe river attacking roads crowded with columns of transports
140.)
August 18th, an airfield storage facility at Laneuvillel France was attacked. On the return trip raging ground battles were
witnessed below. Lt. Richard Moody landed with precariously low fuel tanks.
141.)
August 24th, thirty-four aircraft were dispatched to Brunswick Germany. Flak ranged from light to heavy. A burning Liberator from another group flew above Lt. Gilbert. And the stricken plane dropped its bomb just overhead. Lt. Gilbert was able to avoid
seven of them but one ripped a gash in the left wing without exploding, destroying main-wing support, opened fuel tanks and damaged the landing gear. He dived to put out the flames from the opened fuel tanks. After the dive of 2,000 feet an engine stopped for
lack of fuel. The engineer transferred fuel from the other tanks. After radioing for fighter protection, twelve P-38s and six P-47s arrived to shepherd him home. He made a wheels-up landing on the grass strip next to runway 25 with a 6 by 3 hole in the wing. 25
gallons of fuel left and two injured crewmen aboard
142.)
August 25th, Rostock, Germany. This was Rowe’s first mission. See page 31 for details. The target was clearly visible and
John Rowe saw the bombs impacting the target area.
143.)
August 26th. Ludwigshafen, Germany. This was Rowe’s second mission. See page 345 for details. Lt. John Rowe landed
safely with two damaged engines.
144.)
Fifteen B-24s were dispatched to Oranienburg, Germany on August 27th but were recalled after reaching the continent, because of adverse weather.
SEPTEMBER—1944
145.)
On September 9th, the 448th returned to war and 3 squadrons led a raid on the marshalling yards at Gustaveburg, Germany.
Hit by flak the H2X equipment would not work., Poor visibility and clouds hampered the mission. Despite the chaff, also know as
window, intense flak was encountered. The lead aircraft, with Major Blum as command pilot, was hit and the tail separated from the
plane. Flames erupted from the gaping hole and the explosion caused some damage to the deputy lead. Major Blum bailed out and
was captured. Only five aircraft bombed in the confusion
146.)
Sept 11th. Magdeburg, Germany. This was Rowe’s third mission. See page 40 for details. Eight aircraft including John
Rowe did not drop because of heavy cloud cover but dropped on Deiphotz as a target of opportunity
147.)
September 12th. Hemmingstadt, Germany. This was Rowe’s fourth mission. See page 44 for details
148.)
September 13th. Ulm, Germany. No credit was given for this mission. See page 47 for details.
149)On September 18th, the 448th carried K rations, dynamite, mortars and mortar shells all wrapped in neat bundles and dropped
into a clearing area at Groesbeek, Holland. It was a dropping mission and they flew at 400 feet, then down to 100 feet. Dutch
citizens could be seen waving and jumping up and down. P-51 escort covered the drop zone.
150.)
Twenty-four aircraft were dispatched on September 21st to Koblenz, Germany. Two returned early. Accuracy was successful with no losses.
151.)
September 22nd. Kassel, Germany. This was Rowe’s fifth mission. See page 47 for details.
152.)
The 448th again attacked Koblenz, Germany on September 25th. The target was the marshalling yards and no flak or fighters
were seen. Had to bomb by PFF and the deputy lead dropped 4 minutes early and all followed except one.
153.)
Next day, September 26th thirty bombers were dispatched to the marshalling yards at Hamm,l Germany. Hamm is in the
heavily flak defended Ruhr Valley but no fighters were seen. The lead ship was hit in the radio compartments and bomb bay. Lots of
smoke but only the IFF (Identification Friend or Foe) equipment was damaged. The deputy lead was also hit but not seriously. This
was the only time in September that bombing was able to be done by visual means.
154.)
September 25th. Kassel, Germany. This was Rowe’s sixth mission. See page 51 for details.
155.)
A return trip was made to Kassel, Germany the next day, September 28th. The entire Second Division returned to obliterate
the Henschel Transportation Works. Only one plane returned unmolested.
156.)
September 30th. Hamm, Germany. This was Rowe’s seventh mission. See page 53 for details.
OCTOBER—1944
157.)
A return trip was made to Hamm, Germany on October 2nd to again plaster the marshalling yards. The ever-present flak
was encountered, but no fighters, and all returned safely.
158.)
October 3rd. Gaggenau, Germany. This was Rowe’s eight mission. See page 56 for details. Extremely cold and freezing
weather was encountered. Sgt. Zonyk of Rowe’s crew suffered severely when his flying suit malfunctioned. Ice formed in his oxygen mask making breathing difficult. Over Holland flak struck #1 engine but no serious damage was made., At Gaggenau, unplanned turns scattered the formation. Only the high right dropped. A second pass was not made and the rest of the group
dropped on the secondary at Pforzheim. It was so cold that some bomb bay doors froze open and would not close. Flak damage
caused one aircraft to crash land at Calais, France.
159.)
Thirty-eight aircraft left Seething on October 6th for the oil refinery at Harburg, Germany. Several aborted with serious
problems. Intense accurate flak from a barrage of anti-craft guns met the formation but all returned unscathed. The heavily protected
oil refinery was covered by a smoke screen but the wind shifted and the target was visible. No flak or fighters were encountered.
160.)
On October 7th the group was scheduled to hit the Magdeburg oil refinery. The code-word “Green Castle” was received
189
signifying the formation should proceed to the secondary target, a V-2 factory at Clausthal-Zellerfield 30 miles from Magdeburg.
Results were fantastic and the superb run was featured in the division’s newspaper as “Top Bombers”
161.)
On October 9th force of twenty-nine aircraft returned to Koblenz, Germany. They were unable to bomb the primary target at
Wetzlar, Germany. The extreme cold penetrated the heavy clothing and oxygen masks continually froze because of condensation.
The temperature gauges in the B-24 stopped at 40 degrees below so no one really knew how cold it was. All aircraft in the second
division then headed for the secondary target at Koblenz. Enemy fighters were driven from the sky but could not suppress the flak.
Clouds impeded the bombers aim but it also made the flak gunner’s aim faulty. No planes were damaged.
162.)
This October winter weather completely engulfed northern Europe. The winter of 1944-45 was the worst on record. On the
14th the bombers again hit Cologne, Germany. Intense flask and smoke-screens were encountered. Cologne had one of the heaviest
concentrations of AA guns in Germany. They did not experience any fighter attacks and fortunately the flak was inaccurate. Flying
was difficult because condensation from preceding aircraft froze, creating thick contrails.
163.)
October 15th. Cologne, Germany. We had an airplane that suffered extreme damage the day before and the landing gear
would not retract after getting airborne so we aborted. No credit for this mission.
164.)
October 17th was a return mission to Cologne. The intention of these continuous missions to Cologne was to finish off the
support to German troops trying to break through to Aachen, Germany.
165.)
October 19th. Mainz, Germany. A faulty radio compass directed us to the wrong buncher beacon so we aborted. Base
officials were not happy because we did not attach to another group. My crew came first and I did not wish to get caught over the
continent with an inoperative radio compass. That compass is critical when making an instrument let-down. And so many of our
returns involved instrument let-down. We did not receive credit for this mission.
166 .) The group headed for Hamm once again on October 22nd. Clouds covered all of Europe. Forty-four aircraft from Seething
took part. Everyone returned to Seething after being over, but never seeing, enemy territory.
167.)
October 25th. Neumunster, Germany. This was Rowe’s ninth mission. See page 59 for details. The primary target was the
Mitteland aqueduct over the Weser River. Heavy weather forced the formation to head for the secondary target at Neumunster.
We were over enemy territory only a few minutes but now had the long haul back over the North Sea.
168.)
The oil refinery at Bottrop, Germany in ’happy valley’, the Ruhr, was the target on October 26th. Nineteen of the twenty
aircraft made the target but, due to confusion created when the lead and deputy leads attempted a switch, only ten bombed and nine
carried their bombs back to Seething.
169.)
On the 31st of October the oil refinery at Hamburg was listed for attack. Thirty-three aircraft were launched but only seventeen attacked the target. The group tried to maintain formation integrity but flying in and out of clouds made it impossible. Heavy
flak over the target complicated things and the widely scattered formations made bombing ineffective.
NOVEMBER—1944
170.)
The target was the Bielefeld railroad bridge. It was a typical November day, the 2nd, with wind blowing straight out of the
Arctic. There were twenty-seven planes and six of them had feathered propellers. When they returned to Seething, the first one down
was Lt. Bechman with ruptured hydraulic lines. The waist gunners threw chutes into the slipstream. A tow truck was waiting for
them and took them off the runway. It seems that all were short of fuel and the tower landed them separated by 30 second intervals.
The stream of aircraft landed safely. It had been an inaccurate bomb run and they left leaving the bridge intact.
171.)
November 4th twenty-nine bombers successfully hit the oil refinery at Gelsenkirchen, Germany. No crew losses but radaraimed flak gunners blasted the formation for 10 minutes. However, one damaged aircraft landed at a fighter base in Brussels. The
plane was salvaged.
172.)
November the 5th thirty planes raided the secondary target at Karlsruhe, Germany. The primary target was at Metz, France.
Again no losses. Again clouds prevented bombing as it was close to General Patton’s lines. As usual the flak was heavy at Karlsruhe
but no one suffered any damage.
173.)
November 6th, we went to Minden, Germany. This was Rowe’s tenth mission. See page 63 for details.
174.)
Today, November 8th the marshalling yards at Rheine, Germany was the target. The clouds hampered assembly of the
twenty-two aircraft. Flak bursts filled the sky as usual. Eight Liberators could not drop because another group had crossed below
them. All returned safely.
175.)
November 9th a raid was scheduled against an enemy installation at Verny, France (near Metz). The weather was bad and
the enemy installations were camouflaged. General Patton messaged and praised the “magnificent support you gave us. We are now
in Metz.”
176.)
November 10th. Hanau, Germany. This was Rowe’s eleventh mission. See page 68 for details. Originally the plans were
to hit the airfield, but they bombed the marshalling yards instead. All aircraft returned after the seven-hour trip.
177.)
Twenty-one B-24s were dispatched to Eschweilier, Germany on November 16th. The weather was appalling. Low clouds,
heavy rain and poor visibility. The attack was on gun positions east of Aachen and troops were in Eschweilier as a prelude to a push
by the U. S. First Army. This was the worst winter on record. Upon returning, East Anglia was fogged in. All aircraft were diverted
to an RAF field in Lincolnshire. One skidded off the runway into a ditch. Seething remained fogged in for three days and it was only
after, that nineteen were able to return to their home field. Others had been directed as far away as Scotland and were not able to return for five days.
190
178.)
November 21st thirty bombers were dispatched from Seething as a part of the force bombing of Hamburg, Germany. Flak
was heavy and one plane flown by Lt. Burrows was downed and all crewmen bailed out. One of the planes returned early but all
planes returned safely. Germany moved many of its flak installations providing heavy concentration of AA guns. Lt. Miller’s crew
could hear the red hot shrapnel inside and outside the aircraft hoping it would not strike any of the plumbing or fuel tanks. Later they
counted 360 holes. Another anti-aircraft missile hit an ammunition box in one plane and the exploding box killed a waist gunner dispensing chaff. One shell hit Lt. Sidney’s plane and went completely through the plane and exploded after leaving the fuselage. Sgt.
Lewis was plastered with Plexi-glass in his upper turret and left to extinguish fires and repair cables using a turnbuckle. On an earlier
mission to Kiel he had to do the same thing to repair damage to rudder, ailerons, and elevator controls.
179.)
We generally flew in bad weather, but not in extremely bad weather, but we had it for four straight days. Then on November 25th thirty aircraft headed for the marshalling yards at Bingen, Germany. Other groups were dispatched to the marshalling yards
at Neunkirchen, and Offenburg. Still others hit the railroad viaducts at Bielefeld. One Seething aircraft had one engine shot out and
landed in France. Lt. Sidey’s plane also took a hit which killed one gunner and wounded another.
180.)
On November 26th, twenty-five aircraft were sent to Bielefeld in an attempt to destroy a stubborn target, the railroad viaducts. The weather and the small target once again proved difficult and the bridge remained intact.
181.)
November 27th we went to Offenburg, Germany. This was Rowe’s twelfth mission. See page 72 for details. The Alps were
clearly visible. In an attempt not to run into the leader during a turn, one aircraft stalled and entered a spin. The pilot did not
recover until about 1,500 feet from the ground. After control was restored, they headed for hone. Sgt. Zonyk of Rowe’s crew
watched the bombs fall, hit and leave a brown pall of smoke. The return trip was not possible for another aircraft due to flak
damage and it landed in France. Another thought of landing at Lyon, France, but continued home and landed safely.
182.)
November 29th the group returned to Bielefeld to destroy that pesky bridge with 1,000 lb bombs. Clouds obscured the target
totally but they bombed anyway but fate again smiled on the bridge.
183.)
November 30th, Neunkirchen, Germany. This was Rowe’s thirteenth mission. See page 76 for details. Failure to unlock
the controls wrecked one aircraft and it skidded off the runway wrecking the nose and shearing off the nose wheel. It was a long
cold trip for Sgt. Zonyk of Rowe’s crew because his heated suit failed again.
DECEMBER—1944
184.)
December 4th Koblenz, Germany. This was Rowe’s fourteenth mission. See page 79 for details. Lt. Rowe was flying “Our
Honey” and narrowly averted disaster. The problems are covered on page 79.
185.)
Thirty-two 448th’s Liberators bombed Minden, Germany on December 6th with no loss. They formed a force of one hundred
forty bombers that yet again attacked the canal area and aqueduct.
186.)
The weather was still extremely cold and foggy. During that period a newly arrived pilot was being checked out, crashed on
take off killing two enlisted men and four officers. The fog lifted but not the bitter cold and flying was resumed on December 11th
and thirty aircraft were dispatched to the railroad yards at Hanau, Germany on the outskirts of Frankfurt. This was the largest aerial
mission to date with 1,6000 B-17s and B-24s converging on Germany, with 800 Mustangs and Thunderbolts. They had all intended
to pass in review over Paris to boost French morale but weather precluded that show.
187.)
December 12th the 448th with thirty planes combined with the 446th and the 44th to plaster the marshalling yards at Achaffenberg. All groups had good results with photos to prove it.
188.)
The German general Rundstedt struck an offensive on December 16th. The ground troops in France needed support. The
weather eased marginally and with visibility as low as 150 yards takeoffs were ordered., The target was the town of Ehrang, Germany, a choke point supplying men, equipment and materials to the German offensive. The 448th hit communications and transports.
Two aircraft crashed at the end of the runway, but twenty got airborne. One aircraft had to crash-land in Brussels. No one was hurt
but the plane was a complete loss. Because of the continuing fog, planes returning were diverted elsewhere. East Anglia was
shrouded in fog for the next four days.
189.)
The 448th contributed their largest force yet as fifty-three aircraft were destined for Euskirchen. Germany. Clear skies also
gave the German AA guns unobstructed view of the formations. The intense flak hit Lt. Barneycastle and started an immense fire in
the right wing. Diving to put out the fire, a wing gave way and fuel tanks erupted. John Rowe’s navigator, Lt. Best, riding in another
plane to make up a mission, witnessed the explosion.. Five chutes were seen but only three survived and spent the remainder of the
war as POWs
190.)
December 25th, Christmas Day. Waxweiler, Germany. See page 84 for details. Three hundred children enjoyed turkey
and other goodies. Most of the turkey was gone upon return, but for John Rowe it did not matter. He wished he had been there to
enjoy the youngsters.
191.)
December 28th the 448th again launched its force of thirty-three bombers The runways were icy and the planes climbed
through snow storms to get to the assembly area on many of the days. At times visibility was so bad the control tower could not see
the planes taking off. Personnel worked bitter nights scooping snow from the runways or spreading them with salt. The moment they
cleared the runway it would snow again. The target today was a railroad junction at Kaiserslauten, Germany. When the crews got
home they received fresh eggs instead of the usual powdered variety. That evening General Patton relieved Bastogne. Von
Rundstedt’s attack was Hitler’s last gamble. It was brilliant in conception—but impossible to fully execute. He lost many tanks—we
did also, but we could replace ours.
191
192.)
Thirty bombers on December 30th were sent to Mechernich, Germany to demolish an underpass. Bombing was again with
G-H and H2X methods through an undercast. All returned safely.
193.)
New Years Eve, December 31st the Air Forces went to the Remagen railroad bridge with 2,000 block buster bombs. Bombing was again by G-H through the clouds. No flak or fighters were seen.
JANUARY —1945
194.)
January 2nd. Neuwed, Germany. This was Rowe’s sixteenth mission. See page 88 for details
195.) January 3rd. Neunkirchen, Germany. This was Rowe’s seventeenth mission. See page 92 for details.
196.)
Despite the appalling conditions of ice, snow and sub-zero temperatures the bombers continued their work. Twenty planes
got airborne on the 5th of January in spite of the weather and hit the marshalling yards at Pirmasens, Germany.
197.)
January 6th. Koblenz, Germany. This was Rowe’s eighteenth mission. See page 96 for details. The bomb bay doors froze
shut on Lt. Rowe’s plane and they were able to drop from the left rack. The primary target was the marshalling yards at Limberg,
Germany but because of the weather, the secondary at Koblenz was hit. Lt. Sampson’s plane developed serious problems and the
crew with the exception of the pilot bailed out at 3,000 feet. When the pilot wished to bail out he saw that the plane was back over
water so he turned the aircraft around and was able to leave at 400 feet.
198.)
January 7th. Ahern, Germany. This was Rowe’s nineteenth mission. See page 100 for details. Serious flak damage
caused one plane to land in France. It could not be repaired and was salvaged for parts.
199.)
On January 10th the group headed for Weweler, Germany. One member of Lt. Rowe’s crew had his oxygen mask freeze
solid from condensation and they had to abort and the crew did not get credit for this mission. See page 104 for details.
200.)
January 13th. Worms, Germany. This was Rowe’s twentieth mission. See page 105 for details.
201.)
January 14th. Hallendorf, Germany. This was Rowe’s twenty-first mission. See page 109 for details. Sgt. Zonyk saw
fighters strafing the airfield at Dummer Lake on the way out.
202.)
January 15th the 448th took out a railroad bridge at Kilchberg sending smoke and debris into the air. Twenty-two aircraft
were airborne but two then returned to base. Lt. Hausman ran low on fuel returning home, turned around and headed back for the
continent. They let down below the clouds to 6,000 ft. They saw land on the horizon and prayed that enough fuel remained to reach
it. Just then all engines quit for fuel starvation. They reached landfall near Ostend and crash-landed. The plane was a total loss, but
no one was injured. British soldiers picked them up and they were returned on January 20th.
203.)
January 16th the 448th journeyed to Dresden to bomb the oil refinery with twenty-eight aircraft. They had full gas loads for
the long haul close to the Czechoslovakian border. Lt. Isaacson’s plane was shot down. Lt. Custor was hit twice in the fuel tanks and
headed for Lille, France. They landed safely but the nose wheel collapsed and the plane was written off. Lt. Bunday and his crew
were on the Worms mission, the 200th, and had to land in France. He and some of his crew were returning to Seething in a C-47. The
plane crashed on take off when they hit a snow squall
204.)
On January 28th the target was an oil refinery and storage tanks at Dortmund, Germany. Snow flurries made the take off
hazardous. Twenty-six aircraft got away and two returned early. The force dropped with G-H equipment with visual assistance. It
was 65 degrees below at 23,000 feet. Everyone was delighted with results.
205.)
Again on January 29th an oil refinery at Munster was hit. Bombing was by H2X through clouds. Intense and accurate flak
pounded the formations. Nine aircraft did not drop and they then hit a target of opportunity at Lippstadt instead. There were no
losses.
206.)
January 31st. Brunswick, Germany. This was Rowe’s twenty-second mission. See page 113 for details.
FEBRUARY—1945
207.)
February 3rd. Magdeburg, Germany. This was Rowe’s twenty-third mission. See page 117 for details.
208.)
On February 6th the target was the railroad yards at Magdeburg, Germany because the oil refinery was obstructed by clouds.
The group was protected by Mustangs and Thunderbolts. Heavy flak greeted the Liberators but enemy fighters in the area did not
attack. Eighty-eight AA guns protected the refinery.
209.)
On February 9th the target again was the oil refinery. Clouds again forced a change of plans and the 448th repeated its performance of the 6th at Magdeburg against the marshalling yards, again protected by P-51s and P-47s Three bombers aborted. Shrapnel wounded one man in Sad Sack and Lt. Anderson had to land his plane on the continent. Three Me -109s attacked a straggler who
unfortunately did not make it.
210.)
On February 11th the 448th dispatched a three squadron force of thirty bombers to hit the bridge over the Rhine at Weser.
Again the secondary target, a fuel depot at Dulman, Germany was the target. Light inaccurate flak greeted the force. Lt. O’Neil decided to land his plane on the continent.
211.)
Oil at Magdeburg was again the target for February 14th. Flak was moderate and accurate but the group had no losses. A
tremendous barrage from the AA guns filled the sky, but the force ran the gauntlet. A 90-knot wind faced the force on the way home
making the return a slow process. Lt. Bobak called for the usual response from each of the crew and the nose turret gunner did not
answer. On checking they found his turret door frozen shut. They forced it open and found him slumped over his guns. His oxygen
mask had frozen, but the walk around revived him just in time.
212.)
February 15th. Magdeburg, Germany. This was Rowe’s twenty-fourth mission. See page 121 for details.
213.)
February 16th. Osnabruck, Germany. This was Rowe’s twenty-fifth mission. See page 125 for details.
192
214.)
February 19th, Siegen, Germany. This was Rowe’s twenty-sixth mission. See page 129 for details.
215.)
February 21st. Nurnberg, Germany. This was Rowe’s twenty-seventh mission. See page 133 for details.
216.)
February 22nd was an unusual bombing venture. It was probably the largest force of planes, heavy bombers, medium bombers, fighters, RAF and the Fifteenth AF in Italy were involved, an estimated 5,000 aircraft. All bombing was at 10,000 feet or less.
The 448th hit the marshalling yards at Kreiensen, Germany. The object was to bomb target centers in smaller localities that had not
felt the war effort but was still vital to the German war effort. The Rowe crew did not fly that day. Colonel Thompson and Colonel
Miller requisitioned the crew’s navigator, radio operator and engineer for a trip to Paris. See page 137 for this “O-LA-LA” mission.
217.)
The next day Osnabruck was the target again, on February 23rd. Many aircraft hit the targets of opportunity. Twenty-nine
bombers were dispatched and had to fly sandwiched between two layers of clouds. Bombing was by H2X.
218.)
On the 24th of February, twenty-nine bombers went after oil at Misberg, Germany. It was 10/10 cloud cover so bombing
was again with H2X .There was no flak and swarming escorts of ’little friends’ kept them at bay.
219.)
Twenty nine aircraft hit Aschaffenbug, Germany on February 25th. An ordnance depot was the target. No flak at the target,
but flak rose in anger when they neared Strasbourg, France.
220.)
Big B “Berlin” was the target on February 26th. The 448th hit railroad yards in North Berlin. Bombing was by H2X. Allied
fighters searched in vain for the enemy. Flak was heavy but all planes returned with little damage or injury.
221.)
Thirty-two 448th aircraft hit the rail yards at Halle, Germany on February 27th. Because of 10/10 cloud cover H2X was again
used. A strong head wind on the way back caused three of the bombers to land in France
to refuel.
222.)
February 28th. Meschede, Germany. This was Rowe ‘s twenty-eighth mission. See page 138 for details.
MARCH—1945
223.)
March 1st. Augsburg, Germany. This was Rowe’s twenty-ninth mission. See page 143 for details.
224.)
March 2nd. Magdeburg, Germany. This was Rowe’s thirtieth mission. See page 146 for details.
225.)
March 3rd. Magdeburg, Germany. This was Rowe’s thirty first mission. See page 149 for details.
226.)
On March 4th the weather deteriorated with snow showers and squalls. The order was to maintain the initiative in spite of
the weather. Nine aircraft were dispatched and were to fly individually to Nancy, France and assemble there. The target was an airfield near Stuttgart, Germany. Two aircraft returned early and the seven joined up with the 458th and hit a target of opportunity and
bombed marshalling yards.
227.)
March 5th. Harburg, Germany. This was Rowe’s thirty-second mission. See page 155 for details.
228.)
On March 8th, the 448th was destined to hit the marshalling yards at Metzdorf, Germany, but did not drop because of G-H
failure. One ship who attached himself to the 467th dropped his bombs on the marshalling yards at Dellenberg close to Metzdorf.
229.)
March 9th. Rheine, Germany. This was Rowe’s thirty -third mission. See page 158 for details.
230.)
March 10th. Paderborn, Germany. This was Rowe’s thirty- fourth mission. See page 161 for details.
231.)
March 11th. Kiel, Germany. This was Rowe’s thirty-fifth mission. See page 164 for details.
232.)
March 12th, three 448th squadrons of eleven each went to Swinemunde, Germany. This was an eight hour flight close to the
Russian lines. Again bombing was by H2X.
233.)
March 14th, 33 bombers of the 448th hit the rail yards at Gutersloh, Germany. Very light flak and no enemy fighters.
234.)
March 15th, they bombed the German High Command headquarters at Zossen, Germany. Thirty bombers were used but the
results were not good.
235.)
On the next mission March 17th, thirty-one bombers from the 448th struck the Tiger tank factory at Hannover, Germany.
236.)
On March 18th, 1330 bombers were scheduled to attack Berlin. The second air division had the Tiger tank and armament
works in the city. Seething dispatched thirty bombers. Forty Me-262 jet fighters attacked the formations. The 448th saw the jets only
from a distance. However other groups lost 24 Liberators and five fighters. Two jets were downed.
237.)
The next day, March 19th, thirty-one bombers from Seething joined a major force hitting the jet factory at Baumenheim,
Germany near Munch. It was an eight hour flight. Visibility was good but results were only fair to good.
238.Hemingstadt, Germany on March 20th was hit with the oil refinery the target. Results were good. Twenty-one bombers were
supplied by Seething.
239.
On March 21st, Seething launched three squadrons attacking an airfield at Ahlhorn, Germany. The short trip was a ’milk
’run’ for the crews and all returned safely.
240.
A second mission on March 21st was sent against an airfield at Mulheim , Germany. One squadron from the 448th attached
itself as the low left squadron to the 446th.
241.
Thirty one aircraft from Seething on March 22nd, hit a jet plane factory at Kitsingen, Germany near Augsberg. They hit the
target with excellent results. Four Me-262s were seen but they did not attack.
242.)
Before dawn on March 23rd, Seething sent a force against both the airfield and aircraft factory at Munster, Germany. Heavy
flak punched several holes in one plane but all returned safely.
243.)
This was a supply carrying, hazardous mission to Wesel, Germany during the Rhine crossing. The flight was around 400
feet. Twenty six aircraft from Seething on March 24th dropped fifty two tons of supplies and helped exploit the new bridgehead but
not without loss. Lt. McFarland had his controls shot out and crashed into a hillside. The lead aircraft suffered serious damage and
193
had to land at Manston, England. Several crewmen had gunshot wounds in the legs and shoulders. Lt. Voight’s landing gear on his
aircraft would not lower and the tires were blown out. The pilot ordered bail-out when they reached Manston, England. The radio
operator snagged his chute so Lt. Risinger gave him his chute and took the snagged chute and jumped with some of it still flapping
behind him but it opened satisfactorily. Everyone landed safely without injury except one and all reassembled at Manston. Many
other Liberators from the groups filled the hardstands at Seething upon their return.
244.)
On the same day, March 24th a smaller formation attacked the jet airfield at Stormede, Germany. No opposition and all returned to Seething OK.
245.)
Twenty-six aircraft were launched on March 25th for the oil storage facility at Buchen, Germany. The low-left squadron was
several minutes behind schedule because of merging cloud layers and was late in catching up. Several jet fighters attacked and
downed three Liberators and damaged a fourth that finally reached Sweden. That plane crashed just off the coast but all bailed out
except the pilot. His body was found about 30 days later. The rest of that squadron, after the brutal attacks and after dropping their
bombs, could not catch up and took a direct route home A total of thirteen planes were damaged but reached Seething airbase with
many wounded aboard.
246.)
Two days of bad weather grounded the 448th but on March 30th twenty-four planes were launched to Wilhelmshaven, Germany to hit the submarine pens. Several aircraft were hit. One with hydraulic lines severed had to land without flaps.
247.)
On March 30th, thirty aircraft from Seething joined with several other planes of the 20th CBW and headed for Brunswick,
Germany marshalling yards. Me-262s made several runs at the formation but all returned.
APRIL—1945
248.)
The first three days of April had been hell. Low scudding clouds brought continuous rain on April Fools Day. The 448th
group was launched too late on the next day to catch the gap in the weather over a jet airfield housing four squadrons of jet planes in
Aalbourg, Denmark. The aircraft got as far as Helgoland and had to be recalled. Again the next day because of awful weather another mission was scrubbed. On April 4th, 20 bombers were sent to bomb an airfield at Wesendorf, Germany near Dortmund. Three
returned early. Me-262s attacked and exploding shells hit Lt. Mains ship in the waist and it fell in two pieces. Only the radio operator
survived. See picture on page 87. Lt. Shafer’s plane was seriously hit. The stricken plane erupted into a gigantic fireball. Seven of the
crew survived. Captain Ray’s aircraft also took a direct hit and seven survived. Sgt. Fagar was pinned inside the plane, but two others were seen with opened parachutes and never seen after that.
249.)
On April 5th the target was the ordnance depot at Bayreuth, Germany. Only twenty-one of the thirty-nine planes dispatched
got to the target. Because of bad weather many of the aircraft could not locate the formation for assembly. Four had elected to land
on the continent. No flak or fighters were seen.
250.)
April 6th the group sent ten aircraft to strike the marshalling yards at Halle, Germany. Results were good with no losses.
251.)
April 7th, the 448th joined a large force to hit the target which was an ammunition factory at Duneberg, Germany. A 45 minute battle ensued with about 100 fighters. They were especially trained to attempt kamikaze-style ramming attacks in order to inflict
losses. About half managed to break through the fighter screen and although they downed eight bombers, they also lost the same
amount of planes. Seething lost no planes, but one Me-109 hit the deputy leader of the 389th group leading the formation. It contained the commander of the 389th and the decapitated B-24 fell in a horrifying ball of flame and torn metal.
252.)
On the morning of April 8th, the 448th sent twenty-eight aircraft to bomb an airfield at Roth, south of Nurnberg, Germany.
All aircraft returned safely.
253.)
On April 9th Seething participated in a 150 plane raid on the airfield at Landsberg, Germany. Neither flak nor enemy planes
contested the mission.
254.)
The following day, April 10th, Seething made another attack on an airfield at Rechlin, Germany. Fifty-five Me-262s were
sent to counter the bombers of the division, but were all gone by the time the 448th arrived. Several high ranking Russian officers
were visiting the bases of the 8th Air Force and attending the briefings.
255.)
Seething, on April 11th, made an eight-hour haul to hit another at Regensburg, Germany. There were 1,300 bombers ranging
all over Germany. Seething contributed twenty-nine. In perfectly clear weather no flak or fighters were seen.
256. and 257.) Missions on April 14th and 15th were against holdouts along the French coast at Coubre Point and at Toyan, France.
They were fortified port cities that Hitler held to deny their use b y the Allies, which they simply by-passed. On the evening of the
12th word was received of the death of President Roosevelt.
258.)
On April l6th, sixteen crews bombed the rail yards at Landshut, Germany. Lt. Kelvin’s plane could not attain full power and
crashed off the end of the runway. Medics rushed to the scene were able to extract six crewmembers but fire erupted before the others could be reached. Heavy flak was encountered and Lt. McCoy’s B-24 took a direct hit over Munich. The mortally wounded aircraft fell in two pieces. It was the first mission for this crew and the last crew lost in combat.
259.)
On April 18th, sixteen planes were sent to Passau, Germany on the Austrian -Germany border. Flak was encountered but
there were no losses.
260.)
April 20th seventeen bombers were sent to hit a bridge at Muhldorf, Germany. One returned early and all remaining returned
safely.
261.)
On April 21st eleven bombers hit the marshalling yards at Salzburg, Austria. Several landed in France to refuel but all got
back safely.
194
262.)
On April 25th, the last mission of the war, Seething’s fifteen bombers joined a total of 300 aircraft to hit the marshalling
yards again at Salzburg, Austria. One plane was damaged by flak and a crewmember wounded in the chest by flak fragments. On the
following day the American and Russian troops met at the Elbe River.
.
195
The Five Combat Wings & 14 Groups of The Eighth Air Force - World War II
COMBAT
COLORS
FOURTEENTH COMBAT WING
44TH BOMB GROUP - SHIPDHAM
B-24 J-105-CO
42-109805 “GYPSY QUEEN” - Gypsy Queen survived the war. Like
many “Libs”, she was extensively modified during her career and is shown here with a
navigators scanning window added to the side of her nose.
492ND BOMB GROUP - PICKENHAM
B-24 J-145-CO
44-40120 “HERKS JERKS” - The 492nd Bomb Group was taken off
bombing operations during August,1944 after sustaining excessive losses. It became a
special operations unit and many of its planes were transferred our. Herks Jerks went to
the 93rd Bomb Group.
392ND BOMB GROUP - WENDLING
B-24 M-5-FO 42-50527 “HAZEE” - The “M” version of the B-24 was the final model
to see combat in the closing months of the war. Hazee was transferred from the 453rd
Bomb Group.
196
COMBAT
COLORS
TWENTIETH COMBAT WING
93RD BOMB GROUP - HARDWICK
B-24 J-75-CO
42-100150 “SWEATER GAL” This veteran Liberator flew no less
than 79 missions during its career.
446TH BOMB GROUP - BUNGAY
B-24 H-15-FO
42-52594 “NAUGHTY NAN” - Naughty Nan completed 55 missions
before being written off in a crash landing at Bungay on 13 November, 1944.
448TH BOMB GROUP - SEETHING
B-24 J-65-CF
44-10599 “WINDY MINNIE” - This plane’s career was brought to an
end when it crashed in Luxembourg during a mission to Dortmund on 28 January, 1945.
197
COLORS
COMBAT
NINETY SIXTH COMBAT WING
467TH BOMB GROUP - RACKHEATH
B-24 H-15-CF 41-29385 “DOUBLE TROUBLE” - Double Trouble was another of
the lucky Libs that survived hostilities.
458TH BOMB GROUP - HORSHAM ST. FAITH
B-24 L-10-FO
44-49544 “OH MONA” - Introduced to combat late in 1944, most
B-24s as in the case of OH MONA, were equipped with H2X radar scanning
equipment (in place of the ball turret). This aircraft also carried a lightweight tail
turret common to most B-24Ls.
466TH BOMB GROUP - ATTLEBRIDGE
B-24 J-140-CO
42-110162 “PARSON’S CHARIOT” - This plane formerly flew
with the 491st Bomb Group. She was destroyed after catching fire upon landing from a
mission to Brunswick on 31 March, 1945.
198
The Five Combat Wings & 14 Groups of The Eighth Air Force—World War II
COMBAT
COLORS
NINETY FIFTH COMBAT WING
489TH BOMB GROUP—HALESWORTH
Col Vance successfully ditched the
plane he was then
flying, but then an
explosion severed his
foot. Returning home
for further treatment
the C-54 disappeared
in a flight between
Iceland and Newfoundland
B-24 H-15-FO 42-94759 “THE SHARON D” - This plane was named by Lt.
Colonel Vance in honor of his little daughter “Sharon”. He was awarded the
Congressional Medal of Honor. The B-24 was later transferred to the 445th
Bomb Group and survived the war.
491ST BOMB GROUIP—METFIELD (Later North Pickkenham)
B-24 J145-CO 44-40101 “TUBARAO” - After flying quite a few combat missions, Tubarao, which in Portuguese for “Shark”, eventually became a formation assembly ship (Judas Goat” for the 491st Bomb Group. Later in the war
the Group adopted the tail colors of the 492nd Bomb Group.
B-32 DOMINATOR—THE SUCCESSOR TO THE B-24
The Dominator B-32 was not a conversion. It was the successor to the B-24. Because of numerous delays, Consolidated lost out on the Very Heavy Bomber contract to the Boeing B-29. 118 Dominator B-32s were built.
After combat tests in the Pacific and over Japan, reports said ’it was suitable for unrestricted combat operations” and had excellent bombing abilities”. However, the war ended and the final 6 were flown directly from the
assemble line to the scra yard for reclamation. Shown here is “Hobo Queen 11”, a B-32A Dominator of the 312th
Bomb Group, 5th Air Force at the Florida Blanca Airstrip in the Philippines.
198
199
LIST OF ALL MISSIONS FLOWN BY 448TH BOMB GROUP - World War II
448th BOMB GROUP MISSIONS (before our crew arrived)
From 16 December, 1943 to 29 June, 1944
(#1 to #107)
Planes
Dispatched
Planes
Aborted
1
1
2
3
4
Cancelled
26
27
28
19
13
0
2
1
5
6
7
13
13
24
2
3
10
8
20
0
Group Mission #
27
4
Date
Dec., 1943
2
24
30
31
Jan., 1944
4
5
11
21
10
11
29
24
7
5
12
13
14 (Recalled)
15
16
17
18
19
29
15
26
26
26
27
37
37
10
1
26
2
2
1
4
2
20
21
22
23
36
30
31
25
2
3
14
0
24(Recalled)
25(Recalled)
26
27
28
29
30(Recalled)
31
32
33
34
35
36
37
38
39
29
27
29
21
23
18
26
31
28
25
24
22
25
27
24
24
4
12
1
1
6
0
26
8
6
13
1
2
5
2
1
2
Target
Bremen,
Osnabruck,
Labroye,
Ludwigshaven,
LaRochelle A.F.,
Kiel,
Kiel,
Meppen &
Zundberg
14
St. Pierre-d'Jongurer,
Raye-sur-Authie,
France
29
Frankfurt,
30
Brunswick,
Feb., 1944
4
Frankfurt,
5
Tours,
6
St. Pol,
10
Rijen A.F.,
11
St. Pol,
13
St. Pol,
20
Gotha,
21
Brunswick,
(Hespe Airfield)
22
Enschede,
24
Gotha,
25
Furth,
28
Escalles-Buchy,
Mar., 1944
2
Frankfurt,
3
Heligoland,
5
Mout de Marsan,
6
Berlin,
8
Berlin-(Erkner Plant)
9
Neinberg,
13
St. Pol,
16
Fredrickshafen,
18
Fredrickshafen,
20
Frankfurt,
22
Berlin,
23
Munster,
24
Nancy,
26
Moyenneville,
28
Kille, (Airfield)
29
Watten,
April, 1944
Germany
Germany
France
Germany
France
Germany
Germany
Germany
Germany
Germany
Germany
Germany
France
France
Holland
France
France
Germany
Germany
Holland
Germany
Germany
France
Germany
Germany
France
Germany
Germany
Germany
France
Germany
Germany
Germany
Germany
Germany
France
France
France
France
9
200
40
41
42
43
44
45
46(Recalled)
47
48
49
50
51
52(Recalled)
24
2
28
31
26
26
24
18
4
26
25
12
26
2
0
2
22
0
3
24
6
0
6
3
0
26
1
6
8
9
10
11
12
13
18
18
19
20
21
53
54
55(Recalled)
56(Recalled)
57
58
59
26
27
24
23
20
25
28
2
2
2
23
0
1
1
60(Recalled)
22
61
13
62
24
63
35
64
31
65
28
66
27
67
19
28
1
69
28
70(Recalled)
16
71
12
72
21
73
24
74
21
75
6
76
25
77
25
78
27
79
24
80
?
