ROWE MISSION #8 - 3 October, 1944, Tuesday

1 

WORLD WAR II 

448TH BOMB 

GROUP 

20TH COMBAT 

WING 

SECOND AIR 

DIVISION 

8TH AIR FORCE 

(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. 

Seething Village Church - Circa 1200 

by 

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 2 

TABLE OF CONTENTS 3-4 

COVER 5 

INTRODUCTION 6 

PICTURE - CREW IN TOPEKA, KANSAS - JULY 1944 7 

PICTURE - CREW IN SEETHING, ENGLAND - SEPTEMBER 1944 8 

PICTURE - OFFICERS IN LONDON - OCTOBER 1944 9 

PICTURE - JOHN C. ROWE - LONDON - OCTOBER 1944 10 

PICTURE - JOHN AND AGNES ROWE - OCTOBER 1994 11 

PICTURE - B-24J “ALL AMERICAN” IN FLIGHT 12 

PICTURE - JOHN C. ROWE - PREFLIGHT SAN ANTONIO TEXAS - 1943 13 

ARMY AIR FORCES TRAINING 14 - 25 

A STRUCTURAL TOUR OF THE B-24 26 - 34 

REPLACEMENT CREW #46’S MISSION RECORD 35 - 177 

MISSION #1 25 August, 1944 Rostock, Germany 37 - 39 

MISSION #2 26 August, 1944 Ludwigschafen, Germany 40 - 45 

MISSION #3 11 September, 1944 Magdeburg, Germany 46 - 49 

MISSION #4 12 September, 1944 Hemmingstadt, Germany 50 - 52 

MISSION R 13 September, 1944 Recalled (Ulm, Germany) 53 

MISSION S 14 September, 1944 Scrubbed (Berlin, Germany) 53 

MISSION #5 22 September, 1944 Kassel, Germany 53 - 56 

MISSION #6 27 September, 1944 Kassel, Germany 57 - 58 

MISSION #7 30 September, 1944 Hamm, Germany 59 - 61 

MISSION #8 3 October, 1944 Gaggenau, Germany 62 - 64 

MISSION AB 15 October, 1944 Cologne, Germany 65 

MISSION AB 19 October, 1944 Mainz, Germany 65 

MISSION #9 25 October, 1944 Neumunster, Germany 65 - 68 

MISSION #10 6 November, 1944 Minden, Germany 69 - 73 

MISSION #11 10 November, 1944 Hanau, Germany 74 - 77 

MISSION #12 27 November, 1944 Offenburg, Germany 78 - 81 

MISSION #13 30 November, 1944 Neunkirchen, Germany 82 - 84 

MISSION #14 4 December, 1944 Koblenz, Germany 85 - 89 

MISSION #15 25 December, 1944 Waxweiler, Germany 90 - 93 

MISSION #16 2 January, 1945 Neuwed, Germany 94 - 97 

MISSION #17 3 January, 1945 Neunkirchen, Germany 98 - 101 

MISSION #18 6 January, 1945 Koblenz, Germany 102 - 105 

MISSION #19 7 January, 1945 Aehern, Germany 106 - 109 

MISSION AB 10 January, 1945 Weweler 110 

MISSION #20 13 January, 1945 Worms, Germany 111 - 114 

MISSION #21 14 January, 1945 Hallendorf, Germany 115 - 118 

MISSION #22 31 January, 1945 Brunswick, Germany 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 

and industrial MISSION strength, #23 posed 3 February, the strongest 1945threat ofMagdeburg, the Axis powers Germany and should be dealt with first. 123Its - 126 defeat 

hingedMISSION on achieving #24 four15 major February, objectives, 1945 for each of Magdeburg, which effective Germany use of Great Britain was a key 127factor. - 130In 

the attainment MISSION of these #25 objectives, 16 February, the country 1945 became Osnabruck, a vast supply Germany depot, military base, air base131 and -training 134 

and staging MISSION facility. #26 During 19 the February, war, more 1945 than seventeen Siegen, (17) Germany million tons of cargo and nearly two 135 (2) -million 138 

servicemen MISSION and women #27 from 21 February, the United1945 States passed Nurnberg, through British Germany ports. Many military bases139 and -training 142 

areas were MISSION established throughout the British Isles to receive the forces which later were to achieve such 

spectacular “OO-LA-LA” results on the22 beaches February, of Normandy. 1945 At the Paris, same France time, airfields were enlarged and additional 143 bases 

constructed MISSION for use#28 by the28 U. February, S. Army Air 1945 Forces. Meschede, Germany 144 - 147 

MISSION The first objective #29 1 March, in the war 1945 against Germany Augsburg, was to provide Germany the United Kingdom with the 148resources - 151 

needed to carry on until sufficient men, materials, and supplies could be assembled for the cross-channel 

MISSION #30 2 March, 1945 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 

MISSION #31 3 March, 1945 Magdeburg, Germany 155 - 160 

between Great Britain and the United States. The battle for the Atlantic continued from 1939 to 1945, when the 

last German MISSION U-Boat #32 surrendered. 5 March, This 1945 costly, but generally Harburg, successful Germanystruggle, gave the Allies control 161 - 163 of the 

sea lanes MISSION between #33 the United 9 March, States1945 and Great Britain, Rheine, whichGermany was essential to the success of Allied 164 operations - 166 

in Europe. MISSION #34 10 March, 1945 Paderborn, Germany 167 - 169 

MISSION The second #35objective 11 March, was 1945 to aid and sustain Kiel, Germany other nations actively engaged against 170the - 177 Axis, 

BRIEF particularly DESCRIPTION the U.S.S.R., OF which ALLat OTHER the time 448 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 


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. 

TH GROUP MISSION EXCLUDING 

THE ABOVE 35 MISSIONS OF JOHN ROWE 178 - 194 

COMBAT COLORS - COLORS OF THE 14 GROUPS OF THE 2ND AIR DIVISION 195 - 198 

448TH BOMB GROUPS 262 MISSIONS FLOWN 

(Replacement crew #46’s missions are shown in bold font.) 199 - 204 

ROSTER OF ORIGINAL CREWS ORDERED TO COMBAT DUTY 205 - 218 

ROSTER OF REPLACEMENT CREWS ORDERED TO COMBAT DUTY 219 - 242 

(This is a partial list and contains 209 crews. I estimate that the total should be 

around 240. Most of the missing crews appear to be from the first 3 months 

of combat duty.) 

B-24 DEVELOPMENT AND CONVERSIONS 243 - 246 

REST & RELAXATION (FLAK LEAVE) 247 

NOSE ART ON OUR AIRCRAFT 248 

HISTORY OF THE 448TH BOMB GROUP 249 - 266 

EPILOGUE 267 - 289 

AMERICAN CEMETERY & MEMORIAL AT MADINGLEY - CAMBRIDGE 290 - 291 

FLAGPOLE PLATFORM—AMERICAN CEMETERY & MEMORIAL AT 

MADINGLEY—CAMBRIDGE 292 

AMERICAN CEMETERY AND MEMORIAL—A SANCTUARY OF PEACE AND 

REFLECTION 293 

EULOGY– BY JOHN ROWE– AMERICAN CEMETERY AND MEMORIAL, 

CAMBRIDGE, ENGLAND—1998 REUNION 294 

USAAF STATION #146—SEETHING AIRFIELD, SEETHING ENGLAND 295 

END—BACK COVER 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 

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 

TOPEKA, KANSAS - JULY, 1944 

John C. Rowe - Federal Service - World War II

8 


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

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

12 


RESTORED B-24J - “ALL AMERICAN”

13 


CADET JOHN C. ROWE - PREFLIGHT 

San Antonio, Texas - March, 1943

14 

army air forces 

training 

Following Pearl Harbor, in February, 1942 

while employed at Bank Of America at Los 

Angeles, California I made application for 

enlistment in the United States Army Air Force for 

pilot training, but was informed that I had to have 

my parents consent. On my 

next scheduled vacation in 

July 1942, I went to Iowa 

and obtained the required 

signatures and was accepted. 