(Recalled over Belgium)
22
2
0
3
3
0
3
4
1
16
1
2
2
3
0
1
2
2
1
?
22
24
25
26
27
27
29
May, 1944
1
1
6
7
8
9
11
12
Tutow,
19
20
21
22
23
25
25
27
28
29
30
31
81
82
83
84
85
2
2
4
5
0
0
0
0
June, 1944
2
3
4
5
6
6
6
6
30
24
27
25
24
24
24
10
13
Ludwigshaven,
Watten,
Brunswick,
Tutow,
Bourges,
Bernberg,
Oschersleben,
Lauffen,
1 Watten,
2 Rathenow,
Watten,
Bonnieres,
Brux,,
(near Czechoslovakia)
Hamm,
Gablingen,
Mannheim,
Paderborn,
1 Wizernes,
2 Blainville,
Berlin,
Germany
France
Germany
Germany
France
Germany
Germany
Germany
France
Germany
France
France
Germany
Germany
Germany
Germany
Germany
France
France
Germany
1Brussels,
2 Brussels,
Sira Court,
Munster,
Brunswick,
Leige,
Mulhouse,
Bohlen,
Belgium
Belgium
France
Germany
Germany
Belgium
France
Germany
Germany
Brunswick,
Germany
Rheims,
France
Sira Court,
France
Orleans (Airfield)
France
Orly,(Airfield)
France
1 Mulhouse,
France
2 Fecamp,
France
Konz,
Germany
Zeitz,
Germany
Tutow,
Germany
Rotenberg (Airfield),
Germany
Woippy,
France
Beavoir,
Stella Plage,
Sangatte,
Sangatte,
1 Calin,
2 Vierville,
3 Coutances,
4 Coutances,
France
France
France
France
France
France
France
France
68
201
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
12
?
24
24
12
21
21
9
6
27
12
6
21
6
21
12
34
21
6
32
18
21
27
103
104
105
106
107
0
?
2
4
0
1
0
2
1
0
0
0
1
0
3
1
0
Mission abandoned
0
3
0
2
4
7
8
10
12
12
14
15
16
17
18
18
19
20
20
21
21
22
24
24
25
27
28
29
Conches,
Orleans,
E-Fauville,
Ploermel,
Conches,
Orleans,
Cinq-la-Pile,
St. Omer,
Le Mans,
1 Hamburg,
2 Watten,
Haute Cote,
1 Sira Court,
2 Politz,
1 Berlin,
2 Sira Court,
Guyancourt,
1 Melum,
Haute Cote,
Bretigny,
Creil,
Saarbrucken,
Bernberg,
France
France
France
France
France
France
France
France
France
Germany
France
France
France
Poland
Germany
France
France
France
France
France
France
Germany
Germany
448th BOMB GROUP MISSIONS (from month of our arrival in
Europe)
(see footnote *)
From 1 July, 1944 to 25 April, 1945 (#108 to #262-the last mission )
Group Mission#
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
Rowe Mission #
Date
July, 1944
2
6
8
11
12
13
16
17
18
19
20
21
23
24
25
29
31
August, 1944
1
2
3
4
Target
Fiefs,
Sully-Sur-Loire,
Riley-La-Montagne
Munich,
Munich,
Saarbrucken,
Saarbrucken,
St. Sylvestre,
Grentheville,
Koblenz,
Schmalkalden,
Munich,
Loan-Athies,
Montreuil,
Montreuil,
Bremen,
Ludwigschafen,
France
France
France
Germany
Germany
Germany
Germany
France
France
Germany
Germany
Germany
France
France
France
Germany
Germany
Villaroche,
St. Dizier,
Douai,
Rostock,
France
France
France
Germany
202
129
130
131
132
133
134
135
136
5
6
7
8
10
11
12
13
137
138
139
140
141
142
143
1
2
144
145
146
147
148
3
4
Aborted
Scrubbed
149
150
151
5
152
153
154
6
155
156
7
157
158
8
159
160
161
162
163
Aborted
164
165
Aborted
166
167
9
168
169
170
171
172
173
10
Germany
Germany
Belgium
France
France
France
France
14
15
16
18
24
Fallersleben,
Hemmingstadt,
Brussels,
Rouen,
Pacy-Sur-Armancon,
St. Florentin,
Loan-Couvron,
Tactical Target
South-west of Rouen,
Dijon-Longvie,
Plantlunne,
Magdeburg,
Laneuveville,
Brunswick,
25
26
Rostock,
Ludwigschafen,
Germany
Germany
France
France
Germany
Germany
France
Germany
27
Oranienburg,
September, 1944
9
Gustavsburg,
Germany
11
12
13
14
Magdeburg,
Hemmingstadt,
Ulm,
Berlin,
Germany
Germany
Germany
Germany
18
21
Groesbeek,
Koblenz,
Germany
Germany
22
Kassel,
Germany
25
26
Koblenz,
Hamm,
Germany
Germany
27
Kassel,
Germany
28
Kassel,
Germany
30
Hamm,
Germany
October, 1944
2
Hamm,
Germany
3
Pforzheim,
Germany
6
7
9
14
Harburg,
Clausthal-Zellerfeld,
Koblenz,
Cologne,
Germany
Germany
Germany
Germany
15
Cologne,
Germany
17
Cologne,
Germany
19
Mainz,
Germany
22
Hamm,
Germany
25
Neumunster,
Germany
26
30
November, 1944
2
4
5
Bottrop,
Hamburg,
Germany
Germany
Bielefeld,
Geisenkirchen,
Karlshrue,
Germany
Germany
Germany
6
Minden,
Germany
Germany
203
174
175
176
11
177
178
179
180
181
12
182
183
13
8
9
Rheine,
Verny,
Germany
France
10
Hanau,
Germany
16
21
25
26
Eschweiller,
Hamburg,
Bingen,
Bielefeld,
Germany
Germany
Germany
Germany
27
Offenburg,
Germany
29
Bielefeld,
Germany
30
Neunkirchen,
Germany
4
Koblenz,
Germany
6
11
12
19
24
Minden,
Hanau,
Aschffenburg,
Ehrang,
Euskirchen,
Germany
Germany
Germany
Germany
Germany
25
Waxweiler,
Germany
28
30
31
January, 1945
Kaiserlautern,
Mechernich,
Remagen,
Germany
Germany
Germany
2
3
Neuwed,
Neunkirchen,
Germany
Germany
5
Pirmasens,
Germany
6
7
10
13
14
Koblenz,
Aehern,
Weweler,
Worms,
Hallendorf,
Germany
Germany
Germany
Germany
Germany
15
16
28
29
Kilchberg,
Dresden,
Dortmund,
Munster,
Germany
Germany
Germany
Germany
31
Brunswick,
Germany
3
Magdeburg,
Germany
6
9
11
14
Magdeburg,
Magdeburg,
Dulmen,
Magdeburg,
Germany
Germany
Germany
Germany
15
16
19
21
Magdeburg,
Osnabruck,
Siegen,
Nurnberg,
Germany
Germany
Germany
Germany
22
23
24
25
Kreinsen,
Osnabruck,
Misberg,
Aschaffenburg,
Germany
Germany
Germany
Germany
December, 1944
184
14
185
186
187
188
189
190
15
191
192
193
194
195
16
17
196
197
198
199
200
201
18
19
Aborted
20
21
202
203
204
205
206
22
February, 1945
207
23
208
209
210
211
212
213
214
215
216
217
218
219
24
25
26
27
204
220
221
222
28
26
27
Berlin,
Halle,
Germany
Germany
28
Meschede,
Germany
1
2
3
Augsburg,
Magdeburg,
Magdeburg,
Germany
Germany
Germany
4
Stuttgart,
Germany
5
Harburg,
Germany
8
Dillenburg,
Germany
9
10
11
Rheine,
Paderborn,
Kiel,
Germany
Germany
Germany
March, 1945
223
224
225
29
30
31
226
227
32
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
33
34
35
12
Swinemunde,
Germany
14
Gutersloh,
Germany
15
Zossen,
Germany
17
Hannover,
Germany
18
Berlin,
Germany
19
Baumenheim,
Germany
20
Hemmingstadt,
Germany
21
Ahlhorn,
Germany
21
Mulheim,
Germany
22
Kitzingen,
Germany
23
Munster,
Germany
24
Wesel,
Germany
24
Stormede,
Germany
25
Buchen,
Germany
30
Wilhelmshaven,
Germany
31
Brunswick,
Germany
April, 1945
248
4
Wesendorf,
Germany
249
5
Bayreuth,
Germany
250
6
Halle,
Germany
251
7
Duneberg,
Germany
252
8
Roth,
Germany
253
9
Landsberg,
Germany
254
10
Rechlin,
Germany
255
11
Regensburg,
Germany
256
14
Coubre Point,
France
257
15
Royan,
France
258
16
Landshut,
Germany
259
18
Passau,
Germany
260
20
Muhldorf,
Germany
261
21
Salzburg,
Austria
262
25
Salzburg,
Austria
* I have listed above those missions flown by the Group from the month of our crew’s arrival in Europe, July
1944 to the last mission flown by the Group on April 25, 1945. The archives show that our mission #8 (Group
mission #158) was to Pforzheim, Germany. My personal record (given to me when we departed Seething in 1945)
and Joe Zonyk's personal record of our missions shows our target as Gaggenau, Germany. Our crews missions are
shown under the column “Rowe Mission #” and also shown in BOLD font.
205
Roster of Original Staff And Original Crews Ordered To England - World War II
ORIGINAL 448TH BOMB
GROUP STAFF AND CREWS
Listed are Headquarters and Squadron staff who flew with the crews and are listed with the crews as passengers. Ground
echelon who traveled via HMS Queen Elizabeth were not listed in the microfilm. Lt. Col. Ever, Captain Kramer & Major
Arnold were transported to England via the ATC through the Northern Route. Of the original 70 crews, only the 62 crews
below flew their own aircraft overseas as a group.
Col. James McK. Thompson
Major James R. Patterson
Captain John S. Laws
1st. Lt. George O. Capp
1st. Lt. Aurthur S. Hunt
2nd. Lt. William C. Cates, Jr.
M/Sgt. Wilfred Carroll
S/Sgt. Ellis L. Copeland
HEADQUARTERS DETACHMENT
Major Hubert S. Judy, Jr.
Major Patrick H. Hoey
Captain William R. Reid
1st. Lt. John B. D. Grunow
1st. Lt. Minor L. Morgan
2nd. Lt. Robert L. Harper
M/Sgt. James D. McIntyre
T/Sgt. Frank M. Schultz
Major Robert L. Campbell
1st. Lt. Clifford C. Gaither
1st. Lt. Earl M. Parks
1st. Lt. Harold S. Podolsky
2nd. Lt. Howard M. Oden
T/Sgt. Michael P. Corce
T/Sgt. Frederick J. Fennewald
S/Sgt. Delmer A. Akerley
S/Sgt. Burton D. Lane
S/Sgt. Edward J. Goodman
S/Sgt. Robert C. Waddell
S/Sgt. Walter J. Kruzich
Sgt. Nathaniel L. Breunig
Sgt. Robert M. Dowell
Sgt. Walter C. Engel
Sgt. Norman B. Jacobsen
Sgt. George B. Palmer
Sgt. Bernard F. Seufort
Cpl. Albert N. Alexander
Cpl. Vincent M. Burke
Cpl. Edward A. Gardiner
Cpl. George H. LeRoy
Cpl. Balke L. Manler
Cpl. Ralph E. Reeder
Cpl. Harold D. Stroud
Cpl. Thomas J. Towle
PFC Lewis A. Noce
Pvt. Marion E. Carter
Pvt. Theo2nd. Lt. dore Wladyka
712th BOMBARDMENT SQUADRON
1st. Lt. William G. Blum
1st. Lt. Robert Lewis
1st. Lt. Robert W. McDonough
2nd. Lt. John Bilyk
M/Sgt. Walter C. Brown
M/Sgt. Frank J. Naglak
T/Sgt. Henry C. Corbin
T/Sgt. Thomas J. Flynn
S/Sgt. John J. Bernhard
S/Sgt. Thomas N. Fink
S/Sgt. Russell M. Jenkins
S/Sgt. Henry J. Weigel
S/Sgt. Allen L. Bowman
S/Sgt. John Truscott
Sgt. Joseph Ekasla
Sgt. Benjamin F. Fitzpatrick
Sgt. Lane E. McPhee
Sgt. Cecil Patton
Sgt. Eugene S. Teter, Jr.
Sgt. Paul Dukas
Cpl. Edward A. Butler
Cpl. Samuel Katz
Cpl. Harold R. Lewis
Cpl. Robert L. McCoy
Cpl. Albert P. Boyle
Cpl. Leonard Aronson
Cpl. Robert L. Cohen
Cpl. Carl R. Dolmotsch, Jr.
PFC Jerome S. Rose
206
CREW #1 - Aircraft #42-7591
2nd. Lt. Jack W. O'Brien
P
2nd. Lt. Raymond L. Boll
CP
2nd. Lt. Seymour D. Ausfresser
N
2nd. Lt. Arthur D. Steele
B
S/Sgt. Joseph J. Buschek
E
S/Sgt. Jerome R. Hess
R
Sgt. Charles L. Hutton
AE
Sgt. Walter D. Garland
AR
Sgt. Jay R. Dempsey
G
S/Sgt. Thomas W. Abbott
AG
Passengers
Capt. William G. Blum
Capt. Harold S. Podolsky
M/Sgt. Walter G. Brown
S/Sgt. Edward J.G. Brown Jr.
2nd. Lt. William B. Brown
P
2nd. Lt. Kenneth W. Barnett
CP
2nd. Lt. Frederick W. Saltus
N
2nd. Lt. William L. LaBonte
B
Pvt. Earl R. Myrick
E
S/Sgt. Oliver L. Bidne
R
Sgt. Clarence W. Schrader
AE
Sgt. Jacob M. Lebovitz
AR
Sgt. Herman B. Johns
G
Sgt. Russell E. Flamion
AG
Passengers
1st. Lt. Robert Lewis
1st. Lt. William C. Cates Jr.
Major Patrick H. Hoey
Cpl. Leonard Aronson
2nd. Lt. Robert C. Ayrest
P
2nd. Lt. Irwin Litman
CP
2nd. Lt. Robert F. Boberg
N
2nd. Lt. Robert V. Hess
B
S/Sgt. Frank E. Boule
E
Sgt. Joseph R. Chicoda
R
Sgt. Edward N. Schroeder
AE
Cpl. Harold L. Auker
AR
Sgt. Leonard J. Snell
G
Sgt. Edward A. Odiorne
AG
Passengers
S/Sgt. Henry J. Weigel
S/Sgt. Walter J. Kruzich
T/Sgt. Harry C. Corbin
T/Sgt. Frank M. Schultz
0741929
0806394
0669946
0678486
19056598
36261526
35661741
36556774
13145844
33162501
0660545
0561847
20919786
37438934
0742841
0808934
0736658
0684174
31152194
39452901
36069204
11072772
35588210
35715492
01702816
0649608
0405121
14082486
0680984
0797567
0687980
0688162
36619461
11102704
36285186
37115617
16021987
35582869
39677808
36304202
32260926
R-18697
2nd. Lt. Jack Parker
P
2nd. Lt. John P. Shaw
CP
2nd. Lt. Joseph T. Myer
N
2nd. Lt. Dominic W. Maineri
B
Sgt. James V. Nobe
E
S/Sgt. Albert B. Foreman
R
Sgt. Kenneth W. Ebaugh
AE
Sgt. Robert S. Sale
AR
Sgt. James J. Plazio
G
Sgt. William V. Biles
AG
Passengers
S/Sgt. Burton D. Dane
S/Sgt. Theodore Wladyka
Sgt. Robert L. Cohen
Sgt. Thomas J. Towle
2nd. Lt. Leroy E. Middleworth Jr. P
2nd. Lt. Thomas E. Winslett
CP
2nd. Lt. William V. Voorhees Jr. N
2nd. Lt. John D. McGarry
B
T/Sgt. Clarence L. Campbell
E
Sgt. James J. Gregan
R
Sgt. Walter K. Bickle
AE
S/Sgt. Paul Krasney
AR
Pvt. George Henderson
G
S/Sgt. Harold R. Mattice
AG
Passengers
Sgt. Joseph Ekasola
Pvt. Martin E. Carter
S/Sgt. Ellis L. Copeland
S/Sgt. John R. Truscott
2nd. Lt. Charles Knorr
P
2nd. Lt. Herbert J. Bunde
CP
2nd. Lt. Stanley Baranofsky
N
2nd. Lt. Charles C. McBride
B
Sgt. William L. Quigley
E
Sgt. Ralph S. Callahan
R
Sgt. Ernest J. Schultz
AE
Sgt. Stanley J. Sarna
AR
Sgt. Jack L. Cooper
G
Sgt. Albert C. Padilla
AG
Passengers
1st Lt. Robert W. McDonough
2nd. Lt. Robert L. Harper
M/Sgt. Thomas J. Flynn
Sgt. Balke L. Mahler
0742771
0805990
0738713
0684177
37218528
13176763
13136486
38283629
13012943
17129606
37195327
6994020
31308972
17142410
0797161
0751783
0750230
0738564
16035515
33193048
35611165
36324023
7005828
12138414
31082697
37375810
34585717
17030411
0745700
0751985
0687922
0741207
12159196
12207911
32405166
16147485
35595779
39117760
02043766
0667402
38047787
18118003
207
CREW #8 - Aricraft #41-29232
2nd. Lt. Paul R. Harrison
P
2nd. Lt. James E. Berry
CP
2nd. Lt. Floyd L. Drake
N
2nd. Lt. Frank H. Dial
B
Sgt. George H. Chapman Jr.
E
Sgt. Edward J. Lies
R
Sgt. Howard I. Patchell
AE
Sgt. James M. Donley
AR
Sgt. Robert J. McCormick
G
Sgt. Donald F. Ransom
AG
Passengers
1st. Lt. George O. Capp
M/Sgt. Frank J. Naglak
Cpl. Jerome Fisher
Cpl. Albert P. Royle
2nd. Lt. Carroll C. Key
P
2nd. Lt. James M. Susoeff
CP
2nd. Lt. John W. Brown
N
2nd. Lt. Harry Fisher
B
S/Sgt. Clyde L. Baird
E
Sgt. Robert W. McKinney
R
Pvt. James E. Anderson
AE
Sgt. Jack C. Williamson
AR
Sgt. Richard L. Auer
G
Sgt. Douglas B. Dann
AG
Passengers
Sgt. Allen L. Bowman
Cpl. Ralph F. Reeder
Cpl. Harold D. Stroud
Cpl. Robert L. McCoy
2nd. Lt. Donald C.G. Schumann P
2nd. Lt. Harold E. White
CP
2nd. Lt. Raymond L. Thurber
N
2nd. Lt. Jim Biggerstaff
B
Sgt. Harvey E. Smith
E
Sgt. John M. Hilton
R
S/Sgt. Conrad Holzgraf
AE
S/Sgt. James V. Newton
AR
Sgt. Milliard R. Malwitz
G
Sgt. Isaac H. Odell
AG
Passengers
S/Sgt. Delmer A. Akerley
Sgt. Cecil Patton
Sgt. Carl R. Dolmetsch Jr.
Sgt. Paul L. Doukas
0731978
0687977
0750354
0751816
32539122
33308033
31228127
17077488
36421148
12194131
0571189
37285267
34585717
11101361
0749479
0752026
0809315
0688181
14131280
39454113
35639566
34474011
31278064
34599839
34289531
36445953
37506477
39555504
0672220
0747535
0689693
0676535
34516429
36281759
18015585
16034261
19175397
39278598
31300616
34433802
35654949
37448346
2nd. Lt. John P. Rhodes
P
2nd. Lt. Eber D. O'Faris
CP
2nd. Lt. Kenneth J. Murphy
N
2nd. Lt. Salem A. Smith Jr.
B
Sgt. Rector R. Cockings
E
Pvt. Dominic Rosas
R
Sgt. William E. Leis
AE
Sgt. Charles A. Heaton Jr.
AR
Sgt. William H. Barbarito Jr.
G
Pvt. Samuel Edwards
AG
Passengers
2nd. Lt. John Bilyk
2nd. Lt. Howard M. Oden
S/Sgt. Thomas M. Fink
Pvt. Jerome S. Rose
2nd. Lt. Paul R. Helander
P
2nd. Lt. John J. Schneider
CP
2nd. Lt. Alfred E. Cannon
N
2nd. Lt. Henry M. Snyder
B
Sgt. Gerald E. Carroll
E
Sgt. Oclotan U. Richmond
R
Sgt. Norbert F. Duginski
AE
Sgt. Raymond G. Giwojna
AR
Sgt. Bill J. McCullah
G
Sgt. Benjamin Z. Means
AG
Passengers
Sgt. Bernard F. Fitzpatrick
Sgt. Norman R. Jacobson
Sgt. George R. Palmer
Sgt. Albert N. Alexander
2nd. Lt. Irvin E. Toler
P
2nd. Lt. Edward C. O'Hare
CP
2nd. Lt. John E. Silvia
N
2nd. Lt. Fred J. Bittner
B
Sgt. Thurston E. Johnson
E
Sgt. Herbert C. Bloom
R
Sgt. Lyle E. Steinberg
AE
Sgt. Ray L. Jeffers
AR
Sgt. David A. Gustafson
G
Sgt. Paul E. Crewe
AG
Passengers
T/Sgt. Frederick J. Fenneweld
Sgt. Bernard F. Soufert
Sgt. Vincent M. Burke
Sgt. Edward A. Butler
0745180
0751289
0687958
0688978
18053195
38367454
18192905
18226363
31280111
32738235
0873020
0735439
32413485
35055269
0804331
0652243
0809318
0752588
19055027
39263863
16008632
16133962
37413477
33424645
32260948
12172778
32707922
33399071
0746484
0681173
0689674
0688503
13135079
39101187
32579409
32369841
16088710
35679564
37184855
13104652
32882318
31138999
208
2nd. Lt. Robert C. Voight
P
2nd. Lt. William C. Edwards
CP
2nd. Lt. Everett F. Stine
N
2nd. Lt. Robert T. Ash
B
S/Sgt. Richard Getz
E
Sgt. Robert W. Rigg
R
Sgt. Clarence R. Marshall
AE
Sgt. Paul E. Brown
AR
Sgt. Miltiades C. Cikes
G
S/Sgt. Thomas R. Hogan
AG
Passengers
Sgt. Walter C. Engel
Cpl. Edward R. Gerliner
Cpl. Samuel Katz
Sgt. George H. Leroy
1st. Lt. Robert K. Winn
P
2nd. Lt. James H. Harmon
CP
2nd. Lt. David T. Tobin
N
2nd. Lt. Richard J. Brady
B
S/Sgt. Charlie D. Lugosh
E
Sgt. Kenneth L. Dyer
R
Sgt. Edwin H. Pixley
AE
Sgt. Billy J. Espich
AR
Sgt. Robert R. Cook
G
Sgt. Jack W. Porter
AG
Passengers
S/Sgt. Nathaniel L. Brouing
Sgt. Robert M. Dowell
Sgt. Eugene S. Teter Jr.
Cpl. Merle E. Davis
1st. Lt. Heber H. Thompson
1st. Lt. William H. Smelter
1st. Lt. James L. Ferguson
2nd. Lt. Arthur Klein
2nd. Lt. George E. Cone
M/Sgt. Anthony P. Dennis
M/Sgt. Frank. A. Miller
M/Sgt. Willie G. Brantley
M/Sgt. Robert M. McDowell
S/Sgt. John R. Moore
S/Sgt. John L. Fluke
S/Sgt. Veikko Hirvivara
S/Sgt. S.J. Laney
T/Sgt. Alva B. Hampton
T/Sgt. Vernon L. Poppo
T/Sgt. Markus A. Schreacke
0737678
0811041
0689683
0688492
12034631
39549975
33231924
33380722
31258989
13116127
37292097
33301403
33311023
37609476
0724661
0811199
0690738
0688504
18201733
35568310
17107052
15354024
15230812
36181194
35614932
19114490
13116301
39536529
2nd. Lt. Earle P. Durley Jr.
P
0447213
2nd. Lt. Robert B. Haloran
CP
0808990
2nd. Lt. Naseeb S. Tweel
N
0689696
2nd. Lt. Lester Bise
B
0688502
S/Sgt. Clarence H. Stark
E
16131107
Sgt. Eamond A. Rock
R
32635184
Sgt. John Stemmerman
AE
12155113
Sgt. William D. Hackney
AR
36539204
Sgt. Joe P. Ford
G
39407846
Sgt. William C. Walker
AG
18200358
Passengers
Major Robert Campbell Jr.
0406707
1st. Lt. Earl H. Parks
0725909
1st. Lt. Clifford C. Gaither
0857093
M/Sgt. Michael P. Corce
6949840
CREW #18 Aircraft #42-52118
1st. Lt. Alan J. Teague
P
2nd. Lt. Jesse M. Hamby
CP
2nd. Lt. Bruce A. Vaughn
N
2nd. Lt. Roy E. Anderson
B
S/Sgt. Edmund J. Rudnicki
E
Sgt. Simon Cohen
R
Sgt. Joseph M. Redditt
AE
Sgt. Kazmierz Pochopin
AR
Sgt. John A. Duka
G
Sgt. Harvey R. Davis
AG
Passengers
S/Sgt. John J. Bernhard
S/Sgt. Russell A. Jenkins
S/Sgt. Robert G. Waddell
S/Sgt. Lane E. McPhee
1st. Lt. Chester B. Hackett, Jr.
1st. Lt. Raymond S. McKeeby
2nd. Lt. Bruce B. McCleary
2nd. Lt. Francis L. Martin
M/Sgt. Seamon A. Pledger
M/Sgt. Francis Berrigan
S/Sgt. Harley A. Kelly
S/Sgt. James T. Gwaltney
S/Sgt. Herbert C. Heidrich
S/Sgt. Joseph N. Musuraca
S/Sgt. Earl A. Eggleston
S/Sgt. Merle S. Morris
S/Sgt. Richard G. Pokorny
T/Sgt. James C. Inglesby
T/Sgt. Curry Dial
T/Sgt. James F. Doherty
T/Sgt. Hunter W. Martin
T/Sgt. Ernest A. Lapko
Sgt. Dale L. Black
Sgt. Obest B. Rood
T/Sgt. Ralph C. Flees
Sgt. Thomas C. Schnoor
0661892
0811196
0690742
0688300
35300453
11130339
34427597
32591233
31277387
33340771
35474117
17074757
14121340
17027206
209
Sgt. George M. Mathews
Sgt. Charles E. Coyle
Sgt. Henry J. Myslinski
Cpl. Harvey D. Casner
Cpl. John R. Ray
Cpl. Frank A. Carpenter
Cpl. Vincent E. Lang
PFC Guion J. Allen
PFC Glenn Horner
Pvt. Francis J. Allen
2nd. Lt. James J. Bell
P
2nd. Lt. David E. Mellott
CP
2nd. Lt. Hugh X. Cullinan
N
2nd. Lt. Marvin Joseph
B
S/Sgt. James R. Bricker
E
S/Sgt. William E. Ruck Jr.
R
Sgt. Kenneth L. Hess
AE
Sgt. Lloyd T. Williams
AR
S/Sgt. Roger O. Vance
G
Sgt. Daner E. Anderson
AG
Passengers
1st. Lt. James L. Ferguson
2nd. Lt. George E. Cohen
1st. Lt. Raymond S. McKeeby
M/Sgt. Robert M. McDowell Jr.
2nd. Lt. James P. Sullivan
P
2nd. Lt. Evan J. Evans
CP
2nd. Lt. Kenneth O. Reed
N
2nd. Lt. Leonard B. Harmon
B
S/Sgt. Lawrence H. Vogtmann
E
T/Sgt. William C. Maxwell
R
S/Sgt. William g. Senville
AE
S/Sgt. Clifford W. Harris
AR
S/Sgt. Michael J. Fuller
G
S/Sgt. George A. Herpoulos
AG
Passengers
T/Sgt. Alva B. Hampton
Sgt. Charles E. Gayle
Cpl. Vincent E. Lang
Cpl. James J. Kveten
Sgt. Ernest H. Stark
Sgt. Glade H. Butterfield, Jr.
Sgt. Marvin Koffman
Sgt. Charles H. Kruse
Cpl. Clarence E. Gibson
Cpl. Robert A. Prouty
Cpl. William P. Miller
PFC Joseph S. Blouin
PFC Elmer C. Madsen
PFC Alvin M. Jampol
0742831
0749286
0736688
0678418
35588078
13019337
36068383
19122941
39530101
13033362
0568113
0861048
0500564
14037254
0675950
0752188
0416197
0676384
37216961
33249071
31160560
35662194
11038363
15377097
37254291
39404396
32478867
36647841
2nd. Lt. Robert E. Kraus
P
2nd. Lt. Clive O. Stevens
CP
2nd. Lt. Mathew L. Szydlowski
N
2nd. Lt. Harry A. Kohn
B
S/Sgt. Azizes F. Erban
E
S/Sgt. William H. Pehle
R
S/Sgt. Earl Ellis Jr.
AE
S/Sgt. Junior W. Klug
AR
S/Sgt. Arnold H. Radde
G
S/Sgt. Leon Hawkersmith
AG
Passengers
S/Sgt. Richard G. Pokorny
T/Sgt. James F. Doherty
S/Sgt. Max M. Myers
2nd. Lt. Thomas R. Appel
P
2nd. Lt. Richard L. Henderson
CP
2nd. Lt. Bruce B. Winter
N
2nd. Lt. Reese C. Lee
B
T/Sgt. James A. Pegher
E
S/Sgt. John F. Decker
R
T/Sgt. Furman A. Powell
AE
S/Sgt. George H. Jepson
AR
S/Sgt. Richard L. Maze
G
Sgt. Roy E. Lewis
AG
Passengers
Major Hubert S. Judy Jr.
1st. Lt. Arthur S. Hunt
Sgt. Alfred E. Candelaria
Sgt. Henry J. Myslinski
0732021
0809059
0690736
0684171
11057792
37308259
15335103
13167639
16085975
34149089
12095697
32290419
6919517
0680377
0751323
0705260
0671260
33268724
13113895
34381553
12169791
6940927
14072402
0406697
0729755
39258873
32422730
210
2nd. Lt. Henry B. Schroeder
P
2nd. Lt. Lewis M. Sarkovich
CP
2nd. Lt. Bruce E. Crane
N
2nd. Lt. Jack R. Smith
B
S/Sgt. Hugh O. Riley
E
Sgt. Moe Liebman
R
Sgt. William E. Seidel
AE
Sgt. Francis W. Scarbrough
AR
Sgt. Alfred B. Maine
G
Sgt. Robert D. Hiller
AG
Passengers
Cpl. Robert A. Prouty
T/Sgt. Ernest H. Lepke
T/Sgt. Markus A. Schreacke
Sgt. Ernest H. Stark
2nd. Lt. Jack L. Barak
P
2nd. Lt. Anthony Witzkowski
CP
2nd. Lt. Thaine A. Clark
N
2nd. Lt. Martin F. Surovy
B
Sgt. Jesse R. Kain
E
Sgt. Joseph S. Kasacjak
R
Sgt. Floyd E. Sand
AE
Sgt. Van B. Scott
AR
Sgt. Bertrand B. Lutz
G
S/Sgt. Roy E. Maker
AG
Passengers
S/Sgt. Veikko Hirviivara
Sgt. George M. Mathews
T/Sgt. James F. Ingelsby
Pvt. Francis G. Koh. Jr.
0680731
0686600
0687815
0751850
18052449
32411484
36058850
16030978
31259024
19170207
34248906
39606393
36027064
32816868
2nd. Lt. William M. Martin
P
2nd. Lt. William A. Bond
CP
2nd. Lt. William S. Cuthbert
N
2nd. Lt. Williard E. Wallace
B
Sgt. William E. Sherratt
E
Sgt. Peter Edgar
R
S/Sgt. Charles F. Voge.
AE
Sgt. Anthony J. Kuzminski
AR
Sgt. David D. Culp
G
Sgt. Ike J. Beasley
AG
Passengers
S/Sgt. John R. Moore
T/Sgt. Vernon L. Poppe
Pvt. Alvin M. Jampol
37178164
15089461
11037040
36123974
2nd. Lt. James E. Urban
P
2nd. Lt. Alden P. Anthony
CP
2nd. Lt. Fred Brenner
N
2nd. Lt. Stanley Friedman
B
Sgt. Howard M. Smith
E
Sgt. Wendell R. McClellan
R
S/Sgt. Roy D. Barber
AE
Sgt. George Petula
AR
Sgt. Joseph B. Deffner
G
Sgt. John J. Kelly
AG
Passengers
Cpl. Clarence E. Gibson
T/Sgt. Curry Dial
Cpl. Harvey D.Casner
Pvt. Guion J. Allen
1st. Lt. Robert T. Lambertson
P
0732023
2nd. Lt. James L. Thomas
CP
0752088
2nd. Lt. Ralph E. Brown
N
0809316
2nd. Lt. Robert D. Larew
B
0688672
S/Sgt. Perry L. Davenport
E
39091485
Sgt. William Sidoruk
R
32623822
Sgt. Ray K. Littlejohn
AE
34169612
Sgt. Walter D. Petts
AR
15382788
Sgt. Andrew P. Long
G
32186301
Sgt. Edward D. Roser
AG
32678470
Passengers
Capt. Heber H. Thompson
01699234
1st. Lt. William D. Smelter
02043773
M/Sgt. Willie G. Brantley
15098971
Sgt. John R. Ray
18168514
2nd. Lt. Richard C. Harris
P
2nd. Lt. William C. Moore
CP
2nd. Lt. Warren R. Auch
N
1st. Lt. Frank S. Phillips
B
S/Sgt. Robert E. Whiteside
E
Sgt. Paul T. Dempsey
R
S/Sgt. Alfred F. Massey
AE
S/Sgt. Grady W. McLaughlen
AR
S/Sgt. Harry T. Rummel
G
S/Sgt. George J. Schible
AG
Passengers
2nd. Lt. Bruce B. McCleary
M/Sgt. Francis Berrigan
S/Sgt. Harley A. Kelley
Sgt. Mervin Koffman
0806776
0686297
0687811
0751854
15337846
33416993
35347119
18109376
32605895
11116363
0805949
0808938
0687930
0741384
18046491
12187861
18046310
11101473
35538126
14058704
35385158
36175912
32883696
0676878
0808482
0687928
0688184
17038532
38285507
14040228
12183208
32675587
32782047
16057749
15041120
36581785
34609898
0494504
0808576
0687803
02043738
15070206
12135037
31124673
19175031
37272148
13155700
0799815
38089023
19138718
31161869
211
2nd. Lt. Stewart F. Chase
P
2nd. Lt. Lorenz G. Johnson
CP
2nd. Lt. Philip Baskin
N
2nd. Lt. John A. Bienapfl
B
S/Sgt. Luther D. Rummage Jr.
E
Sgt. Thomas R. Lee
R
Sgt. Demo D. Saranti
AE
Sgt. Raymond W. Wood
AR
S/Sgt. Harry D. Quillen
G
Sgt. Harry W. Klober
AG
Passengers
T/Sgt. Hunter W. Martin
T/Sgt. S. J. Laney
S/Sgt. John L. Fluke
Pvt. Elmer C. Madsen
2nd. Lt. Lawrence T. Crepeau
P
2nd. Lt. Robert E. Lehman
CP
2nd. Lt. William F. New
N
2nd. Lt. Otto Ciavardoni
B
Sgt. Dearl Whittaker
E
Sgt. Joseph R. Morrison
R
Sgt. Johnny W. Jones
AE
Sgt. Bashem B. Weide
AR
Sgt. Raymond M. Arnold
G
Sgt. Jesse W. Carroll
AG
Passengers
S/Sgt. Merle S. Morris
S/Sgt. Charles W. Kruse
S/Sgt. Dale L. Black
Sgt. Glade H. Butterfield Jr.
1st. Lt. Philip B. Thompson
P
2nd. Lt. Robert C. Beirke
CP
2nd. Lt. Bernard C. McGunn
N
2nd. Lt. Lloyd A. Drury
B
Sgt. Arnie R. Gunderson
E
Cpl. Isidore Pertzman
R
Sgt. Robert H. Hale
AE
Sgt. Joseph T. Michalczyk
AR
Cpl. Jerry Mejeur Jr.
G
S/Sgt. John P. Moran
AG
Passengers
Sgt. Obest B. Reed
M/Sgt. Frank A. Miller
T/Sgt. Ralph C. Flees
Cpl. Frank A. Carpenter
0746293
0752416
0687806
0744233
14196490
18171694
12140760
19179637
12012673
33035628
33221158
38120892
33252139
39695963
0747219
0750630
0690491
0688580
15117053
36629920
14149210
37229920
39550987
34369438
17026290
37446869
14134595
17071649
0725377
0811329
0690467
0747653
17154143
11057888
17159570
31284067
16014523
31097317
18043424
37113148
16046785
38379028
2nd. Lt. George W. Elkins
P
2nd. Lt. Eugene J. Coffey
CP
2nd. Lt. Edward T. Card
N
2nd. Lt. Richard P. Casterline
B
Sgt. Morris F. Cooper
E
Sgt.Thomas V. Tornillo
R
Sgt. George H. Finch
AE
Sgt. Oren E. Casto
AR
Sgt. Mattie A. Laurelli
G
Sgt. Walter Mishaner
AG
Passengers
S/Sgt. James T. Gwaltney
S/Sgt. Herbert C. Heidrich
Cpl. William P. Miller
Cpl. Joseph S. Blouin
1st. Lt. Max R. Jordon
P
2nd. Lt. Adolph T. Abraham
CP
2nd. Lt. Robert B. Stone
N
2nd. Lt. Searl J. Collins Jr.
B
S/Sgt. John J. Holesa
E
S/Sgt. Jacob E. Edwards
R
Sgt. Anthony J. Daidone
AE
Sgt. Walter S. Baron
AR
Sgt. Archie B. Indorf
G
Sgt. Roy E. Ball
AG
Passengers
Pvt. Glen Horner
Sgt. Thomas C. Schnoor
M/Sgt. Anthony P. Dennis
S/Sgt. Joseph N. Musuraca
1st. Lt. James E. Curtis
P
2nd. Lt. Donald Clift
CP
2nd. Lt. Emmett J. Moore
N
2nd. Lt. Leonard H. Feingold
B
Sgt. Marion C. Maxton
E
Pvt. Eugene E. Higgins
R
Sgt. Henry I. Gouthier
AE
Sgt. John E. McClone
AR
Sgt. Malcolm W. Crow
G
S/Sgt. Robert P. Hudson Jr.
AG
Passengers
Capt. Chester P. Hackett Jr.
1st, Lt. Arthur Klein
1st. Lt. Francis L. Martin
M/Sgt. Seamon A. Pledger
0804312
0748576
0755172
0688174
34570736
32562276
19171540
15338524
32836621
32830147
33158448
37264787
16121346
39553152
0725740
0810982
0689684
0749611
15072502
18000037
32306952
31133831
35595495
35595557
38452559
39082176
6788860
35340477
0725688
0811338
0690683
0688744
37205700
36273563
31147965
32202248
38446782
32176645
0406683
0796549
0857096
14057081
212
Captain Glassell S. Stringfellow
1st. Lt. Carl T. Yast
2nd. Lt. Mavin C. Onks
2nd. Lt. Lester E. Davidson
2nd. Lt. James E. Smithson
2nd. Lt. John E. Olhaber
M/Sgt. Darwin T. Hall
S/Sgt. Lloyd S. Brewer
S/Sgt. Edgar E. Lyon
S/Sgt. Robert M. Kellner
S/Sgt. Michael E. Kruzinski
S/Sgt. Ernest E. Jones
T/Sgt. James E. Cackett
T/Sgt. Alfio A. Fontanella
T/Sgt. Edward G. Finnegan
Sgt. Billy C. Smith
Sgt. William Thorne
1st. Lt. Lester F. Miller
1st. Lt. Thomas J. Maye
2nd. Lt. Harry J. Oppelt
2nd. Lt. Francis C. Doherty
2nd. Lt. Robert C. Klein, Jr.
M/Sgt. Julius E. Ryan, Jr.
S/Sgt. William M. Camp
S/Sgt. Roy F. Stroop
S/Sgt. William P. O'Reilly
T/Sgt. Ralph Swartzkopf
T/Sgt. Herbert S. Chrzan
T/Sgt. Manlie A. DePaoli
T/Sgt. Harry A. Anderson
Sgt. Frank Masef
Sgt. Ronald E. Weaver
Sgt. John A. Sager
Sgt. Harry G. Holmberg
Sgt. James E. Taylor
Sgt. Walter D. Trinder
Sgt. Clayton R. Harvey
Sgt. Lawrence E. Voorheis
Cpl. Edgar S. West, Jr.
Cpl. Robert C. Swin
Cpl. Francis C. Schade
Cpl. Anthony Rouscotti
Cpl. Ned R. Hugley
PFC David Frank
PFC Walter E. Andress
Pvt. Albert L. Dickerson
2nd. Lt. Edward D. Hughey, Jr.
P
1st. Lt. Charles D. Hill
CP
2nd. Lt. Sumner W. Stevens
N
2nd. Lt. Edwin S. Jacobson
B
S/Sgt. Curtis L. Koon
E
Sgt. Carl Anderson
R
Sgt. James C. Hicks
AE
Sgt. Homer C. Risner
AR
Sgt. John L. Reim
G
Sgt. Richard B. Laing
AG
Passengers
S/Sgt. William P. O'Reilly
Cpl. Edgar S. West, Jr.
Cpl. robert G. Swin
Pvt. Albert L. Dickerson
Sgt. Stephen E. Bursenski
Sgt. Mitchell J. Biernat
Sgt. Will T. Lee
Cpl. John R. Shea
Cpl. John F. Muller, Jr.
Cpl. Ralph C. Erskine, Jr.
Cpl. Louis J. Tora
Cpl. Lawrence R. Jablonski
Cpl. Joseph Sulin
PFC Milton A. Solomen
PFC Dennis W. McLaughlin
PFC Emilie E. Tafoya
0677748
0397552
0670285
0684114
33252697
19185853
17129097
38333496
13110217
19164878
32139452
18124229
38504881
35867339
2nd. Lt. Joseph W. Shank, Jr.
P
1st Lt. Edward J. Pearce
CP
2nd. Lt. Clark S. Bender
N
2nd. Lt. Turner A. Sowell, Jr.
B
S/Sgt. Leonard G. LaJoie
E
S/Sgt. Eugene C. Weishaar
R
Sgt. Park J. Blair
AE
Sgt. Raymond E. Martin
AR
Sgt. William D. Rabor
G
Cpl. Calvin H. End
AG
Passengers
2nd. Lt. John H. Olhaber
S/S. Ernest E. Jones
Sgt. Ned R. Hugley
Sgt. James E. Taylor
0743108
0393388
0736682
0747607
16023435
36704194
13095286
39453037
39118166
39453465
0873363
13062713
14152714
36446039
213
2nd. Lt. Lawrence M. Edman
P
2nd. Lt. Lawson D. Campbell
CP
2nd. Lt. Joseph C. Chaffin
N
2nd. Lt. Philip Mufsen
B
S/Sgt. James W. Dailey, Jr.
E
S/Sgt. Jack A. Chormley
R
Sgt. John Wallends,Jr.
AE
Sgt. Harold W. Beaver
AR
Sgt. Tony Gomondo
G
Sgt. Harold L. Delay
AG
Passengers
2nd. Lt. Lester E. Davison
T/Sgt. Edward G. Finnegan
T/Sgt. Ralph Schwartzkofp
Sgt. Frank Macefe
1st. Lt. James D. Conrad
P
2nd. Lt. Joseph R. Gonzales, Jr.
CP
2nd. Lt. Royal D. Goldenberg
N
2nd. Lt. Benny E. Roark
B
S/Sgt. Paul F. Bland
E
Cpl. Julius S. Kopes
R
Sgt. Bernard W. Anderson
AE
Pvt. Russel E. Towsley
AR
Sgt. Byron V. Bacon
G
Sgt. Jasper W. Early
AG
Passengers
2nd. Lt. Francis C. Doherty
S/Sgt. Lawrence E. Voorheis
Cpl. Francis C. Schade
Cpl. Lawrence J. Jablonski
F/O Karl M. Schlund
P
F/O William W. Rogers
CP
2nd. Lt. Robert K. Hassel
N
2nd. Lt. Raymond L. Cohee
B
Sgt. Robert G. Woolweaver
E
Cpl. Frank J. Gardner
R
Sgt. Carlton McIntosh
AE
Sgt. William E. Ervin
AR
Sgt. Arthur L. Torness
G
Sgt. James E. Jefferson
AG
Passengers
Sgt. Harry G. Holmberg
Cpl. Joseph Sulin, Jr.
Cpl. Walter E. Andress
Cpl. Dennis W. McLaughlin
0740775
0687543
0797265
0684181
38236448
32626123
35514944
39269212
15377489
19188393
0739076
32385610
19094390
33300883
0365492
0752196
0687939
0751844
35370902
35746618
16069755
35377602
17035965
13075590
0861158
39608515
17035965
13075590
T-61138
T-122253
0687944
0752551
13145931
13048050
14140523
19170231
17036948
33486265
36331430
35599259
32473368
38439767
2nd. Lt. Robert W. Carroll
P
1st. Lt. Wirt D. Walker
CP
2nd. Lt. Castleton D. Smith
N
2nd. Lt. John E. Hennessy
B
S/Sgt. Earl F. Brown
E
S/Sgt. Milfred K. Hathaway, Jr.
R
Cpl. Albert E. Childs
AE
Sgt. Randall C. Laing
AR
Cpl. Robert F. Miltner
G
S/Sgt. Melvin F. Schiefelbein
AG
Passengers
M/Sgt. Julious E. Ryan, Jr.
S/Sgt. Clayton R. Harvey
Sgt. Walter D. Trinder
Cpl. Louis J. Tora
2nd. Lt. Donald R. Coleman
P
2nd. Lt. Edward P. Meents, Jr.
CP
2nd. Lt. Albert DiLorenzo
N
2nd. Lt. Donald H. James
B
S/Sgt. Stanley Malamut
E
Sgt. Royal V. Donihee
R
Sgt. George J. Robichau
AE
Sgt. Willis Mills
AR
Sgt. Ralph Meigs
G
Sgt. Bordie S. Haynes
AG
Passengers
2nd. Lt. Marvin C. Onks
T/Sgt. Henry A. Anderson
S/Sgt. Roy N. Stroop
Sgt. Mitchell J. Biernat
2nd. Lt. Clair W. Cline
P
2nd. Lt. Robert O. Brockman
CP
1st. Lt. Adin S. Batson
N
2nd.Lt. Ted Strain
B
Sgt. Lin L. Teing
E
Cpl. Maurice M. Taylor
R
Sgt. Ira H. Loyd
AE
Sgt. Hubert A. Hunt
AR
Sgt. Robert H. Yarnell
G
Sgt. Albert Giliotti
AG
Passengers
1st. Lt. Carl T. Yast
T/Sgt. Herbert S. Chrzan
S/Sgt. Lloyd S. Brewer
Cpl. Ralph C. Erskine, Jr.
0680173
0661573
0750225
0673163
35368548
31157119
34266654
36365095
39827755
35307779
18030400
37276174
32383444
12136206
0805892
0750812
0687932
0752571
13154151
38426739
11116192
37419291
14135765
34490741
0799842
37164217
3312689
36310611
0746302
0687671
0687924
0686204
3660326
35724736
36431449
38321373
35668792
32717371
0570876
16027847
37263834
34770116
214
2nd. Lt. Robert A. Martin
P
2nd. Lt. Joseph B.S. Johnson, Jr. CP
2nd. Lt. Joseph E. Sutphin
N
2nd. Lt. John E. Johnston
B
S/Sgt. George C. Hunt
E
S/Sgt. Richard C. Thalhamer
R
Sgt. Melvin Porter
AE
Sgt. Charlie Flukinger, Jr.
AR
Sgt. Robert N. Metcalf
G
Sgt. Earl D. Hostetter
AG
Passengers
2nd. Lt. Robert C. Klein
M/Sgt. Wilfred Carroll
S/Sgt. Robert M. Kellner
Cpl. Milton A. Solomon
2nd. Lt. Walter A. Yuengert
P
2nd. Lt. Edward A. Fox
CP
2nd. Lt. Charles E. Sloan
N
2nd. Lt. Rudolf F. Gabrys
B
Sgt. Howard L. Wilson
E
Sgt. Irving Kolokow
R
Sgt. Albert H. Backhaus
AE
Sgt. Dallas D. Beverlin
AR
Sgt. Edward F. Boss
G
Sgt. Herman Wittenberg
AG
Passengers
S/Sgt. Edgar E. Lyon
S/Sgt. Michael E. Gruzinski
S/Sgt. Will T. Lee
Cpl. John F. Muller, Jr.
1st. Lt. Thomas J. Keene
P
2nd. Lt. James R. Bettcher
CP
2nd. Lt. Harold W. Smith
N
2nd. Lt. Edwin G. Moran
B
Sgt. Grover C. Bingham
E
Cpl. William J. Demetropoulus
R
Sgt. Brona D. Bottoms
AE
Sgt. Charlie L. Blanton
AR
Sgt. Frederick L. Krepser
G
Sgt. George S. Sansburn
AG
Passengers
Capt. Glassel S. Stringfellow
2nd. Lt. Harry J. Oppelt
M/Sgt. Darwin T. Hall
Cpl. John R. Shea
0732039
0751708
0741719
0752572
33392182
15335752
15325318
18191275
35619527
37499896
0864058
14040294
36262680
32573476
0742103
0808980
0689677
0751820
33215816
12189812
38273742
36707999
33227643
13124383
16033854
33300726
35722767
12218746
0429657
0751083
0690687
0748015
17122093
16156816
18187423
39394021
18226472
39552768
0416361
0801356
7011025
31110439
2nd. Lt. David E. Manning
P
2nd. Lt. Robert F. Palicki
CP
2nd. Lt. Jerome Slepin
N
2nd. Lt. Arne O. Bergum
B
Sgt. David E. Lackney
E
Sgt. Philip H. Klum
R
Sgt. Irving Mazur
AE
Sgt. William S. Pennypacker
AR
Sgt. Joseph F. Kasprzak
G
Sgt. John B. Nelson
AG
Passengers
2nd. Lt. James E. Smithson
M/Sgt. James D. McIntyre
S/Sgt. Stephen H. Burzenski
Cpl. David Frank
2nd. Lt. Abraham J. Kittredge
P
2nd. Lt. Charles E. Schmidt
CP
2nd. Lt. Harold E. Smith
N
2nd. Lt. Raymond Junkin
B
Sgt. Harry L. Harris
E
Sgt. Kenneth H. DeSoto
R
S/Sgt. Grady V. Howell, Jr.
AE
Sgt. Clinton D. Stackhouse II
AR
Pvt. Benjamin J.Ochart
G
Sgt. James C. Hussong
AG
Passengers
T/Sgt. James H. Cackett
Sgt. Billy C. Smith
Sgt. William Thorne
Cpl. Anthony Ruscetti
1st. Lt. Myers Wahnee
P
F/O Stuart K. Barr
CP
2nd. Lt. Richard M. Hager
N
2nd. Lt. Walter S. Maszewski
B
S/Sgt. Walter Farmer
E
Sgt. Lawrence R. Reep
R
Sgt. Richard H. Elliott
AE
Sgt. William W. Cordray
AR
Sgt. John C. Copolla
G
Sgt. Edward J. McGraw
AG
Passengers
1st. Lt. Lester F. Miller
T/Sgt. Manlio A. DePaoli
S/Sgt. William L. Camp
Sgt. John A. Sager
0745722
0808887
0689676
0747568
15082537
12186879
12036294
13137693
13155970
39275415
0861750
31118322
32229340
32881627
0745907
0750861
0620728
0743791
39304390
19186251
34038420
18053801
32501763
33552734
6974418
37244995
32465234
31180117
0724574
T-61270
0687941
0688674
18214291
14166172
18227023
35420351
11111234
16057297
0793358
32398673
38317479
36331018
215
1st. Lt. Elmer H. Hammer, Jr.
P
F/O Morgan Goodpasture
CP
2nd. Lt. Morris A. Thomson
N
2nd. Lt. Roger E. Cuddeback
B
S/Sgt. Edwin J. Wingfield
E
Sgt. Thaddeus M. Domzalski
R
Sgt. Arthur R. Krueger
AE
Sgt. Francis A. Farris
AR
Sgt. Melvin P. Rosencranz
G
Sgt. Fred G. Rowe
AG
Passengers
1st. Lt. Thomas J. Maye
T/Sgt. Alfio A. Fontanella
Sgt. Roland B. Wheeler
Pvt. Emilie E. Tayofa
Major Kenneth D. Squyres
1st. Lt. Jack P. Edwards
1st. Lt. Joseph E. Kaiser
2nd. Lt. John A. Black
2nd. Lt. Howard A Garaas
M/Sgt. William G. Cooper
M/Sgt. Gerald W. Gensinger
M/Sgt. Reynaldo C. Valdez
S/Sgt. Stewart R. Chandler
S/Sgt. Torbio P. Hernandez
S/Sgt. Charles G. Manrose
S/Sgt. George E. Murphy
S/Sgt. Raymond R. Slocum
T/Sgt. John L. Dodgen
T/Sgt. Albert F. Kolb
Sgt. Harrell Blackeney
Sgt. Keanon P. Cates
Sgt. James F. Lynch
Sgt. Angelo Paradise
Sgt. Vernon L. Siegel
Sgt. James W. Woodul
Sgt. Murray D. Zimney
Cpl. Ralph H. Bent
Cpl. William I. Davidson
Cpl. Dometrio T. Landi
Cpl. Donald E. Rink
Cpl. James J. Kveton
PFC Daniel O. Burmeister
0389298
T-61188
0689691
0671293
19175590
6899699
19124094
36633396
11081549
16162393
01695844
11065954
11071493
37344783
1st. Lt. Kenneth C. Doty
1st. Lt. Andrew J. Hau
1st. Lt. Robert R. Thornton
2nd. Lt. Henry B. Gabrielson
2nd. Lt. John J. Baldwin
M/Sgt. Robert E. Futrell
M/Sgt. Paul R. Riendeau
M/Sgt. Marvin V. Druen
T/Sgt. Kenneth C. Johnson
T/Sgt. John E. McGuinness
T/Sgt. Richard E. Chaney
S/Sgt. Arthur E. Holder
S/Sgt. Max M. Myers
S/Sgt. Eugene M. Moisanen
S/Sgt. Walter M. Rude
S/Sgt. Herschel L. Hargrove
Sgt. Herbert E. Jones
Sgt. Thomas P. Nigri
Sgt. James C. Powers
Sgt. John L. Sullivan
Sgt. Joe R. Voto
Sgt. Billie B. Bell
Sgt. Alfred E. Candelaria
Cpl. Corydon T. Jennings
Cpl. Henry L. Pedicone
Cpl. Jerome R. Spielberg
Cpl. Albert J. Barnabee
Cpl. Ralph E. Bradford, Jr.
PFC Hubert L. Pierson
216
2nd. Lt. Thomas A. E. Foster
P
2nd. Lt. Francis G. Rogers
CP
2nd. Lt. Paul V. Dailey
N
2nd. Lt. Donald W. Hanslik
B
S/Sgt. James F. Brandt
E
S/Sgt. Arthur Angelo
R
Sgt. Charles F. Hipps
AE
Sgt. Chester W. Janeczko
AR
Sgt. Billie C. Pollard
G
Sgt. Umberto F. Ostarello
AG
Passengers
S/Sgt. Clinton C. Harrison
S/Sgt. Marvin V. Druen
S/Sgt. Stewart R. Chandler
Sgt. Corydon T. Jennings
2nd. Lt. John R. McCune
P
2nd. Lt. Loyd F. Morse
CP
2nd. Lt. Maurice L. Hooks
N
2nd. Lt. James I. Misuraca
B
S/Sgt. Woodrow W. Yager
E
S/Sgt. Norrell B. Sawyer, Jr.
R
S/Sgt. Bernis F. Bowers
AE
S/Sgt. Kirk C. Dickson
AR
S/Sgt. Williard D. Cobb
G
S/Sgt. Earl R. Kennedy
AG
Passengers
1st. Lt. Joseph E. Kaiser
T/Sgt. Charles G. Manrose
Sgt. Joe. R. Voto
Cpl. Dometrio T. Landi
2nd. Lt. Philip J. Chase
P
2nd. Lt. Bernard L. Reed
CP
2nd. Lt. Harry K. Farrell, Jr.
N
2nd. Lt. Roland B. Hallinger
B
S/Sgt. Arthur S. Meyerowitz
E
S/Sgt. Joseph De Frame
R
S/Sgt. Thomas M. McNamara
AE
S/Sgt. William D. Dunham
AR
S/Sgt. Anthony Walesik
G
S/Sgt. Howard R. Peck
AG
Passengers
1st. Lt. Jack P. Edwards
2nd. Lt. John A. Black
2nd. Lt. Henry B. Gabrielson
Sgt. Herbert F. Jones
0741894
0687768
0736627
0739094
35741985
11100398
33253299
36553040
38425993
36604398
18043198
35286136
11023960
6939175
0741991
0808577
0672950
0685087
34374567
38329184
38319652
33125833
11085357
17100533
0710387
17030425
35576246
13086359
0745621
0750844
0688013
0673156
32000985
11118062
16088447
34303305
33034529
39272980
0793143
0806611
0860698
16114162
2nd. Lt. Alfred H. Locke
P
2nd. Lt. Errol A. Self
CP
2nd. Lt. John N. Hortenstine
N
2nd. Lt. Arthur C. DelClisur
B
Pvt. Virgil H. Carroll
E
Sgt. Frank Cappella
R
Sgt. Pedro S. Paez
AE
S/Sgt. Dale R. Van Blair
AR
S/Sgt. Albert N. Spadafero
G
S/Sgt. Henry L. Beisclair
AG
Passengers
2nd. Lt. John L. Baldwin
S/Sgt. George E. Murphy
Cpl. Hubert L. Pierson
Cpl. Daniel O. Burmeister
1st. Lt. Alvin D. Skaggs
P
2nd. Lt. Benjamin F. Baer
CP
2nd. Lt. Donald C. Todt
N
2nd. Lt. Elbert F. Lozes
B
M/Sgt. George Glevanik
E
S/Sgt. Stanley C. Filipowicz
R
S/Sgt. Ray K. Lee
AE
S/Sgt. William E. Jackson, Jr.
AR
S/Sgt. Eugene Gaskins
G
S/Sgt. Francis X. Sheehan
AG
Passengers
Major Kenneth D. Squyres
1st. Lt. Arch C. Doty
T/Sgt. Kenneth C. Johnson
Sgt. Albert J. Barnabee
2nd. Lt. John R. Tarrant, Jr.
P
2nd. Lt. Roland P. Thomason
CP
2nd. Lt. Grant W. Collins
N
2nd. Lt. Paul S. Markiewicz
B
Sgt. Roger E. Otto
E
Sgt. Bernard W. Janata
R
Sgt. William H. McAdoo
AE
Sgt. Louis A. Marcantonio, Jr.
AR
Sgt. Carl W. Loftus
G
Sgt. Alfred Salotti
AG
Passengers
M/Sgt. Robert E. Futrell
M/Sgt. Reynolds C. Valdez
T/Sgt. Albert F. Kolb
S/Sgt. James W. Woodul
0680460
0805988
0673077
0688513
32414596
32672842
39255107
16076061
11090413
14084140
0860778
35250626
12101184
17146367
0726497
0806604
0750173
0671380
33115177
11039297
17014781
15102452
14082144
16110241
0406033
0913666
19017049
36566628
0676820
0687719
0687992
0685084
17069645
15377089
33256512
11091423
35643496
12203692
17032131
18102186
32141941
6939291
217
2nd. Lt. Gail A. Sheldon
P
2nd. Lt. Marion L. Peek
CP
2nd. Lt. John P. Lahart
N
2nd.Lt. Irwin R. Larson
B
T/Sgt. Norris M. Christian
E
Sgt. John L. McGrath
R
Sgt. Paul S. McCray
AE
Sgt. George H. Parker
AR
Sgt. Arthur C. Koth
G
Sgt. Sam E. Batchelor
AG
Passengers
1st. Lt. Andrew J. Hau
T/Sgt. Richard E. Chaney
T/Sgt. John L. Dodgen
S/Sgt. Billie B. Bell
2nd. Lt. William F. Ferguson
P
2nd. Lt. Walter J. Bulawa
CP
2nd. Lt. Charles P. Weisenburgh N
2nd. Lt. Harry Kasbarian
B
S/Sgt. Walter T. Kelly
E
PFC Wladyslaw R. Gerafin
R
Sgt. Henry W. Allen, Jr.
AE
Sgt. Norman F. Acido
AR
Sgt. Leon A. Ward, Jr.
G
Sgt. Bernard D. Prabucki
AG
Passengers
1st. Lt. Robert R. Thornton
M/Sgt. Paul R. Riendeau
Sgt. Harrell Blakeney
Cpl. Ralph H. Bent
2nd. Lt. Harvey E. Broxton
P
2nd. Lt. Dwight W. Covell
CP
2nd. Lt. Robert F. Fauerback
N
2nd. Lt. Clair E. Sharp
B
Sgt. Donald V. Birdsall
E
Sgt. Joe K. Corziatti
R
Sgt. Robert E. Hudson
AE
Sgt. Keith C. Tindall
AR
Sgt. Irving Elba
G
Sgt. Henry Kubinski
AG
Passengers
T/Sgt. John E. McGuinness
S/Sgt. Toribio P. Hernandez
S/Sgt. Arthur E. Holder
Sgt. Murray D. Zimney
0805992
0809036
0687950
0749973
18115189
31237174
35635979
14074246
37655875
32783734
0660993
36533403
6928354
13103027
0681366
0808947
0689706
0688359
14040497
12171902
14187838
19174760
19203253
32731039
0430028
11041902
34394406
34448756
0747201
0811341
0687825
0746837
12171708
18194485
16162433
17127045
32711613
36555495
35353545
18117463
38049055
32415988
2nd. Lt. Charles W. Billings, Jr.
P
2nd. Lt. William H. Thomas
CP
2nd. Lt. Everard P. Wandell
N
F/O Edward E. George
B
S/Sgt. Robert B. Kerrick
E
Cpl. Jack R. Callison
R
Sgt. Walter R. Johnson
AE
Sgt. Albert R. Kohl
AR
Sgt. Ulmer E. Bradley, Jr.
G
Sgt. John H. Briana
AG
Passengers
1st. Lt. John E. D. Grunow
S/Sgt. Eugene M. Moisanen
S/Sgt. Raymond R. Slocum
Sgt. Keenan B. Cates
2nd. Lt. John R. Bringardner
P
2nd. Lt. Frank B. Jordon
CP
2nd. Lt. Marvin V. McCormick
N
2nd. Lt. Billy Gregory
B
Sgt. R. L. Cockrell
E
Sgt. George V. Crump
R
S/Sgt. Lawrence H. Ramming
AE
Sgt. Warren O. Watson
AR
Sgt. Charles A. Goud
G
Sgt. Joseph J. Marganski
AG
Passengers
2nd. Lt. Howard A. Garaas
M/Sgt. Gerald W. Gensinger
Sgt. Donald E. Rink
Cpl. Ralplh E. Bradford, Jr.
2nd. Lt. William O. Ross
P
2nd. Lt. William T. Burkett
CP
2nd. Lt. George W. Wenthe
N
2nd. Lt. Richard H. Grant
B
S/Sgt. Arthur F. Mied
E
Sgt. Harold L. Kindt
R
Sgt. Norman C. Benson
AE
Sgt. Eddie J. Guidry
AR
Sgt. Charles Susine, Jr.
G
Sgt. Jack M. Garrett
AG
Passengers
S/Sgt. Herschel L. Hargrove
S/Sgt. Angelo M. Paradise
Sgt. James F. Lynch
Sgt. Thomas P. Nigri
0805886
0751490
0687968
T-1527
19124091
34212424
13075999
33394522
34333520
31294483
0422081
39185209
37211151
39271325
0737530
0750608
0406793
0688348
14161944
11068765
18057181
38140198
32720062
11100792
0861175
19016924
16115013
34649814
0745186
0686889
0690750
0666073
16000220
13094588
37176337
38263722
32720096
6931747
19052983
12131025
33318548
12164850
218
2nd. Lt. Jack Swayze
P
2nd. Lt. Marshall T. McRae
CP
2nd. Lt. Gary Young, Jr.
N
2nd. Lt. Arthur B. Rayburn
B
Sgt. Harry H. Gottlieb
E
Sgt. James H. Parker
R
Pvt. Ernest L. Wright
AE
Sgt. Warren J. Johnson
AR
S/Sgt. Angelo A. Valenzano
G
S/Sgt. William A. Keeler
AG
Passengers
T/Sgt. Walter M. Rude
T/Sgt. John L. Sullivan
Sgt. James C. Powers
Sgt. Vernon L. Siegel
CREW #77 -- Aircraft #42-7764
1st. Graham Guyton
P
2nd. Lt. Thomas R. Allen, Jr.
CP
2nd. Lt. Richard M. Wheelock
N
2nd. Lt. Pickney W. Seiders
B
S/Sgt. Woodrow Callahan
E
Sgt. Oscar L. Brown
R
Sgt. Dennis C. Quinlan
AE
Sgt. Kenneth Ciolek
AR
Sgt. Ralph K. Brannon
G
Sgt. Josh K. Askew
AG
Passengers
Captain John S. Laws
Major James R. Patterson
1st. Lt. Minor L. Morgan
0745215
0678891
0740686
0751843
13151960
13119675
38055990
19178635
12129290
35326310
20944697
31142763
36446898
32409076
0390541
0807659
0687970
0751847
6964020
14085761
32556595
34685047
36150354
34563344
017992
0415499
0472768
0660224
2nd. Lt. Jack L. Black
P
2nd. Lt. Joseph Pemfret
CP
2nd. Lt. Peter A. Mermert, Jr.
N
2nd. Lt. Robert P. Burkartsmeier B
Sgt. Charles C. Nissen
E
Cpl. Eugene J. Dworaczyk
R
Sgt. Michael J. Curran
AE
Sgt. Wilfred F. Haschle
AR
Sgt. Harold Benvenutti
G
Sgt. Richard L. Campbell
AG
Passengers
M/Sgt. William G. Casper
Sgt. William I. Davidson
Cpl. Henry L. Pedicone
Cpl. Jerome R. Spielberg
0442068
0810214
0690696
0688578
32589610
18201999
37319744
37266508
16168965
39273785
20367101
33432354
12185410
32691072
219
Roster of Replacement Crews Ordered To England - World War II
448TH BOMB GROUP
REPLACEMENT CREWS
This is not intended to be a complete list of all replacement crews. It is a list compiled from the 448th Bomb
Group’s monthly activity summaries (January, 1944 through July, 1945). As you can see those summaries did not include
very much data in the first quarter of 1944 on incoming replacement crews. That data is certainly available in some record
but I wasn’t able to locate it. The June 1944 monthly history says the group had 106 replacement crews from inception
through June, 1944. I was able to locate only 70 replacement crews from the monthly histories for that same period. I am
obviously short some 36 crews for that period. This partial list contains some 209 crews. There was probably 240 or so
replacement crews so this list is better than none at all. The photocopies were hard to read and I apologize for names may
be misspelled, titles wrong or a few serial numbers misread.
The group history reports 70 original crews of which 67 arrived at their station. The microfilm record lists only
62 who flew planes overseas. I must assume the other 8 unknown original crews traveled with the ground echelon on the
QE II. The difference between the original 70 and the 67 that arrived is accounted for by the following three incidents: (1)
Lt. Carroll C. Key who had an accident at Belem, (2) Lt. Joseph W. Shanks who crashed into the Atlas mountains and (3)
Lt. John P. Rhodes who crashed off the end of the runway at Marrakech.
DECEMBER, 1943
20 December, 1943 to 713th squadron (This was crew #28
replacing Lt. James E. Urban who along with his crew are
all listed has having lost their lives in the line of duty. Date
is unknown.)
2nd Lt. Leonard Thornton
P
2nd Lt. Joe Shogan
CP
(The first co-pilot’s name is unknown
Joe Shogan was assigned about the
Crew’s 15th Mission.)
2nd Lt. Bill Regan
N
2nd Lt. Bernard Smith
B
Ed Miller
?
Sol Schatz
?
Carmine Valentino
?
Jack Hess
?
Bill Nicholson
?
Kenny Rohrback
?
JANUARY 1944
1 January, 1944 to 714th squadron
2nd Lt. Frank Gibson
P
2nd Lt. Garth Connole
CP
2nd Lt. Paul Schauwacker
N
2nd Lt. Roy Allen
B
S/Sgt. Larry Putgenter
E
T/Sgt. Bob Smith
R
Sgt. Chuck Barlow
RW
(wounded & replaced by
Sgt. Julius Rebeles)
Sgt. Frank Benjamin
TG
Sgt. Richard Collins
BG
Sgt. Daley
LW
(This was crew #42, evidently replacing Joseph W.
Shank Jr.)
2nd Lt. Ridd J. Solomon
P
067344
2nd Lt. Pierre L. Deleambre CP
0806310
2nd Lt. Jay Pace
B
0673931
2nd Lt. Frank Hamouz
N
0676479
S/Sgt. John Allen
13026655
Sgt. Robert H. Norman
39406577
Sgt. John J. Shreve
36530979
Sgt. Lloyd Jackson
37223205
Sgt. Robert F. Hendriks
16047117
2nd Lt. Leonard I. Kronheim
0533872
2nd Lt. Harold J. Kreichbaum
0683028
2nd Lt. Donald R. Silverstrom
0736735
2nd Lt. Jack R. Nehrich
0679204
S/Sgt. John J. Kreyer Jr.
12180074
S/Sgt. Louis G. Klein
37263325
Sgt. Stanley W. Mazeika
31173936
Sgt. Albert R. Cavalier
13044384
Sgt. Robert D. Crudele
15374093
Sgt.Charles E. Brown
16076433
January 11 - 2 crews assigned to the 715th squadron but
not identified.
not identifed.
January 26 -1 crew assigned to the 715th squadron but
not identifed.
not identifed.
220
January 30 - 1 crew assigned to the 713th squadron but not
identifed.
29 January, 1944 to 712th Squadron
2nd Lt. Vincent E. Liedka
P 0-795781
2nd Lt. Zachariah F. Jackson CP 0-681101
2nd Lt. Ronald L. McAllister N 0-683842
2nd Lt. Charles A. Oliver
B 0-68601
S/Sgt Duncan K. Thomson
37439809
T/Sgt William L. McCauley
33274219
S/Sgt Walton E. Gaskins
34463828
Sgt James A. Carelock
13118837
Sgt Paul L. Russell
32269037
Sgt Lee W. Bryant
34388723
2nd Lt. Robert F. MacKenzie
2nd Lt. Ernest J. Dellia
2nd Lt. James J Kenney
F/O Leonard J. Levine
S/Sgt Henry (NMI) Kunstler
S/Sgt Albert C. Johnson Jr
Sgt Lyle W. Johnson
Sgt Clarence C. Thompson
Sgt Leo F. Amell
Sgt Felix J. Siojk
2nd Lt. Max E. Turpin
2nd Lt. Eldon H. Gueck
2nd Lt. Jack (NMI) Boykoff
2nd Lt. Robert W. Adams
S/Sgt William F. Hallman
S/Sgt Clyde A. Burnette
S/Sgt Thomas R. Culpepper
Sgt George A. Daneau
Sgt William R. Phillips
P
CP
B
N
0-743045
0-671301
0-743030
T122082
32612248
33344383
37236946
16079278
12079325
32571404
P
CP
N
B
0-675891
0-805910
0-750177
0-684122
14142190
14141825
14180050
11021582
15089281
was Lt. Donald Coleman, contracted malaria and his crew
members were reassigned as follows:
Lt. Ronald C. Warnock
Lt. Laurence R. Wenzel
Lt. Sam Buller
Lt. Frank L. French
S/Sgt. Delbert B. Coulter
S/Sgt. John J. Feyti
S/Sgt. Eugene M. Harmon
S/Sgt. Glen C. Haun
S/Sgt. George F. Kerr
S/Sgt. William F. Morgan
(This crew was downed on February 24, 1944, except
that Lt. Wenzel was not aboard. He had been replaced
by F/O Morgan Goodpasture.)
The following four pilots are shown as having flown
missions in February, are not listed as original crews, but
were never listed as being accepted as replacement crews. I
do not have names of crewmembers except for Lt.
Markiewcz.
His plane crashed on the English coast February 20 so all
members were listed.
1. Lt. Markiewcz
Lt. Nardi - injured
Sgt. Whyte - injured
Lt. Edward A. Markiewcz - killed
Lt. Harry J. Oppelt - killed
Lt. Donald Keegst - killed
Sgt. Daniel B. Doughtery - killed
Sgt. Emmett E. Fallert - killed
Sgt. Robert F. Holland - killed
S/Sgt. Henry J. Opper - killed
2. Lt. S. Johnson
3. Lt. Russell O. Reindal
4. Lt. Williams
REPLACEMENT CREWS – April, 1944
2nd Lt. Stanley C. Cooper
2nd Lt. Wesley V. Helvey
2nd Lt. Michael J. Shonesky
2nd Lt. Charles E. Faller
S/Sgt Thomas W. Patterson
S/Sgt John A. Yatsko
Sgt Frank J. Demaine
Sgt Albert (NMI) Digioia
Sgt Julius H. Dothage
Sgt Joseph F. Nickerson
P
CP
N
B
0-533917
0-805916
0-673821
0-684145
38338554
35351914
12189633
32365095
37402124
35572323
FEBRUARY 1944
11 February, 1944 to 713th squadron (did not indicate
position or serial number. This was crew #46, the number
later assigned to Rowe replacement crew. Original pilot
10 April, 1944 To 712th Squadron
2nd Lt. William R. Hayes
2nd Lt. F. Schrammel
2nd Lt. Stephen P. Tiffany
2nd Lt. Calvin J. Ellis
S/Sgt Richard Anderson
S/Sgt Leon L. Watson
Sgt Atlee (nmi) Arola
Sgt James H. Johnson
Sgt Gabriel A Latsko
Sgt Paul W. Sorensen
P
CP
B
N
2nd Lt. Thomas M. Plese P
0807436
0817282
0698240
0689455
31144511
35347140
32729518
18135249
33298420
39568993
0807044
221
2nd Lt. Lawrence E.
Anderson
2nd Lt. Richard P. Tustin
F/O Lt. Alfred B.
Tallman Jr
S/Sgt Roy E. Herndon
S/Sgt Joseph E. Holmes
Sgt Roland M. Oheyne
Sgt John S. Davis
Sgt John B. Murphy Jr
Sgt Dale B. Stensrud
2nd Lt Raymond Peterson
2nd Lt Joseph H. Wells
2nd Lt Barry S. Brook
F/O Kenneth A. Moulten
S/Sgt John R. Myer
Sgt Obert T. Bjorseth
Sgt John (nmi) Gedz
S/Sgt Denver L. Putman
Sgt Frank E. Carlson
Sgt Louis A. Mauduit
2nd Lt William W. Blanck
2nd Lt Dee L. Johnson
2nd Lt William Carlson
2nd Lt Joseph (nmi)
Risovich
S/Sgt James A. Chambers
S/Sgt Joseph E. Harney Jr
Sgt John B. Barker
Sgt John L. Burns
Sgt Stanley Pasternak
Sgt James R. Tune
2nd Lt John W. Cathey
2nd Lt Arthur J. Brisson
2nd Lt Joseph J. Knederis
F/O Carl M. Carlson
T/Sgt Culmer H. Darby
S/Sgt Clifton W. Linnell
S/Sgt Russell E. Howle
Sgt Jack (nmi) Arluck
Sgt Anthony J. Novelli
Sgt Arnold J. Wetzel
2nd Lt Roy A. Fischer
2nd Lt Victor F. Hoff
2nd Lt Robert F. Poole
2nd Lt John H. Williams
S/Sgt Trevor V. Chatfield
S/Sgt Leroy S. Dausman
CP
B
0806031
0814449
N
T-1575
17122516
11117911
36400251
13100224
11036674
17155439
P
CP
B
N
0808471
0695115
0694323
T-122066
15196732
37175175
16041662
37324697
20759430
18171029
P
CP
B
0808340
0684740
0814246
N
0754852
1416246
11111620
18215974
37380177
32326895
38428344
P
CP
B
N
P
CP
B
N
0806373
0751983
0814346
T-1686
20304517
11118117
15097532
33426161
12158891
32466922
0747385
0751329
0695694
0741431
14067521
36414751
S/Sgt Pietro A. Romano
Sgt Ray L. Goudy
Sgt Maurice (nmi) Oliver
Sgt John C. Olney
11130608
16160271
18117473
38370120
REPLACEMENT CREWS – May, 1944
6 May, 1944 To 713th Squadron
1st Lt. Charles F. Mills
P
1st Lt. John L. Guthrie
CP
2nd Lt. Orlin L. Munns
B
2nd Lt. John B. Shields
BN
S/Sgt Robert G. Cutrone
S/Sgt Dale A. Van Vorce
Sgt Thomas M. Alston
Sgt Elmer L. Morgan
Sgt John C. Wemmert
Sgt Emil P. Zahmow
2nd Lt. Thomas K. Foster P
2nd Lt. Robert G. Silver Jr CP
2nd Lt. Robert C. Phillips ??