I took the U.S. Army oath 

July 31 1942 in the old 

Pacific Electric Building at 

Main and 6th Street in Los 

Angeles and was given a 

physical examination at the 

Lockheed facility on the 

airport off from San 

Fernando Road in Burbank. 

Many others and I were put 

on hold because the number 

of applications exceeded 

capacity for the current 

training facilities and 

available instructors. In 

February 1943 I received my 

call to report to the San 

A n t o n i o A i r F o r c e 

Classification Center in 

Texas along with a host of 

other flying hopefuls. I 

arrived on February 12, 1943 

and we were first billeted in the Gunter Hotel for 

several days. It was here that your future as a Pilot, 

Navigator or Bombardier was decided and you 

were appointed an Aviation Cadet. As American 

factories produced thousands of planes, the Army 

Air Force Central Flying Training Command used 

assembly line techniques to provide pilots, 

navigators, bombardiers, mechanics, radio 

operators, and gunners to fly them. Each 

crewmember was an important member and 

contributed to the crew’s success. Pilots were 

needed but it would be a failure if the navigator 

didn't get you to the target, if the bombardier did 

not hit the target, if mechanics didn't properly 

service the aircraft and the 

accuracy and skill of the 

gunner could mean the 

difference between success 

or "lost in action". 

O n o r a b o u t 

February 24, it was 

determined that this round 

peg did indeed fit into the 

round hole and I received 

my classification as a cadet 

pilot. After further testing 

by the latest apparatus and 

trained psychologists, we 

were marched across the 

street for Pre-flight 

training on or about March 

22. Here we brushed up on 

mathematics, military 

customs, some physics, 

history, geography, civil 

air regulations etc. and 

received conditioning 

exercises. "Hazing" was 

CADET JOHN ROWE - PRIMARY AT 

the norm and upper 

COLEMAN, TEXAS - JUNE 1943 

classmen also had their 

rules and regulations’ 

governing the mess hall, drill, and barracks life. 

Upper classmen could make life miserable, but it 

was part of our conditioning to accept authority. 

On or about May 24, 1943 Class 43K departed for 

pilot training. In 60 weeks Class 43K cadets 

would move through three flying schools 

(primary, basic and advance) to receive their 

wings and a 2nd Lt.'s Commission and then on to 

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) 

s t u d e n t pilot training school with a 

grass field at Coleman, Texas. Five 

s t u d e n t s 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 f l y i n g 

time was 65:05 hours (of w h i c h 

33:55 hours were solo or s t u d e n t 

first pilot time). Here I was taught the 

fundamentals of flight by my c i v i l i a n 

instructor and got the thrill of the 

solo, an ex-perience I will treasure 

longer and remember l o n g e r 

than any other experience. I learned 

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 

c u s t o m s included personal 

g r o o m i n g and dress codes as well 

as a tidy barracks. "White Glove" 

inspections c o u l d b e b o t h 

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 a v o i d " g i g s " 

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 B T - 1 3 A ( V u l t e e 

V i b r a t o r ) . Now we had a plane with 

a closed cockpit, an interphone, a 

radio and an electric starter. As with 

C o l e m a n , 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 m a d e a 

decision between a d v a n c e d 

single engine or advanced 

twin engine flying s c h o o l . 

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 

h a d m a n y 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 

assigned. No more loops or spins, but we did get an 

introduction to flying formation and to cross 

country navigation. Here I accumulated 125:20 

hours of flying time (of which 52:10 hours were 

student first pilot time, 46:05 hours were student 

co-pilot time, and 27:05 hours were student dual 

pilot time). Of this total, 21:50 hours were night 

flying, and 1840 hours were actual instrument time. 

In addition, 

they gave me 

11:05 hours in 

the link trainer. 

My flight log 

shows that in 

Advanced, I 

m a d e 1 3 4 

l a n d i n g s . 

Ground school 

and physical 

training were as 

important a 

function in 

Advanced, as it 

was in Primary 

and Basic. We 

also became proficient in telegraph (Morse code). I 

wish I had the discipline to do calisthenics now as 

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 

and not so delighted about flying off to war. 

The Pre-flight screening and each of the 

flying schools took eight to nine weeks each. I 

arrived on December 19, 1943 at Liberal, Kansas 

and the field was covered with about 3 feet of snow. 

All Instructor Pilots had Green Instrument Cards 

and we therefore flew in all kinds of weather as far 

as Colorado, Wyoming and Nevada. After twelve 

weeks, I completed the 

prescribed training in the 

specialized four-engine 

transition training school on 

March 31, 1944. During that 

period I accumulated hours in 

the air as follows: 

Qualified Pilot-dual 

38:30 hours - First Pilot: 1:15 

hours Co-pilot: 66:35 hours. 

The above time totals 106:20 

hours and includes 26:50 

hours of actual instrument 

time and 23:25 hours of night 

FAIRCHILD PT-19 “CORNELL” PRIMARY TRAINER USED 

AT COLEMAN, TEXAS 

flying. I made a total of 179 

landings. Twenty-one hours 

were spent in the link trainer. 

A quick look at the map and you can see 

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. 

P r o f i c i e n c y 

was based on 

holding within 

3 degrees of 

the initial 

heading and 

smoothness of 

a t t a i n i n g 

climbing air 

speed safely. 

2. Spiral Climb - 

Student pilot 

put airplane in 

a standard 

spiral climb to 

t h e r i g h t , 

John Rowe in Basic training 

at Sherman, Texas 

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 

s a t i s f a c t o r y 

and the other 

unsatisfactory. 

I passed the 

above flight 

check test in 

the B-24 first 

on March 23, 

1 9 4 4 a t 

L i 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. 

Navigation was 

perfected on crosscountry 

flights in the 

area and gunners also 

got in their share of 

practice. We all got a 

chance to improve 

our aim at the 


John taking aim at the skeet range, 

Perrin Field, Sherman, Texas 

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 B- 

24 to Europe. 

T o p e k a , 

Kansas was a 

staging area 

for new 

planes just 

o f f t h e 

a s s e m b l y 

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 

“ G r e m l i n ’ s 

Roost” without 

“The” preceding 

it. The 

one that James 

Hoseason refers 

to in this 

book "The 

1000 Day 

Battle" flew its 

last mission, 

25 April, 1945 

for the 448th 

Bomb Group 

to Salzburg, 

returned safely 

and must be 

that aircraft. 

The one we 

flew to Europe 

and was delivered to the 93rd BG was shot down 

over Holland February 6th 1945 on a mission to 

Magdeburg. We tested the new B-24J at Topeka 

with four flights on the 7th 

and 8th of July, 1944 for 9:05 

hours of flight time. On 10 

July 1944 we closed out 

Topeka and were ordered to 

Presque Isle, Maine, but 

nearing arrival we were 

informed the airfield was 

"socked-in". We proceeded to 

our alternate, Bangor, Maine. 

Bangor reported a ceiling of 

about 75 feet, so an 

instrument approach was 

required. All our training paid 

John (second from the left) learning Morse Code at Perrin Field, 

Sherman, Texas 

off. We "broke through" the 

overcast and what a beautiful 

sight seeing the runway and 

the field lay out before you. It appeared to me 

however that the ceiling was nearer a couple 

hundred feet. Flight time totaled 8:40 hours and that 

included 1:00 of actual instrument time. 