2nd Lt. Donald R. Allen B
2nd Lt. Nunci J. Piucci
N
S/Sgt Warren W. Duncan
S/Sgt Benjamin C. Kirschner
Sgt John R. Foss
Sgt Edward H. Owen
Sgt Leonard M. Siegel
Sgt Robert B. Spruill
2nd Lt. Ulrich W. Tschanz P
2nd Lt. James R. Pruitt
CP
2nd Lt. Lionel Greenberg B
2nd Lt. Charles W.
Penhorwood
N
S/Sgt Arthur O. Archambault
S/Sgt Robert H. Kuck
Sgt Hulick H. Barney
Sgt Arlin W. Turner
Sgt Frederick A. Schoonmaker
Sgt Jap R. Wilson Jr
2nd Lt. Jack L. Mercer
P
2nd Lt. John D. Masters
CP
2nd Lt. John E. Neel
B
2nd Lt. Warren G. PhillippiN
S/Sgt Allah M. Johnson
S/Sgt William G. Rekart
Sgt Thomas Mistretta
Sgt Thomas C. Murphy
Sgt Charles E. Nelson
Sgt Francis A. Oltman
0789734
0561170
0702171
0694507
32737209
15070615
19100844
37500623
36814033
37165866
0744267
0751045
0697507
0703697
0695524
15103389
39405684
34707354
16116533
13142404
14080837
0805538
0816575
0703242
0744212
31173522
16144168
39857402
18140043
32734039
18076005
0810916
0758712
0702172
0695523
39408979
35546615
30207255
37559557
32606827
32000266
222
10 May, 1944 To 712 Squadron
2nd Lt. Raymond A.
Wermeyer
P
2nd Lt. Jerold I. Grosscup CP
2nd Lt. Mathew L. Crovitz B
2nd Lt. Ralph A. Hagerty N
Sgt Alvin W. Shaw
S/Sgt Herman L. Caruso
Sgt Sigmund Borowicz
S/Sgt Floyd R. Myers
Sgt George L. Shadi
Sgt Edward F. Jones
2nd Lt. John R.B.Swartzel P
2nd Lt. Paul F. Dwyer
CP
2nd Lt. Francis E. Azevedo B
2nd Lt. William L.
Conglaton
N
S/Sgt Kenneth E. Buck
Sgt John J. Cornwall
Sgt William A. Hamner
Sgt Joseph E. Bernier
Sgt Harold C. Coorsey
Sgt Harvey C. May
2nd Lt. Michael Kuchwara P
2nd Lt. Robert P. Nimmq CP
2nd Lt. Morel H. Papa
B
2nd Lt. Robert H. Cooper N
S/Sgt Calvin C. Crumbley
S/Sgt Richard J. Subay
Sgt Lawrence J. Kennedy
Sgt Jones J. Hyman Jr
Sgt Harold J. Romar
2nd Lt. John A. White
P
2nd Lt. Richard T. Looms CP
2nd Lt. D.R. Crandall
B
2nd Lt. Robert C. Knapp N
S/Sgt Victor L. Cieslewicz
S/Sgt Frank A. Paladino
Sgt Clyde H. Bush
Sgt Eugene J. Eck Jr
Sgt Walter L. Shipley
Sgt Stanley J. Wasielewski
2nd Lt. Henry S. Hasiak P
2nd Lt.William A. Warke CP
2nd Lt. Robert T. White B
2nd Lt. Edgar C. Scanlon Jr
N
S/Sgt Jerry M. Parsons
0749370
0685117
0686231
0692489
38002227
32491419
16149171
13110172
32712151
31219006
0755785
0700712
0761022
0702017
19095637
33099397
37554286
31260146
37551120
18089684
0751155
0761826
0698906
0705951
34686327
35535596
31242459
14109533
32861806
0128586
0700634
0761046
0678368
32829960
32816209
14190404
33504264
33576194
35052631
0702043
0693082
0684924
0701312
16035535
S/Sgt Robert J. Cashin
Sgt Millard L. Brown
Sgt Robert B. Thompson
Sgt Norman H. Johnson
Sgt Gordon W. Wright
1st Lt. Wade H. Williford P
2nd Lt. Frederick A.Burns CP
2nd Lt. Henry N.
Vanderster
B
2nd Lt.Robert M.Wagoner N
S/Sgt Charles D. Dennis
S/Sgt William E. Larecy
S/Sgt Jack (nmi) Matau
S/Sgt Elmer E. Hinnenkamp
S/Sgt Eugene A. Lloyd
S/Sgt Ray H. Wingate
2nd Lt. Alexander J.
Shogan
P
2nd Lt. Joseph R. Dowalo CP
2nd Lt. George E.
Farschman
B
2nd Lt. Edgar N. Clyde
N
S/Sgt Edward J. Brunetti
S/Sgt Vincent Majewski
Sgt Robert A. Berman
Sgt Leslie H. Douglas
Sgt Riley L. Golden
Sgt Merril N. Smith
2nd Lt. Ralph T. Welsh
P
2nd Lt. Alonzo A. Bacon CP
2nd Lt. Frank J. Erbacher B
2nd Lt. Phillip M. Goplen N
S/Sgt Isadore A. Buechner
S/Sgt Alfred R. Carrington
Sgt Charles T. Berrier Jr
Sgt Kenneth R. Snyder
Sgt Robert K. Snyder
Sgt Vincent K. Torfin
1st Lt. Wayne L.Carmead P
2nd Lt. James A. Burt
CP
2nd Lt. Glenn R. Mack
B
2nd lt. Joseph L. Borsh
N
S/Sgt Frank (nmi) Patico
S/Sgt Ellis W. Register
Sgt Roland F. Alling
Sgt John M. Garrity
Sgt Spencer B. Tisenby
Sgt Jack (nmi) Yeaman
37553432
15171462
17066011
36740128
12072510
0796932
0690361
0816007
0747685
33296402
18191917
35373000
37243033
13170475
15354833
0812674
0761906
0700720
0701566
37401441
12098906
16089526
38371608
34764141
39909895
0755811
0760225
0700713
0699069
36810940
13116923
18014682
33564734
33564733
37549075
0725143
0701891
0712625
0697765
12163953
39279329
32041217
13078399
33450852
35094550
223
1st Lt. Donald A. Briox
P
2nd Lt.Thornton M.BrownCP
2nd Lt. Walter K. Kurk
B
2nd Lt. James P. Bonnell N
S/Sgt Mathew M. Gill
S/Sgt Raymond L. Swinehart
Sgt Howard O. Giles
Sgt Carl M. Johnson
Sgt Russell F. Kelly
Sgt William E. Wallace
1st Lt. William H.Gibson P
F/O John K. Elam
CP
1st Lt. Lawrence W.
Nichols Jr
B
2nd Lt. Arthur M. Coleman N
S/Sgt John P. Gallagher
Sgt Earl W. Lathrop
Sgt Clarence H. Landon
Sgt Leonard C. Lundgren
Sgt Gordon C. Wendling
Sgt Marion J. Barbre
2nd Lt. Louis U. Weitzel P
2nd Lt. Norman R.
Doughty
CP
2nd Lt.Vincent A.Scarpino B
2nd Lt. Allen D. Cassady N
S/Sgt Donald M. Langland
S/Sgt Leo F. Czekuc
Sgt Fornie G. Burley Jr
Sgt Jack W. Clair
Sgt Jay L. Hendrickson
Sgt Charles Mathison
2nd Lt. Edward K.
Schultz Jr
P
2nd Lt. Aaron E. Caplan CP
2nd Lt. Vaiden U. Dozier B
2nd Lt.Michael J.Kentosh N
S/Sgt Francis S. Dorman
S/Sgt Ralph F. Hannah
Sgt Frank J. Bernard
Sgt Alfred C. Dupuis
Sgt Hervey N. Whitfield
Sgt Rudolph J. Ujcic
2nd Lt. Peter D. MacVean P
2nd Lt. John E. Hurley
CP
2nd Lt. John Savich
B
2nd Lt. Lawrence E.
Carney Jr
N
S/Sgt Charles E. Messerli
0730071
0701898
0712602
0697763
11101269
36725295
32916714
37662603
37601472
36417002
0437393
T-123927
0668746
0700864
32748370
37513289
17127399
39569989
37554062
13033490
0886046
0163732
0712677
0697990
39280955
16086691
38467657
39404665
37552207
34802625
0693070
0703006
0690385
0701428
39121768
34601186
15087102
31269193
38370714
33427246
0886043
0706182
0712676
0697988
37470822
S/Sgt Harry G. Pace Jr
Sgt Marshall L. Adamson
Sgt John J. Ruelle
Sgt Robert W. Slack
Sgt Leo Williams
2nd Lt. Andrew N. Panicci P
2nd Lt.Miles B.Drawhorn CP
2nd Lt.John H.Schlicher Jr B
2nd Lt. Duane G.
Christensen
N
S/Sgt Howard A. Lindstrom Jr
S/Sgt James S. Bourne Jr
Sgt Walter E. Anderson
Sgt Lawrence R. Chandler
Sgt Walter L. Maddox
Sgt Leland C. Wright
2nd Lt. Clive J. Howell
P
2nd Lt. Victar D. Dothcek CP
2nd Lt. Arthur B. Majestic B
F/O Lt.Robert J.Branizza N
S/Sgt Herschel O. Hamblin
S/Sgt Bertil S. Johnson
Sgt George J. Grubisa
Sgt James L. Vajgl
Sgt Alexander Istvanovich
Sgt Sammie D. Vinson
2nd Lt. Kenneth D. Miller P
2nd Lt. Donald E. Ericson CP
2nd Lt. Gilbert S.Newman B
2nd lt. Charles A.Albrecht N
S/Sgt Carl C. Gillespie Jr
S/Sgt Jesus A. Balderrama
Sgt Robert J. Allaire
Sgt Charles J. Balkash
Sgt Donald C. Butzer
Sgt Chester H. Anderson
2nd Lt. Glenn F. Jones
P
2nd Lt. Lloyd W. Kilmer CP
2nd Lt. James R. Cooper B
2nd Lt. Donald S. Powell N
S/Sgt Wilton L. Tawwater
S/Sgt Lester C. Smith Jr
Sgt James B. Baker
Sgt Harry P. Barker
Sgt Olaf Bratland
Sgt Oscar E. Clayton
Capt Alfred C. Fox
P
1st Lt. Louis Cepelak
CP
16059707
37553875
36451286
39912946
38450998
0809034
0701989
0712679
0697767
11096394
20449914
37553220
36420424
19143330
35606442
0812266
0697993
0701940
T-125180
13062783
35099377
32916135
35527301
37551499
14177911
0816344
0820732
0707312
0706767
35618326
18097389
31321177
12030926
33168929
19124405
0745107
0699677
0712780
07015080
38369444
34705391
38453284
17076386
37549500
33628616
01699253
01172408
224
2nd Lt. Leo L. Lovel
B
2nd Lt. Dudley T. Hall
N
S/Sgt Martin A. Wiencek
S/Sgt Harold Goltz
Sgt Sherman Hammon
Sgt William G. McCabe
Sgt Neal H. Pauley
Sgt Verne S. Franklin
2nd Lt. Gaylord E. Felton P
2nd Lt. Vito R. Scorrano CP
2nd Lt. Raymond W.
Bearden
B
2nd Lt. John T. Polashek N
S/Sgt William P. Brown
S/Sgt Joseph F. Hollwood Jr
Sgt Maynard D. Davis Jr
Sgt Raymond W. Duran
Sgt William D. George
Sgt Gerald D. Yoquelet
28 May, 1944 To 715h Squadron
2nd Lt. Leroy A. Dunston P
2nd Lt. Robert D.
Kitchingman
CP
2nd Lt. Charles F. Gavalek N
F/O Walter Woodward
B
S/Sgt Earl W. Bernard
S/Sgt Emil A. Glos Jr
Sgt Joseph I. Berg
Sgt Tony Burciaga
Sgt Blaine O. Bonewell
Sgt Julian Proctor
0708267
0684964
36635105
36725357
39462177
38467568
19133990
37515321
0691250
0702339
0708390
0699053
15057778
11103701
20441422
32863803
14142421
35550361
0693793
0699376
0708441
T-123256
16014444
39279338
36809886
38415479
38563284
34651641
REPLACEMENT CREWS – June, 1944
June 2, 1944 To The 713th Squadron
2nd Lt. Leland L.Beckman P
2nd Lt. Charles A. Yant
CP
2nd Lt.William F.Gavenda B
2nd Lt. Morris F. Epps
N
S/Sgt Avery L. Knight
S/Sgt Robert R. Reed
Sgt Dowey Conn
Sgt George C. Copeland
Sgt Michael J. Eannone
Sgt Dan A. Wais
2nd Lt. George w. Wilson P
2nd Lt. William Beck
CP
2nd Lt. Robert J. Gann
B
2nd Lt. Stash J. Fridye
N
S/Sgt Emil J. Lukas
S/Sgt Edward J. McNulty
0693915
0819243
0706926
0698536
20951889
31257194
15119160
18108467
32891699
35788495
0692843
0817378
0707040
0698543
16077719
12121713
Sgt Richard J. Liedahl
37558286
Sgt Albert J. McKinnon Jr
38465380
Sgt Robert A. Rudolph
12148861
Sgt Joseph B. Starek
33423281
2nd Lt. Steward W. Felker P
0813491
2nd Lt. Walter J. Johnson CP
0702441
2nd Lt. James F. Beaver B
0760987
2nd Lt. Robert G. Edwards N
0699063
S/Sgt Wilbur L. Riffle
33416298
S/Sgt James J. Donovan
33054081
Sgt William M. Henderson
39573130
Sgt Robert D. Pollock
37507377
Sgt Fred W. Waxler
16170709
Cpl Andrew W. Provencher
31321195
2nd Lt. Leroy Conner
P
0690934
2nd Lt. Rex H. George
CP
0708445
2nd Lt. Thaddeus L.
Grochowski
B
0702270
2nd Lt. Alton L. Kraft
N
0702055
S/Sgt Albert R.Sabo
15112917
S/Sgt John A. Shawkey
33410285
Sgt John H. Bretthauer
32864850
Sgt Henry H. Mazer
11019077
Sgt David P. Patterson
19178400
Sgt Donald L. Wright
35094415
June 5, 1944 To The 712th Squadron - This must be a
crew reassignment. Note that they were assigned on May
13, 1944 to the 715th squadron.
2nd Lt. William A. Warke P
0693082
2nd Lt. Robert T. White CP
0684924
2nd Lt.Edgar C.Scanlon Jr B
0701312
2nd Lt. Henry S. Hasiak N
0702043
T/Sgt Robert J. Cashin
37553432
T/Sgt Jerry M. Parsons
16035535
S/Sgt Robert W. Thompson
17066011
S/Sgt Norman H. Johnson
36740128
S/Sgt Gordon W. Wright
12072510
S/Sgt Millard L. Brown
15171462
2nd Lt. George W. Booth P
0815061
2nd Lt. Richard W. Davies CP
0717575
2nd Lt. Somon G. Pilson B
0821353
2nd Lt. Bryandt S.Wilson N
0698625
S/Sgt George M. Hansen
36440522
S/Sgt Robert D. Long
39281985
Sgt Norman H. Cohen
11054347
Sgt Stephen V. Lawnicki
36649419
Sgt William N. Crisler Jr
18177131
Sgt Floyd D. Leverett
38449723
2nd Lt. Mauro Dellaselva P
0816706
2nd lt. Jerome Israel
CP
0712572
225
2nd Lt. Cyrus J.Alexander B
2nd Lt. Milton V. Bates
N
S/Sgt Leo H. Mays
S/Sgt Leo J. Lorenz Jr
Sgt Raymond R. Baldridge
Sgt James M. Childers
Sgt Gerald M. Brooks
Sgt Raymond L. Wolhaupter
2nd Lt. Wilmer E. Goad P
2nd Lt. Donald L. Farrar CP
2nd Lt. Robert C. Hagan B
2nd Lt. Matt C. Reynolds N
S/Sgt Jack W. Dougan
S/Sgt James C. Flowe
S/Sgt William D. Crist
S/Sgt Anthony A. Raschi
S/Sgt Samuel Sherkin
Sgt Glenn K. Copeland
2nd Lt. Aldrich A. Deahos P
2nd Lt. Harry Schwartz
CP
2nd Lt. Robert E. Lee
B
F/O James R. Horst
N
S/Sgt John H. Copeland
S/Sgt Lorene r. Alexander
Sgt Wilbur M. Hedblade
Sgt James L.Houston Jr
Sgt Arthur H. Peterson
2nd Lt. Billie C. Blanton P
2nd Lt. Glenn L.. Brown CP
2nd Lt. George E. Klein
B
2nd Lt. Fred Berkard
N
S/Sgt Adrian J. Denbroeder
S/Sgt Robert P. Lawson
Sgt Armor L. McKain III
Sgt Paul E. Sherlock
Sgt Salvatore J. Sparacio
Sgt Bernard Stelzer
2nd Lt. Charles E. Fouche P
2nd Lt. Grenville K. Baker CP
2nd Lt. Samuel E. Martin B
2nd lt. Alan N. Houghton N
S/Sgt Eugene E. Mortimer
S/Sgt Harry A. Striker Jr
Sgt Charles B. Lackner
Sgt Walter Dukas
Sgt Albert Marquez
Sgt William O. Watts
2nd Lt. Marshall L. ?????? P
2nd Lt. ?????? W. ?????? CP
0704866
0703423
33532342
16083793
38415285
36343748
36458478
37563766
0684313
0692542
0694668
0690822
33411369
34606522
17166279
11105581
32619909
17128185
0695733
0820841
0712609
T-124037
35544943
34771241
39573636
14135586
32393682
0663471
0701892
0712592
0697984
31242442
39477278
33506938
35790464
32639951
12127655
0695786
0819192
0712072
0704204
15121484
?????????
16132383
36741204
16187438
6396841
0693924
0703403
2nd Lt. ?????? E. ?????????B
F/O ?????? L. Symonds N
S/Sgt ????? M. Stephen
Sgt ?????? ? Barker
Sgt ?????? ? Luna
Sgt?????????????????
Sgt Robert B. Morgan
2nd Lt. William C.Dogger P
2nd Lt. Harvey L. Luke Jr CP
2nd Lt. Joseph Remitz
B
2nd Lt. Raymond E.
Sumrell
N
S/Sgt Wallace Kaplan
S/Sgt Richard B. Smith
Sgt Arthur H. Keeling
Sgt Clarence W. Kronbetter
Sgt Ben Maness Jr
Sgt John G. Shia
2nd Lt. Carl A. Eggert
P
2nd Lt. Augustine J.
Adomants
CP
2nd Lt. John W. Cone
B
2nd Lt. Robert E. Hosse N
S/Sgt Harry N. Harcis
S/Sgt Edward P. Schichel
Sgt Robert Lloyd
Sgt Donald F. Mach
Sgt Harley D. Plante
Sgt John S. Sexton
1st Lt. Alwyn F. ??????? P
2nd Lt. Frederick L.Butler CP
2nd Lt. John H. McBroom B
2nd Lt. Roy D. Thompson N
S/Sgt Harold Shapiro
Sgt James E. Wells
Sgt George H. Bonner
Sgt Gordon L. Lowe
Sgt Walter Modjecka
Sgt Prentiss H. Price
2nd Lt. Edward J. Malone P
2nd Lt. Theodore A.
Sengerman
CP
2nd Lt. Wilfred L.Kimball B
2nd Lt. William F.Kerner N
S/Sgt Carl V. Hoppe
S/Sgt William P. Lantz
Sgt Webb M. Floyd
Sgt Frank D. Hobbs
Sgt Walter F. Krueger
Pvt Richard W. Beteau
????????
T-123654
15020112
37237540
36366920
19186110
18139966
0697624
0712862
0705429
0703535
32417924
35542432
36422811
36459122
34800896
11065201
0692864
0820690
0713134
0704203
16146257
32131077
33430722
36459074
31299299
34138838
0693942
0699506
0817843
0712703
39277650
14170895
31315653
34721324
35552764
34613906
0663538
0823724
0708206
0709923
36562772
3503614
20407423
31374364
39619583
31265832
226
2nd Lt. Michael M.
Senkewitz
P
2nd Lt. Milton Halpern
CP
F/O Michel M. Herbst
B
2nd Lt. Leon Shapiro
N
S/Sgt James P. Bennett
S/Sgt ????? D. Connell
Sgt Martin M. Bingham
Sgt Kenneth F. Bradfield
Sgt Ray B. Crepes
Sgt Darwin Miller
2nd Lt. Cecil R. Frensko P
2nd Lt. Odus E. Jones
CP
2nd Lt. Richard B. Kimball B
2nd Lt. Thomas C.
Breckson
N
S/Sgt Stanley S. Tabel
S/Sgt Floyd K. Gardner
Sgt John J. Hadamik
Sgt Bernard A. Kelley
Sgt John G. Legner
Sgt Antonio A. Sciachitano
Capt Gordon R. Koons
P
2nd Lt. Edward E. Hanson CP
2nd Lt. Ralph C. Dimick B
2nd Lt. Charles W.Bonner N
S/Sgt Robert M. Avery
S/Sgt Elven O. Coleman
Sgt Edward E. McGinnis
Sgt James C. Popp
Sgt John L. Meeker
Sgt Enoch C. Slack
Capt Andrew J.
Andreson Jr
P
2nd Lt. John W. Allen Jr CP
2nd Lt.William G.Newlon B
2nd Lt. Vernon L. Gilmore N
S/Sgt Mathew W. Spahn
S/Sgt John H. Reis
Sgt Otto R. Palumbo
Sgt Robert C. Schweitzer
Sgt Robert F. Kalous
Sgt Charles F. Donati Jr
2nd Lt. Lloyd H. Haddock P
2nd lt. Robert J.Rentschler CP
2nd Lt. Crystal Lang
B
2nd Lt. Pat Farris
N
S/Sgt Franklin Holtmeier
S/Sgt Richard M. Kennedy
????????
????????
T-124758
0708277
328???81
17083219
32929444
37528316
16169420
36867001
0696355
0819405
0712132
0708?46
3131?899
36386669
36650832
17120834
35788445
17155164
0428507
0820006
0713007
0703429
19055485
14142308
39208597
33675524
38223332
34607237
0391093
0763828
0712419
0698883
36216344
15113353
32840613
33682852
32880507
32787054
0695739
0819414
0712606
0706827
33171371
12096831
Sgt Ernesto Concepcion
Sgt Lester E. Seabaugh
Sgt William V. Pyke
Sgt Everett W. Marah
1st Lt. Harold C. Turpin P
2nd Lt.Charles W.Wilson CP
2nd Lt. Robert J. Nystrom B
2nd Lt. Theodore J.
Conway Jr
N
Sgt Thomas A.
Loughlin Jr
S/Sgt Keith D. Wann
S/Sgt Walter D. Bookamer
Sgt James S. Smidy
Sgt Joseph Skledar Jr
Sgt Leo A. VanWorst
1st Lt. James H. Brownell P
2nd Lt. Roy M. Johnston CP
2nd Lt. Lawrence R.
Hastings
B
2nd Lt. John E. Cumming N
S/Sgt Stanley E. Womack
S/Sgt Beurall K. Binns
Sgt Walter Johnson Jr
Sgt Robert B. Kress
Sgt Lee A. Parsons
Sgt Clarence M. Smith
1st Lt. Marcus S. Horton P
2nd Lt. Floyd D. Mahl
CP
2nd Lt. Erwin J. Kaidy
B
2nd Lt. Milton Q. Alber
N
S/Sgt Kenneth W. Prieb
S/Sgt Lynn H. Satterfied
Sgt Robert E. Morel
Sgt Robert L. Reeves
Sgt Harold E. Fowler
Sgt Fred A. Ozbirn
2nd Lt. James E. Hande
P
2nd Lt. James W. Kelly
CP
2nd Lt. Stanley Milberg
B
F/O Thomas S. Dolan
N
S/Sgt Ernest J. Atchley
S/Sgt Arthur N. Weisz
Sgt James R. Martin
Cpl Frank Gavura
Cpl John C. Guisto
Cpl Walter L. Buhr
2nd Lt. Harry W. Kraus
P
2nd Lt. Edward T. Luszcz CP
32886753
37519903
19161730
37620884
0807541
0704863
0715412
0703454
36851964
39117819
13109114
33667892
33431803
32813059
0392071
0704941
0713177
0703461
39279099
38452541
37497081
35632387
35218774
34607622
0885996
0712415
0764139
0685414
17131824
34726926
35800893
19136151
34677771
39039218
0700924
0767562
0711458
T-2515
14123141
15374533
14190906
35892692
32894262
37538204
0761129
0768150
227
2nd Lt. Lawrence J. Wolfe B
2nd Lt. Norval S. Hovey N
Sgt John Q. Adams
Sgt Kuell Hinson
Sgt Earl R. Kennedy
Cpl Earl J. Estes
Cpl Warren W. Fankhauser
Cpl William K. Perry
2nd Lt. William C. Beall P
2nd Lt. Harry E. Betts
CP
2nd Lt. Harvey C. Baker B
2nd Lt. Charles E.
Langton Jr
N
S/Sgt Otto K. Smith
Sgt John C. Bruno
Sgt John M. Jenkins Jr
Cpl George W. Dickinson
Cpl Carl E. Himes
Cpl Peter J. Murray
2nd Lt. James J.
Schierbrock
P
2nd Lt.Charles W.Meining CP
2nd Lt. Willis E. Cobb
B
2nd Lt. Glen M. Larsen
N
S/Sgt Francis P. Horan
S/Sgt Robert E. Simmons
Sgt George D. Jeffries
Sgt Joseph T. Marek
Sgt Verlon A. Pallmer
Cpl William W. Rowe
F/O Elliott J. Sidey
P
2nd Lt. John P. Deren
CP
F/O Melvin Krisel
B
2nd Lt. William E.
Sallade II
N
S/Sgt John S. Thomson
S/Sgt Louis A. Owens
S/Sgt Ralph E. Mull
Sgt Ernest R. Easterling
Sgt John M. MacDonald
Sgt Michael Perkowski
2nd Lt. Dale E. Grubb
P
2nd Lt.Edwin W.Carnahan CP
2nd Lt. Bernard Epstein
B
2nd Lt. Norman G. Marks N
S/Sgt Frank S. Thomas
S/Sgt John E. Everett
Sgt John O. Barnes
Sgt John R. Etherington
Sgt Clare W. Hubbard
0708605
0766270
36813515
34729617
38439451
35892315
35759849
38419774
0761852
0767977
0709463
0766294
18202005
32605097
34602346
20225687
33757446
32456666
0699776
0767599
0711341
0766295
19089823
11082391
15377838
39557546
38507597
38352599
T-1882
0712088
T-12349
0716961
13112482
35094874
33236631
14130912
39618727
32826132
0697412
0705227
0712535
0716922
34800965
34608727
37282755
32487582
36459200
Sgt Eusebio Rodriguez Jr
2nd Lt. Huntington S.
Gruening
P
2nd Lt.Thomas C.Dahlgren CP
2nd Lt. John A. Bolton
B
2nd Lt.William B.Norman N
Sgt Frank C. Dow
S/Sgt Lester F. Haughton
Sgt Ray L. Syrles
Cpl George E. Hyde Jr
Cpl Frank J. Wilcheck
Pfc Edwin B. Hungerford
2nd Lt.Richard M. Moody P
2nd Lt.Douglas P.Pederson CP
2nd Lt. Jack Glichsman
B
2nd Lt.Robert M.
Thompson
N
S/Sgt William R. Gamble
Sgt Robert A. Bacon
Sgt Raymond R. Grambau
Sgt Joseph J. Hannon Jr
Cpl William J. Maynard
Cpl Harold E. McBurney Jr
2nd Lt. Orville L. Daenzer P
2nd Lt. Paul L.Grossinger CP
2nd Lt. John C. Morris
B
2nd Lt. Robert S. Wheeler N
S/Sgt Charles F. Sparenberg
S/Sgt Hugh K. Burleigh
Sgt Clifford Blalock
Sgt John A. Czarnowski
Sgt Ned W. Thomas
2nd Lt. Harold A. Piper
P
2nd Lt. Edwin E.
Peckmann
CP
2nd Lt. Daniel F. Mangin B
2nd Lt.Maurice L.
Ashkikaz
N
S/Sgt Angelo W. Percaccciolo
S/Sgt Arthur F. Decker
Sgt Robert C. Baker
Sgt David N. Cassell
Sgt Gilbert F. Morris Jr
Sgt Albert I. Schletter
2nd Lt. Wallace C. Score P
2nd Lt. Leo F. McGeough CP
2nd Lt.Michael R.Carestio B
2nd Lt. Ray B. Bremer
N
S/Sgt William J. Harkins
18197677
0760729
0768472
0710843
0765341
14102360
16111367
38405523
37538367
37620869
37611178
0761256
0768209
0709343
0765768
33675510
33453497
16134775
20262532
35873288
37675906
0700396
0825622
0712886
0717004
13075941
13021606
36539045
31089542
33255948
0700535
0764133
0713037
0716820
32867227
36480121
39212940
33655802
38344789
32934891
0819983
0706542
0706631
0696631
33589393
228
S/Sgt Harry Whitfield Jr
Sgt Curtis O. Brown
Sgt Edward L. Kellams
Sgt Daniel A. Paris
2nd Lt. Bennie F. Adams P
2nd Lt. Robert J. Byrne
CP
2nd Lt. Frank ? Webb
B
F/O Richard E. Winslow N
S/Sgt Eugene F. Norman
S/Sgt Clyde A. Randall
Sgt Lawrence R. Berger Jr
Sgt Delmar E. Knight
Sgt Leonard R. Pannell
Sgt Kenneth O. Ryhal
32725008
37085123
33540211
36867333
0818546
0716828
0717311
T-2373
20761171
39561345
13158242
37477496
37534218
35056220
REPLACEMENT CREWS – July, 1944
th
July 2, 1944 To The 712 Squadron
1st Lt.William W.Snavely P
2nd Lt.Marion T.Sebastian CP
F/O William R. Morris
N
S/Sgt Frederick C. Aldrich
S/Sgt Lawrence W. Barham
Sgt Marvin W. Hicks
Sgt Robert A. Grabowski
Sgt Thomas A. Logue
Sgt Frank L. Parkinson Jr
July 2, 1944 To The 712th Squadron
2nd Lt.William W.Gilbert P
2nd Lt. Anson F. Barton CP
2nd Lt. Willard D. Powers N
S/Sgt Edward F. Daum
S/Sgt Doriel S. Gilbert
Sgt William R. Fisher Jr
Sgt Robert R. Jendrusiak
Cpl Herbert B. Kemp
Cpl Victor R. Sandie
Capt Walter W. Dillon
P
2nd Lt. John E. Harmer
CP
1st Lt. Charles W. Parish N
T/Sgt Filmore G. Layman
T/Sgt Edward J Bornheimer
S/Sgt Harry C. Barney
Sgt Morton H. Kessler
Sgt Erwin S. Kostick
Sgt George E. Nugent
2nd Lt. Douglas O. Morse P
2nd Lt. John J. Sullivan
CP
2nd Lt.Raymond F.Knight N
S/Sgt Clarence J. Russi
026257
0689169
T-2103
11084306
39199288
34765397
16136791
34506317
38370437
0686239
0821143
0691911
13038479
39905264
17129136
32189572
34396777
12054350
024832
0817431
0734495
18058079
36125498
11101925
12203638
36285883
37356752
0686267
0696718
0744532
35599476
S/Sgt Truman K. Anderson
Sgt Arlie H. von Tersch
Sgt Stanley Dubee
Sgt Floyd D. Eckrosh
Sgt Robert J. Frolli
2nd Lt.Thomas F.
Mulligan
P
2nd Lt. Richard H. Wright CP
2nd Lt. Edwin F. Hewitt N
S/Sgt George C. Contois
S/Sgt Steven M. Alexander
Sgt James M. Fisher
Sgt Hugh L. Manchester
Sgt Harold V. P. Shultis
Sgt Lloyd D. Reid
2nd Lt. John D. Sutton
P
F/O Henry J. Radziswicz CP
2nd Lt. Irving ?????
N
S/Sgt Marvin R. Riazzo
S/Sgt Vincent Cautero jr
Sgt John J. Hattersley
Sgt Chester W. Hartley
Sgt Warren A. Jeffries
Sgt Edward E. Skuba
2nd Lt. Harold S. Spicer P
2nd Lt Paul S. Elder
CP
2nd Lt. Frank J. Plaushin N
S/Sgt Jerome Stuart
Sgt Archie A. Brajkovich
Sgt Calvin C. Burroughs
Sgt Richard L. Markham
Sgt Frank J. Kromer
S/Sgt Earl L. Andreason
2nd Lt. Roy E. Stahl
P
F/O Sylvester Krol
CP
2nd Lt. Leo M. Conner
N
2nd Lt.Warren W.Hoster Jr B
S/Sgt Larry L. Bush
S/Sgt Verlyn L. Colby
Sgt Leon M. Renier
Sgt Emmett R. Wallace
Sgt Harold G. Von Needa Jr
Pvt Carl R. Lane
2nd Lt. William T.
Hensey Jr
P
2nd lt. Kenneth E. Ensign CP
F/O Jack S. Comer
N
2nd Lt. Clarence H.Mellor B
Sgt William A. Lillard
18167649
39452865
12147992
17097350
19042400
0691620
0687730
0813700
11085347
18045347
39905167
32852631
31285894
31303765
0812683
T-123686
0805948
32452657
12159538
32910112
37614749
17144034
11043905
0815255
0819506
0700763
32863671
37666901
38517521
13117459
33690091
35151070
0695782
T-125521
0768005
0703143
18050809
38396157
37559361
38451228
33504399
19125608
0699416
0768043
T-124501
0766323
34724435
229
M/Sgt Walton B. Kelly
Sgt George L. Allen
Cpl Larry L. Archambault
Cpl Charles E. Grant
Cpl John J. Thompson
2nd Lt. Rudy H. Johnson P
2nd Lt. William I. Hall
CP
2nd Lt. Frederick W.
Schaefer Jr
N
2nd Lt.Theodore E.Matson B
Sgt John R. Dunkel Jr
Sgt Charles R. Cambino
Cpl Parry L. Alexander
Cpl Earl L. Arnett
Cpl Albert M. Brown
Cpl Frank S. Brown
2nd Lt.Andrew T.Panchura P
2nd Lt.Charles M. Epes Jr CP
2nd Lt.Edward L.Burnetta N
2nd Lt. Garland L. Purvis B
Sgt Charles M. Lighty
Sgt Richard D. Baker
Sgt Carlos M. Dreyfus
Sgt William J. McCollum
Sgt Lloyd H. Searle
Sgt Robert R. Shrode
2nd Lt. Edmond G.
Postemsky
P
2nd Lt. Clifford B. Unwin CP
2nd Lt.Wyllys B.Jennings N
2nd Lt. James T. Bell
B
Sgt Alessandro L. Falconi
S/Sgt LeRoy J. Canning
Sgt LeRoy J. Brizzolara
Cpl Adley V. Benoit
Cpl Charles C. Payne
Cpl Julien Polge
2nd Lt. Carl H. Holt
P
2nd Lt. John f. Cushman CP
2nd Lt. Gordon L. Britt
N
2nd Lt. James E. Fields
B
Sgt James F. Kiely
S/Sgt Williams P. Jones
S/Sgt Romagene Tiner
Sgt Bertram Charnow
Cpl Michael J. Hill
Cpl Robert H. Kessler
2nd Lt. Harry G. Allen Jr P
18002434
34580133
35913851
34763091
32147899
0699423
0768529
0710389
0766320
13030915
34800374
39709129
19122288
38498077
39709160
0821068
0827794
0712994
0768894
19093022
6565398
12146077
33831280
11017107
39277959
0821075
0827089
0715414
0769089
31231533
13151559
32771334
38486715
34737456
32937895
0821282
0827787
0712372
0769111
11069461
14024677
38175134
32693364
33703706
12204555
0820694
2nd Lt. Donald L. Allen
CP
2nd Lt. Harry O. Wolfe Jr N
2nd Lt. Donald E. Burke B
Cpl Harold Freedman
S/Sgt Albert R. Pizzoli
Sgt Charles H. Carn
Sgt Jesse L. Shugars
Cpl Clifford T. Cashbit
Cpl Edward H. Cristello
F/O Albert J. Lewis
P
2nd Lt. John E. Briggs
CP
2nd Lt.William D.Fitch Jr N
2nd L.t Robert F. Rikard B
Sgt William F. Smith
S/Sgt Thomas E. Martin
Sgt Clinton W. Engledow
Sgt Cloyd G. Jordon
Sgt Louis C. Schlorman
Cpl Maurice M. Finberg
2nd Lt.Donald G. Ginevan P
2nd Lt.Billy R. Greenwade CP
2nd Lt. Albert F. Duval
B
2nd Lt.Charles F.Swanson N
Sgt Robert J. Jones
S/Sgt John V. Kary
Sgt Robert H. Castell-Blanch
Sgt Ned A. Chidester
Sgt John H. Mitchell
Pvt Charles D. Jones
F/O Hosea E. Matthaes P
2nd Lt. Thomas E. Miller CP
2nd L.t Aurel H. Muntean B
2nd Lt.Martin W.Richards N
S/Sgt Selwyn Kaplan
Sgt Vincent J. Haley
Sgt Eugene M. Petagine
Cpl Virgil C. Combs Jr
Cpl Robert T. Davis
Cpl Frank DeCola
F/O Dodson B. Craybeal P
F/O William G. Payne
CP
2nd Lt. Walter A. Ford
B
F/O Wesley W. Palmer N
Sgt Donald C. Renkel
S/Sgt Joe Dovico
Cpl John C. Adams
Cpl Richard J. Byrne
Cpl William J. Hartman
Cpl Douglas E. Walker
0823215
0715414
0769089
31309882
13030192
32800347
36300412
6711225
13171893
T-123500
0713345
0717419
0706903
33568893
6925869
39555929
12083990
35622664
37573487
0817832
0820260
0716390
0717118
12093034
19071394
39120014
17014458
32910987
19169839
T-123558
0825942
0717476
0706902
12088705
37356759
32712083
37539520
37622762
13131566
T-123734
T-124156
0717420
T-2225
32767448
37654273
39037615
33733437
33795867
38507353
230
2nd Lt. Ernest G. Brock
P
2nd Lt. Paul E. Cooper
CP
2nd Lt. Paul Horback
N
F/O Edward H. Korfer
B
Sgt William R. Frees
Sgt Ernest Jerrell
Cpl Edward R. Hess
Cpl Eugene E. Loose
Cpl Clyde C. White Jr
S/Sgt Russell C. Miller Jr
2nd Lt. Sherman F.
Furey Jr
P
2nd Lt. William J.
Dickinson
CP
2nd Lt. Clifford Linder
B
2nd Lt. Rex B. Olson
N
Sgt Charles Granato
Sgt Philip J. Donovan
Sgt Florence T. McCarthy
Cpl Colston H. Browne
Cpl Walter C. Hoke
Cpl Stephen L. Kott
2nd Lt. Bernard Hansen
P
2nd Lt. Earl W. Aldrich
CP
2nd Lt. William C.