Additional in-structions were waiting for us 

at Bangor to check out the 

landing gear struts. They 

were inspected on July 12 

and appeared in order. A 

flight check was made on 

13 July 1944. A couple of 

airport employees who 

were also local fisherman 

wanted to see their favorite 

fishing hole (Moosehead 

Lake) from the air and they 

came along. The nose and 

main gears retracted and 

lowered satisfactorily and 

the struts gave no 

indication of problems 

upon landing. On 14 July 

1944 we headed for Goose 

Bay, Labrador. Crossing 

the great St. Lawrence 

River and the vast expanse 

of Canada gave us a magnificent view of the 

uncharted wilderness, lakes and streams. We 

arrived in Goose Bay after a flight of 4:20 hours. 

N o 

t i m e w a s 

w a s t e d i n 

Goose Bay. 

The weather 

was ideal and 

we departed 

the next day, 

15 July 1944 

for Greenland. 

Ernest Gann, 

who flew in 

t h e A i r 

T r a n s p o r t 

John on the left side of the net waiting for the ball. Volley ball at Pampa, 

Texas. 

Command, in 

his book "Fate 

Is the Hunter" 

describes this route and is well worth reading. The 

enormous mass of Greenland stretches out before 

you with an ominous range running down the center 

and covered by an awesome ice cap. It is quite a 

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 Bluie- 

West-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 

for aircraft shot down or lost over 

enemy territory or damaged beyond 

repair and we never saw the 

" G r e m l i n ' s 

Roost" after 

leaving it in 

Ireland. 

F r o m 

G r e e n c a stle, 

Ireland we 

proceeded via 

ship across the 

Irish Sea and 

then by rail to 

S t o k e - o n - 

Trent, England. 

Here we were 

j o i n e d b y 

thousands of 

other American 

servicemen for 

a p a r a d e 

through the 

streets of the 

city to the 

John Rowe & Jim Scanlon at Liberal, Kansas B-24 Transition Training 

School. We were not to see each other again for 49 years. 

We received our B-24 at Topeka, Kansas and flew to Bangor, Maine. Above 

map shows our route from Bangor, Maine to Goose Bay Labrador to Bluie- 

West-Eight in Greenland to Meeks Field in Iceland and then to Nutts Corner 

in Ireland. 

enjoyment of the city's residents. The parade took 

us to the rail station, where everyone was bound 

for his or her separate duty stations. Our 

assignment was the USAAF Station #146, 

Seething Tower, code name "Brightgreen", in East 

Anglia just outside of Norwich, Norfolk, England. 

This was the home of the 448th Bombardment 

Group in the 20th Combat Wing, 2nd Air 

Division, 8th Air Force. The village of Seething 

was on the North end of the Airfield. Living 

accommodations, mess halls, hospital, clubs and 

other facilities were nestled in among farms, trees, 

barns, cow pastures and thatched homes. Like all 

other crews, we were impressed by the neat 

compact countryside. There was every shade of 

green one could imagine and the tranquility it 

conveyed belied the anxiety and apprehension in 

the days and months ahead. Seething was about 10 

miles south and east of Norwich and we were 

again impressed with the airfields about 5 miles 

apart in every direction. There was an airfield 

about every 36 square miles. 

The 448th BG departed from the tradition

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 

James Scanlon & John Rowe meet again in June 1996. It had been 52 years 

since they went their separate ways after Liberal, Kansas. 

personnel attached to Seething airfield. 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 3,000 

personnel attached to Seething airfield. The 

maximum number of crews reached was 103 

(approximately 1000 men), the balance being 

support personnel. We flew 13 missions before 

being reassigned to the 713th squadron and flew 22 

more missions to complete our tour. We were 

scheduled for 33 missions (which had been increase 

in February, 1944 from 25 to 30 and again in April 

to 33). In late 1943 and early 1944, inadequate 

fighter support made the flights hazardous, but they 

continued thereafter to be risky with the German 

introduction of the ME-262 jet fighter and 

especially the German improvement in high altitude 

accuracy, concentration, and centralization of antiaircraft 

guns They also had the improved and 

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 

BG (Hethel), 445th BG 

(Tibenham), 453st B G (Old 

Buckenham). 

14TH COMBAT WING - 44th BG (Shipdham), 

392nd BG (Wendling), 491st BG 

(Metfield), 492nd BG (North 

Pickenham). 

20TH COMBAT WING - 93rd BG (Hardwick), 

446th BG (Bungay), 448th BG 

(Seething). 

95TH COMBAT WING - 489th BG 

(Halesworth-transferred to 20th 

CW-Aug-Dec 1944), 491st BG 

(Metfield-transferred to 14th CW- 

Aug 1944) 

96TH COMBAT WING - 458th BG (Horsham), 

466th BG (Attlebridge), 467th BG 

(Rackheath). 

65TH FIGHTER WING - 4th Fighter Group 

(Debden), 56th Fighter Group 

(Boxted & Haleswoth), 355th 

Group (Steeple Morden), 361st 

Fighter Group (Little Walden), 

479th Fighter Group (Wattisham). 

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 P- 

51s 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 

Classification - Preflight - Primary - Basic - Advanced - B-24 Transition - Crew Assignment - Flight to Europe

26 

A STRUCTURAL TOUR 

On the ground and in the air, the B-24's 

slender wing and tri-cycle landing gear were 

distinctive. The plane's malingers criticized its 

slab-sided fuselage (10 feet high & 7 feet wide). 

She was designed in wartime for war and she 

wasted no space on curves. The design greatly 

facilitated ordnance 

capacity. The twin 

bomb bays were nearly 

twice as long as the 

single bomb bay of the 

B-17. The tricycle 

landing gear made the 

B-24 a delight to take 

off and to land and 

getting the B-24 into 

take-off position with 

the tricycle landing 

gear where the pilot 

has a solid feel, full 

and complete control 

is easy. It isn't as easy 

or simple when an 

airplane stands on its 

m a in gear a n d 

directional control is 

from a steerable tail 

wheel. Then the pilot 

must nudge his rudders 

or brakes carefully. When 

the tail is lifted off the ground with the B-17 and 

the wing is cutting the air rather then presenting 

its slab to the air, lift then builds rapidly. The B- 

24 handled well with normal loads, but when 

exceeding gross weight capacity of 32 tons and 

flown at peak altitude, the pilot had to wrestle 

with it to maintain formation. Pilots soon found 

that this was "par for the course" on every 

mission. The 448th's Base Commanders enforced 

tight formations, wingtip to wingtip, boxes pulled 

OF THE B-24 � 

in tight. Enemy fighters could fly over, under and 

around, but never through the formation. 

The entry hatch was on the underside of the 

rear fuselage. Most crewmembers however, 

climbed into the cabin through the bomb bay. It was 

opened by an emergency handle on the right side of 

the nose. Another entrance 

was through the nose 

wheel compartment. In the 

very early B-24's, there 

was an eight step 

procedure for emergency 

lowering of the nose 

wheel, but it was replaced 

in later models with a 

system whereby you just 

"kicked it out". 

The wings housed 

18 self-sealing fuel tanks. 

Attention to engine 

placement was a major 

consideration in its design, 

so the nacelle was no more 

than 1 1/2 inches higher 

than the top of the wing 

surface. The engine had a 

small frontal cross-section 

This end meant business - nose turret, bombardier’s station & reducing drag significantly 

navigator’s astral dome. 

and was turbo supercharged 

for operation at high 

altitudes. All used hydromatic three-bladed, fullfeathering 

propellers with a distinctive yellow tip 

that helped pilots synchronize engines. The 

propeller assembly was 11 feet in diameter. Much 

of the credit for the speed and the range of the 

Liberator goes to the Pratt & Whitney Twin-Wasp 

radial engines which were dubbed "Old Faithful". 