Richardson
B
2nd Lt Enrico P. Maggenti N
Sgt Curtis C. Drouillard
S/Sgt Kenneth T. Rariden Jr
Sgt Lee R. Cosby
Sgt Jacob A. Womack
Cpl John Birkhead
Cpl Linn C. Garrison
2nd Lt. ??????? T. Ferrie P
F/O Theodore E.Bojalski CP
2nd Lt.Michael S.Onderick B
2nd Lt. Harold R.
????brigtsen
N
Sgt James W. Riley
S/Sgt Ernest J. Hudgens
Sgt Leonard H. Campbell
Sgt George F. Mahar
Sgt Eugene L. Pointer
Cpl Charles C. Wolfe
2nd Lt. William H.
Wilhelmi
P
F/O John E. Lariviere
CP
2nd Lt. Billy J. Baker
B
2nd Lt. John W. Bice
N
0696423
0760790
0712730
T-2521
39169984
35702077
12122431
17122186
39323460
33432255
0699838
0768372
0712617
0766344
38458037
31259007
31308816
32957421
33507??3
32872778
0699815
0767961
0713226
0766513
36570067
16149505
18135077
38508815
35727385
37484571
0701915
T-2725
0712652
0766288
31111543
38413048
18007499
32025159
20759244
20819988
0705193
T-125458
0723267
0722136
Cpl John G. Vahle Jr
Cpl Lewis T. Kidston
Sgt Maxwell W. Mackenzie
Cpl Joseph Longo
Cpl Jack J. O’Donnel
Cpl Julius Sakovics
2nd Lt.Gordon F. Hillman P
2nd Lt.Alden J. Hershiser CP
2nd Lt.Herbert E. MacNeil B
2nd Lt.Donald G. Ziebell N
S/Sgt Benson F. Quisenberry
S/Sgt Leonard R. Saunders
Sgt Walter G. Cheslock Jr
Sgt Anthony J. Dachille
Sgt Frank G. Robertson
Sgt Stanley Z. Swiencki
2nd Lt. Allan C. Wight
P
2nd Lt. Murray R.
Apfelbaum
CP
2nd Lt. Donald V.Flanders B
2nd Lt. Donald H.Longley N
S/Sgt Arthur M. Harrington
Sgt Robert G. Kennohan
Cpl Donald E. Corson
Cpl Benjamin F. Edwards Jr
Cpl James A. Hauersperger
Cpl Philip G. Zapp
2nd Lt. Sidney R.
Williamson
P
2nd Lt. Howard O.
Sandbeck
CP
2nd Lt. Miles S. Baldwin N
2nd Lt. Raymond T.
Binkley
B
Sgt William J. Arnone
Sgt Lawrence N. Keeran
Cpl Edwin C. Brannan
Cpl Donald W. Clapp Jr
Cpl Dante J.Macario
Cpl Charles A. Spapperi
17071832
31236198
39192491
36818513
15333914
13153800
0753285
0768545
0712626
0717014
37220343
38400777
33603748
33795339
34713843
33603529
0705191
0715930
0715104
0772187
32028157
39130128
18097867
34637549
36743743
15113968
0705469
0715930
0723555
0706675
19180982
18166757
34829295
31190423
33727569
36693347
REPLACEMENT CREWS – AUGUST 1944
August 3, 1944 To The 712th Squadron
2nd Lt. Herbert H. Jonson P
2nd Lt. Lawrence H.
Daniels CP
2nd Lt.Alexander J.Prieski B
2nd Lt. John D. Caldwell N
Cpl Edward V. Langowski
Cpl Edward V. Longowski
0764033
0772305
0713105
0769003
16089625
16089625
231
Cpl George A. Constable
Cpl William M. Craignile
Cpl Luttie W. Rehar
Cpl William C. Price
Cpl John R. Rainwater
2nd Lt. John A. Jordon
P
2nd Lt. Norman S. Harris CP
2nd Lt. Dwain Butler
B
2nd Lt. Harold Cherry
N
Cpl. Charles A. Mainini
Cpl Joseph Hollowatch
S/Sgt Earl Fannin
Cpl John McConnell
Cpl Walter G.Rush
Cpl Bill B. Rysor
2nd Lt. Wilbur C. Bryson P
2nd Lt.William L. Horrell CP
2nd Lt. Harry D. Freivogel B
2nd Lt.Bernard L. Parsons N
Cpl Henry A. Remsburg
Cpl Robert R. Brady
Cpl Gasper W. Interrante
Cpl Donald J. Kamler
Pvt Francis B. Neumann
Cpl Robert C. Weber
2nd Lt. Howard E. Doane P
2nd Lt. Earl H. Pattee
CP
2nd Lt. Eugene Forman
B
2nd Lt. John S. Moll Jr
N
Cpl Zigmund Ozimkowski
Cpl Luke G. Eresnahan
Cpl Melvin F. Foss
Cpl Charles J. Jackson
Cpl Archie J. Taylor
Cpl Robert I. Ussak
2nd Lt. Harold G. Soldan P
2nd Lt. Clement L. Maher CP
2nd Lt. Burrell E. Weaver B
2nd Lt. John B. Wade Jr N
Cpl James W. McConkie
Cpl James C. Alexander
Cpl Peter J. Campbell
Cpl Dale L. Emlet
Cpl Arthur E. Evans
Cpl Philip G. Farnsworth
2nd Lt. John M. Buxton
P
2nd Lt. Howard D.
Hinckley
CP
2nd Lt. Earl T. Brown
B
33262058
16171891
33759444
39920430
38350831
0764691
0809951
0713118
0768937
39694607
32558010
15017821
32866523
39017617
38589094
0764111
0772380
0713163
0769060
35157582
33626111
33832534
32820201
17114026
35216675
0763970
0772473
0715014
0769055
36565548
42030668
19022561
15103207
38563189
12086689
0701967
0770700
0723217
0772901
19120091
33514768
11113767
13122914
35339481
31318641
0703311
0771716
0722813
2nd Lt. Robert D. Butler N
Cpl Leo E. Stephens
Cpl Louis D. Babini
Cpl John L. Burkhead
Cpl Alex Kocheran
Cpl Donald M. McCoy
Cpl James R. Robinson
2nd Lt. Floyd C.Reynolds P
2nd Lt. Curtis H. Hockett CP
2nd Lt. Rex L.Furness
N
Cpl Kenneth W. Eastman
Cpl Leon T. Crisp
Cpl Calvin H. Ellis
Cpl Anthony F. Turk
Cpl Shirley L. Wahl
Pvt Ralph W. Polhamus
2nd Lt. Francis I. Botkin P
2nd Lt.Richard W.GoshornCP
2nd Lt. George H. Pogge B
2nd Lt. Thomas N. Mize N
Cpl Lawrence M. Wilhelm
T/Sgt Charles A. Shipp
Cpl James R. Boatright
Cpl Armand J. Dansereau
Cpl Kenneth D. Johnson
Cpl Harold M. Macauley Jr
F/O James C. Weaver
P
F/O Anthony A. Kolinski CP
2nd Lt. Hugh Ewing Jr
B
F/O Paul Hyman
N
Cpl Charles A. Koon
Cpl John F. Curran
Cpl Vincent J. DePalma
Cpl James P. Kane
Cpl Albert R. O’Donnell
Cpl Harold H. Brakhage
F/O Joseph E.Mlynarczyk P
F/O Sidney R.Hallman Jr CP
2nd Lt.James B.Faircloth JrB
F/O Kenneth C. Goodrich N
Cpl Harold L. Gilmoew
Cpl Bernard J. Deick
Cpl Martin Dolinsky
Cpl John S. Knoy
Cpl Andrew Kuriatnyk
Cpl Kenneth Ryan
2nd Lt. Frank E. Bastian Jr P
2nd Lt.Donald W.DisbrowCP
F/O David O. Holst
N
0772901
37558474
31420626
36770874
33414605
35763351
35756585
0710233
0699370
0723344
16125335
36639569
36600851
35311311
36884022
16150299
0668304
0771623
0718974
0773427
37604383
18025053
17130553
31439980
36696966
36364958
T-123563
T-2784
0723333
T-125702
14181097
31423296
32757453
20382599
19047939
38274268
T-123724
T-3102
0723597
Y-3365
15131285
37579649
32926985
35146610
17012914
36460485
0702217
0715735
T-125814
232
Cpl William J. Degnan Jr
Cpl Robert E. Coletti
Cpl Paul C. DiGiacomo
Cpl Dewey A. Holst
Cpl Frederick G. Theobold
Cpl William O. Wilbur Jr
2nd Lt. David D. Cooper P
F/O Severyn G. Szudarek CP
F/O Paul C. Harp
B
2nd Lt. Herbert M. Lerner N
Cpl Merwyn G. Cook
Cpl Ralph R. Capps
Cpl Isaiah H. Houston Jr
Cpl Thomas J. Kinsey
Cpl William F. Smith
Cpl Roy S. Willis
1st Lt. Arthur C. Nelson P
1st Lt. Charles R. Bastien CP
1st Lt. Lee J. Woods
B
1st Lt. Robert G. Schultz N
T/Sgt Robert N. Carter
T/Sgt William J. Conroy
S/Sgt Donald E. Preston
S/Sgt Robert E. Tracy
S/Sgt Alfred G. Kaiser
S/Sgt Cletus L. Kennedy
2nd Lt. William N.
Stonebraker
P
2nd Lt. John R. Richards CP
2nd Lt. Francis J. Bergin B
2nd Lt. Robert W. Ross
N
S/Sgt Wilbur J. Vogel
Sgt John T. Powers
Sgt Clarence E. Williams
Cpl Curtis L. Cagle
Cpl Jesse J. Myers
Cpl Orville D. Stuard
2nd Lt. Richard C. Vogel P
2nd Lt. Leslie M. Sellers CP
2nd Lt. Myron B. Koth
B
2nd Lt. Warren H. Neville N
Sgt Charles G. Genkinger
Sgt Clyde L. Turner Jr
Cpl James F. Burnett
Cpl John S. Phillips
Cpl Carl G. Stenberg
2nd Lt. John C. Rowe
P
2nd Lt. Bruce J. Anderson CP
2nd Lt. Oscar Rudnick
B
16137912
12220736
12206795
37533407
12089380
11046908
0719018
T-123549
T-2146
0771943
18162136
38563914
13063152
33709627
36192203
36461713
0691054
0702218
0703839
0695540
39278692
35585394
12174207
16152396
38394572
16053455
0705264
0820825
0723274
0772801
34444049
37046266
34775842
34809077
38564460
38463954
0701980
0713563
0719099
0717091
35794316
14147654
36698275
17057058
31423442
0699740
0771263
0716766
2nd Lt. Richard H. Best
N
Cpl Joseph H. Zonyk
Cpl Martin H. Miller Jr
Cpl Charles W. Robertson
Cpl John Roche
Cpl Robert L. Sammons
Cpl Francis E. Scott
2nd Lt. Elvin M. Sheffield P
2nd L.t Jack G. Miller
CP
2nd Lt. John P. Blottie
B
2nd Lt. George M. Steel, Jr N
Sgt Harold C. Riepenhoff
Sgt Frederick E. Recuparo
Sgt George J. Swift
Cpl George E. Crane
Cpl Arthur E. Koch
Cpl Thomas S. Tinney
2nd Lt. Edgar M. Jones
P
2nd Lt. John P. Zima
CP
2nd Lt. James C. Powell B
F/O John R. Tierney
N
Cpl Kazmer J. Szabo
T/Sgt Floyd W. Jenkins
Cpl Howard J. Casey
Cpl Nelson E. DeVaughan
Cpl Romeo G. Valentino
Cpl Robert M. Williams
2nd Lt. Joseph M.Madden P
2nd Lt. Harry D. Gouge
CP
2nd Lt. Attilio
Pasquinelli Jr
B
2nd Lt. Ivan A. Brewer
N
Cpl Nathan Bernstein
Cpl William O.L. Broberg
Cpl Daniel F. Daly Jr
Cpl Ray F. Gipp
Cpl Ronald L. Kincade
Cpl Donald C. O’Connor
2nd Lt. William D. Smith P
2nd Lt. Leon E. Lyon
CP
2nd Lt. Lewis R. Hyde
B
2nd Lt. Michael A.
Cocchiola
N
Sgt Charles B. Ellis
Cpl Leon G. Farnham
S/Sgt Earl M. Aspin
Cpl Benjamin W. Johnson Jr
Cpl James B. Malone
Cpl Frank M.J. Stelmachowski
0722263
16118907
35583733
35217685
11048564
35775968
37622104
0706079
0771095
0718483
0716776
15327526
32545098
35588372
32760452
31292972
14192708
0705698
0771209
0719142
T-1330
35606817
17027698
18156360
34727348
33600679
6898122
0818715
0771384
0694702
0773293
33739991
33687791
32892950
36836560
35755768
35351387
0700560
0709159
0722318
0717285
31282488
12094220
17157076
38539599
34829133
36657060
233
2nd Lt. Ralph J. Camburn
2nd Lt. Dale T. Corder
2nd Lt. Eugene W.
Fichtenkort
F/O Harold H. Dorfman
Sgt Blasé J. Benziger
Sgt Eldon E. Preisel
Cpl Herbert R. Barney Jr
Cpl Ira M. Welkowitz
Cpl William O. Wheeler
P
CP
0822637
0711886
N
B
0718092
T-126347
12178397
16070121
31306708
12122677
35627714
REPLACEMENT CREWS – SEPTEMBER 1944
September 7, 1944 To The 712th Squadron
2nd Lt.William C. Holden P
2nd Lt. Harold E. Bishop CP
2nd Lt.Harvey B.Nachman N
2nd Lt. Ross B. Webb
B
Cpl Edward S. Sherman
Cpl Horace J. Gardner
Cpl Patrick S. Raspante
Cpl Clair D. Rowe
Cpl Waldon D. Walls
Cpl David A. Webster
2nd Lt. Robert W.
Westbrook
P
2nd Lt. Bille B. Morrison CP
2nd Lt. Patrick J.
Pariavecchia
N
2nd Lt. Daniel M. Boone B
Cpl Charles J. Schulz Jr
Cpl Edward J. Bednar
Cpl Kenneth C. Blodgett
S/Sgt Howard M. Bullis
Cpl Leslie D. Haneline
Cpl Wilbert A. Shander
2nd Lt. Robert L. Mains P
2nd Lt Allan L. Lake
CP
2nd Lt. John B. Hankin Jr N
2nd Lt. John W. Johnson B
Cpl Charles E. Cupp Jr
Cpl Harry J. Allen
Cpl Charles H. Daman
Cpl Frank S. Merkovich
Sgt Antonio Munoz Jr
Cpl Anthony C. Villari
2nd Lt. James S. Thomas P
2nd Lt.Harold C. Hardesty CP
2nd Lt. Solomon Block
N
2nd Lt. Glenn D.
Vanderpool
B
0709581
0718531
0722956
0776841
16079232
35787511
12205391
37682574
33436328
34771489
0705865
0721908
0205799
0776605
32649915
33505277
14130523
6908104
38599343
16142213
0680467
0206031
0828688
0776565
36854167
39621301
39463985
36314180
1800??96
35919619
0705165
0721393
0206046
0776593
Cpl William E. Bynum
14100252
Sgt Earl W. Horntvedt
16111521
Cpl Roy E. Rudy
33238210
Cpl Larrel C. Scott
18193185
Cpl Denham Ward
35879442
Cpl Hanover Weaver
34730275
2nd Lt. Charles P. Quirk P
0822179
2nd Lt. Edward J. Rutter CP
0826005
2nd Lt. Victor Troese
N
0558009
2nd Lt. Alexander J.
Walczak
B
01031776
Sgt Kenneth V. Olson
37557035
Sgt John C. Lyles
34709491
Cpl Edwin R. Hoover
33235826
Cpl Clyde W. Levan
33330267
Cpl John L. Sharpless
13175457
Pvt Roy E. Hicks
36880290
2nd Lt. George E.
Franklin Jr
P
0711174
2nd Lt. Virgil H. Gage
CP
0709231
2nd Lt. John r. Nettles
N
0776776
F/O Jack E. Wright
B
T126383
Cpl John R. Freaney
32930606
Sgt Harold L. Goettsch
37195076
Sgt John S. Carroll
33387406
Sgt Isadore A. Epstein
11100206
Sgt George E. Letlow Jr
38544775
Sgt Joseph R. Rossi
35610657
2nd Lt. L.C. Barneycastle P
0685258
2nd Lt. Albert S.
Broadfoot Jr
CP
0719548
2nd Lt. Reuben Young Jr N
0722941
2nd Lt. Bernard X. Ferrari B
0717048
T/Sgt James C. Lunt
19064266
S/Sgt Eathen P. Newcomb
15058708
Cpl Russell B. Alvis
13094122
Cpl Patrick H. George
19022087
Cpl Roland L. Grubbs
37488400
Cpl Aron W. Smith
37476724
2nd Lt. Joe P. Bowers
P
0711120
2nd Lt.Ebonezer J.Murphy CP
0772446
2nd Lt. John A. Smith
N
0703909
2nd Lt. Richard F. Drowne B
0717044
Cpl Matthew F. Fourneyron
12162834
Sgt Herbert C. Dennis Jr
33321540
Cpl Raymond G. Burke
36730017
Cpl Edwin F. Handzlik
36585389
Cpl Leon E. Kelly
34671680
Cpl Paul D. Levoy
36654552
234
1st Lt. Downey L.
Thomas Jr
P
0725006
2nd Lt. Reynold R.
Peterson
CP
020557998
2nd Lt. Wilbur I. Padgett N
0829543
F/O David E. Ellis
B
T-3759
Cpl Melvin H. Free
39290455
Sgt Bobbie E. Carlisle
18116352
Cpl Felix Edwards
34731320
Cpl Jefferson D. Johns
34818295
Cpl Louis Noday
35609985
Cpl Cadis W. Owen
38518826
2nd Lt. Peter Protich
P
0822802
2nd Lt. Harold F Closz
CP
0828382
2nd Lt. Leo R. Nikula
N
0723503
2nd Lt. James R. Huss
B
0776898
Cpl John A. Logan
39279056
Cpl Michael Molish
12062930
Cpl Jose M. Saenz
38533905
Cpl Wayman C. Snyder
14157850
Cpl Jack N. Sweet
32489878
Cpl Bernard Weiss
39264151
2nd Lt. Walter W. Shue
P
0823996
2nd Lt. Carl E. Martin
CP
0710984
2nd Lt. Robert L. Eirich
N
0723596
2nd Lt. Charles E.
Thompson
B
0717918
Sgt Leonard G. Kubelik
16080851
Sgt Ralph W. Lee
18124429
Cpl Thomas R. Elliott
35119862
Cpl Carmi D. Ferguson
39333902
Cpl John E. Meintzer
15174501
Cpl Emil E. Nemec
36755454
2nd Lt. Charles A. Platt
P
0704853
2nd Lt. Glenn W. Doyle CP
0709531
2nd Lt. Harold J. Weeks Jr N
02058596
2nd Lt. John W. Snyder
B
0773346
Cpl Jessie F. Kinsey
39574662
Cpl Marvin L. Davis
39701060
Cpl Pete Blair
33419020
Cpl Liborie W. Papalia
32676287
Cpl Ernest L. Zimmerman
38567796
2nd Lt. Wesley J. Isaacson P
0710948
2nd Lt. Alfred L. Kopitzki CP
0823091
2nd Lt.Raymond E.Custer N
02058425
2nd Lt. Richard M. Styslo B
0776923
Cpl Robert M. Pittman
38391518
Cpl George T. Loupinas
36855654
Cpl Delvin H. Meyer
38558995
Cpl Richard A. Morties
32941623
Cpl Alfred L. Secor
39194577
Cpl George Suchorsky
32909556
2nd Lt. Richard J.
Hambleton
P
0772357
2nd Lt. John R. Walker
CP
0720970
2nd Lt. James A. Ennis
N
0699151
2nd Lt.William J.Southern B
0772891
Cpl Finno C. Krotke
19101360
Cpl Harry S. Hunter Jr
33693748
Cpl Thomas D. Johnson
18216222
Cpl John J. Riordan
33614084
Cpl William W. Rorsher Jr
33710491
Cpl Edward D. Smith
33545769
2nd Lt. Axel D. Johnson P
0705396
2nd Lt. Vincent Luine
CP
02056532
2nd Lt. Omero Menegazzi N
0721481
2nd Lt. Bernard L. Nogues B
0772992
Cpl Bernard E. Coons
39858706
Cpl James R. Delaney
16137713
Cpl Bailey A. McNair
34705728
Cpl Richard P. Miller
13159210
Cpl Robert C. Mount
36368248
Cpl Robert S. Yetter
33322965
2nd Lt. Stephen H.
Hodgson
P
0800887
2nd Lt. Edward S.Connell CP
0822894
2nd Lt. Edwin A. Scales N
0723442
F/O Albert Vanderhoof Jr B
T126277
Cpl Robert E. Coker
34659229
Cpl Julian A. Duncan
34810727
Cpl Cecil C. Gwennap
35923419
Cpl Ernest J. Kelley
32835857
Cpl Vincent R. Stakun
31392279
Cpl George Wyda
33689697
2nd Lt. John M. Ray Jr
P
0741086
2nd Lt. John M. Pearce
CP
0811433
2nd Lt. Arnold W. Rubin N
0723175
F/O Ara J. Adams
B
T126430
Cpl Hobart F. Chester
36420756
Cpl Peter J. Fager
39617321
Cpl John L. Garrity
31416602
Cpl Francis T. Hildenberger
33828036
Cpl Peter E. Lane
34650923
Cpl Edward H. Webb
16134528
REPLACEMENT CREWS– OCTOBER 1944
October 31, 1944 To The 712th Squadron
1st Lt. John J. Caldwell
P
0437194
235
2nd Lt. Richard D. Mace CP
1st Lt.Michael N. Opacick N
1st Lt. Delmo M. Pearce B
S/Sgt Louis R. Thibert
Cpl Noble Germany
Cpl Richard C. Gilchrist
Cpl Raymond R. Kutchinski
Cpl Robert S. McLoughlin
Cpl Godfrey R. Wood
October 31, 1944 To The 713th Squadron
2nd Lt. James G. Blank
P
2nd Lt. John K. Huber
CP
2nd Lt. Bernard F. Pargh N
2nd Lt. Francis X. Pollio B
Cpl William T. Harriman
Cpl Norris L. Kanarek
Cpl Christopher C. King
Cpl Derward E. Morrow
Cpl John A. Woldman Jr.
0779964
01280832
0670230
16021388
14192853
11099681
32923000
32315454
11004227
0567334
0831942
02065215
0505968
17111211
13133595
32747076
11043372
35398840
REPLACEMENT CREWS – NOVEMBER 1944
November 7, 1944 To The 712th Squadron
1st. Lt. Irwin W. Ruge
P
2nd Lt. Joseph H. Leroy CP
2nd Lt. George S.
Robertson
N
2nd Lt. Walter T.Foreman B
S/Sgt Randall D. Fowler
Cpl Maurice E. Bordner
Cpl Myron Revak
Cpl Laurence W. Scholny
Cpl John T. Ziino
November 13, 1944 to 712th Squadron
2nd Lt. Joseph F. Steffan P
2nd Lt. Henry Y. Edgerton CP
2nd Lt. Gerald J. Gottlieb N
S/Sgt Edward C. Murphy Jr
Cpl Harold Resnikoff
Cpl Davis E. Denning
Cpl James H. Gilmore Jr
Cpl Donald A. Payne
Cpl William Wright Jr
2nd Lt. Irving Smarinsky P
2nd Lt. Horace B. Lane
CP
F/O Sidney V. Peters Jr N
F/O Arthur Hoffman
B
Cpl Edward J. Grossman
Cpl Harold C. Haynes
Cpl Francis J. Kelly Jr
Cpl Gerard J. Perry
Cpl Robert Turner Jr
Cpl Elton L. Nichols
0855352
02057328
02066045
0780246
190003642
36685995
33611590
36676361
36652218
0719786
02061656
02068377
35370754
18231599
34870892
14185681
23178062
328?8722
0710613
0771451
T129862
T5541
32931086
39712761
11103783
31323473
38519135
385186?2
2nd Lt.William L. Voight P
F/O Lt.Fred S.Risinger Jr CP
2nd Lt. Edward J.
O’Donoghue
N
F/O Willis D. Lonn
B
Cpl Dale K. Huson
Cpl Richard N. Kudukis
Cpl John J. Noone
Cpl Wilmer L. Polk
Cpl Jerry J. Russ
Cpl Joseph S. Ulakovich
2nd Lt. Harry R. Mulrain P
2nd Lt.Thomas F.Murphy CP
2nd Lt. Joseph O’Connor N
Cpl Warren R. Dolan
Cpl William K. Jann
Cpl Roger E. Leland
Cpl Jack C. McKay
Cpl Carey A. Stephens Jr
Cpl James S. Champion Jr
2nd Lt. Frederick W. Tod P
F/O Lt. Warren N.
Peterson Jr
CP
2nd Lt. Howard R.Morton N
2nd Lt. Herman J.D.James B
Cpl Robert F. Harrison
Cpl Robert L. Koscki
Cpl Chester J. Labus
Cpl Joseph W. Noonan
Cpl John R. Peterson
Cpl James R. Turnley
2nd Lt.Donald G. Stuhmer P
2nd Lt. Boardman G.
Getsinger Jr
CP
2nd Lt.William J. Nugent N
Cpl Keith B. Mink
Cpl John B. Klein Jr
Cpl Robert P. McDonald
Cpl Robert J. Dyer
Cpl Kenneth T. Ritter
1st Lt. James R.C. Cook P
1st Lt. Alonzo D.
McAllister
CP
2nd Lt. Edwin F. Slowick N
2nd Lt. Dean E. Peterson B
T/Sgt John P. Delaney
Cpl Garland E. Flinn
Cpl Franklin a. Halferty
Cpl Howard W. Ivery
0774829
T3539
0926916
T5548
39558319
16102597
33908745
38392524
36635?08
35235649
0828221
02068446
0832207
36893315
42072013
31281991
37672915
34796131
33713755
0776133
T2849
01055394
0783073
37483658
37563258
33795580
37632374
36483559
33715358
0827990
0831691
02068448
31450251
37140182
36435101
37683078
33642094
01633141
0448096
0818961
02064312
6289405
39472117
35346939
35814638
236
Cpl Richard H. McAdams
Cpl Joseph N. Rodgriquez
1st Lt. Howard L. Smith P
2nd Lt. John A. Harron
CP
2nd Lt. Waldo J. Marolf N
2nd Lt.Alvin C.Nickerson B
Cpl Arthur W. Carter Jr
Cpl John J. Dunden Jr
Cpl Harry E. Huster Jr
Cpl David L. Phillips
Cpl Melvin Schlenoff
Cpl Mervin E. Schwartz
2nd Lt. John J. Opman
P
2nd Lt.Donald A.Ouellette CP
2nd Lt.Charles J.BallantineN
Cpl Henry A. Calika
Cpl Louis Kaplan
Cpl John M. Roche
Cpl Harry J. Steeves
Cpl Edmund B. Szymczak
Cpl James F. Wivinis
2nd Lt.Harlyn H.Schroeder P
2nd Lt. Delwin D.Roorda CP
2nd Lt. Joe F. Castle
N
Cpl Norwood A.D. Adler
Cpl Raymond M. Dailey
Cpl Thomas L. Economy
Cpl Frank C. Lippman
Cpl Ervin A. Schilling
Cpl Edward L. Wetterneck
2nd Lt.Sylvester J. Peresie P
2nd Lt. William J. Smith CP
F/O Henning E. Helsing N
F/O Anthony L. Germele B
Cpl Wayne Sarver
S/Sgt Noyle A. Wright
Cpl William F. Eaton Jr
Cpl Raymond J. Lewis
Pvt Michele P. Ricciarll Jr
Cpl James O. Yokley
2nd Lt. Guilford D.
Wikender
P
F/O Lex W. Jones
CP
F/O Walter D. Fortner
N
F/O Ernest R. Belinskas B
Cpl David O. Anthony
Cpl William T. Matejka
Cpl Charles W. Peacock
Cpl James E. Riddle
32609119
16083229
0675638
0721400
02065172
02065407
12178347
32937983
13083681
35633197
33902781
37589627
0822071
0831779
02065209
36865856
12177527
36677473
11141377
42027284
16188906
0826014
02062050
01046037
358099??
35779718
3205???6
42?????4
161???23
36823304
0824201
0778984
T129680
T5453
19163202
19021145
35433622
32948304
42101769
14194515
0778638
T128986
T131825
T5589
36682781
36831384
13151754
13189973
Cpl Charles R. Steele
Cpl Warren F. Wheelock
2nd Lt. Paul J. Jones
P
2nd Lt. James Mucha
CP
2nd Lt. Herman Engel Jr N
Cpl Charles W. Blaney Jr
Cpl Leonard E. Dailey
Cpl Edward W. Danecki
Cpl Alvin J. Stout
Cpl William J. Wilson
Pvt Albert J. Dentley
2nd Lt. Earl Furnace
P
2nd Lt. Thorpe L. Friar
CP
2nd Lt. Norman W.
Kanwisher
N
S/Sgt Nathan J. Malkin
S/Sgt James E. Howell
Sgt Alexander Yarosky
Sgt Morris E. Gannon
Sgt. William P. Franks
Sgt. James C. Allison
2nd Lt. Joseph B. Brown P
2nd Lt. Richard C.
Seymour
CP
2nd Lt. Orvie O. Caste Jr N
S/Sgt Phillip Mazzagetii
S/Sgt Francis M. Louthan
Sgt Jack D. Cowdin
Sgt Ben E. Vegors Jr
Sgt William R. Kamedish
Sgt Leroy R. Romig Jr
2nd Lt. Walter Bobak
P
2nd Lt. Alfred Christ
CP
2nd Lt.Richard C.Wagner N
2nd Lt. Leslie A. Beaton B
S/Sgt Richard Mickelson
S/Sgt Oranzo J. Ruscitti
S/Sgt Collis Carlee
Sgt Morris E. Gannon
Sgt Donald Bock
Sgt Arthur Myers
Sgt Franklin Morgan
Sgt Richard L. Dietrick
Capt Edward M. Wall
P
1st Lt. Willis H. Young
CP
1st Lt. Charles F. Reeves PN
1st Lt. Herman Salyer
DRN
1st Lt. Norman Segal
B
T/Sgt Ansel J. Gladish
33437571
13070564
0718659
02059408
02065525
36759119
38540952
36826828
37703586
34892326
34824130
0711175
0770626
02056413
32087779
33737992
12101126
34684506
12203781
39616772
0708484
0772233
0722944
38420922
?6294269
18046184
19142303
17158055
33832822
0768921
0776203
0712953
???????
17157786
39331840
14184267
34684506
17132532
35875778
35706996
13144154
0795106
0776203
0712359
0702965
0668794
16028322
237
T/Sgt Robert M. Carlton
Sgt Victor a. Jensen
S/Sgt Clarence S. Scollard
S/Sgt Willoughby
S/Sgt Harold G. Beams
2nd Lt.Daniel R.Durbin Jr P
2nd Lt. Thomas L.
McQueid
CP
2nd Lt. Donald G. Leetch N
S/Sgt James H. Count
S/Sgt Joy C. Christensen
Sgt James E. McCown
Sgt Joseph C. Svaton
Sgt Harry F. McCurdy
Sgt Alfonso C. Gessonius
2nd Lt. James J. Shafter
P
2nd Lt. John R. Paxson
CP
2nd Lt. Neal W. Pettit
N
S/Sgt Walter W. Petrovich
Cpl Virgil F. Beall
Cpl Daniel G. Graham Jr
Cpl William L. Kaiser
Cpl Taylor L. Tarkington
Cpl Anderson C. Wright
2nd Lt.Kenneth A.Wheeler P
2nd Lt.William B.Wiveol CP
2nd Lt. Cecil L. Pullen
N
2nd Lt. Robert H. Piccolo B
Cpl Robert Drummond
Cpl Robert S. Messner
Cpl Paul V. Oskowski
Cpl Edward W. Pinner
Cpl Russel R. Sage
Cpl Edward Wagner
2nd Lt. Stanley L. Winter P
2nd Lt. Howard A.
Courtnery
CP
F/O Roland T. Hauver
N
F/O Leo J. Dymerski
B
Cpl Robert D. Poswor
Cpl Walden L. Gibbs
Cpl Gomber D. Hess
Cpl Paul J. Misera
Cpl Linwood H. Peaslee
Cpl George J. Weinberger
2nd Lt.Albert B.Sanders Jr P
2nd Lt.Wallace K. Grimes CP
2nd Lt. Joseph L. Nathan N
S/Sgt Gilbert A. Mathias
11129862
17028486
3745?625
39084353
11071294
0704903
0886697
0712854
42001035
19115992
14200127
12175709
12159282
39272064
0771554
02057389
0206618
35601205
38076333
16088972
39577186
18177172
33836022
07??679
0775691
02065825
0787890
32953248
12228588
33920308
16078736
35704763
33920010
0???175
07????2
T?9678
T????5
329?6851
????0835
?3919766
?3?19908
?13?3568
39206663
0721222
02059504
02066023
36247431
Cpl Irvin F. Alvey
Cpl Robert F. Eldridge
Cpl Warren E. Lutin
Cpl John P. Royski
Cpl Pat J. Terrarova
2nd Lt. Courtland C.
Crandall
P
2nd Lt. Allan J. Carey Jr CP
2nd Lt. Marshall K. Dan N
Sgt Lewis W. Miller
Cpl Joseph M. Guthrie
Cpl Marcus K. Jorgensen
Cpl John J. Madden
Cpl Milton M. Olson
Cpl Oscar W. Olson Jr
2nd Lt. Maurice ? ?????? P
2nd Lt. Harry H. ?????
CP
2nd Lt.Clayton J. Berg
N
S/Sgt Carl O. Hightower
Sgt Bernard T. Fusco
Cpl Michael D. ????ine
Cpl Robert W. Meroff Jr
Cpl Neil M.Lunis
Cpl James F. Cummings
2nd Lt. Henry E. Mielke P
2nd Lt. Harlan R. Edson CP
2nd Lt.Raymond J.Kincaid N
Cpl Laurence A. Harris
Cpl Floyd E. Hudson
Cpl Floyd L. Johnston
Sgt Jerome A. Korte
Cpl Harry A. McClure Jr
Cpl Carl A. Newpher
2nd Lt. Paul G. O’Neil
P
2nd Lt. Theodore R.
Zimmerman
CP
2nd Lt. Robert J. Wilkins N
Sgt Angelo A. Adelizzi
Cpl Donald Brittingham
Cpl Dean E. Coolman
Cpl John R. Gerber
Cpl Harold L. Lang
Cpl Myron Rosenthal
2nd Lt.David G. Anderson P
2nd Lt.Quinton B. McLay CP
2nd Lt. ???? A.Hammond N
Cpl William B. Davis
Cpl Theodore E. Dyson
36685927
17168478
36868144
42????49
?2238842
0825?81
0829162
02066023
33158948
13201139
36685028
32440676
36647360
15134212
0771029
072?589
0777561
18031704
????03??
????????
????????
368?????
15??4578
0775475
02065971
0779157
36685434
34916461
35558872
36477450
17168640
33681761
0?71113
02058344
02066088
16036369
13141526
16159504
35225207
39704462
36869665
0720103
02058848
02065546
33541273
11104482
238
Cpl James W. Harrison
Cpl Joseph E. Jendzeisyk
Cpl Raymond W. Kubik
Cpl Joseph M. Szeliga
20926606
12240678
36882355
36015701
REPLACEMENT CREWS – DECEMBER 1944
December 11, 1944 to 715th Squadron
2nd Lt. Knute P. Stalland P
2nd Lt.Theodore Warner Jr CP
2nd Lt. John M. Heard
N
Cpl Oryn M. Blashe
Cpl Bobbie C. Glass
Cpl Frank E. Grogan Jr
Cpl John M. Kropp
Cpl Dale W. Overy
Cpl Joseph F. Parks
2nd Lt. Francis R. Piliere P
2nd Lt. Raymond E. Gale CP
2nd Lt. Joseph F. Chaput N
Sgt William M. Garrett Jr
Cpl Ronald F. Burke
Cpl Milton Greenfield
Cpl Charles H.J. Nigrin
Cpl Nicholas W. Porcaro
Cpl Norman R. Veenstra
2nd Lt.Frederick J.Ha?ned P
F/O John Ke??ey
CP
2nd Lt. John F. Cascio
N
Sgt Robert O. Folt
Cpl Harold W. Hulspeth
Cpl Joseph A. Hutchinson
Cpl Wallace D. Laufer
Cpl Edward H. McCuen
Cpl Bernard M. O’Leary Jr
2nd Lt.William A.Hammes P
2nd Lt. John Potgeter
CP
F/O Jules Klingsberg
N
1st Lt. Frank P. Law
B
Cpl William K. Krebs
Cpl Elbert I. Moore
Cpl Jerry L. Obermiller
Cpl Donald J. O’Rourke
Cpl Charles P. Swindler
Cpl Elmer C. Witty
2nd Lt. Kay L. Flinders
P
2nd Lt. Lurty M. Reid
CP
2nd Lt. John J. McNamee N
Cpl Nick Anast
Cpl Henry F. Devine
0721875
0928014
02069015
36841206
38478645
14124065
36819181
35296070
38579450
0829290
02063602
02068949
38414271
11114531
33791521
33734022
33828756
31410192
0829199
T129030
20268947
13040574
36677535
29924714
36768931
18167550
12205415
0829469
0777808
T132959
01296394
37704414
34732029
37603717
36866359
33544297
36832293
0721683
0831800
02068430
36696595
16056638
Cpl Earl B. Jordan
Cpl William B. Meharg
Cpl Edwin S. Mitchell
Cpl William E. Myers
2nd Lt. Robert L. Stewart P
2nd Lt. Harold E. Daniels CP
F/O Charles A. Bales
N
F/O Charles M.
Shumaker Jr
B
Cpl William H. Hadley
Cpl Henry A. Holkenbrink
Cpl Bernard P. Martin
Cpl Victor L. Miller
Cpl Robert V. Ray
Pvt Frederick Z. Conley
2nd Lt. Raymond E.
Bunday P
2nd Lt. George H. Helm CP
2nd Lt.Neal P.Schumacher N
2nd Lt.Leslie N.Talifaferro B
Cpl Clarence H. Bales
Cpl Charles V. Clark
Cpl Glenn D. Hill
Cpl Paul J. Hurton
Cpl James P. Mathews Jr
Cpl Harry D. Repp Jr
2nd Lt.Robert A. Paeschke P
2nd Lt. Hugh S. Holburn CP
2nd Lt. Harold W. Onstad N
Sgt Paul N. Boyerl
Cpl Richmond H. Dugger Jr
Cpl Robert E. George
Cpl Frank P. Rinaldi
Cpl Herbert D. Smith
Cpl Reno A. Tonegate
2nd Lt. Gordon L. Brock P
2nd Lt. Richard Maxwell CP
2nd Lt. Robert Angele
N
2nd Lt. Willard Wombold B
S/Sgt Alfred F. Mendus
Cpl Mark W. Anthony
Cpl Milton F. Burchett, Jr.
Cpl Richard W. Carlin
Cpl Edward J. Chu
Cpl Horace Deane
34782003
34793089
33735195
1310?591
0721683
0778657
T126387
T-5625
15304043
36693927
32810002
12209561
36764240
32948839
07?1341
0674042
02070152
0785438
3772?311
35233954
17147109
31427378
34829996
13141053
0776007
0828623
02068452
16132172
33645037
38534143
15375752
33543226
39403855
0715134
0928894
02071489
0785447
13009899
33841613
37243572
16123152
42120988
31371193
REPLACEMENT CREWS – JANUARY 1945
January 17, 1945 to 713th Squadron
2nd Lt.Forrest E.McCreadyP
0721826
239
2nd Lt. Harold O.Pittenger CP
2nd Lt. Eddie O.
McLaughlin Jr N
2nd Lt. Earl S. Patterson B
Cpl Claud E. Lamoy Jr
Cpl Pat H. Cochran
Cpl Arthur J. Helganz
Cpl Merle L. Law
Cpl Darwin D. Dague
Cpl Eugene T. Short
January 20, 1945 to 714th Squadron
1st Lt.Samuel H. Moseley P
2nd Lt. Charles H. Herring CP
F/O Forrest F. Hauser
N
Cpl George J. Jacobs
Cpl Sidney Friedman
Cpl John F. McCarthy
Cpl Robert C. Rhinard
Cpl Theodore C. Mower
Cpl George A. Watkins
02071826
0928913
02069712
34848201
37706247
36574014
35172764
36594095
36837020
0727645
0719070
T127938
15119406
36760306
32845101
16153786
33708165
33812489
REPLACEMENT CREWS – FEBRUARY 1945
February 2, 1945 to 713th Squadron
2nd Lt. George R. Onufer P
2nd Lt. Carl T. Wiley Jr. CP
F/O Harry S. Wells
N
Cpl James O. Attaway
Cpl Irving H. Horn
Cpl Frederick D. Neilsen
Cpl Edward J. Parciak
Cpl Robert F. Schreier
Cpl Charles E. Smith
2nd Lt. Neil R. McCluhan P
2nd Lt. Elias L. King
CP
2nd Lt. John K. Zeigler
N
2nd Lt. John C. Carabello B
Cpl John Berardelli
Cpl Donald S. Clark
Cpl Wade R. Dodds
Cpl Kirby L. Lyle
Cpl Chris Snow Jr.
Cpl Frederick W. Wichman
2nd Lt. Richard H. Page P
2nd Lt. Frederick D. Smit CP
F/O Richard I.Wooderson N
Cpl Robert F. McClatchey
Cpl Edmund J. Misbach Jr
Cpl Herbert P. Neville
Cpl William H. Peel
Cpl John Snyder Jr.
Cpl Stanley W. Thatcher
0720343
02058322
T133897
14185093
12219597
33682680
31379608
17071898
13128493
02059556
02059938
02071774
0785567
1308705?
1532739?
3514797?
3468498?
3694707?
3529400?
0719717
0928938
T133901
36758004
1109547?
3140761?
3462495?
3144044?
1312673?
2nd Lt.Edward V.AndersonP
F/O Harold W. Goodman CP
F/O John W. Stanford
N
F/O Douglas R. Schenks B
Cpl Gilbert R. Schenks
Cpl Bruno J. Murski
Cpl Kenneth R. Knowles
Cpl Leon P. Stone
Cpl John N. Geratey
Cpl Daniel W. Taylor
February 11 1945 to 715th Squadron
2nd Lt.Douglas W.TorranceP
F/O Lt. Alexander A.
Calomeni
CP
2nd Lt. Frederick T.
McKinley
N
Cpl Richard G. Brede
Cpl Harold M. Burt
Cpl Lawrence J. Caruso
Cpl James E. Gleason Jr
Cpl Edward Paretti
Cpl Harriman M. Merrill
2nd Lt. Horace R. Rigel
P
F/O Earl B. Saxe
CP
2nd Lt. John R. Williams N
Cpl Vernon E. Burknoske
Cpl Franklin H. Hastings
Cpl Louis J. Ladas
Cpl William Schneider
Pvt Francis J. Chelland
Pvt Lucian A. Whipple Jr
2nd Lt.Karl W.Augenstein P
F/O Herman Decktor
CP
F/O John F. Sharpe Jr
N
Cpl Salvatore C. DeRosa
Cpl Norman R. Dunphe
Cpl John F. Gant
Cpl William A. Poland
Cpl Wilbur Semelvers
Cpl Robert J. Konkol
2nd Lt.Frederick E.Clarke Jr.P
F/O David G. Coomer
CP
2nd Lt. Urbain L. Doyle N
Cpl Frank B. Barrett
Cpl Harry D. Mitchell III
Cpl William J. Roberts
Cpl Dalfino T. Sarina
Cpl Robert H. Steeves
Cpl George D. Moreno
02058100
T134557
T64721?
T134393
38473375
1806128?
1418500?
3851334?
16173370
33646051
0830752
T65763
02074504
39461036
36880261
42009565
31302882
32974580
34598186
0834016
T130599
02072937
33734815
33389960
31205305
36761014
13056160
14045409
0834347
T65766
T134593
32987179
31369563
17136302
6947419?
35216214
33609314
02061880
T65686
02074678
14184648
13140966
31390075
39417289
31405559
39710307
240
2nd Lt. Gilbert N. Davis P
F/O Donald E. Fletcher CP
2nd Lt.Edward M.Furman N
Cpl Seymour Kaufman
Cpl Dorman Robertson Jr
Cpl Paul A. Sarica
Cpl Fred Stephens
Cpl Clarence R. Winters
Cpl Alfred W. Morin
2nd Lt. Stanley E. Guiney P
2nd Lt. John R. Bohannan CP
2nd Lt. Edward R. Casey N
Cpl Robert H. Corregan
Cpl Howard P. Martin
Cpl Nick Mosora
Cpl Stanley L. Trebbs
Cpl William J. Juhas
Cpl Francis G. McCarthy
2nd Lt.Albert W.Halfhill Jr P
2nd Lt. Leo T. Fleisch
CP
F/O Craig F. Dinsbier
N
T/Sgt James W. Mayfield
Sgt Joseph F. Macone
Cpl George F. Lange
Cpl Francis A. Marrocco
Cpl Frank M. Zelenitz
Cpl George Zunigz
2nd Lt. Donald M. Ford
P
2nd Lt.Ralph J. Radowick CP
2nd Lt.Clement R. Grosso N
1st Lt. William M. Jones B
Cpl Van W. Fowers
Cpl Harold B. Heyler
Cpl Norman C. Poorman
Cpl Victor F. Reys
Cpl Charles L. Wingo
Cpl Edward R. Mikiua
2nd Lt.Elmer M.Homelvig P
2nd Lt.Delbert M.Gablock CP
2nd Lt.Ferris W.Kennedy N
F/O Victor Q. Smith
B
Cpl John R. Cray
Cpl Charles E. Nelms
Cpl Cleatus G. Stone
Cpl Walton J. Tombari
Cpl Dale T. Wreisner
Cpl Emory G. Repass
2nd Lt.Forrest F.Anderson P
2nd Lt. Arthur R. Seat Jr CP
02064877
T6569
01011479
32790620
38603342
33695897
36879277
33837338
11102998
02062098
0837440
0274665
12089866
33344841
35098758
36758034
33709727
31310306
02061489
0837596
T137315
6938444
11056977
11138664
31369915
35216736
18090196
02058765
0930445
02074401
01285766
16197961
36881409
38686629
33730924
33904910
33608921
02050191
02063603
0930408
T5715
37358202
37627536
36742647
31381182
17145062
36657226
0832341
02062385
2nd Lt Frank W. Leonard N
F/O Jerome Brown
B
Cpl Elberon G. Andrews
Cpl Benjamin S. Daniel
Cpl Douglas J. Fowler
Cpl Charles E. Schmucker
Cpl John W. Wideman
Cpl ????? ? Hutchinson
2nd Lt. Harry S. Constable P
2nd Lt. Clayton H.Johnson CP
2nd Lt. John J.
McConnell Jr
N
F/O John J. Northrup
B
Cpl Calvin J. Barnett
Cpl William J. Davis Jr
Cpl Byron A. Thomas
Cpl Milton Clanoff
Cpl Bernard J. Varney Jr
Cpl Thomas G. Treadwell
2nd Lt. William E. Dupree P
2nd Lt. Harold Major Jr
CP
2nd Lt. Charles B.
McDonald
N
F/O Harry E. Floyd Jr
B
Sgt Peter A. Tell
Cpl John D. DeLang
Cpl Paul D. Hestor
Cpl Walter A. Scheel
Pvt William A. Oiler
Cpl Richard E. Sprenkle
2nd Lt. Paul E. Westrick P
2nd Lt. Everett R.
Pickering
CP
2nd Lt. Leon H. Martin
N
2nd Lt. Thomas V. Scott B
Sgt William J. Grize
Cpl Donald J. Eidson
Cpl Roderic H. Landreth
Cpl Stuart D. Van Deventer
Pvt Herman Watts
Cpl John J. Benyo
02074477
T6830
35912737
16138345
34765092
37706944
37704363
35221450
0806223
02061962
02074493
T5773
16130439
37722410
39925056
12129063
31339387
14140979
0832118
02067316
02074495
T5696
32075346
17067161
18228003
35836693
35436498
3351255?
02062099
02067346
02074515
0785138
31124923
20953835
19215638
3858893?
1508761?
3360843?
REPLACEMENT CREWS – MARCH 1945
March 17, 1945 to 713th Squadron
F/O James F. Wagner
P
F/O Jerome F. Wassman CP
F/O John W. Allan
N
Sgt Linwood O. Patten
Cpl Robert B. Bailey
Cpl Robert D. Catone
T64147
T65186
T135845
33062946
33904874
12229951
241
Cpl Gerald L. Goble
Cpl Charles P. Holbrook
Cpl Harrison G. Newcomb Jr
2nd Lt. David L. Davis
P
2nd Lt. John E. Morrison CP
2nd Lt. David M.
Chambers Jr
N
2nd Lt.William R. Fulton B
Sgt George S. VanHorn
Cpl Johnny R. Clary
Cpl William J. Hawthorne Jr
Cpl Harold W. Poland
Cpl James I. Sessums
Cpl Wayne J. Roache
2nd Lt. John F. Walker
P
2nd Lt. Stephen Blazek Jr CP
F/O Donald E.Francisco JrN
F/O Frank Barilla
B
S/Sgt Edward L. James
Sgt John P. O’Conner
Cpl Simon e. Bukovitz
Cpl Joseph T. Hurley
Cpl Leonard A. Poritz
Cpl Richard S. Shely Jr
2nd Lt. James K. McFerren P
F/O Alfred M. Bettman CP
2nd Lt, Ralph E. Williams N
Cpl Walter D. Grindle Jr
Cpl Edward V. Ladas
Cpl Verl D. Moore
Cpl William C. Morrow
Cpl Lyle W. Peebles
Cpl Dean G. Shumaker
2nd Lt. John W. Trostle
P
2nd Lt. Joe H. Davis
CP
2nd Lt. Harold W. Harkey N
Cpl Thomas M. Duke
Cpl Burton R. Johnson
Cpl Wynton B. Hudson
Cpl Robert M. Martin
Cpl Adelard O. Soucy
Cpl Francis B. Higgins
2nd Lt. John C. McCoy
P
F/O Bernard J. Banas
CP
F/O Clarence H. Leimer N
F/O Saverio J. Juliano
B
Cpl Bronislaw J. Kardys
Cpl Angelo J. Leonetti
Cpl Frank J. Matula
13133481
11104593
34540299
0835454
0837510
02077198
02071953
33364717
18210123
31336558
32266456
14150844
39918707
0821814
02071938
T66102
T137618
36425125
11062033
33429594
31372110
34787460
15119576
02058231
T65109
02072939
34946134
31378761
13188308
18193279
33712182
15127506
0834062
0836899
02075368
13142682
39334101
18098130
14193914
31366556
34817643
02057337
T65103
T135784
T134418
31252333
13125368
12100312
Cpl Abe L. Morgan
Cpl Irria J. Peterson
Cpl James E. Smith
2nd Lt. Edward S. Lytle
P
2nd Lt. Joseph Schweitzer CP
2nd Lt. Walter J. David
N
Cpl Donald T. Fox
Cpl James A. Lamb
Cpl Stanley Dressler
Cpl James L. Hicks Jr
Cpl Philbert N. Weber
2nd Lt. Walter J. Peters
P
2nd Lt. William P.
Leibensperger CP
2nd Lt. William P. Leftwich
Cpl Dewey R. Brosey
Cpl Alfonso A. Coronado
Cpl Thomas W. Koopman Jr
Cpl Donald R. Morrison
Cpl William J. Wheeler Jr
Cpl Louis F. Thronson
2nd Lt. Warren C. Howard P
2nd Lt. John F. Moran
CP
F/O Francis H. Wander N
Cpl John G. Brough
Cpl Willis C. Conkle
Cpl Karl G. Kersh
Cpl Victor L. Patti
Cpl Miles C. Taylor
Cpl Charles S.Cobb
2nd Lt. Odis O. Willett
P
2nd Lt. George C.
Bothwell Jr
CP
F/O Adelbert W. Zeitlow N
Sgt William H. Bixler
Sgt Robert E. Youngquist
Cpl Eugene F. Dunn
Cpl Delmar L. Fouts
Cpl Vincent P. Pronesti
Cpl Frederick F. Shook
34738387
38174375
34634691
02061999
0783844
02076574
13113363
35884404
33260322
33658449
17132130
02061755
02062232
0928110
35417282
39421226
32803329
19142756
34903986
36834799
0718644
0783808
T137476
39924939
35919380
38545998
17136617
18242673
14190321
0928360
0930903
T137479
33111866
20625440
13142661
17070006
33797807
13188211
REPLACEMENT CREWS – APRIL 1945
April 2, 1945 to 713th Squadron
1st Lt.Harry H.Mortimore P
01012827
F/O Melville W. Cave
CP
T129249
F/O Leonard E.Roecker Jr N
T7267
2nd Lt.Luther C.Shelton Jr B
0832712
Sgt Lyle R. Stalnaker
6661496
Cpl Carl W. Anderson Jr
39465799
Cpl Dean A. Brinkerhoff
39858488
242
Cpl Edward E. Carson II
Cpl Clinton Frankenfield
Cpl Harry B. Puckett
2nd Lt. John Thomas Jr
P
F/O Lawrence Supienko CP
2nd L.t Ansel W. Stork
N
F/O Joseph A. Benjamin B
Cpl Joseph A. Felipe
Cpl Ted M. Harris
Cpl Raymond E. Neuse
Cpl William W. Oakey
Cpl Joseph P. Pilla
Pvt James E. King
2nd Lt. George H. Roos Jr P
2nd Lt. Shirley W. John
CP
2nd Lt. Peter L. Hollod
N
2nd Lt. William A.Denten B
Cpl William L. LeFore
Cpl Walter R. Budrey
Cpl Lee E. Cale
Cpl Woodrow J. Dawson
Cpl Clyde W. Holder Jr
Cpl Stephen P. L????
2nd Lt.William O.Whetsell P
F/O James Beadling
CP
2nd Lt. Lawrence C.Taylor N
2nd Lt. James E. Muenker B
Cpl Roy H. Bassler
Cpl Paul B. Davis
Cpl William T. Hall Jr
Cpl Robert S. Peterson
Cpl Robert W. Putney
Cpl William A. Stone Jr
2nd Lt.William A.Winburn III
P
2nd Lt. John A. Burgeman CP
2nd Lt.Bernard S.Vaemoni N
F/O Lawrence W. Tolj Jr B
Cpl Terrence F. Coyle Jr
Cpl Frank R. Delgrosso
Cpl John F. Durbin
Cpl Russell L. Jewett
Cpl Roy Richburg Jr
Cpl Franklin D. Stevens
Capt Daniel H. LaPointe P
2nd Lt. Robert J. Hertell CP
2nd Lt. George H.Thomas N
F/O Vincent Donato
B
35069576
39218669
37732855
0835218
T????
0206??50
T??14
3??40149
39727606
18233046
36838835
37627405
34801078
0833590
02070846
02073125
0786902
39473173
11138060
37728044
14191354
34923610
13141847
0835306
T133671
02069157
0785206
31328988
14159877
18242578
11139116
36645347
34657359
????237
09?????
020691??
T8294??
4208???1
33731?46
35833754
39918607
1824????
37616969
0727029
01014677
02076780
T9126
S/Sgt James Thonis
6147780
Sgt Edward G. Knertz
20253672
Cpl Jack J. Coats
36854728
Cpl Robert E. Greenwell
14160706
Cpl Clay D. McCraw
38608644
Cpl Laverne C. Stricker
16133091
2nd Lt. Joseph H. Andres P
02061462
2nd Lt. Raymond W. Peterson
CP
02071040
2nd Lt. Baruyr a. Poladian N
01052521
2nd Lt. Eugene Stetz
B
0788108
Sgt Bernard V. Wright
6874699
Cpl James E. Helmuth
38563671
Cpl Robert B. Loy
16032276
Cpl Daniel J. Marek
38421916
Cpl Vernon E. Moore Jr
34508607
Cpl John A. Waynick
14200281
2nd Lt. Leroy D. Sentor
P
0828794
2nd Lt. Robert H. Grimes CP
02057280
2nd Lt. William H. Byrd N
02065953
T/Sgt Ervin D. Sengstock
36828946
T/Sgt James H. Triplet
17159733
S/Sgt Coleman E. King
39295906
S/Sgt Arthur J. Rekart
37612440
S/Sgt Leo M Schade
37624028
S/Sgt Albert M. Kaplan
12100300
S/Sgt John D. O’Leary
12064281
1st Lt.Robert E.Langenfeld P
0720526
2nd Lt. George W. Warner CP
0776156
2nd Lt. Charles W. Parker N
0783148
T/Sgt Robert A. Noel
38478377
T/Sgt Glen M. Hotz
15130720
S/Sgt James E. Davenport
16189182
S/Sgt William J. Potthoff
32984688
S/Sgt Robert J. Krause
36840120
S/Sgt Philip G. Smith
12176765
S/Sgt Edward P Speers
13072554
Arrival date of Lt. Guynes crew shown below is unknown
(about December, 1944)
Lt. James W. Guynes
Lt. James M. Larson
F/O Aram G. Kadehgian
Lt. Carroll A. Michaels
S/Sgt Lloyd E. Newton
Pvt. Edmund A. Schierenbeck
Sgt John E. Schilling
Sgt James M. Hammon Jr.
Pvt Joseph H. Mull Jr.
Sgt Donal F. Schleicher
243
B-24 DEVELOPMENT AND B-24 CONVERSIONS - World War II
B-24 DEVELOPMENT
244
B-24 CONVERSIONS
C-87 LIBERATOR EXPRESS TRANSPORT
This is a B-24 modified with all armament and bombing systems removed for passengers and freight.
The first one (named Pinocchio) was made from a crashed B-24D undergoing repairs, to meet Army
Air Corp specifications. The nose glass was replaced by a hinged metal cap that was hinged on the
upper starboard side for ease of loading and unloading. The tail was faired over with a plexiglass
window. A floor was installed in the bomb bay area and port windows in the sides. A large cargo
door was installed on the port side forward of the tail. Two hundred and ninety one were built in Fort
Worth (including 25 for the RAF and six sleeper aircraft) and thirty five in San Diego for the Navy
designated RY-3.
C-87 PRESIDENTIAL AIRCRAFT
A C-87 was selected for the Presidential aircraft and was the forerunner of today’s Air Force One.
Even the above unarmed C-87 shown here has a certain lethal appearance. Because of its range,
Winston Churchill also used a C-87. It also ferried Roosevelt’s cabinet ministers on dipomatic
missions around the world. Some crew and passenger comforts were added such as cabin heat and
oxygen.
245
C-109 TANKER
The C-109 tanker was a B-24J stripped of armament, bombing systems, and turrets. Fairings covered the
turret openings. The C-109 transported fuel to all Air Force units throughtout the world. The C-109 shown
here came to an unlucky end. Before the accident note the 156 camel mission marks representing 156 trips
over “the hump” between India and China. It carried 2900 gallons (1 tank in the nose, 2 tanks in the
bomb bay and 3 tanks in the rear fuselage) & could discharge all in one hour.
F-7 PHOTO RECONNAISSANCE LIBERATOR
“Photo Fanny” was assigned to the
22nd BG on Okinawa. All bombing equipment was removed. F-7A had three (3) cameras in the
nose and three
(3) in the bomb
bay.
One
hundred
and
eighty two (182)
were built. The
F-7B
differed
only from the F7A in that it
car ri ed
(1 1 )
cameras, all in
the bomb bay.
Thirty two of
these were built.
246
PB4Y-2 PRIVATEER
The primary role of the PB4Y, both 1 and 2, was medium to low level long range patrol so the weight was reduced
considerably by replacing the turbo-supercharged engines with non-supercharged engines and replacing the twin-fins
and rudder with a single tail. A 7 foot extension was added to the fuselage to accommodate a Flight Engineer’s station
for the long over-water flights and it was called PB4Y-2 Privateer. It carried two dorsal carried a pair of .50 caliber
machine guns. The Sperry ball turret was eliminated. Seven hundred and thirtmounted power turrets. The waist gun
positions were replaced with a tear drop shaped “blister” one each side that y nine were built at San Diego. They were
in service until 1964 and the only U.S. heavy bomber to fly in all four of America’s modern wars.
(XB-24N was an extensive redesign of the B-24J made by consolidated for the Army Air Force featuring a
single tail and rudder giving increased stability, with a nose and tail turret, as well as other aerodynamic refinements
reducing drag and improving performance of the B-24. In a test program in November, 1944 it was found to be
superior in all respects to the B-24J and represented the ultimate in war-time development. Thousands were ordered by
the Army Air Force only to be cancelled before a single production aircraft could be built when the war ended.)
PB4Y-1 NAVY LIBERATOR
This was the first Navy version of the B-24 J, L, M & D frames but with little change. Production totaled 977. It was
for anti-submarine patrol & to search out Japanese warships. The above Navy sea blue planes with red tails & red outer
wings were stationed in Alaska & designed with those colors to aid search parties in case of a crash landing.
247
TIME OUT FOR “R & R”(REST AND RELAXATION) THEN BACK TO “R & R”(RETURN & REALITY)- World War II
REST AND RELAXATION
aka “FLAK LEAVE”
KNIGHTSHAYES COURT, TIVERTON DEVON
About halfway through a crew’s allotted missions, they
were sent to (“R & R”) various “Rest & Relaxation”
centers located around Great Britain. These places were
administered by the 8th Air Force Service Command.
These hostels were large county estates with extensive
sport and amusement facilities. The first rest home was
set up in January,1943. The officers of our crew were
sent to the country estate known as Knightshayes Court
in Tiverton, Devon. It was requisitioned by the
authorities and used as a convalescent home for all
Allied forces but in particular by the Eighth Air Force
for rest and recuperation. How enjoyable it was to get
into casual clothes, play bridge, go to the skeet range,
play volleyball and having red cross girls for partners.
No wake-up calls for missions - one could sleep late in
large beds with fresh linens. The happy hour before
dinner was most enjoyable and dinner was served in a
large elegant oak paneled dining room. These places
were referred to as “flak shacks” or “flak houses” by
the veterans. Knightshayes Court was the country
estate of Sir John Amory whose wealth was from the
leather & shoe industry. However, after R&R (Rest &
Relaxation) came another R&R (Return to Reality)
and back to the war. Many ex-service men have
revisited it down through the years and rekindled
memories of this house and its lovely grounds. After
the war, Sir John & Lady Heathcoat Amory occupied
it again and lived in the house until Sir John’s death in
1972, when it was handed over into guardianship of
the National Trust. Lady Amory still lives in the east
wing of the house. Sir John’s brother was Viscount
Amory, distinguished member of parliament,
Chancellor of the Exchequer & Governor General of
Canada who died in 1981.
248
THE NOSE ART ON OUR AIRCRAFT - World War II
THE GREMLIN’S ROOST
Page thirteen (13) of this “Flight Record” addresses the
application of the nose art on our aircraft when it was
picked up by our crew in Topeka, Kansas. The crewmembers preferred a sexy, busty blonde which would
have been OK, however it appeared to have been overdone at the time. “THE GREMLIN’S ROOST” was
selected for the reasons given on page thirteen (13). The
artist applied the applicable crewmember with a caricature of a gremlin representing that particular crewmembers duties. As you can see from the picture above,
Bruce Anderson is shown as flying blind, and Richard
Best, navigator is puzzled by the moon, stars and other
heavenly bodies. Part of John Roche’s caricature is visible but I do not recall what humor was applied to his
position (flight engineer) or to any of the other crewmembers. The nose art as you can see was personalized. If I had known at the time that this aircraft was
not permanently assigned to our crew and that replacement crews flying overseas were not flying their own
planes, but simply ferrying replacement planes to replace those shot down or otherwise damaged, I would
have had a different form of nose art. Crews didn’t
have their own planes contrary to public perception
and press stories. Both crews and planes arriving overseas were replacements and were not assigned together but separately to whatever Bomb Group needed
a crew or an aircraft.
249
HISTORY FROM ACTIVATION MAY, 1943 TO ARRIVAL IN ENGLAND - World War II
448TH BOMBARDMENT GROUP
20TH COMBAT WING
2ND BOMBARDMENT DIVISION
EIGHTH AIR FORCE
712TH
SQUADRON
713TH
SQUADRON
Special Order No. 58 was issued from
Headquarters, Second Air Force, Fort George
Wright, Washington, date April 22, 1943 pursuant
to instructions in a restricted War Department
letter of April 6, 1943 activating certain Army Air
Force Units including the 448th Bombardment
Group (H) and it's four Squadrons, the 712th,
713th, 714th and 715th. The station of activation
was AAB, Gowen Field, Boise, Idaho. Levels of
strength required were 25% by June 1, 1943, 50%
by July 1, 1943 and 100% by July 25, 1943. The
order was issued by Command of Major General
Johnson and signed by Edwin B. Broadhurst, Lt.
Col. acting Chief of Staff, and by Harris F.
Scherer, Colonel, Adjutant General.
The unit was formally organized at Gowen
Field, Boise, Idaho under Special Order No. 145
of Headquarters, Second Air Force on May 25,
1943. The greater part of the personnel for the
714TH
SQUADRON
715TH
SQUADRON
Headquarters detachment and the four Squadrons
(712, 713, 714, 715) was supplied by the 6th,
43rd, 52nd, and 411th Squadrons and
Headquarters detachment of the 29th
Bombardment Group (H) at Gowen Field, Boise,
Idaho. The original Headquarters detachment
obtained from the 29th Group had the strength of
seven officers and 9 enlisted men. Each squadron
had eleven officers and 58 enlisted men, except
the 713th which had twelve officers. Special
Order No. 147 amended No. 145 adding one
officer and 6 enlisted men to each squadron. The
713th still had one extra officer. The personnel
were left attached to the 29th Group for rations,
quarters, and duty until the Group moved out to
its new station.
GROUP COMMANDER - Colonel James McK.
Thompson (O-17992). He was 37 years of age
250
and had enlisted in the Regular Army on February
22, 1929. He took flying training at Brooks Field,
Texas, and at Kelly Field, Texas completing his
training in 1939. In 1933-34 he attended
Engineering and Armament School at Chanute
Field, Illinois. He took technical training at
Maxwell Field Alabama Tactical School in 1940.
Prior to his assignment as Commanding Officer
Major (Now Lt. Col.) Karl Elver
Ground Executive
Commanding Officer
of the 448th Bomb Group, he was Air Inspector at
Knollwood Field, Headquarters Technical
Training Command.
GROUP EXECUTIVE OFFICER - Lt. Col. Carl
L. Elver (0-25516), 36 years of age and was
commissioned in the Officers Reserve Corps June
6, 1942. He was called to active duty May 30,
1942. Prior to this assignment, Colonel Ever was
Executive Officer of LeMoore Flying School,
California.
DEPUTY COMMANDER - Major (now Lt. Col.)
Hubert Stonewall Judy, Jr. (0-406697). Lt. Col.
Harvey Regan originally filled this position but
was transferred on July 27, 1943 to Hamilton
Field, California for overseas duty. Major Milton
Major Hubert Stonewall Judy, Jr.
Air Executive
E. Thompson became Deputy Commander but he
too was transferred from the Group on October
251
14, 1943. Col. Judy was 28 years of age and
assumed this position on October 16, 1943. He
was called to active duty from the Officers
Reserve Corps on March 15, 1941. He is a
graduate of Oklahoma University and served as
flying instructor at Kelly Field from active duty to
June 26, 1943. He was a student officer at the Fort
Worth B-24 School and an Engineer-Pilot with
the 29th Bomb Group, Gowen Field, Boise,
Idaho. Prior to this assignment he was
Commanding Officer of the 331st Provisional
Group at Casper, Wyoming.
GROUP ADJUTANT Major James R.
Patterson (0-472768). Captain Kenneth
Parkinson filled this position until October
19,1943. Major Patterson was 27 years of age and
called to active duty from the Officers Reserve
Corps on May 16, 1942. Prior to this assignment
he was Executive Officer of Sacramento Air
Captain (now Major) Ronald V. Kramer
Operations Officer
Administrative Inspector & S.I. and Air Inspector.
OPERATIONS OFFICER - Major (formerly
Captain) Ronald W. Kramer (0-430686), 23
years of age, enlisted December 12, 1941 & was
commissioned in the AUS September 2, 1942. He
was a pre-war private pilot and received advance
flying training at Barksdale, Florida. Prior to this
assignment, Major Kramer was instructor-pilot
with the 411th Bomb Squadron at Gowen Field,
Boise, Idaho.
ASSISTANT OPERATIONS OFFICER - Captain
(formerly 1st. Lt.) John E. Grunow (0-422081),
24 years of age, enlisted June 5, 1941. After
completing pilot training, he attended small arms
school at Camp Perry, Ohio. He joined the Group
July 27, 1943 and was a pilot in the 382nd Bomb
Group (H) prior to this assignment.
Captain (now Major)James R. Patterson
S-1
Reserve Command Center. He also assumed other
duties as Assistant Executive Officer, Group
ASSISTANT OPERATIONS OFFICER - 1st. Lt.
Frank E. Phillips (0-2043736), 24 years of age
was called to active duty from the Officers
Reserve Corps on December 1, 1942. He had pre
252
Lt. John E. D. Grunow
Assistant Operations Officer
729755), 24 years of age and was commissioned
in the AUS on May 20, 1941. He had primary
flight training at King City, California and
advanced flying training at Kirtland Field,
California. Prior to this assignment he was
Bombardier-instructor with the 52nd Bomb
Squadron at Gowen Field, Boise, Idaho.
INTELLIGENCE OFFICER - Major (formerly
Captain) Suel O. Arnold (0-492476), 46 years
old and commissioned in the AUS on September
16, 1942. He served 19 months in the field
artillery in World War I (10 of those months in
the AEF in France). In civilian life, he was a
corporation attorney in Milwaukee for 18 years.
He attended the AAFIS School at Harrisburg, Pa.
Prior to joining the Group, he was S-2 Officer
with the 331st Bomb Group at Casper, Wyoming.
The first movement was of a group of key
personnel in two echelons to the Army Air Force
School of Applied Tactics, Orlando, Florida as
designated in Special Orders No. 147 and 148,
dated 22 May, 1943 and 28 May, 1943 issued by
448th Headquarters at Gowen Field, Idaho. The
rail echelon arrived at Orlando on 2 June, 1943
and was joined by the air echelon under Special
Order No. 151 dated 31 May, 1943 and by the
flight training at Santa Ana and took bombardiers
training with tactical units. He joined the group
on August 20, 1943 and was previously a
bombardier with the 382nd Bomb Group.
G
R
O
U
P
NAV IGAT ION
2ND AIR DIVISION LOSSES
OFFICER - 1st. Lt. GROUP AIRFIELD
MISSIONS
Hardwick
396
Minor L. Morgan (0- 93
Shipdham
343
660224), 23 years of age 44
389
Hethel
321
and commissioned in 392
Wendling
285
the AUS on May 2, 445
Tibenham
282
1942.
Prior to this 446
Bungay
273
Seething
262
assignment, he was 448
453
Old
Buckenham
259
navigator with the 43rd
458
Horsham
240
Bomb Squadron, 29th 466
Attlebridge
232
Bombardment Group at 467
Rackheath
212
Gowen Field, Boise, 491
North Pickenham
& Metfield
187
Idaho.
489
GROUP
BOMBARDIER
OFFICER - 1st. Lt.
Arthur S. Hunt (0-
SORTIES
LOSSES
9321
9157
8683
8015
8085
8180
7707
7431
6592
6478
6087
140
192
153
184
133
86
135
83
65
72
48
5548
70
Halesworth
106
3259
41
(Above division losses taken from “The 1000 Day Battle” by James
Hoseason.)
253
DATE OF
S.N.
AGE
RANK
NAME
USA COMMISSION
0-571189 31
1st. Lt.
George O. Capp
1-20-43
He studied at the Army Air Force Intelligence School at Harrisburg, Pa. Courses were combat intelligence
and photo intelligence. Prior to this assignment, he was photo intelligence officer for the 411th Bomb
Squadron.
ENGINEERING OFFICER
0-415499 23
Captain
William R. Laws
1-9-42
He had engineering courses at the A.C. Technical School and prior to this assignment, he was Commanding
Officer of a squadron for the 18 Replacement Wing at Salt Lake City.
GROUP STATISTICAL OFFICER
0-649388 25
Captain
Franklin R. Miles
9-12-42
He was a 1st Lt., now Captain. He studied at the Army Air Force Statistical School, Orlando, Florida. Prior
to this assignment, he was the Statistical Officer with a provisional Bomb Group, Casper, Wy.
ASSISTANT GROUP STATISTICIAN
0-649608 23
1st Lt.
William C. Cates
12-5-42
He graduated from Officers Candidate School, Miami Beach and attended the AAF Statistical School. Prior
to this assignment he was the Statistical Officer for the 1st. Heavy Bombardment Hdqtrs. and was 2nd Lt.,
now 1st. Lt.
GROUP WEATHER OFFICER
0873363
27
2nd. Lt.
John H. Olhaber
5-10-43
0-873264 ?
2nd. Lt.
Arthur K. Howell
?
Prior to his assignment to the Group, Lt. Olhaber was Weather Officer for the 399th Bombardment Group,
Wendover, Utah. He studied at the Army Air Force Weather School. Lt. Olhaber was killed enroute to
England in an aircraft that crashed at Marrakech, French Morocco. He was succeeded by Lt. Arthur K.
Howell from the 58th Statistical Complement Squadron.
GROUP COMMUNICATIONS OFFICER 0-859458 22
1st. Lt.
Jack G. Nelson
12-26-42
Lt. Nelson was 2nd., now 1st. Lt. He attended AAFTS Communications
School.Prior to this assignment, he was Group Communications Off. for the 29th BG. at Gowen Field,
Boise, Idaho.
GROUP FLIGHT SURGEON
0-405121 35
Major
Patrick H. Hoey
10-12-40
Prior to this assignment, he was Group Surgeon with the 331st Prov.Bomb Group (H). He took a refresher
course at the Medical Field Surgery School, Randolph Field, Texas. He was a Captain., now Major.
GROUP DENTAL OFFICER
0-1689892 31
Captain
Julius M. Flsohn 7-20-42 He was 1st. Lt., now Captain and joined
the Group on 7-5-43. He was Assistant Dental Surgeon at Wendover Field, Utah.
GROUP CHAPLAIN
0-494940 40
Captain
William R. Reid
9-8-42
In Civilian life, he was University Pastor at Cornell University. He attended Army Chaplain School at
Harvard University. He was the Chaplain with the Second Air Force Headquarters prior to this assignment.
For medical reasons he was not allowed to go overseas and the Group remained without a Chaplain.
SPECIAL SERVICES OFFICER
0-579576 33
2nd. Lt.
Herbert F. Walters
4-16-43
He joined the Group after attending the Special Services Officers School at Miami Beach, Florida.
POST EXCHANGE OFFICER
0-93993
35
Captain
William A. Thompson
6-12-42
He attended the Army Post Exchange School at Princeton University. Prior to joining the Group on 9-4-43,
he was Field Exchange Officer at Wendover Field, Utah.
SERGEANT MAJOR
14040294 28
M/Sgt.
Wilfred J. Carroll
1-28-41
He was Sergeant Major with the 29th Bombardment Group (H) prior to this unit assignment.
AIRPLANE INSPECTOR
6788860 35
M/Sgt.
Anthony P. Dennis
10-9-41
He previously served 11 years in the U.S. Army and had courses in engine mechanics at Luke Field
Technical School. Prior to this assignment, he was Air Inspector with the 29th Bombardment Group at
Gowen Field, Idaho.
INTELLIGENCE CHIEF
31118322 23
M/Sgt.
James D. McIntyre
4-27-42
Sgt. McIntyre was inducted. He attended the Second Air Force Intelligence School at Salt Lake City, Utah.
OTHER POSITIONS
PHOTO INTELLIGENCE OFFICER
OPERATIONS CHIEF
S-4 CHIEF
ARMAMENT INSPECTOR
Prior to this assignment, he was Intelligence Chief with t he 382nd Bombardment Group.
6994020
23
M/Sgt.
Theodore Wladyke
3-1-40
He served one year and two months in the Regular Army and was operations chief with the 29th
Bombardment Group prior to this unit assignment.
33221158 28
T/Sgt.
Hunter W. Martin
9-1-42
Sgt. Martin was also inducted. He attended the Clerical School at Gowen Field and was S-4 chief with the
29th Bombardment Group prior to this unit assignment.
37200833 26
T/Sgt.
Walker H. Abington
5-7-42
Like Sgts. McIntyre and Martin above, Sgt. Abington was inducted. He was in the ROTC for 3 years and
attained the rank of Captain and attended armament school at Lowry Field, Colorado. He was previously
Armament Inspector with the 29th Bombardment Group prior to this unit assignment.
Group Commander James McK. Thompson who
was assigned under Special Order No 78, Ft.
George Wright, Washington and by Deputy
Commander Harvey Regan assigned under
Special Order No. 21, El Paso, Texas. This
movement was made with four B-24 aircraft
which served as the training nucleus during the
period in Orlando.
After attending classes for two weeks, the
Group moved to Pinecastle Army Air Base for
254
448TH BOMB GROUP STATISTICS
Dropped 15,286 tons of bombs – 140 tons of supplies
47 enemy aircraft destroyed
98 aircraft MIA (missing in action)
17 aircraft abandoned on the continent
31 aircraft lost by salvage
875 men MIA (missing in action)
85 men KIA (killed in action)
119 men injured or died of wounds
68.7% of missions to Germany
29.1 % of missions to France
2.2% of missions to Holland & Belgium
172 different targets – 110 in Germany, 57 in France,
5 in Holland & Belgium
4 cargo missions to France
1 troop & equipment movement to France
Aircraft maintenance was high (on average 80%
of aircraft on hand was fully operational)
Of the original 70 crews, 2 were lost enroute, 27
completed their tours, 28 MIA, 5 transferred
to other units, 1 lost by accident, and 7 split
up for spares.