They withstood 110 degree heat in Africa and the 

ice and snow of the English and Alaska winters. 

The four engines served other purposes than

27 

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 

STRUCTURAL TOUR OF THE B-24 

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 

emergency. Fuel gauges monitoring quantity were 

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 

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 

were above 

his station. 

Suit temperatures 

were 

a d j u s t a b l e , 

but could 

become too 

hot when 

wires got 

bunched up. 

Marty Miller 

got a hot seat 

as noted in the 

synopsis of 

mission #5 

that follows 

later in this 

report . Joe 

was wise 

enough to 

kept a log of 

our missions. 

This flight report 

uses that personal 

diary of his as the basis for the mission records. 

Bruce and I were located just forward of 


the flight-deck bulkhead and seated without any 

excess room, in a world of controls, instruments, 

RADIO OPERATOR’S TABLE (Note the CW key) 

steel and glass. It is a cockpit with a definite 

military touch 

compared to 

c o m m e r c i a l 

flight decks. 

The cockpit 

pedestal was 

between us 

w i t h e a s y 

access to both 

of us and 

housed the 

throttle levers 

and engine 

controls. The 

aileron tab 

control was on 

the front edge 

of the pedestal, 

just above it 

was the rudder 

t r i m t a b 

control, on the 

FLIGHT DECK LOOKING TOWARD THE COCKPIT 

left side was 

the flap lever, 

and on the right the landing gear lever. The cockpit 

panel in front of us held over 150 dials and gauges

29 

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 


COCKPIT OF THE LIBERATOR-B-24’s INSTRUMENTS & CONTROLS 

1. Repeater Compass 6. Directional Gyro 12. Tachometer 18. Radio Compass 

2. Defroster Ducts 7. Artificial Horizon 13. V S I 19. Supercharger Controls 

3. Bomb Doors Indicator 8. Manifold Pressure 14. Turn & Bank Indicator Throttle Controls, Mixture Controls, 

Bomb Release Indicator 9. Fuel Pressure Gage 15. Air Speed Indicator Propeller feathering buttons are behind 

4. Landing Gear Indicator 10. Various Temperature Gages 16. Pilot’s Wheel 20. Trimmers for Elevators, Rudders, Ailerons 

5. Altimeter 11. Oil Pressure Gages 17. Rudder Pedals 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 

bomb bays was an ominous trip to the rear 

section. You were advised to think about every 

step, because it was a tedious journey with flight 

suit, parachute harness, and a portable oxygen 

bottle. With 

the doors 

open, about 

25% of the 

B - 2 4 ' s 

u n d e r s i d e 

w a s 

e x p o s e d . 

See mission 

#14 for John 

R o c h e ' s 

troubles in 

the Bomb 

bay during 

one of our 

e m e r g e n - 

cies. 

In addition 

to the 

four turrets 

(nose, top, belly, & tail) as mentioned before, 

there were two single mounted ring and pole 

sighted .50 caliber machine guns in the waist 

windows. Wind deflectors were provided but 

didn't help much when the high-altitude wind and 

-40 degree cold came in. Waist gunners had a 

magnificent view but arctic weather. Before the 

electrically heated suit, gunners had to wear 

several layers of clothing because just a small hole 

could result in severe frost-bite. All gunners were 

firing from a moving platform. Depending upon 

the wind direction, the B-24 would be moving 

from 200 to 300+ MPH. As the bullet left the gun, 

this speed and movement would fling or catapult 

the bullet. Therefore, the gunner needed to aim 

behind the fighter if he was coming from the rear, 

or if from the front, compensate for the opposite 

effect by leading the fighter a little more than 

usual. The tail turret caught all of the wind 

whistling through the B-24. Those in the rear had 

a rough ride in high altitude turbulence. The tail 

turret gunner could close the turret door but it was 

more important to have a quick exit and contact 


with the waist gunners. 

From the nose to the tail, mechanics and 

ordnance men were truly members of the combat 

crew and not just "ground crews". They were 

innovative, hard nosed men patching up and 

loading the 

"birds" to keep 

t h e f l i g h t 

crews in the 

air. Without 

their dedication 

and 

"around the 

clock" hours in 

rain, snow, 

sleet, wind and 

fog, the flight 

crews would 

never have 

gotten off the 

ground. 

T h e 

LOOKING PAST THE BALL TURRET HOIST THROUGH THE WAIST Consolidated 

GUNNER’S POSITIONS TOWARD THE TAIL TURRET 

B-24 Liberator 

(the British 

gave it the name Liberator) did not receive as much 

press acclaim as did the Boeing B-17 Flying Fortress, 

but it was a newer plane. It was designed to 

fly faster and with a larger bomb load. It was a 

rugged sturdy airplane. The crews considered it a 

good and faithful servant, and it has a solid place in 

history. It was a workhorse heavy duty bomber for 

its time, but with the qualities of a thoroughbred, 

inspite of the maligning by its detractors. Both the 

B-17 and the B-24 were great airplanes. It's just that 

if you flew a B-17 it was the best and if you flew a 

B-24 it was the best. The B-24 carried more bombs 

faster and farther. It was powered by four Pratt and 

Whitney R-1380-65 radial engines, carried ten .50 

caliber machine guns and a crew of ten. Specifications 

varied with the model; but the B-24J had 

a length of 67 feet 2 inches, a wingspan of 110 feet, 

overall height 18 feet, empty weight 36,500 pounds, 

gross weight 65,000 pounds, bomb load 8,000 

pounds, ceiling 28,000 feet, range 2,100 miles, 

cruising speed 215 MPH and a maximum speed 

290 MPH. The B-24D's ceiling was 35,000 feet, 

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 

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 


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 

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 

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 


B-24s IN PRODUCTION AT SAN DIEGO 

counterpart, the PB4Y-1 Liberator, were the only 

American heavy bombers covering the seas from 

Alaska to India. The later PB4Y-2 Privateer, a 

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 

448th Bomb Group Replacement Crew #46’s Eighth Air Force Mission Records - World War II

36 


REPLACEMENT CREW #46 

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 

REPLACEMENT CREW #46 

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, -26 o 

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 

SEETHING’S WEATHER IS NORTH SEA WEATHER: LOW 

CEILINGS, RAIN, SLEET, BLOWING SNOW. WE HAD TO 

MAKE MANY INSTRUMENT LET-DOWNS. 

planes from other groups in our wing crashed just after 

reaching the English coast near Henstead and everyone 

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 


ROSTOCK, GERMANY 

B.F. Adams 516J (10) 

S. Williamson 799J (12) 


C.E. Francis 819H (10) 

J.A. White 482J (12) ????? 

P.T. Ferrie 066J (3) 

B. Hanson 536J (6) 

R.H. Wright 788J (3) 

LEAD SQUADRON 

PFF (1) 

A.H. Panicci 134H (4) 

PFF (2) 

R.H. Moody 305H (9) 

M.S. Horton 326H (6) E. Sheffield 469J 

LOW LEFT SQUADRON 

W.H. Gibson 349J(1) 

F.C. Reynolds 357J (11) 

A.M. Coleman 006H (4) 

D.R. Graybeal 759J (2) 

H.G.Solden 000J (9) 

J.D. Sutton 289H (10) 

W.T. Hensey 547J (7) 

HIGH RIGHT SQUADRON 

S.F. Favine 677J (3) 

A.C. Fox 620J (1) 

C.P. Cepelak 481J (12) J. Mlynarczyk 359H (11) 

J. Allen 620J (4) 

L. Conner 521H (7) 

R.K. Schultz 445J (2) 

A.C. Wight 491J (6) R. Brendi 556J (5) 

H.M. Jonson 504J 

M. Sinkewitz 575H (8) 

JOHN ROWE 924H (5) - ROSIES RIVETS 

G.H.Foutche 138H (9) 

S. Szudarek 435J (8) 

HIGH HIGH RIGHT SQUADRON 

H.S. Spencer 348H (3) 

C.A. Eggert 460J (6) 

A.C. Nelson 391H (7) 

H.E. Stahl 322J (9) 

B.F. Baer 925H (8) 

R.T. White 772J (1) 

K.D. Miller 498J (2) 

W.N. Stonebraker 505J (7) 

R.W. Kraus 443J (4) 

E.G. Brock 

992H (9)

40 


MISSION # 2 - 26 August, 1944, Saturday 


Take-off, 06:36 hours Group planes airborne, 34 ships. 

Forming altitude, 11500 feet Group planes attacking, 29 ships. 5 

Bombing altitude, 23000 feet Aborted-4 ships MIA. 

Length, 5 hours, 55 minutes Tonnage dropped, 70.4 

Oxygen, 4 hours Escort, P-51's, very good 

Bomb load, 12 500 General Fuel load, 2700 gallons 

purpose bombs Average fuel consumption, 299 GPH 

Temperature, -26 o 

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 


LUDWIGSCHAFEN, GERMANY 

E. Potemski 924H (10) 


G.H. Holt 469J (10) 

F.E. Bastian 788J (3) 

LEAD SQUADRON 

R. Bremer 536J (12) A.H. Panicci 326H (11) 

C.W. Meining 066J (3) 

W. Gilbert 099J (11) 

JOHN ROWE 575H (6) - THE RUTH E. K. 

S.T. Szudarek 819H (6) 


J.F. Madden 055H (1) 

W.H. Wilhelmi 000J (4) 

K.D. Miller 270H (2) 

W. Stonebraker 443H (9) 

C.C. York 992H (5) 

PFF (1) 

C.H. Frensko 436J (4) 

J.C. Weaver 348H (7) 

G.O. Brown 516J (10) 

PFF (2) 

G.F. Hillman 481J (3) 

G. Alexander 556J (12) ???? (11) 

A.C. Wight 28J (6) 

B.F. Baer 925H (9) 

E.M. Sheffield 066J (5) 

H.M. Jonson 774H (8) 

Allen 699J (4) 

S.T. Botkin 134H (7) 


W.C. Beall 620J (1) 

???? (2) 

R.C. Vogel 677J (5) 

A.M. Coleman 799J (7) 

J.Mlynarczyk 359H (9) ???? (8)

46 


ROWE MISSION #3 – 11 September, 1944, Monday 



Forming altitude 8500 feet Group planes attacking, 39 ships, 

Bombing altitude 19900 feet 5 aborted, 2 MIA 

Length, 6 hours - 14 minutes Tonnage dropped, 60.2 

Oxygen, 4 hours Escort, P-47's and P-51's 

Bomb load, 12 500 lb. Fuel load ???? 

General purpose bombs 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 

Flight Officer Albert Lewis). Richard Vogel left 

formation with one engine out. It isn't known 

what happened after that. Planes aborting 

A GRIM PICTURE OF THE 8TH’S WAR. “Little 

Warrior”, 493rd BG takes a direct hit over 

Quackenbruk. Picture taken as wing tanks exploded. 

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 


MAGDEBURG, GERMANY 

Williamson 288J(10) 

Alexander 516J(12) 


Gilbert 348J (10) 

Jones 504J (12) 517J (11) 

Brown 224J (3) 


Matthaes 799J 

Soldan 006H (6) 

Gibson 348J(1) 

Reynolds 599J(4) 

Spicer 772J (3) 

LEAD SQUADRON 

H2X (1) 

Brock 1489J (4) 

H2X (2) 

Lewis 505J (6) Stahl 460J (5) 

Adams 496J (2) 

Senkewitz9489H 

Haddock 536J (7) 

JOHN ROWE 357H (5) - QUEENIE 

Horton 326H (10) 

Eggert 270H (7) 


Conner 435J (3) 

Meining 083H (8) 

Francis 925H (12) Sheffield 066J (11) 

Jordan 246J (12) 

Madden 759J (1) 

Frensko 341J(4) 

Graybeal 767J (2) 

Szuderak 358J (9) 

Doane 819H(6) Kraus 992H (5) 

083H ????? 

Holt 469J (7) 


Furey 677J (3) 

Fox 455J (1) 

Hillman 247J (2) 

Genarlsky 305H (8) 

Schultz 298H (10) Sutton 391H 

Vogel 138H (11) 

Bremer 556J(8) 

Nelson 958H(6) 



Wight 491J (8)

50 


ROWE MISSION # 4 - 12 September, 1944, Tuesday 

GROUP MISSION # 147 

Take-off, 07:30 hours Group planes airborne-35 

Forming altitude, 10000 feet Group planes attacking-35. No aborts. No losses 


Length, 5 hours - 30 minutes Fuel load, ???? 

Oxygen, 4 hours - 30 minutes Average fuel consumption ???? 

Bomb load, 12 500 lb. Rowe fuel consumption ???? 

General purpose bombs 


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 

CROSSING THE ENGLISH COAST NEAR THE THAMES ESTUARY 

& HEADING FOR THE TARGET 

shared with Hardwick about 3 miles 

away) at a 300 foot per minute climb 

at 150 MPH. Upon reaching the 

buncher beacon, he makes a 180 o 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 



HEMMINGSTADT, GERMANY 

Stahl 348H (12) 

Dugger 460J (10) 



Szuderak 326H (3) 

Gilbert 992H (12) Sheffield 066J (11) 

Johnson 972H(3) 


Jones 099J (11) 

Brock 504J(6) 

Wilhelmi 497J (1) 

Felker 489J (4) 

LEAD SQUADRON 

PFF (1) 

H. Allen 358J (4) 

Billings 599J (2) 

Frensko 521H (6) Genarlsky 302H (5) 

Eggert 772J(2) 



Reynolds 9489H (7) 

Nelson 699J (10) 

Williamson 288J (9) 

Matthaes 799J (8) 

Madden 481J (12) Mlynarczyk 677J (11) 

Doane 458J(7) 

Camburn 224J (8) 


Swartbel 620J (1) 

Wight 298H (3) Sutton 185H (2) 

Dowalo 246J (4) 

JOHN ROWE 367H (9) 

Mellot 491J (6) Smith 556J (5) 

Hansen 083H (7) 

Haddock 536J (8)

53 


ROWE MISSION (not completed, no credit) - 13 September, 1944, Wednesday 

[246J got hit by flak over the Rhine and aborted. 504J's supercharger was out and he 

aborted GROUPduring MISSION assembly. #148 767J(Group accidentally tookreleased credit for his bombs this mission, at the I.P. but before gave theno target. credit Again 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 3 hours quite good and brought down 9Temperature, out of 11 on the -16 night of 21 September. JCR.] 

o 

Oxygen, 1 hour Escort, P-51's and P-47's 

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 


Take-off, 10:20 hours Tonnage dropped, 62.4 

Forming altitude, 12000 feet Group planes airborne, 35 ships 

Bombing altitude, 23000 feet Group planes attacking, 32 ships 

Length, 6 hours - 25 minutes 2 ships aborted-1 ship dropped early 

Oxygen, 3 hours - 30 minutes Escort, P-38's and P-51's 


Fuel load ???? 

Bomb load, 2 500 lb. incendiaries Average fuel consumption ???? 

and 15 250 lb. demolition bombs Rowe fuel consumption ???? 