(Above statistics taken from “The 1000 Day Battle” by
James Hoseason.)
two weeks of simulated combat conditions. Here
the Group worked under the 9th Bombardment
Group. Upon receipt of designated targets from
Headquarters, it was the duty of the 448th
Bombardment Group staff to plan the complete
mission and to execute it. Operations were carried
out in tents, personnel lived in tents, ate from
mess kits and got a taste of operating under
primitive conditions.
The drama of an actual sea-search added
to the training. On a simulated mission to
Charleston, N.C., a plane from another Group
stationed on the same field was reported down at
sea off the Atlantic coast. Upon their return from
the simulated mission, all Groups were dispatched
on a search. After 48 hours it was ascertained that
the missing aircraft made a safe landing at a
remote field inland from the coast. The time in the
search was good indoctrination for those
participating and not considered wasted
time.
On 30 June, 1943 a move was
made from Orlando to Wendover Field,
Utah again in two echelons, rail and air.
On the same date an advance party from
those remaining at Gowen consisting of
2 officers and 8 enlisted men left Gowen
for Wendover to be followed by the
remainder of the ground echelon on 2
July, 1943 under Special Order No. 183.
On 1 July, 1943 Captain Lester M. List
was assigned to the Group from the 29th
Bombardment Group as Executive
Officer of the 713th Squadron. The air
echelon from Orlando arrived at
Wendover Field on 6 July, 1943 with the
ground echelon arriving 7 July. The
Group went through a manning period
and the first consignment of 12 crews
arrived 18 July, 1943. An operational
training period was begun but training
was difficult with only four aircraft.
Considerable planning was required.
Most crews had not completed first
phase training so it was necessary to
carry through all three phases of training. A very
intensive period of ground school was also begun
for both ground and flying pesonnel.
THE 448TH’S COMMANDING OFFICERS WERE:
Col. James M. Thompson—From inception May, 1943
until April 1, 1944 when he was killed leading a raid on
that day.
Col. Gerry Mason—April 3, 1944 to Nov. 13. 1944
Col. Charles B. Westover—Nov. 14, to May 27, 1945
Col. Lester F. Miller—May 27, 1945 to July, 1945.
The only major change in the Group was
the transfer of Lt. Col. Harvey Regan to Hamilton
Field, California for an overseas assignment. He
was replaced with Major Milton Thompson on 15
July, 1943. On 10 August, 1943 the Group
acquired 16 more crews and another 10 crews on
255
27 August, 1943. During
the period 7 more B-24's
were acquired. The Group
was alerted for a move to
Fairmount, Nebraska in the
middle of August but it was
cancelled. On 1 September,
1943 the Group was in
phase two training with 39
crews, and 11 aircraft.
Phase three
training in Squadron and
Group formation was
accomplished at Sioux City
Air Base and completed on
3 November, 1943. On that
date the Group left Sioux
City and proceeded to
Herrington, Kansas for
processing and transfer to
overseas duty per Special
Order No. 307 issued at
Sioux City, Iowa dated 3
November, 1943. The
Group had 38 crews and 11
aircraft. Only just prior to
the move to Herrington,
Kansas was the full
complement of ground
crew, combat crews, staff
and aircraft made up. It
appears the training was
hurried and incomplete.
Captain Kramer and 1st Lt.
John Grunow were ex- SEE LARGER PICTURE ON PAGE 292
perienced four-engine pilots
classes for the flight to the theatre of operations
and had been test pilots at Wright Patterson Field.
and technical classes for particular crew positions.
Most of the other pilots had less than 30 hours of
The men were given beneficial lectures by others
four-engine flying time.
who had been shot down and escaped from the
At Herrington, Kansas all crews
enemy. All personal records were checked and
were checked by operations on both actual flights
wills and allotments made available to those
and in the classroom for proficiency or lack of it.
desiring them. After medical checks were given,
The entire Group passed all tests. The flight
the first crews were ready for departure to
echelon was given clothing wherever shortages
Morrison Field, West Palm Beach, Florida on 11
existed. All attended classes in security, briefing
November, 1943. The Group now had 60 crews
256
HISTORY FROM ACTIVATION MAY, 1943 TO ARRIVAL IN ENGLAND - World War IIand
COMMANDING GENERAL - 8TH AIR FORCE
James (Jimmy) H. Doolittle
and the planes left during the next 7 days. There
were a few delays and the last ship left on 30
November, 1943.
At Morrison Field, a final check of
equipment, ships and personnel was made - - and then the trip across. It was the winter season
and the southern route was taken. The air echelon
departed in 64 planes and the destination was
Puerto Rico. Lt. Col. Carl Ever, Captain Kramer,
and Major Suel Arnold were transported to
England by ATC through the northern route.
Their task was to ready the field at Seething and
to get everyone prepared at 20th Combat Wing
for the arrival of over 2000 men and equipment.
Each aircraft carried a sealed envelope to be
opened after being air-borne for 2 hours. It read
"for assignment with the Eighth Air Force in the
the planes left during the next 7 days.
United Kingdom".The southern route took them to
Trinidad, to Belem, to Natal. At Belem, Brazil,
2nd Lt. Carroll C. Key, pilot of crew #10 lost his
left arm when he ground looped his plane while
landing during a tropical rain storm. He landed
too long on a short runway and broke the left
undercarriage. The propeller from #2 engine
broke, entered the cockpit and severed his arm.
No one else was injured and the rest of the crew
was flown to England by ATC.
The Atlantic crossing from Natal, Brazil
to Dakar, Africa was a 1200 mile (11 hours) overwater flight. Take-off was at 01:00 hours, the first
night take off of the trip. Crews were warned
about false signals from German submarines
duplicating the Dakar radio-range and to use dead
reckoning if their compass reading differed from
the radio-range. Considering the first 6 or so
hours were in darkness, celestial navigation could
be used. The trip was uneventful except for one
plane which jettisoned all equipment to maintain
and hold altitude. From Dakar they flew north to
Marrakech, French Morocco.
From Marrakech, aircraft were dispatched
to the U.K. over a period of 11 days. Their next
stop would be St. Mawgan Field, Newquay,
England. It was a midnight departure flying
northwest to the 12o Meridian and parallel to the
Spanish coast to the United Kingdom. To insure
against turning too soon and flying over occupied
France, crews were to fly 30 minutes beyond their
ETA before turning to England. They also had to
avoid the Bristol Channel (no planes allowed) and
P-38 LIGHTNING
One of our little friends - 364th FG was stationed at
Honington
257
to avoid barrage balloons in this part of England
noted for fog and low ceilings.
Crew #42 piloted by 2nd Lt. Joseph W.
Shanks lost an engine 75 miles out. On his
return to Marrakech, he flew too far south and
crashed into the Atlas mountains with 14 men
aboard which included the Group Weather
Officer, Lt. John H. Olhaber. On December 8,
P-51 MUSTANG
One of our little friends - their home base was at
Little Walden.
1943, 2nd Lt. John P. Rhodes with crew #9
flying "Finks Jinx" crashed after take off. It
blew up with 14 men aboard which included the
712th Squadron's Communication Officer, Lt.
John Bilyk. Those following had to take off over
the fire and heat at the end of the runway. Crew
#5 piloted by Robert C. Ayrest in "Laki-Nuki"
took off the day before (7 December, 1943) and
were unaccounted for after arrival in England by
other crews. They had force landed in Wales
after running out of fuel. They over-flew the
Brest Peninsula in France due to wind shifts.
They attempted a landing thinking they were in
England. The Germans were directing them to
an appropriate runway when the crew saw the
German markings on parked aircraft. After
raising their landing gear and climbing out,
German defenses began firing, scoring several
hits in the left wing and wounding the pilot.
However, they struggled back to England and
crash landed in Wales. The entire crew escaped
injury but the plane was totally destroyed when
it burned.
On 9 December, 1943 a briefing was
given at St. Mawgan Airfield for the flight to
Seething Airfield
near Norwich in County
Norfolk. The flight skirted London and then up to
East Anglia. On the morning of 10 December,
they took off in three ship elements and flew
formation for the two hundred miles. However, a
severe and blinding snowstorm forced a landing
at an RAF base near Swindon. In the middle of
the afternoon it cleared and they proceeded. This
time they over-flew and passed the English coast
but made contact with Seething Tower, USAAF
Station #146 (code name "Bright Green") and at
arrival were directed in by yellow flares.
Individual aircraft were met by a jeep and
directed to its appropriate hard-stand. Individual
Squadrons were flagged to their separate areas.
They were greeted by familiar faces because the
ground echelon was there and had won the sea-air
race to Seething and the war. There grinning faces
and cheery "hellos" were welcomed by the airborne travelers. The first plane arrived on 24
November, 1943 and the majority of the flight
echelon was at Seething Airfield by 5 December,
1943 although the last plane did not arrive until
22 December, 1943. It was on that day, 22
December, 1943 that the 448th Bomb Group flew
its first mission over enemy territory at
Osnabruck, Germany.
P-47 THUNDERBOLT
One of our little friends affectionately known as
“The Jug” - 355th FG was stationed at Steeple
Morden
MOVEMENT OF THE GROUND ECHELON
The micro-film records did not provide a
list of the officers and enlisted men attached to
258
the ground echelon. The ground echelon left its
home base at Sioux City, Iowa on 8 November,
1943, four days after the air-echelon left on its
first leg, to Herrington, Kansas for overseas duty.
They were alerted at 18:00 hours, but then had to
wait for a raging snow storm to abate. The storm
ME-262 MESSERSCHMITT
One of our little enemies.
FW-190 (FOCKE WULF)
One of our little enemies
was so intense, there were large snow drifts
around all the aircraft at Sioux City Airfield
where they had been stationed. They moved on a
special secret military train on the Illinois Central
R.R. Line to Chicago, Illinois where they
continued on the Grand Trunk and Canadian
National Railway through Port Huron, Michigan
to Buffalo, New York and arrived at Camp
Shanks, Orangeburg, New York at 22:30 hours on
11 November, 1943. The personnel had not been
permitted to leave the train at anytime. The
equipment was above average. It was a cold start
until the engines developed steam but the
consensus of the men was that it was a
comfortable trip. Lt. Mason E. Phillips, Adjutant
of the 712th Squadron was responsible for the
great food enroute. Upon detraining, the men
marched one mile to their quarters and the
baggage followed immediately.
Processing began the following morning
and lasted four days. All men received proper
clothing not previously provided. Gas masks were
issued and instructions on its use. A five mile hike
was made with full equipment. Obstacle courses
were negotiated with full pack and a dry run was
made on abandoning ship with full pack on a 35
foot tower with rope ladder. Processing included
medical inspections, security lectures, censorship
instruction, an opportunity for modifying
insurance and allotment deductions and other
personal legal matters.
The group departed Camp Shanks at 10:00
hours 21 November, 1943 and embarked at 18:00
hours the same day on H.M.S. Queen Elizabeth.
The ships Commandant was Captain A.K.
Aspden. The vessel was operated under the joint
ME-109 - MESSERSCHMITT
One of our little enemies
command of the Royal Canadian Air Force and
The Transportation Corp. of the U.S. Army. The
ship left the port of New York at 15:30 hours on
23 November, 1943. Six days were spent at sea.
Orderly rooms were established and internal
traffic regulations put into effect. The 712th and
713th Squadrons were assigned K.P. duty for the
duration of the voyage. A school program was
259
HEADS OF DEPARTMENTS - 448TH BOMB GROUP (March, 1945 left to right)
Back Row - Major Laws, Capt. Brown, Capt. Doty, Capt. Runyan, Capt. Edmonds, Capt. Bonner, Major Huey, Capt. Hunt
Middle Row - Major Pederson, Major Parks, Capt. Fries, Capt. McLaughlin, Capt. Klein, Lt. Col. Grabel, Capt. Gates, Lt.
Calkins, Capt. Thompson, Capt. Elshon
Front Row - Capt. Nelson, Lt. Predham, Lt. Owens, Warrant Officer Murphy, Lt. Col. Miller, Col. Westover, Major
Searles, Major McDwyer, Major Simmons
devised and classes held regularly. Church
services were conducted on Sunday in the
Officers lounge. Most information, security
precautions and alerts were given through the
central address system. Emergency and action
station drills were held each day and executed
well considering the huge number of men
participating. Morale was high and few men got
sea-sick. Aboard ship, the Red Cross provided
each officer and enlisted man with a carton of
cigarettes. Each enlisted man also received
another R.C. package containing more cigarettes,
reading material, playing cards, sewing kit and
soap. The ship dropped anchor in the River Clyde,
Scotland at 05:00 hours on 29 November, 1943
After having been detailed to police the entire
vessel, the men disembarked at 15:15 hours on 30
November, 1943. Upon arrival at Greenock,
Scotland, the American Red Cross served the men
coffee, doughnuts and cigarettes. The attraction of
the moment, (after 6 days at sea) was an
American Red Cross "lassie" from Toledo, Ohio
serving with the R.C. They departed by train from
Greenock at 17:30 hours and arrived at
Ditchingham, Norfolk County, England at 08:00
hours on 1 December, 1943. U.S. Government
vehicles were waiting and transported the men to
U.S.A.A.F. Station #146, Seething.
On its first combat mission to Osnabruck,
Germany on 22 December, 1943, three planes
were lost. Lt. David Manning was hit, fell out of
formation and was downed by fighters. All 10
crew and an observer-passenger were killed. Lt.
Ed Hughey Jr. had to leave formation and was
260
also shot down. All were killed except the
assistant engineer and the top turret gunner who
were POW'S. In the melee, it was reported that
someone dropped their bombs on Lt. Joe Smith's
plane and one ripped off his wing just outboard of
#4 engine. He flipped over and fell. No chutes
were seen. However, a search of the 448th’s
records do not show that they had a pilot named
Joseph Smith. It was probably a plane from
another group flying under the formation during
SURVIVAL". They never did reach their
intended target because of bad weather and poor
navigation and bombed Switzerland instead. Col.
Thompson was killed after bailing out over
France for lack of fuel. This narrative is intended
to cover only the activation and make-up of the
448th Bomb Group and its movement to the
combat zone. For graphic recollections of the
missions, the reader is referred to the many
personal synopsis on file at the Second Division
713TH SQUADRON OFFICERS - (APRIL, 1945 left to right)
Lt. Irons, Capt. Olson, Capt. Franklin, Capt. Brook, Lt. Col. Thompson, Major Leroy (Jack) Smith, Lt. Wack, Capt. Ray,
Capt. Cooper.
the bomb run. Thirty men were lost, 3 airplanes
lost and 5 heavily damaged. Colonel Thompson
was killed after a scheduled mission to
Ludwigschafen, Germany. It was a mission
failure as described in Charles McBride's book of
that mission called "MISSION FAILURE AND
Memorial Library at Norwich, Norfolk County,
England, similar to the 35 included herein.
The following was extracted from
instructions provided to all flight crews entering
the United Kingdom. To keep it brief and because
of current readers lack of interest, I have omitted
261
lists of radio terms to be memorized, list of
restricted signals, degrees of priority, phonetic
alphabet, bomber command organization, British
radio aids to navigation list, and procedure
examples.
RADIO ORGANIZATION IN THE UNITED
KINGDOM
OR WHAT'S WHAT AND WHO CARES
FIXES - How to do it without a hammer and nail.
When it comes to finding out where you
are, the Limeys are a very clever lot of people.
For instance they have a system whereby your
radio operator, in correct procedure, can ask
"Where in the hell are we?" and they will come
back and tell you exactly where you're lost and it
is darn accurate too. If you are still lost, they'll tell
you where to go and how you "Cawn't miss it".
Now here's how this fix business works.
There are a number of radio direction finding
stations on frequencies between 270-440 KC"s
which these British Joes call MF (medium
frequency). These stations work in groups of three
and are referred to as MF DF section. Suppose
your stooging (that's Limey talk for being lost)
around the North Sea looking for landmarks to
locate yourself. Don't look too much because
they're few and far between out there - and you
can't find any. The thing to do is get your radio
operator on the ball. If you're alone, he'll let out
his radio antenna and "toot sweet". He'll get a fix
for you in latitude and longitude and even a QTE
(that's a true bearing). It's simpler than all hell.
The thing to do is have your radio operator
practice getting fixes on training missions.
This fix business is the answer to a lost
navigator's distress prayer, because the air-sea
GROUP STAFF OFFICERS - 448TH BG - (1945 left to right)
Standing - Major Snavely, Capt. Onks, Capt. Hansen, Lt. Col. Beaudry, Col. Westover, Lt. Col. Koons, Lt. Col. Miller,
Lt. Col. Thompson, Lt. Col. Stroud.
Kneeling - Major R. Smith, Major Leroy (Jack) Smith, Major Haley.
262
rescue Joes work in cooperation with these MF
DF section guys. If you're going swimming in the
water (ditching) and you're afraid you might get
tired before long, have the radio operator tell the
MF people to meet you out there with a towel,
change of underwear and even a clean dicky dirt
(shirt to you).
QDM - or Show me the way to go home.
Every bomber command base for heavy
bombers and medium also have a direction
finding station that is able to give you a magnetic
course to fly to reach that station. Yep, we got one
on this station also. If you're coming back from
"der vaterland" and pretty tired from knocking the
hell out Goering's P-shooters, your radio operator
can get you the exact courses to steer to reach
home and your "sack". Don't be a sad sack; come
home the easy way and it's a cinch. But don't be a
pig about it. There may be someone else who
wants to get through and he may be in real
trouble. Use QDM's sparingly.
BEACONS - for use with the radio compass.
Round and round it goes - where it stops - only
God knows.
MF fixed beacons
Our British friends, it seems, have decided
that the Battle Of Britain is just about over so they
have scrubbed the "Multi-Group" beacon
organization in which everything changed. They
have substituted this new "MF" fixed beacon
organization. This new system is a cinch. It's easy
to use and as simple as all hell. They have set up
14 fixed beacons operating on a fixed frequency
with call signs. All the "poop" (coordinates,
frequencies and call signs) are given on the
navigator's flimsy; take a look and see for
yourself.
Now here's a "little gen" (that's British for
info). The frequencies are in the medium
frequency band anywhere from 200-1000 KC's
and the call signs are similar to those used in the
"splasher beacon" organization. For example,
each call sign consists of a number 7, a letter and
a number 7. Like this: 7(letter)7. Easy, ain't it? This
call sign is sent once every minute at the rate of
eight words a minute. The nice thing about this
beacon organization is that it operates twenty four
(24) hours a day and usually can be heard from 150
to 200 miles away. Give it a loose try some time
and check it out for yourself - they say "you cawn't
miss it". I dare you to find it.
But there is a catch to everything on this
Island, and there is a catch to these fixed "MF"
beacons. You know the old Limey custom "Pardon me, old cock, it's tea-time" - well, our
brothers in arms (you take the brother, I'll take his
sister) have decided to shut each of the beacons
down one hour during the day for maintenance
work. So, if you try to tune in one of these beacons,
and you "cawn't find it" - well they've turned it off
for maintenance inspection. But they only turn one
of the 14 beacons off for one hour at a time during
the day; other than that, they are on continuously.
SPLASHERS:
Nope - nothing to do with splashing around
in the water, only if you use them sensibly they will
prevent you from undue splashing. These splasher
radio beacons are similar to the multi-group only in
that they are in the same geographical locations. At
every splasher site there are 3 transmitters giving
forth simultaneously, all using the same call signs
but each on a different frequency. See? The idea of
3 transmitters is to fox Jerry. If he jams our
beacons (wise you up on this later) on one
frequency, you have two other frequencies to work
with - we hope. But you ask "who in hell wants to
use beacons to get running fixes with, when there is
a radio operator who can get the MF section to do
the same thing? At times there may be several
reasons why the radio Joe can't do that service,
because:
1. He may be asleep dreaming of the
lassie with the British chassie he just gave those
silk stocking to 2. The air may be jammed by other
ships trying to get unlost.
3. It may be necessary to observe
263
OTHER SQUADRON OFFICERS ON NORTH SIDE OF AIRFIELD (left to right)
Back Row - Lt. Col. Stroud, Major Milburn, Capt. Jamison, Lt. Keith, Capt. Hau, Lt. Baldwin, Capt. Grew, Capt. Cook,
Lt. McAllister, Lt.Moran
Front Row - Lt. Palmer, Capt. Hoffman, Lt. Dumas, Lt. Ferrie, Capt. Garras, Lt. Lebowvitz, Lt. Jacobson.
strict radio silence - mum's the word; surprise
party for Hitler.
In all those cases above mentioned,
use your compass.
BUNCHERS:
They are also radio beacons similar to
splashers and there are 5 in this district. Right in
our own back yard we have a buncher and it's
used to assemble combat wings. It transmits only
on a single frequency, giving forth with a single 3
character call sign (a number, a letter, a number)
per minute. The number in the case of buncher
beacons is always 8 (eight), so if you hear a call
sign, 8M8, you know darn well it's the buncher
beacon shared by Hardwick and Seething.
Whereas the fixed MF beacon uses the number 7
such as 7H7 it's either a splasher or a fixed MF
beacon. The splashers and bunchers are turned on
every time a formation or flight is scheduled. The
schedule is given to the radio operator. DEMAND
he give it to you.
A word of advice - never try to home on
broadcast stations in the United Kingdom,
particularly not on BBC. Our Limey friends in an
attempt to fox Jerry have set up transmitters all
over England so that when they broadcast a
program from London, it's transmitted
simultaneously from all these various transmitters
all over England and makes homing on BBC
impossible. SO, don't dood it. Your radio compass
will only spin and get you dizzy.
DEFINITIONS:
JAMMING - When Jerry superimposes
another signal on the one you are trying to listen
to, or home on, the net result is that the compass
spins and the sound is horrible. He merely drowns
you out, that's all.
MEACONING - When Jerry imitates a
beacon, this is what he does. He sets up a receiver
and tunes in the beacon he wants to spoil. Then he
hooks up a transmitter to this receiver and tunes
the transmitter to the same frequency as the
beacon he wants to spoil. The receiver keys the
transmitter and you have two identical beacons
264
working at the same time on the same frequency
right in step with each other, but from different
places; one in England and one in Germany. The
result is that the signal you have is weak and
fades and your compass goes round and round
and round. Also, if you use your loop L-R switch,
rotate the loop through 180 degrees, and if you
find three minimums the beacon is being
MEACONED. The Air Force has made
arrangements so that when they find out that Jerry
is meaconing a splasher beacon, they mutilate it
by sending a series of dots over the call sign of
the beacon so that you can't read it. But
remember, this is done only to the splashers.
QDM: - Magnetic course (but without
wind and drift and compass deviation applied) to
steer to reach home without getting lost.
WT: - All that means is C.W. or
continuous wave. When some bloke refers to WT,
all he means is some other bloke is using a radio
transmitter with a sending key so that dits and
dahs may be sent.
RT: In the states we say "voice". Our
British friends say RT. That's when you pick up a
mike and talk over the radio. RT really means
radio telephony. SEE?
DARKY:
This "darky" organization has nothing to
do with colored or southern accent - You all know
that don't you all? So if you all will listen, it will
be expounded to you' all. As you all know by
now, the British boys do lots of night flying and
occasionally while "stooging" around they forget
where they all are so that is primarily to give
immediate aid to lost planes at night. The darky
organization is made up of numerous low
powered RT stations which are scattered
throughout the U.K. and are as numerous as flies
on a garbage truck - "you simply cawn't miss
them". The range is approximately 10 miles (that
is why your command set is cut down to that
range) and operates on a frequency of 6440 KC's.
All darky stations will maintain a listening watch
on this frequency from dusk to dawn. Some
stations are listening out during daylight hours,
especially control towers which are also used as
darky stations.
A definite procedure must be adhered to
when calling a darky station. You can't just yell
"darky, darky, where is yo'all?" into your mike.
The procedure identifies you as a friendly aircraft
and is as follows:
AIRCRAFT - "Hello darky (three
times), this is brand-new P for P poor calling (3
times). Are you receiving me (2 times). Over to
you, over." (Note: please do not use a southern
accent as a Damm Yankee might be at the RT on
the ground.)
DARKY - "Hello, brand new P for
P poor, this is Seething answering (3 times). I am
receiving you loud and clear (2 times). Over to
you, over. (Note: If the darky comes back in a
definite southern accent you are either too far
south or dreaming - wake up and try again.)
If your call sign is not understood on the
first transmission because of your "too southern
accent" (he may be a northerner) the darky station
will reply, "Hello Nemo (call sign for unidentified
aircraft), this is darky answering." Until he can
identify your call signs, he'll not tell you who he
is and hence you don't know where you are.
"Mayday" is the emergency word in radio
organization. When you yell that 3 times at the
beginning of your transmission you're first in line
to talk with him and weep your little (?) troubles
on his shoulder.
Finally, when you get this darky by the toe
on RT, he can give you any one of several aids:
1. Tell you the name of the station
he's calling from - hence spot yourself.
2. If you twist his wrist, he will
also tell you his bearing and distance from well
known points, such as a large town, well known
airdrome, etc.
3. They will, upon twisting of the
wrist, direct you to the nearest drome for landing.
4. If you say "pretty please", they
will contact the nearest searchlight battery and
have them direct you by means of a beam laid
265
along the ground in the direction you should fly.
They do this by turning on the light while
pointing upward, slowly lowering it in the desired
direction. This is done three times; the third time
it will remain down for 3 minutes or until the
sound of engines has died away.
SQUEAKERS: or "step on the cats tail again,
Marandee, those yanks are coming".
Balloon barrages are dangerous to Jerry as
well as yourself if you don't watch out and take
heed. So, in order to prevent you guys from
knocking down too many balloons and vice-versa,
they put up a warning signal on them. The
warning is done by placing low powered
transmitters called "squeaker" about the perimeter
of the balloon barrage. They sound like air raid
sirens and are transmitted on a frequency of 6440
KC's. But can be heard anywhere from 6410-6470
KC's. See, you really cawn't miss it. The range is
approximately 10 miles but may vary from 2-20
miles - can't tell - it keeps changing from time to
time. So don't be a rat and ruin those pretty silver
balloons. Keep your eyes and ears open.
V.H.F. - or punch and yell. Who's on what and
why:
The thing most cussed at by pilots and copilots, that has letters "A", "B", "C", and "D"
inscribed next to push-buttons, is called the VHF
set. The letter indicates a particular channel of
that set, for instance:
Channel "A" - has the frequency of
the 20th Combat Wing which includes the 93rd
Bomb Group, 446th Bomb Group, and the 448th
Bomb Group.
Channel "B" - has the frequency of
all the groups in the 2nd Air Division. So, if you
want to talk to Joe Blow, group flight leader of
the 44th, you punch the "B" channel button and
yell like hell for him - he should answer.
Channel "C" - has the frequency
of the RAF fighter-bomber command and the
AAF fighter-bomber command. For example - a
bunch of you guys are going across the channel
and there'll be P-shooters of the AAF and RAF to
keep you company. So in order to have
communications of some type with both, some
ships have the American fighter-bomber crystals in
channel "C" and other ships have RAF fighterbomber crystals in channel "C". It'll always tell you
on the pilot's radio flimsy what ships have what.
Next time take a look and see for yourself.
Channel "D" - is now the air-sea
rescue channel. Every ship in the group has this
channel in working order. And the way it works is
something like this: Suppose you are coming in on
a wing and a prayer and you run out of prayers over
the channel. IMMEDIATELY - toot sweet - punch
channel "D", yell "MAYDAY, MAYDAY from
bad egg R for rotten" (3 times). If you're still in the
air at this time, give them the course you're flying,
approximate location in reference to some well
known landmark or point on the coast and if you're
losing altitude - but fast - impress that on them too.
What happens is that they "fix" you while you're
jabbering to them and tell these air-sea rescue Joes
to start out after you - and they do. Got some good
rum aboard those ships.
WHO GUARDS WHAT AND WHY:
It's simple - during group and combat wing
assembly, everybody stands by on channel "A".
You can see the reason for that, can't you? Then
when the combat wing goes to join or make up the
division formation, the flight leader of both
sections switches over to channel "B" (that's
division channel) and stays on that channel in case
the Joe's from some other group call. Now the guys
who guard the fighter channel "C" have to talk nice
to the fighter boys and keep them around for
protection purposes. The boys guarding channels
"A", "C", and "D" are assistants of the group flight
leader and pass on to him any information they
pick up, see, it's simple - you cawn't miss.
THE BATTLE OF COMMUNICATIONS: Half a
league, half a league, half a league onward, into the
valley of flak rode the 900. While shot and hero fell
- the interphone went dead...
Hell of a mess ain't it? But don't cuss
because it might be your fault. Did you take care of
266
your equipment
or did you throw it on the flight
deck and have every Tom, Dick and Harry step on
it? You know, fellows, it just takes one little wire
shorting across to the other to put your interphone
out. When you jump on your mike and kick your
headset around, you're knocking yourself in the
head. It takes just as much time to hang your
equipment up as to throw it on the floor, so, for
Pete's sake, hang it up and save trouble all around.
Then there is another little matter of headsets and
throat mikes missing from your airplane - don't go
to the signal supply room and request more of the
same - there just ain't anymore. Too many guys
have taken for granted that headsets and throat
mikes become personal property - but it ain't so they are all part of the aircraft and should be left
in the aircraft at all times. How's about digging
them out of your sack and turning them in, for we
have no more to put in the ships hen these are
gone. The Chaplain's telephone number is Ext. 19
and 186. Might as well call him as us for more
headsets and mikes; he at least can punch your
ticket.
But in order to make sure that these last
headsets and mikes don't disappear, we've taken
all of them out of the ships and turned them over
to the unit equipment officer. When you go out to
fly, check out a headset and mike from him.
Incidentally, the best that the latrine rumor offers
is that there is 72 bucks worth of platinum in each
throat mike. It ain't so - there is nothing to the
rumor. The mike is made up of carbon particles
and nothing more; so don't take them and try to
salvage the platinum that ain't there.
DEATH OF A BIG BOMBER
It happened late Sunday.
A lazy pile of smoke crawling over the desert.
Ten miles out,
Broke suddenly, springing skyward,
Frightened - - breathing close in short gasps.
Someone pointed . . . . .
"Whose " . . .?
Sound inaudible; words still-born
In the slow moan of a siren
And everyone starts running.
"Whose ship ?" they gasp.
Flames now,
And smoke grown bold,
Coughing from the ground in deep black bursts,
And we could hear the bombs explode
One by one - - twenty of them.
As cars grind into gear; the crash truck
And tiny asbestos teddy men crouch, expectant.
"But they're all dead now. I - - -"
"Whose ship was it ?"
"Whose ship !"
When we reached her the flame had gone,
And the black skeleton,
Prostrate, groaning from the awful heat . . .
She lay like a live thing,
And in her death throes, dug the sand,
Twisting and moaning.
Helpless - - we stood watching, she snapped
Suddenly,
And remained still.
Many voices now; raucous on the stagnant air,
And many men running - - like a foolish puzzle
in the sand.
They pieced them together - - the dead ones,
the parts of men.
And they counted nine.
The Caravarserai began,
A long line of trucks in the great expanse of desert.
But all the way back a small voice was asking:
"Were they really dead, those men, were they, were they ?"
Cpl. Norman V. Ashton
448th Group Chaplain's Assistant
WORLD WAR II - EPILOGUE
Oh, now that the battles are over
I'll tell you what we won:
A chance to fight more in some other war,
And our pride in a job well done.
The heroes who died aren't remembered.
The wounded we try to forget,
And the poor damn sinners who came out as
winners
Are blamed for the national debt.
The krauts soon got richer than we are,
The Japs found gold in their sun,
But this we can say till our last dying day:
They sent us to war and we won.
So bless 'em all, bless 'em all, bless 'em all.
The long, the short and the tall,
There will be no promotion this side of the ocean,
I still say, my lads, bless 'em all!
Anonymous
267
It was my wish to include at the beginning
of this Flight Record, biographical sketches on
those members of our crew who have been in
contact with each other since the end of the war,
thereby making this revision a truly replacement
crew flight record. This however did not come to
combat duty.
John was born in Peabody,
Massachusetts and had been employed in the textile
industry. John was also engaged to a hometown
girl, Rita (last name unknown) whom he eventually
married. John and Rita then moved to Beverly,
Massachusetts. They had four children. Rita died
in the early 1980's and John died as the result of a
heart attack in 1984 before we were able to get
together as a crew again after the war.
Joe Zonyk, radio operator, was born in
Vicksburg, a small town in southwestern Michigan
and graduated from high school in 1940. He
worked one year after graduation to earn enough
money to start college at Hillsdale, Michigan, a
small liberal arts school until he enlisted in the
Army Air Corps aviation cadet program in August
of 1942. Joe was then called to active duty in
February, 1943 and assigned to pre-flight in San
Antonio, Texas, qualifying for the Pilot Program,
class 43-K (Joe and JCR were undoubtedly both in
the San Antonio Classification Center and in preflight together because JCR was also class 43-K).
Unfortunately, Joe washed-out of primary flight
JOHN ROCHE - FLIGHT ENGINEER
pass so I am including in this Epilogue, the data
that I do have and also those pictures I have
taken of crewmembers.
John Roche, our flight engineer, told Joe
Zonyk when John joined our crew in Boise,
Idaho, that he had been a flight engineer with the
Air Transport Command before applying for
LEFT TO RIGHT: JOHN ROCHE, SHORTY,
WESTY, MARTY MILLER, SEATED IS
CHARLIE ROBERTSON (Shorty and Westy were
not with our crew)
268
EPILOGUE
see a cattle operation and the large metal hangers
used in 1943 to service and hanger the Cessna
"Bobcat" are now used to store bailed hay and
straw. Cliff lacked only one course (½ semester)
graduating from high school. He was deferred for
school to complete this course and also enrolled in
a 4-hour daily course in aircraft mechanics at the
Junior College. He was sworn into the U.S. Army
Air Force on 3 February, 1943 and applied for
Pack Artillery. He was sent to Sheppard Field for
training, but was then sent to Lowery & Buckley
JOE ZONYK during his training in the States
training and was then assigned to radio school at
Truax Air Field, Sioux Falls, South Dakota. After
completing this training, Joe then went on to
gunnery school at Yuma, Arizona. From Yuma,
Joe joined our crew in Boise, Idaho. After our
crew completed our 35 missions, Joe was asked to
stay on as a radio instructor for an additional six
weeks for orientation of newly arriving radio
operators. When the war ended in Europe, Joe got
a non-stop flight from Prestwick, Scotland to
Bradley Field in Connecticut, then on to Santa
Ana, California and honorably discharged on
September 19, 1945. The U.S. Postal Service
beckoned, and after 32 years, going up in the
ranks, Joe became Superintendent of Mails and
Assistant Postmaster and retired the last day of
1977.
Clifton H. Evans was born 11 November,
1923 in Little Rock, Arkansas. His father was a
civil engineer, so the family moved several times
during his childhood following his father's “jobs".
He was going to school in Amarillo, Texas when
the war came. Amarillo is cattle country, so Cliff
was given the nickname "Cow-Cow". Even today,
when you visit the old airbase at Pampa you will
JOE ZONYK in civilian dress, a picture which we
all carried on all missions for use by the
underground if required.
Fields for armorer training. He then was assigned
to the 448th Heavy Bombardment Group, 714th
Squadron at Wendover, Utah and traveled with
the 448th BG to Seething, England. Although an
armorer, he asked for and got combat status. He
269
EPILOGUE
facilities. For his work with NATO ,
he received the A. F. Commendation
Medal. After retiring from the USAF
as a senior Master Sergeant with 21
years of service, Cliff began a career
in the Forest Service and retired from
there in 1964 after 19 years as a
highly-respected and well-qualified
timber sale administrator.
When World War II arrived,
the Air Corp had only a handful of
pilots and no navigators. Pilots were
expected to perform that duty as a
sideline and less than 200 were dualqualified. In the 1930's, navigation
was used primarily in a naval
LEFT TO RIGHT: John Roche, Charlie Robertson, Westy, and Marty
environment and an effort was made
Miller. Westy was from New York. He was not a member of our crew.
to use the term avigator related to
flew at first as a substitute armorer gunner for
different crews but not getting in many missions
that way. On one mission, just before the
invasion, Cliff decided to try-out a backpack
parachute when they came back over Seething
Airfield. “Good Jump”, "Bad reception”. The
Squadron C.O., Colonel Stringfellow, put him on
hard labor and "broke him" to private. However,
he was soon back to buck Sgt., transferred to the
713th Squadron and again to S/Sgt. Cliff had
completed 9 missions with different crews when
he was assigned to our crew in September, 1944 to
replace Scotty and then flew all of his other
missions with us. After completing his missions
with us, he was returned to the States and to Kelly
field for pilot training.
This training was
discontinued when the war ended and Cliff was
discharged in January, 1946. Cliff re-enlisted in
the fall of 1947 and requested assignment to
Intelligence. He graduated from the
Oberammergau Occupation Intelligence School in
Neubiberg, Germany. Cliff was part of a small
cadre of NCO's and Officers sent to Ike's old H.Q.
at Bushy Park to re-establish a SAC capability in
the U.K. He helped set up NATO squadrons in
Europe where he established intelligence training
CLIFTON EVANS, taken July 1944 at Seething,
England
aviation, but it didn't "catch on". The only
navigator "schoolhouse" there was in 1940 was
270
EPILOGUE
operated by Pan American near Miami. Major
General Delos Emmons returning from a trip to
England in 1940 had a conversation with a Pan
30,000 aircrew members in those formations - less
than 1% had been in uniform, or even up in an
airplane, four years before.
The 448ths Group formation code-name
was "Big Bear". The mission Commander was
"Blue". The Commander's lead plane was "Big
Bear Blue". However, the Germans were always
listening, so radio silence was maintained on both
take-off and assembly. During assembly and
when flying formation, there was the constant risk
of collision. Formation flying was brutally tiring
work and endless hours of close formation flying
through flak, fighters and weather called for
endurance and skill. As a result, a mission was
physically tiring, but the emotional strain was the
CLIFTON EVANS, taken March 1944 at
Seething,, England
Am Clipper navigator and out of that conversation
came a solution: Pan Am agreed to take on the
instruction of Air Corp navigators at cost. The
site selected was Coral Gables.
Pan Am's
operating base was there and the University of
Miami, also there, agreed to provide classroom
space, billeting and feeding. Six of the first 46
graduates were sent to Barksdale, Louisiana to be
instructors. The course was short, experience level
low, but the ball was rolling. Three more schools
were opened and the four bases were turning out a
peak of 13,500 navigators annually from an 18
week course. Richard Best received his training at
Miami and took the photo of the University shown
here. It was all a major feat of training when you
think about the "Thousand Plane Raids” of 1944
made by the Eighth in England and the Fifteenth
in Italy; and remember that of the 20,000 to
CLIFTON EVANS, in the U.S. Forest Service.