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 



KASSEL, GERMANY 

Bastian 516J (12) 


Meining 551J (6) 



Bryson 224H (3) 

Bowers 972H (12) 

Gibson 288J (1) 

JOHN C. ROWE 006H (10) 


Land 536J (5) 

Sheffield 575H (10) 

LEAD SQUADRON 

Malone 5547 (Maj. Miller) H2X (1) 

Jonson 460J (3) 

Remitz 772J (11) 

Stahl 099J (6) 

Dogger 678J (4) 

Hensey 498J (2) 

Weitzel 958H (9) 

Jordon 246J(7) 

Mlynarczyk 391H(8) 



Thomas 489J (11) 

Frensko 435J(6) 

Johnson 055H (1) 

Holt 759J (4) 

Beal (Capt. Andresen) 620J (2) 

Felker 348H (9) 

Brock 992H (5) 

Wight 491J (7) 


Brenner 677J (9) 

Azevedo 369J (8) 

Hilllman 767J (7) 

Moody 083H( 8)

57 


ROWE MISSION #6 - 27 September, 1944, Wednesday 


Take-off, 06:20 hours Group planes attacking, 32 ships 

Forming altitude, 11400 feet 4 aborts. No ships lost. 


Length, 6 hours - 30 minutes Escort, P-47's, P-38's & P-51's 

Oxygen, 3 hours - 30 minutes Fuel load, ???? 

Bomb load, 5 1000 lb. General purpose bombs Average fuel consumption ???? 


Group planes airborne, 36 ships. 


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 Focke- 

Wulfs 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 

t w o 2 0 M M n o s e c a n n o n 

complimented by 30MM cannon in 

the wings. The FW's charged the B- 

24's first and then the Messerschmitt 

MISSION NOW IS SURVIVAL! UPSIDE DOWN AND HALF A WING. HOW TO 

GET HOME? IMPOSSIBLE. 

109's came in afterwards. In three 

minutes 25 bombers went down with 

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 


KASSEL, GERMANY 

Reynolds 224J (7) 


Sheffield 727J (7) 


Francis-Petterson 767J 

Genarlsky 820J 




Gibson 288J (1) 

Camburn 006H (1) 

LEAD SQUADRON 

Wright 498J (2) 

Anguish-GrableH2X 

Frensko 326H (8) 


Snavely-DillonH2X (2) 

Doane 341H (4) 

Szuderak 521H 

JOHN ROWE 516J (6) - LITTLE IODINE 

HIGH RIGHT 

Jonson 460J (3) 

Hande 497J (1) 

Wilhelmi 772J 

Piper 504J (5) Felker 678J (4) 

Stahl 270H (8) 

Brock 099J (10) Weaver 463J (9) 

Cepelak 456J (7) 

Sutton 185H (1) 

Holden 489J (6) 


Mlynarczyk 359H (3) 

Jordon 246J (5) 

Foutche 298H (10) 


Hillman 676J (2) 

Smith 677J (9) 

Allen 391H (4) 

Bremer 556J (6)

59 


ROWE MISSION #7 - 30 September, 1944, Saturday 



Forming altitude, 12000 feet 1 ship aborted. No losses 


Length, 5 hours - 30 minutes Escort, P-38's and P-51's. Excellent 

Oxygen, 2 hours Fuel load ???? 

Bomb load, 12 500 General purpose bombs. Average fuel consumption ???? 




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, ME- 

109's and FW -190's. We had 

wonderful fighter support. We saw P- 

51'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) 

LIBERATORS MAKE A DIRECT HIT ON AN OIL REFINERY 

AND NEARBY MARSHALLING YARDS. RAILROADS WERE 

A MAJOR TARGET. GERMANS NEEDED THEM TO 

SUPPLY RUNSTEDT’S RETREATING ARMY 

equipment so results were unobserved. 

The micro-film records quoted Charlie 

Robertson as follows: "Enemy fighters 

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 


HAMM, GERMANY 

Bremer 556J (7) 

Wight 298H (5) 


LOW LEFT FORMATION 

Mellott 359H (3) 

Franklin 677J (10) 


Fox 620J (1) 

Jordan 246J (8) 

LEAD FORMATION 


Camburn 575H (10) 

Malone (Maj. Dillon) H2X (1) 


Adams 498J (2) 

Platt 676J (9) 

Thomas 482J (7) 

Gilbert 489J (5) 


Panchura (McCleary) H2X (2) 

JOHN C. ROWE 547J (9) 

Frensko 099J (6) 


HIGH RIGHT FORMATION 

Stahl 517J (3) 

White 247J (1) 

Holden 678J (8) 

Felker 270H (2) 

Westbrook 463J (9) 

Genarlsky 767J (6) 

Sheffield 326H (4) 

Bowers 521H (6)

62 


ROWE MISSION #8 - 3 October, 1944, Tuesday 



Forming altitude, 10000 feet Group planes attacking, 27 ships 

Bombing altitude, 24600 feet 1 ship aborted. 1 ship MIA 

Length, 7 hours - 50 minutes Tonnage dropped, 70.6 

Oxygen, 5 hours Fuel load ???? 

Bomb load, 12 500 lb. incendiaries Average fuel consumption ???? 



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 

FOLLOWED CLOSELY TO SURVEY THEIR WORK. PHOTOGRAPHER SAW THE 

CREW AT BREAKFAST THAT MORNING. 

#006J is the plane that had 

wing and nose damage and 

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 


GAGGENAU, GERMANY 

Microfilm records did not identify the pilots, only 

the planes. Neither do my records identify which 

plane I flew on this mission. 

809J (7) 

099J (5) 

759J (7) 

678J (10) 

820J (5) 

482J (10) 


469J (3) 

516J (8) 

GH (1) 

L0W LEFT FORMATION 

460J (3) 

270H (8) 

247J (1) 

517J (9) 

504J (2) 

958H (5) 

767J (9) 

799J (4) 

H2X (2) 

575J (6) 

498J (4) 

006H (6) 


677J (3) 

661J (1) 

359H (7) 590J (8) 

246J (10) 

455J (9) 

457J (2) 

083H (4) 

349J (6)

65 

448th Bomb Group’s Replacement Crew #46’s Eighth Air Force Mission Records—World War II 

MISSION (we aborted) - 15 October, 1944, Sunday 


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 


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 


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 


Take-off,, 10:00 hours Group planes airborne, 33 ships 

Forming altitude, 13,000 feet Group planes attacking, 31 ships 

Bombing altitude, 22,000 feet 2 ships aborted. No losses 

Length, 5 hours: 20 minutes Tonnage dropped, 86.6 

Oxygen, 3 hours Escort, P-51’s & P-47’s. Good 

Bomb Load, 6 500 General purpose Fuel load ??? 

bombs and 6 500 lb. Incendiaries Average fuel consumption ??? 


Rowe fuel consumption ??? 

65

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, 

ONE OF MANY SPECTACULAR CRASHES. THEY RAN OUT OF FUEL ON 

THEIR FIRST MISSION. THE PILOT WAITS FOR ATTENTION IN THE 

COCKPIT OF HIS WRECKED AIRCRAFT. 

the secondary target. 