Taken February 29, 1964.
worst. Fortress Germany always gave us a warm
reception and the Grim Reaper rode in many B-
271
EPILOGUE
got shot down or fear that you may get a bullet or
piece of flak tearing into your body. Many
instances have been documented of individuals
having safely parachuted from their planes, only
to be killed or beaten by civilians after landing as
revealed in some of the Missing Air Crew Reports
quoted in the stories of our missions presented
earlier in this "Flight Record". Many who served
lost their lives - the supreme sacrifice one can
make for his or her country. Many who died are
still buried on foreign soil in cold and unfriendly
graves never to be visited by friends or family.
Some are still “missing in action” and their
destiny unknown.
MARTY L. MILLER - Seething, England, 1944
24's and B- 17's. There were no "foxholes" in the
sky to avoid fighters or flak. Every man who flew
over Germany always faced death or
imprisonment.
Your psychological safety
mechanism shut out all such thoughts, otherwise a
man just wouldn't survive, That was the true
horror of the air-war and has probably passed
from many memories over the years. Your head
tells you, and it is easy to think, that your friends
were killed doing what they wanted to do, but
your heart tells you they were there because they
were required to be there. Fatalism (or Fate is the
hunter) is another protection against such
tragedies, but is a weak one. Our minds were
psychologically prepared for such events and thus
were devoid of emotional protest, but our hearts
were not so easily silenced. We always hoped that
men, women and children were in their shelters
and that our bombs were destroying things and not
people. The greatest fear was of survival if you
CHARLIE ROBERTSON - Seething,, England
1944
Many who were physically and mentally disabled
have never been able to resume the daily rigors or
activities of a normal life. Some are confined to
hospital beds or aimlessly wandering the streets
272
EPILOGUE
SHORTY, WESTY AND MARTY MILLER
West and Shorty were not with our crew.
finished their required missions in 60 days or less
during the better weather of summer and the
"Overlord" invasion.
But the weather was
hideous during the fall and winter of 1944/45 and
many mission days were scrubbed, aborted or
simply washed away by fog, sleet, rain and or
snow. Many times the group was "stood down",
but now with H2X and the ability to BTO (bomb
through overcast), weather didn't always hold us
up. We took-off with rain & sleet pelting our
windshields and then having to make an
instrument let-down on our return. Even after
take-off, sometimes the weather "won" and the
mission was recalled. If the bombs had been
“armed", the message "put the pins back in"
would be given and we'd head for home. The
return trip home may have been as hazardous as
the "bomb run". Tired pilots had to be especially
alert after hours of close formation, after evading
fighters, flak, and flying in bad weather, with
wounded on board, with a damaged aircraft and
returning to a field either “socked in" or with a
low ceiling and poor visibility. Lt. Glass and Lt.
Rollins of the 453th BG collided on the approach
and byways of America. They certainly
deserve more than that for everything they
sacrificed for their country. Consider the
tragic loss of fond hopes and dreams for the
future for them and their families. The
unbearable suffering they have undergone
and continue to undergo. How can anyone
ever forget the loss of a family member or
other loved one?
Hazards existed in England as well as
over enemy held territory. "Old Man
Winter" had England and the Continent in
his icy-grip. Pilot error (or other personnel
error) created enough problems, but
blowing snow, fog and haze make for poor
ROW: Robert Sammons, extreme left - Charlie Robertson, extreme right.
visibility. Rain, sleet and icy runways TOPBOTTOM
ROW: Marty Miller, extreme left - Joe Zonyk, extreme right.
created numerous accidents. Many B-24's
collided over the skies of England. Many crews
to their home field after a mission to Magdeburg.
273
EPILOGUE
GLOSTER E 28/39
In its permanent home, the British Science Museum. The world’s first jet-propelled airplane. This plane flew
3 short flights in May, 1941 and then a 17 minute flight on May 15, 1941.
All eleven aboard Lt. Rollins plane perished in the
crash about twelve feet from the runway
approach. And it was reported to be their 35th and
last mission. So close and yet so far. They had
light flak and no fighters, but can you call it an
"easy mission". I was told by another 448ther who
had been transferred to the 453rd that this crew
had already flown its 35th mission, but had an
earlier credited “recall mission” cancelled and was
made to fly this “36th mission”.
Not very much concerned me once we
were in the air and on a mission. At that point we
had committed ourselves and my mind was
occupied with the demands of flying the aircraft. I
felt as cool as a cucumber. It wasn't the fear of
death that concerned me as much as the constant
and eternal dodging of death that eventually
makes a man a coward because it's only a question
of time. Sometimes I felt that I had already lived
beyond my time and sleep would not come easy
when I was informed the night before that I would
fly a mission in the morning. Fear grows on you,
day by day, and undermines your reason. In spite
of the base parties, week-end passes, flak leave or
other activities designed to lessen your concern,
you lose interest in life beyond the next mission
and that may be the reason our crew and so many
other young airmen survived it all. It takes a
brave man to experience real cold fear - - - our
deceased heros, ordinary men and women, were
brave because they had no other choice. We all
react to fear differently - - - the situtation may be a
stimulant or a depressant. The men in the infantry
may have envied the airmen his cozy and more
comfortable life on the ground and may have even
coveted his manner of fighting and dying.
Formations seemed serene as seen from 20,000
feet below - - - but then the sudden and
spectacular whine of death in a broken aircraft and it's all over. Ah that's the way to go. The
airmen who die are free of lice, mud encrusted
feet, clean shaven and cleanly attired. That's a
"clean death?" Maybe? But its death just the same
and it comes with terrifying suddenness - - - if the
crew is fortunate. A young airman, the "cream of
the crop", a perfect specimen of manhood in his
prime of life, might finish a good breakfast of
eggs and coffee and filled with plans for the
274
EPILOGUE
supremely senseless and wasteful
of a countries finest youth.
If it is just a bullet wound, it
is no less painful when inflicted at
20000 feet then on the ground.
There is no place to hide in the sky.
Those who have experienced it say
when a .50 caliber bullet strikes
you in the thigh, you think you've
been kicked by an angry mule.
Stunned, blind with pain, you may
slump into unconsciousness.
The British and the French
were flying every mission with
The
The Gloster
Gloster Meteor
Meteor F.1
F.1 which
which entered
entered service
service with
with Britains
Britains No.
No. 616
616 Squadron
Squadron
in July,
July, 1944.
1944. This
This is
is the
the jet
jet our
our crew
crew flew
flew practice
practice missions
missions with.
with. This
This jet
jet was
was determination and probably hatred.
in
a
further
development
of
The
Gloster
shown
on
page
250.
We knew that an ocean would not
a further development of The Gloster shown on page 250.
evening or next day, ride out to his aircraft, takeoff and a couple of hours later be a charred corpse
in the wreckage. While everyone was concerned
about a piece of' flak tearing through his body,
there was the most dreaded hell of all - - fire!!!
Few crews ever talked about it. The subject was
"verboten", but the ugly thought of falling for
miles enclosed in the embrace of roaring sheets of
an orange-yellow horror, fed by raw gasoline, is
beyond description. There just isn't anyway of
transferring the terror of the helpless victims or of
giving the reader a picture of the hell of seeing the
horror of a falling and burning airplane until a
merciful earth gives the crew eternal peace. It
takes only a tracer bullet or a piece of red-hot flak
striking your fuel tank or having raw gasoline
spewing against the hot engines to transform a
smoothly operating airplane into a spiraling torch.
Some are fortunate enough to "bail out" into
empty space before being engulfed in flames, but
other helpless airmen must ride the flaming hearse
to earth. The continual exposure on bombing
raids to flak and fighters was like drink, it could
be a stimulant or a depressant. The first time a
crew watches another crew and friend explode and
burn, you experience anger, hate, frustration, and
fear. You realize this life truly is not forever and
that war, no matter how noble the cause, is
LEFT TO RIGHT: John Rowe, Richard Best, Oscar Rudnick.
Taken at Gowen Field, Boise, Idaho.
275
EPILOGUE
RICHARD BEST during training in the States.
smaller pieces rattling the outside skin of your
aircraft. The larger red hot pieces would pierce the
aircraft, and hopefully not hit a vital part, the gas
tank or injure anyone. We were constantly
battling weather, frustration, fear and the enemy.
A crew might have "33 to go", "15 to go",
whatever, but it was a real barrier more than just a
statistic. German fighters were always a danger.
Their principal fighters were the Focke-Wulf 190
and the Messerschmitt 109. In addition to
machine guns, the cannon equipment on the
FockeWulf 190A-8 was formidable: two 13mm
cannons and two 20mm cannons, complimented
by 30mm cannon on the wings. Their ability to
create real havoc was evident in our groups 154th
mission (our crews #6) when they hammered the
445th BG and shot down 25 bombers in 3 minutes
(see page 47). The protection we received from
our "little Friends" was quite good most of the
time, but the crews were very concerned about the
protect us from the German disregard for the
sanctity of human life whatever one’s race or
religion, or protect our freedom as
individuals or as a country. But the
Americans carried no hatred for the
Germans.
Crews did not look
forward to the next mission,
especially after seeing their first
plane and personal friend blown out
of the sky; but we carried no hatred,
just determination. One of the most
dangerous parts of a mission was
from the initial point (IP) on the
bomb run until "bombs away".
Bombing runs were always bordered
in with flak, which crowded all the
planes from both sides. Flak was
concentrated, usually intense, and
accurate because bombing accuracy J. ROWE suited up and ready for take-off at Seething Airfield.
depended upon aircraft flying a
steady, level and fixed course from the IP until "deadly" flak batteries and about the extremely
bombs were released and Germans operating the fast Me262, a German jet fighter (see mission #31
flak batteries knew it. Flak was so thick it looked on page 124 to 126 when two off my left were
like a floating black cloud. A shell exploding downed by an Me262). It is generally not known,
would send thousands of pieces of the shell, called but the British were also developing jet aircraft.
shrapnel, in all directions and you could hear the The Gloster E28/29 W4041/G was the world's
276
EPILOGUE
first jet propelled airplane
(picture on page 250). It
made three short flights
from a grass field and then
in May, 1941 it was
moved to a larger field and
made a 17 minute flight.
From that single jet, a twin
jet plane was developed,
The Gloster Meteor (page
80 & page 251).
In
1944/45, our crew actually
flew practice gunnery
missions with that plane to
give gunners practice
leading the faster aircraft.
As with the Me262, the
range was short. It hadn't
been developed to the
point where its range could
The Army Air Corps navigation training program began here. Richard Best received
reach Germany. It was
his schooling here.
used however to down
numerous German pilotless V-1 "flying bombs".
difficult, fitful, and restless. This might be the last
It had a preset gyroscopic guidance system with
night alive. You were awakened about 2 or 3 in
which the Gloster or other fighters could upset it
the morning, got dressed in unheated barracks,
and it would fall into the North Sea. Between
walked to chow (I keep reading today about the
fighters, guns and balloons, the V-l’s success rate
fresh eggs flight crews had before every mission
fell to 30%. Following the invasion, when
but we always had powdered eggs) and then were
airfields were occupied in Holland, several were
trucked to the briefing room.
based there. However, none ever encountered an
Briefing usually started one hour after
Me 262 in combat, but were used to destroy
wake-up time. The briefing room was a well
ground installations.
lighted large hall (large size Quonset hut). In the
Some felt that living through a shoot-down
front was an elevated platform for the briefing
and surviving would be better than the fear of
team with a large map of Southern England and
facing each new mission to complete a tour, but
Western Europe behind it and covered with a
tomorrow held so many questions there was never
curtain. Other maps, bulletins, and "keep your
any time for me to think about that or about
mouth shut" posters were on the walls. Various
promotions, medals or raises in pay. Personally, I
aircraft models were hung from the ceiling. A
did not want to experience a shoot-down, not that
motley collection of benches and folding chairs
I looked forward to the next mission. I just didn't
faced the briefing platform. Your name was
think about it and for the most part concentrated
checked off as you entered the hall. Of the 300 or
on other things. Of course, you couldn't help but
so present, the average age was about 22. Crew
think about it when the night before, they came to
qualifications were strict. All were healthy, above
your barracks to announce the flight and which
average intelligence, the pick of the crop. Only
crews would be flying. Sleeping then was
the best would do. All were aware that this day
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EPILOGUE
might be the last. MP's were
posted, doors locked and the
base Commander would tell
you what the day's target was
and the curtain would be
drawn revealing the location
and the routes in and out. A
long mission or a heavily
defended target drew
noticeable comments from
around the room. The briefing
would take about 15 minutes
including a weather report and
forecast. Much of the data
presented was also in the
information sheets provided
The Mermaid Pub also known as “The Swinging Teat”.
showing formation position,
code names, magnetic courses, time and routes to
was given for departing the enemy coast as well as
and from the target. No excuses after the mission
the time and location for arriving at the English
was announced, not even sick-call. The only
coast and time of arrival back to your home base.
escape now was a "scrubbed mission". Gunners
The last item before leaving the briefing room was
might get a separate briefing on the types of
synchronization of all watches.
enemy aircraft to expect. Navigators also had a
After the briefing we were trucked to the
separate briefing and picked up maps and charts.
revetment where our plane was located. Being
Co-pilots went to Intelligence for the escape kits.
born on a farm in Iowa, and raised in South
Then everyone went to the equipment room for
Dakota, I was always reminded of the times my
electric suits, electric shoes, steel flak helmets,
grandfather trucked hogs to market for slaughter.
and flak jackets. First on were the long-johns,
So some preferred to walk. Because of the time
then the electric suit and shoes, flight overalls,
schedule, we and most of the crews took the ride.
heavy lined boots and jacket. Generally you
Often times after engines were started, take-off
carried your Maewest (life jacket) and parachute
time would be delayed. Gas tanks were then
to the hardstand. You left your wallet, family
topped off again because every drop was
photos and currency behind. The escape kits
important. Occasionally there might be two
included Continental currency, nonmilitary maps
delays. The coffee wagon would come around but
of the target area and food for several days. We
few wanted a full bladder at 20,000 feet in an
each had a passport photo in civilian clothes for
unpressurized aircraft.
Sometimes a second
use by the under-ground. Timing was extremely
breakfast might be available. You can imagine
important in order to coordinate format-ion
how the lives of the English people would be
assembly. Information sheets showed engine
disturbed before daylight when 140 to 160 engines
start-up time, take-off time, arrival time over the
were started on each airfield, with airfields 5 to 10
buncher beacon for formation assembly, land-fall
miles apart in all directions. And then the noise
time and location for arrival at the enemy coast,
level of 1000 bombers taking off and assembling
arrival-time at the IP and arrival-time at the target.
overhead. The life raft aboard the plane included a
On the return route, the landfall position and time
handcrank apparatus (called "Gibson Girl") for
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EPILOGUE
sending distress signals, rations, and cloth maps
that would not disintegrate in water. After we
returned from a mission and after debriefing, I
must say I enjoyed the sandwiches the British
women served right on the flight line. And that
shot of rye whiskey (sometimes scotch) sure
brought you back to life. After being on oxygen
for hours, that first cigarette was like lighting a
blowtorch.
Ground crews treated the planes under
their responsibility as they would their children.
They worked in bitter cold, rain, wind and snow.
Many built eight foot high shelters on the flight
line from old "bomb crates". They "sweated
out" each returning mission and were on hand to
see the flight crews come in. They were always
extremely interested in "their" planes, how they
performed and what was needed to keep them in
the best possible condition. Then, after
debriefing, the flight crews headed for the "sack"
or for the mess hall depending upon the time.
Barracks were a metal Quonset hut (in England
it was called Nissan hut) with small army beds.
The huts were pre-fab corrugated steel half
cylinders set on cement with no insulation. They
were "bloody" iceboxes that cold winter of
1944/45. Some airfields had larger barracks, but
ours had twelve individuals assigned to each
barrack. One small (and I mean small) bucket of
coal per week was allotted for each barrack. A
close watch was required for someone from
another barrack was always looking for coal.
The one bucket of coal didn't last long, so we
had rigged up a contraption above the pot-bellied
stove that would drip old discarded aircraft oil
onto hot bricks inside the stove. The stove
would get red hot and we finally decided that
this was as dangerous or more so than flying
missions. Our barrack was certainly better than
a GI foxhole, but it goes without saying that the
occasional 72 hour pass (to London or
elsewhere) was welcomed just to be able to sleep
in a large hotel bed and to have a different meal.
For safety, all barracks, mess halls, squadron and
group operations, & group headquarters were not in
close proximity to each other. Land being farmed,
grazing cattle, and forest separated them.
Therefore, one of my first actions was to purchase a
bicycle from another flyer that had just completed
his tour. It was not only handy for "tooling" around
the base but was great for touring the countryside
and visiting "The Mermaid" or other local pubs.
LEFT TO RIGHT: Leonard Thornton, Richard
Best, and Clair Rowe visit the “Mermaid Pub”
again after 50 years.
After approximately 15 missions, crews were
given “R & R" leave. The crews called it "flak
leave" and we spent our 7 days on the large private
estate of Sir John Amory at Tiverton, Devon in the
south of England, which is described on page 224
of this "Flight Record". We had large beds, airy
rooms, beautiful countryside, excellent meals, maid
service and best of all no agenda or schedule to
adhere to. Now we did have real eggs for breakfast.
We could do as we wished with our time provided
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EPILOGUE
SEE PHOTO OF AIRFIELD ON PAGE 295
we were in by midnight. Richard and Bruce
"sneaked out" for a brief excursion to Exeter.
This leave provided the "R & R" (Rest and
Relaxation) needed, but arrival back at Seething
was another "R & R" (Return and Reality).
Memories from the long past? Richard
sums it up best when he says "buzz bombs and
rockets, stand-downs, the Regent Palace Hotel and
tea and cakes, scotch whiskey served by friendly
waitresses in tea cups because it was the wrong
hour, fish and chips in a newspaper, pubs and
guiness, gin and lemon syrup, lined leather boots
and Eisenhower jackets tailor made on Bond
Street, a restaurant where they served braised
chicken with latkas, the tube. I can close my eyes,
take a sniff, and I'm in London fifty years ago.
And then after 35 missions, 14 days on a boat in
the middle of a convoy". At that time, 45 to 50
years ago, we were the "fine young men", many
making the supreme sacrifice, and the whole
world shouted it from the roof tops. The common
danger shared by every crew built a bond among
them that is hard to describe and it was true also
of our crew. As they say, "we were closer than
brothers", certainly more than just friends. There
was camaraderie found only when, time after
280
EPILOGUE
Bruce Anderson
Joe Zonyk

Clifton Evans
John Rowe
1944 - SEETHING, ENGLAND

1992 - OMAHA, NEBRASKA
time, we faced danger together and were
dependent upon each other. At Seething airfield
alone, there were approximately 3000 personnel
with the vast majority of the crews (about 90
crews) in their early twenty's, the pick of the crop,
all with good minds and vigorous healthy bodies.
Over thirty five thousand of those airmen in
Richard Best
Marty Miller
England lost their lives in the airwar. What an
immense contribution those young men with their
inquiring minds, could have made in the
immerging technological world after the conflict
was over. Was it really worth it? The writing of
this flight record carries me back over the
vanished years, and its events recall to me how
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EPILOGUE
transitory is this life and all its affairs. It is now all
over, but there is very little to tell the generations to
come, what happened then. Now there are only
memories in the minds of those who lived through
it all. A few of us remain to tell the younger
generations the story of those years., but many airmen in the line of duty then and many now have or
will be closing their accounts in the Great Book of
Life. With no exceptions, those airmen were a
manly, sterling breed of young men. We aren't
youngsters anymore and fast approaching old age.
When we are gone - the sad fact is - it won't mean a
thing. History does not provide a lesson to those
who have not experienced it. It is the principal
reason we have had wars since time began and that
wars will always be with us. The past is difficult to
recapture and impossible to explain to a new
generation. Even in England most of the younger
generation have no recollection of the air-war.
Each generation is limited to it’s own time and
experience. Nothing is forever. Without a thought
for their grandchildren, the public wants to know
"what are you doing for me now".
Many families have never been touched by
the effects of war and will never know or
understand the sacrifices and hardships others have
undergone to protect the American way of life
which we all cherish. Everyone owes them a debt
of undying gratitude that can never be repaid. It is
highly probable that the U.S. will again be involved
in another war. As long as there are those who seek
power, there will be aggression. America is the
envy of the world. It is the one nation that has
provided shelter and homes for millions of
immigrants fleeing tyranny. Because of the nature
of mankind we will always be confronted with
conflicts and forced to defend ourselves, to protect
and preserve our way of life.
War is hell! Don't let anyone ever tell you
differently. Anyone who has faced death in combat
will tell you so. Most of our battles have been
fought on foreign soil but for the first time now we
face the possibility of bombardment from an
overseas force of our own homes, factories, cities
and towns. Are Americans ready to accept that? I
hope we never diminish our will, strength and
preparedness for any eventuality.
I consider our crew one of the lucky ones.
We survived World War II, although the memories
of our experiences made a profound impression
upon me and effected the remainder of my life. I
was 19 years of age when I enlisted and 20 years of
age when I went off to war. I was a citizen-soldier,
prepared to do what I had to do for my country but
had no intentions (and never did) of making the
military service a career.
Nobody wants to put themselves into a
position facing death. Millions like us were in the
same situation, some even in worse situations. We
were just citizens fighting for our country. We
survived, but how I don't know. Our crew was one
of the lucky ones. We are not heroes. Everyone
must be ready to preserve and protect our nation
against outside aggressions. We must maintain a
strong defense. Less than that, we leave ourselves
open as prey for any transgressor who has designs
on our country and therefore our families, homes
and cities.
Despite the tragically brief lifespan of the
35,000 United States airmen killed while stationed
in England, the aura of glamour proved irresistible
to most young men, as it did to me. Crews were
expendable - airplanes were not. Authorities
accepted the human fodder with a willingness that
should have frightened the young air recruits but it
apparently did not. I have not seen any final
composite figures of United States losses for only
flight crewmembers of heavy bombers, only the
35,000 figure for all airmen noted above.
However, odds for survival did not favor the
heavy bomber crews of the Royal Air Force. Sixty
percent of all flight crewmembers were killed, 12
percent taken prisoner, I percent evaded capture and
3 percent were wounded. Only 24 percent of
operational bomber crewmembers ended the war
unscathed.
To fly in peacetime was and is a thrill and a
pleasure that beggars description. The incomparable
thrill of civilian flight is an experience any young
man or woman cannot forget. Plunging through
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EPILOGUE
misty white clouds, seeing metal shine and gleam in
the sun, sailing in and out of mountains of clouds and
being challenged by the high blue yonder is not easily
forgotten. Flying in wartime was vastly different. It
took Good mechanics, Gas, and Guts. But then it
was all over. For those who survived it, discharges
and medals were framed and hung on a wall, uniforms
discarded or hung in the dark. Families were waiting
at home and Universities beckoned to continue an
interrupted education.
This is not the same country that my generation
was born in and raised in. We talk about civil rights in
the other countries, but many of our own faults overshadow other countries. I have to shift gears drastically to think how the current generation thinks. Consider how they talk. Today we use such dishonest language, which is used to distort and disguise.
“Termination of pregnancy”. This is supposed to be
the birth of a child, which by the design of nature is
the way pregnancy is brought to an end. “Pro-choice”.
How glaringly escapist. Choice is meant to choose
something, but its use here is final and unbending.
“Sexually active.” As if we were talking about something no more significant than chewing gum or bird
watching. What is at issue here is behavior. From a
moral point of view and the natural law it is wrong,
hazardous and psychologically produces deep and
emotional damage. We use cute and slippery phrases
like “safe sex and “alternate life-style’ in a vain attempt to cover or justify a perverse and aberrational
behavior. They dress up their phrases in pretty language in violations of the natural law so they aren’t
recognized for what they are. Lets call a spade a spade
and a rose a rose. I was always certain that the safest
place in the world was a woman’s womb, but now
they invade it to kill. I thought Nazi Germany was bad
and this simply tell us how far this country has deteriorated in the last 50 years. It is certainly not the same
country that I fought for, or that so many of my veteran flying friends died for, when they had to helplessly ride their flaming hearses to earth.
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284
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SQUADRON FORMATION OVER “SPLASHER BEACON” BEFORE HEADING
FOR THE TARGET
ASSEMBLY OF THREE (3) SQUADRONS AT 8000, 9000, & 10000 FEET AFTER SAFELY ABOVE THE OVERCAST, AS SEEN FROM ABOVE THE
SPLASHER BEACON LOOKING TOWARD THE GROUND.
SPLASHER BEACON LOOKING TOWARD THE GROUND
285
EPILOGUE
286
EPILOGUE
ASSEMBLY AND FORMATION OVER THE TARGET
AS THE B-24s NEARED THE TARGET, IT WAS NECESSARY FOR SQUADRONS TO MOVE FROM
THE STANDARD FORMATION INTO A “LINE ASTERN” FORMATION. AFTER RELEASING BOMBS,
THEY DESCENDED SLIGHTLY TO PICK UP SPEED, CLEAR THE TARGET, AND REGAIN
STANDARD FORMATION AT THE RALLY POINT.
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EPILOGUE
TOP VIEW & FRONT (head on ) VIEW OF ORIGINAL SQUADRON FORMATION
WE FLEW THIS FORMATION OUR FIRST FIVE MISSIONS. ALTHOUGH THE
ELEMENTS OF THREE ARE REFERRED TO AS LEAD - HIGH RIGHT - LOW LEFT - AND BUCKET, THE NUMBERS BY EACH AIRCRAFT DESIGNATES THE OFFICIAL POSITION
OF EACH PLANE IN THE SQUADRON. THE MAKE UP OF THE FORMATION WAS
CHANGED. SEE THE DIAGRAM ON THE NEXT PAGE FOR THE FORMATION USED ON
OUR LAST 30 MISSIONS.
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EPILOGUE
EPILOGUE
TOP VIEW & FRONT (head on) VIEW OF THE CHANGED SQUADRON FORMATION
THIS IS THE FORMATION OUR CREW FLEW ON OUR LAST 30 MISSIONS. THERE IS NO HIGH
RIGHT OR LOW LEFT ELEMENT OF THREE AIRCRAFT. THE LEAD ELEMENT CONSISTS OF 7
AIRCRAFT AND THE BUCKET CONSISTED OF EITHER THREE OR FOUR AIRCRAFT.
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EPILOGUE
T/Sgt. Selwyn Kaplan
I came to this land in search of death,
But death like life has passed me by,
Permitting me only to feel its breath,
Not having the grace to let me die.
Death like life, has played with me,
Giving and taking as in a game,
Refusing to grasp full victory,
Not knowing it seems the sport grows tame.
by poet airman Selwyn Kaplan
Replacement Crew #46 had completed its tour of missions on March 11, 1945. T/Sgt. Kaplan and his crew
also completed theirs in March. I (John Rowe) flew on a training mission with a newly arrived rookie pilot
whose name I do not now recall; and Lt. Broadfoot along with T/Sgt. Kaplan, both having completed their
tours, flew with the newly arrived rookie pilot Paul Westrick. We returned successfully to the airfield, but a
P-47 aircraft giving simulated real life practice attacks for the gunners made one final buzzing of
Westrick’s plane, came too close, and hit the B-24’s tail. Both planes crashed. Eight including the fighter
pilot, Lt. Broadfoot, and Sgt. Kaplan were killed. Death did not truly pass him by as he recalls in the above
verse. Ironically, the P-47 lived up to its name The Galloping Catastrophe. The verse is undated and
unsigned but surely his as it was found while clearing out his possessions along with another verse which he
had signed.
290
THE AMERICAN CEMETERY
AND
MEMORIAL AT MADINGLEY - CAMBRIDGE
This cemetery is situated 3 miles east of Cambridge. It contains the remains of 3812 of our
dead who gave their lives while flying out of England during World War II. There are also
5126 who are identified on “Tablets of the Missing” who gave their lives in the service of
their country but whose remains were never recovered or identified. Most of those recorded
on the “Tablets of the Missing” died in the battle of the North Atlantic or in the strategic
air bombardment of Northern Europe. Major Glenn Miller is among them having been lost
in the English Channel on a flight to France on December 15, 1944. The cemetery lies on
the north slope of a wide prospect, framed by woodlands on both the west and south sides.
Each grave is marked by a headstone of white marble - a Star of David for those of the
Jewish faith and a Latin Cross for all others. This is one of fourteen permanent cemeteries
on foreign soil. This cemetery is on 31 acres donated by the University of Cambridge. The
31 acres is United States Territory and the cemetery is maintained by the United States
Government. (See page 290 for more detailed information about this Cemetery.)
291
THE AMERICAN CEMETERY AT MADINGLEY - CAMBRIDGE
On the left
is the cross and
inscription used to
mark the burial
site
of
an
unidentified
veteran.
On
the
right is the World
War II victory
ribbon and medal.
Not visible and just before this reflecting pool & behind the camera man who took this picture is
the main entrance and the flagpole platform. Above is the great mall with its reflecting pools. The
sweeping curve of the burial area can be seen just to the left of the reflecting pools and in the
middle picture above as well as the picture on the preceding page. On the right in the picture are
the “Tablets of the Missing” and on far end is the memorial with its chapel, and it has two huge
military maps, the State Seals and a mosaic ceiling memorial to the Dead of our Air Forces.
292
FLAGPOLE PLATFORM
At the American Cemetery At Madingley, Cambridge. It Is Just To The Right Of The Entrance To The
Cemetery And Looks Down On The Reflecting Pool.
293
THE AMERICAN CEMETERY AT MADINGLEY—CAMBRIDGE
A SANCTUARY OF PEACE AND REFLECTION
Madingley Cemetery is the responsibility of the American Battle Monuments Commission (an independent agency of
the Executive Branch of the US Government), which was established in 1923. The ABMC’ responsibility is to commemorate
the service and achievements of United States Armed Forces since April 6, ll917; the date the US entered World War 1.
The cemetery covers 30.5 acres. It was constructed on the site of a temporary cemetery established in 1944 on land
donated by the University of Cambridge. Construction of the cemetery was completed and the dedication ceremony held on l6
July 1956. After the war, it became the only World War 11 cemetery in the British Isles.
Many of those buried at Madingley were American servicemen and women who served as crewmembers of Britishbased American aircraft and were temporarily interred in the UK. Most of the remainder gave their lives in the invasions of
North Africa and France, the training areas of the UK or the waters of the Atlantic.
Madingley Cemetery is situated on the North slope of a hill from which, on a clear day, Ely Cathedral can be seen
some 14 miles away. Woodland surrounds the cemetery to the west and south.
The Memorial Chapel
On the north face of the beautiful Portland stone memorial chapel, five pylons are each inscribed with one of the
years from 1941 to 1945, the period during which the United States was involved in World War Two.
At the west end, the entrance to the Memorial bears the dedication “TO THE GLORY OF GOD AND IN MEMORY OF THOSE WHO DIED FOR THEIR COUNTRY 1941-1945”.
The teakwood main doors bear bronze models of military equipment and naval vessels. The south exterior is a great
map depicting each location in the UK where an American unit (of battalion or larger size) was stationed during the Second
World War. Bases of units brigade-size or larger are actually named. Principal air and sea approach routes from the US to the
UK are shown and the map also features the coats of arms of the United States and United Kingdom.
Inside the memorial chapel, the main feature of the “museum room” is the wall map “The Mastery of the AtlanticThe Great Air Assault”. Below the map, six places contain key maps recording the development of the war against Germany
and Japan. The seven, central, plaque describes the operations portrayed by the great map.
The War and Navy Department seals and the principal decorations awarded US armed services are featured behind glass panels beside and above the main memorial door. These include the Air Medal; Distinguished Flying Cross and Silver Star; Distinguished Service Cross; Medal of Honor—Army; Distinguished Service Medal-Army; Soldier’s Medal; Purple Heart;
Bronze Star; Legion of Merit; Navy Cross; Medal of Honor-Navy; Distinguished Service Medal-Navy; and Navy and Marine
Corps Medal.
The windows of the Memorial contain stained glass replicas of the seals of the States of the Union arranged in the
order of their joining. Above them appear the seals of the United States, District of Columbia, Alaska, Hawaii and Puerto
Rico.
The words “FAITH” and “HOPE” are set into the chancel rail. At the base of the Portland stone altar are the Tablets
of Moses. A bronze cross stands on the altar, which is flanked by two large ornamental candelabra with mosaic embellishments.
A mosaic of the Archangel trumpeting the arrival of the Resurrection and the Last Judgment covers the wall above
the altar and the entire ceiling of the Memorial is covered with pictures of ghostly aircraft making their final flight, accompanied by angels. The ship and aircraft above the altar memorializes the members of the naval and air forces who ware buried or
commemorated at the cemetery.
The tablets of the missing are inscribed on a 427 foot long Portland stone wall. Here are listed the names and details
of 5,126 missing in action, lost or buried at sea and also “Unknowns” whose remains were either never found or positively
identified prior to interment. As asterisk denotes those subsequently identified.
Along the wall stand four statues: a soldier, airman, sailor and coastguardsman.
The grave area contains 3,812 headstones-Stars of David for those of the Jewish faith and Latin crosses for all others.
They represent some forty two percent of those temporarily interred in the JK. The headstones in the fan shaped graves area
are arranged in seven curved plots marked A-G. The headstones within the plots are in seven concentric arcs whose wide
sweep across the green lawns is best viewed from the mall near the Chapel.
Two of the headstones represent burials of two and three servicemen, respectively, whose names are unknown but
could not be separately identified.
The plantings include rows of pagoda trees, rose of Sharon, firethorn, forsythia and cotoneaster. Polyantha roses border the reflecting pool. Double-pink hawthorn trees line the north side of the graves area. A boxwood hedge encloses each
grave plot. Tulip trees, catalpa, beech, oak and liquidamber (sweetgum) are also planted.
294
EULOGY
(Given at The American Cemetery & Memorial - Madingley, Cambridge by John Rowe during a 448th Bomb Group Reunion
in 1998 - Norwich and Seething, England
ONCE AGAIN WE HAVE RETURNED TO BRITAIN, NOT TO THE BATTLEFIELD OF THE SKIES,
BUT TO THE VILLAGES AND AIR BASES WHERE LASTING FRIENDSHIPS WERE FORMED. OURS IS A
SPECIAL BOND WITH THE VILLAGE OF SEETHING. OUR REUNION HOWEVER IS NOT ONLY TO PAY
RESPECT TO THE PEOPLE OF SEETHING, BUT TO OUR WARTIME COMRADES WHOSE LAST
RESTING PLACE IS IN BRITISH SOIL.
ALL OF US HAVE COMRADES HERE WHO WE KNEW PERSONALLY. FIFTY-FOUR OR FIVE
YEARS AGO WE REMEMBER THEM FOR THEIR GENEROSITY OF SPIRIT, THEIR SENSE OF FUN,
THEIR SHEER UNADULTERATED PASSION FOR LIFE. FOR THEM, THE “FRIENDLY INVASION” OF
THESE ISLES PROVED TO BE A ONE-WAY TICKET AND NOW BURIED ON FOREIGN SOIL THEY ARE
SELDOM VISITED BY FRIENDS OR FAMILY.
SOME ARE STILL MISSING AND THEIR DESTINY UNKNOWN. WE OWE THEM A DEBT OF
UNDYING GRATITUDE THAT CAN NEVER BE REPAID. WITH NO EXCEPTIONS, THEY WERE A
MANLY, STERLING BREED OF YOUNG MEN. WE REALIZE THAT LIFE IS NOT FOREVER BUT WAR
NO MATTER HOW NOBLE THE CAUSE, MAY BE NECESSARY BUT IS SUPREMELY SENSELESS AND
WASTEFUL OF A COUNTRIES FINEST YOUTH.
THIS REUNION CARRIES ALL OF US BACK OVER THE VANISHED YEARS, AND ITS EVENTS
RECALL TO US HOW TRANSITORY IS THIS LIFE AND ALL ITS AFFAIRS. NOW THERE ARE ONLY
MEMORIES IN THE MINDS OF US WHO LIVED THROUGH IT ALL AND WE WILL SOON BE CLOSING
OUR ACCOUNTS IN THIS GREAT BOOK OF LIFE. SCARCELY ONE IN FIVE CAN CLAIM A CLEAR
MEMORY OF WORLD WAR II.
THE PAST IS DIFFICULT TO RECAPTURE AND EXPLAIN TO THE YOUNGER GENERATION.
HISTORY DOES NOT PROVIDE A LESSON TO THOSE WHO HAVE NOT EXPERIENCED IT. THOSE OF
US THAT REMAIN MUST KEEP TELLING THE YOUNGER ONES THE STORY OF THOSE YEARS
BECAUSE IT WILL SOON RECEDE INTO THE HISTORY BOOKS LIKE WORLD WAR I.
WE MUST ALWAYS REMEMBER IN OUR PRAYERS, THOSE BURIED HERE. AN ENGLISH SOLDIER
POET OF WWII , SGT. HAROLD PERKINS, WROTE A POEM CALLED “REMEMBER THEM”. I WOULD LIKE
TO CONCLUDE, FIRST BY READING THE LAST VERSE OF “REMEMBER THEM” AND FINALLY WITH A
PRAYER.
IN YOUR JOY, DO NOT FORGET
THE HOME WITH A VACANT PLACE,
A PLACE THAT NEVER CAN BE FILLED
EXCEPT BY ONE DEAR FACE.
THE FACE OF ONE WHO, FAR AWAY
HIS LIFE HE FREELY GAVE,
THAT THOSE HE LOVED MIGHT LIVE IN PEACE
WHILE HE SLEEPS IN A SOLDIER’S GRAVE.
PLEASE BOW YOUR HEADS FOR A MOMENT AND WE’LL ASK FOR GOD’S BLESSING: GENTLE AND
LOVING FATHER, WE COMMEND TO YOU ALL BURIED HERE AT MADINGLEY WHO HAVE BEEN FREED
FROM SIN AND DEATH. BRING THEM TO THE FULLNESS OF LIFE AND HAPPINESS WITH YOU. BLESS
THOSE WHO SERVE THEIR COUNTRY IN THE MILITARY. MAY THEY NEVER HAVE TO LIFT A HAND
AGAINST OTHERS WHO ARE THE WORK OF YOUR HANDS. HASTEN THE DAY WHEN WAR WILL BE NO
MORE. INSTILL IN THE HEARTS OF ALL LEADERS EVERYWHERE, A SPIRIT OF PEACE.
BE WITH US NOW AS WE TRAVEL. BE OUR SAFETY EVERY MILE OF THE WAY. GUIDE US
SAFELY AS YOU GUARDED ABRAHAM IN ALL HIS WANDERINGS. GUIDE US TO OUR NEXT
DESTINATION FROM HERE AND BRING US ONE DAY CLOSER TO OUR DESTINATION WITH YOU.
WE ASK THIS IN YOUR NAME AND THE NAME OF THE HOLY SPIRIT.
AMEN
295
USAAF STATION #146—SEETHING AIRFIELD, SEETHING ENGLAND.
SEETHING AIRFIELD—Picture taken October, 1945 after cessation of hostilities. Note the leftover bombs and ammunition stored on the runways.
296

448th Bomb Group

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