The North Sea is storm 

driven most of the 

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 


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 


JOHN ROWE 536J (2) - JUNIOR 

68 

HIGH RIGHT SQUADRON

69 


ROWE MISSION #10 - 6 November, 1944 Monday 




Bombing altitude, 19500 feet 1 ship aborted. 1 ship MIA 

Length, 5 hours - 15 minutes Fuel load, 2300 Gallons 

Oxygen, 3 hours Average fuel consumption, 292 GPH 

Bomb load, 3 2000 General purpose bombs Rowe fuel consumption, 1375 Gallons 


Tonnage dropped, 80.0 

(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. ASN 0-702055 

McLaughlin, James W., T/Sgt. ASN 32440514 

McMahan, Lewis E., S/Sgt. ASN 18182755 

Novichenk, Paul, T/Sgt. ASN 15323363 

Pempek, Albert A., 2nd Lt. ASN 0-699905 

Rial, Harold W., Sgt. ASN 39467475 

Yates, Joseph A., S/Sgt. 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 


MINDEN, GERMANY 

S.W. Felker 460J (7) 

C.A. Eggert 099J (5) 


R.R. Bechman 992H (3) 

A.D. Johnson 463J (10) 


D.B. Graybeal 727J (1) 

R.W. Kraus 972H (8) 

J.E. Mlynarczyk (11) 

F.R. Genarlsky 820J (5) 

C. A. Holt 767J (3) 

P. Protich 066J (10) 

W.W. Gilbert 678J (2) 

W.W. Snavely 348H (9) 



A. T. Panchura - 787J (1) 

D.L. Thomas 326H (8) 

C.P. Quirk 482J (11) 

G.E. Franklin 604J (4) 

L.C. Barneycastle 799J (3) 

J.S. Thomas 083H (5) 

W.J. Isaacson 516J (10) 

J.A. Jordon 185H (6) 


C.W. Billings 599J (1) 

M.M. Senkewitz (11) 

S.R. Williamson 666J (2) 

J.P. Bowers 305H (9) 

L.H. Haddock 349J (8) 

J.D. Sutton 391H (4) 

B.F. Adams 676J (2) 

H.E. Matthaes 575H (9) 

JOHN ROWE 958H (6) - LITTLE JO 


J.R. Doralo 556J (6)

74 


ROWE MISSION #11 - 10 November, 1944, Friday 


Take-off, 08:30 hours Group planes airborne, 21 ships 


Bombing altitude, 22000 feet 1 ship aborted. No ships lost 

Length, 7 hours - 20 minutes Escort, P-51's. Fair 


Bomb load, 40 100-lb. Average fuel consumption, 277 GPH 

demolition bombs 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 



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?) 

C.A. Platt 185H (7) 




J.C. Weaver 520J (3) 

GH-furnished by 93rd BG 

427H (1) 

R.E. Stahl 992H (8) 

E.J. Malone 505H (2) 

H.S. Spicer 972H (10) H.A. Piper 521H (9) 

E.L. Brock 348H (11) 

W.T. Hensey 224J (7) 

W.T. Hall 349J (5) 

J.A. Jordon 246J (4) 


C.P. Quirk 435J (3) 


JOHN ROWE 556J (6) - MOTHER OF TEN 

J. Swayze 358J (1) 


E.J. Sidey 958H (11) 

F.E. Bastian (9) 

H.S. Allen 759J (2) 

R.H. Wright 516J (4) 

R.J. Camburn 551J (6)

78 


ROWE MISSION #12 - 27 November, 1944, Monday 




Bombing altitude, 26000 feet 1 ship aborted. No ships lost 

Length, 7 hours - 10 minutes Escort, P-51's. Good 

Oxygen, 4 hours Fuel load ??? 

Bomb load, 7 500 lb. General purpose Average fuel consumption ??? 

bombs and 2 500 lb. M-17 incendiaries Rowe fuel consumption ??? 



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 

France. Approx- 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 a n d d i d n o t 

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 

November. We missed PERMANENT LOOKING BUILDINGS WERE FOR ADMINISTRAT- m i s s i o n s t o 

ION AND SENIOR BASE OFFICERS. FLIGHT AND GROUND 

Bingen(25th) and CREWS WERE HOUSED IN THE METAL NISSEN HUTS. 

Neunkirchen(26th), 

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 




OFFENBURG, GERMANY 

Microfilm records did not identify the pilots, 

only the planes. Neither did my records 

indicate which plane I flew on this day. 

809J (7) 

547J (10) 547J (10) 

GH 597H GH(1) 597H (1) 

727J (8) 727J (8) 

305H (7) 

358J (2) 358J (2) 

224J (9) 224J (9) 

224J (9) 

GH 199J (1) 

457J (3) H2X 567J (2) 

469J (5) 

247J (10) 


491J (5) 

023H (3) 

349J (4) 


498J (6) 

435J (8) 

066J(9) 

288J (4) 

819H (6) 


489J (5) 

678J (3) 

809J (7) 520J (8) 

298H (7) 

GH 355J (1) 

453J (9) 

H2X 787J (2) 

972H (4) 

000J (6) 

HIGH HIGH RIGHT FORMATION 

359H (5) 

246J (3) 

GH 529J (1) 

185H (8) 

590J (10) 677J (9) 

H2X 544J (2) 

302H (4) 

391H (6)

82 


ROWE MISSION #13 - 30 November, 1944, Thursday 




Bombing altitude, 22000 feet No aborts. No losses. 

Length, 6 hours - 50 minutes Escort, P-38's and P-47's. Saw 1 P-38 


Bomb load, 44 100 lb. General Purpose Average fuel consumption, 285 GPH 

bombs and 2 500 lb. M-17 incendiaries Rowe fuel consumption, 1750 gallons 



(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 

bomb or two. JHZ. 

us. Too bad we didn't save a 

[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 

PathFinderForce (PFF). It 

Force had much better 

Air Force, but really did they 

This picture shows why H2X for BTO (bombing 

through overcast) was so important. The 1944-45 winter 

was very severe. This view also gives a good perspective 

on the Davis Wing 

was said that the 15th Air 

success with it then the 8th 

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 



NEUNKIRCHEN, GERMANY 

H.O. Holman 247J (7) 


E.J. Kaidy 341H (5) 

W.C. Holden 463J (7) 


C.W. Billings 599J (1) 

H.M. Jonson 489J (5) 

W.W. Shue 992H (10) 

C.H. Holt 469J (3) J.A. Jordon 246J (2) 

E.W. Sheffield 288J (8) 

P. Protich 066J (10) C.C. Crandall 305H (9) 


McLain-Westover 359J GH (1) 

R.W. Stahl 678J (3) A.C. Wight-Mills H2X 505 (2) 

E.G. Brock 517J (8) 

C.W. Meining 357N (11) 

R.W. Johnston 551J (4) 

JOHN ROWE 677J (7) - BLUES IN THE NIGHT 

K.A. Wheeler 491J (5) 

H.E. Matthaes 224J (2) 

R. Westbrook 520J (9) 




H.E. Meilke 435 (3) 

J.E. Corbett 590J (10) 

??? 597J (1) 

G.E. Franklin 391H (8) 

F.W. Tod 298H (11) 

J.W. Swayze 787J (2) 

H.R. Mulrain 767J (9) 

W.J. Isaacson 498J (4) 

L.C. Barneycastle 799J (6)

85 


ROWE MISSION #14 - 4 December, 1944, Monday 


Take-off, 09:00 hours Tonnage dropped, 57.8 



Length, 7 hours - 30 minutes 5 ships aborted-No ships lost 

Oxygen, 4 hours - 30 minutes Fuel load, 2500 gallons 

Bomb load, 10 500 lb. General Purpose bombs Average fuel consumption, 291 GPH 

and 2 500 lb. M-17 incendiaries Rowe fuel consumption, 2100 gallons 


(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 


KOBLENZ, GERMANY 

J.M. Madden ???? (7) 

S.H. Hodgson 455J (3) 



C.E. Francis 288J (3) 

E.J. Kaidy 341H (5) 

M. Holman 457J (10) 


M.L. Johnson 620J (1) 

C.C. Crandall 469J (8) 

A.L. Sander 435J (12) 

LEAD SQUADRON 

GH 529J (1) 

JOHN ROWE 302H (8)-OUR HONEY 

H.R. Mulrain 298H (10) F.W. Tod 391H (9) 

E.M. Jones H2X 587J (2) 


D.L. Durbin 247J (11) 

J.J. Caldwell 489J (5) 

J.R. Cook 556J (7) 

W.D. Smith 677J (11) 

E.J. Malone H2X 505J (2) 



J.J. Shafter 463J (3) 

I.W. Ruge 099J (10) 

GH 597J (1) 

J.B. Brown 678J (8) 

H.S. Smith 491J (6) 

S.R. Williamson H2X 787J (2) 

I. Smarinsky 000J (9) 


W.D. Hensey 498J (3) 

O.L. Daenzer 460J (4) 

G.E. Hande 599J (1) 

M.S. Horton 676J (2) 

R.J. Camburn 224J (5) C.W. Meining 083H 


D.F. Land 357J (10) W. Hall 349J (9) 

A.S. Broadfoot 551J (11) 

E.C. Voight 517J (6)

90 


ROWE MISSION #15 - "Peace on earth and good will towards men." 

GROUP MISSION #190 Christmas Day, 25 December, 1944, Monday 


Forming altitude, 12000 feet 1 ship aborted. No ships lost 




Bomb load, 20 250-lb. General Purpose Average fuel consumption, 306 GPH 

Bombs and 2 500 lb. M-17 incendiaries Rowe fuel consumption, 1540 gallons 


Group planes airborne, 32 ships 

(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 

a b o r t e d b e c a u s e # 4 

supercharger was out and 

pilot could not keep up with 

formation. 083H did not 

drop because BB doors froze 

up. Winter had Europe in an 


LOCAL AND REFUGEE CHILDREN AT SEETHING AIRBASE CHRISTMAS 

PARTY. 

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 


WAXWEILER, GERMANY 

J.E. Mlynarczyk 298H (5) 



R.L. Mains 516J (7) 



D. Stubner 575H(10) 


W. Bobak 302H (3) 

C.A. Platt 806J (1) 


LEAD SQUADRON 

H2X 075J (1) 


A.D. Johnson 599J (2) 


S.J. Furey 666J (2) 

H.H. Schroeder 678J (9) 

M.A. Baratz 391H (6) 

H.L. Smith 491J (10) JOHN ROWE 677J (9) - BLUES IN THE NIGHT 




J.B. Brown 460J (5) 

H.G. Solden 498J (4) 

H.E. Doane H2X1745J (1) 

C.P. Quirk 1489J(8) 


J.J.Caldwell 620J (2) 

W. Robert 469J (10) D.S. Anderson 521H (9) 

P. Protich 305H (4)

94 


ROWE MISSION #16 - 2 January, 1945, Tuesday 



Forming altitude, 12000 feet 1 abort. No ships lost 


Length, 6 hours- 10 minutes Escort, P-51's. Very good 

Oxygen, 2 hours, 30 minutes Fuel load, 2500 gallons 



Rowe fuel consumption, 1680 gallons 

Group planes airborne, 29 ships (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 

came home over 

Belgium and when we 

arrived over our base it 

was completely "socked 

in". We turned and 

headed back toward the 

North Sea for our 

normal let down 

procedure, peeling off 

and coming in for an 

instrument approach. 

AIRMAIL DELIVERY INTO THE HEART OF GERMANY 

500 POUNDERS ON THEIR WAY TO THE MARSHALLING YARDS, AN 

IMPORTANT AND FREQUENT TARGET. A SHOWER OF BOMBS FOLLOW THE 

SMOKE MARKER. 

We couldn't even see 

our wing tips, the fog 

was so thick. A few 

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 

m i ssion s o t h e f u e l 

consumption average of 301 

GPH is overstated. 083H 

aborted formation early with 

#3 engine out. 

Descending is like 

formation assembly in 

reverse. The Division 

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) 

and flights into elements (3 

ships). When one bomber 

would be turning off the 

HELPING HANDS REMOVE A WOUNDED WAIST GUNNER. 

Note Lt. Col. Judy (in field jacket) assisting the litter-bearers to get the 

gunner to the waiting ambulance. 

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 


NEUWED, GERMANY 

JOHN ROWE 992H (5)-DEAD END KIDS 

A.B. Sanders 326H (7) 


D.R. Durbin 972H (7) 

E.M. Sheffield (5) 

A.C. Wight 870J (3) 



P.J. Jones 302H (3) 

J.M. Ray 455J (10) 

R. Hambleton 806J (1) 

J.M. Madden 185H (8) 



GH (1) 

D.S. Anderson 521H (8) 

F.J. Hahner 358J (2) 

F.W. Tod 298H (9) 


E. Furnace 391H (4) 

R.J. Camburn 772J (5) 

GH (2) 

R.A. Soldlberg 482J (9) 

N.S. Harris 246J (6) 

P. Protich 517J GH (4) 

K.B. Stalland 341H (6) 


C.F. Land 224J (10) 

J. Caldwell H2X 525J (1) 

H.H. Schroeder 556J (3) J.S. Solden 599J (2) 


W.F. Voight 498J (9) 

A.S. Broadfoot 678J (4)

98 


ROWE MISSION #17 - 3 January, 1945, Wednesday 


Take-off, 08:42 Group planes attacking, 28 ships 

Forming altitude, 12000 feet 1 ship aborted. No losses 





Bombs and a 100 lb. Marker Rowe fuel consumption, 1750 gallons 




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 




NEUNKIRCHEN, GERMANY 

W.W. Shue 482J (7) 

S.H. Hodgson ??? (7) 

H.S. Smith 246J (5) 

S.F. Furey 870J (3) 



S.R. Williamson H2X 805J (1) 

LEAD SQUADRON 

GH (1) 



E.M. Sheffield 469J (3) JOHN ROWE 358J (2) 

J.R. Cook 992H (5) 

W.D. Holman ??? (10) 



K.C. Stalland 326J (9) 

P.G. O’Neil 972H (4) 

GH (2) 

P.J. Jones 517J (9) 

F.J. Hahner 341H (6) 

F.R. Piliere 551J (5) 


I. Smarinsky 391H (6) 


C.W. Meining ??? (3) 

J. Swayze 666J (1) 

S.F. Land 224J (8) 


I.W. Ruge 772J (10) F.E. Bastian 809J (9) 

J.F. Steffan 498J (11) 

F.C. Reynolds 678J (4)

102 


ROWE MISSION #18 - 6 January, 1945, Saturday 


Take-off, 08:10 Group planes attacking, 30 ships 

Forming altitude, 14000 feet 2 ships aborted. 1 ship lost. 





bombs & 2 500 lb. M-17 incendiaries Rowe fuel consumption, 1950 gallons 




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 

COL. JUDY’S P-47 WAS USED AS A FORMATION CHASE 

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 

beacon letting you now how far you 

were from the approach end of the 

runway. 

approach end of runway. After 

homing to base by radio 

448TH ON WAY TO OSNABRUCK 

Notice the fighter contrails above the formation. Are they friend or enemy? 

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 



KOBLENZ, GERMANY 



W.D. Smith 677J (5) 



W.L. Voight 460J (3) 

W.W. Snavely H2X 525J (1) 

GH 066J (2) 

P.G. O’Neil 972J (5) C.P. Quirk 589J (4) 


W.W. Shue 1489J (10) J.R. Cook 305H (9) 



F.W. Tod 302H (10) 

L.F. Furey H2X 544J (1) 

J. Ray 992H (8) 

K.D. Stalland (11) 

J.M. Madden 246J (2) 

W. Bobak 491J (9) 

JOHN ROWE 455J (11) - Wag’s Wagon 


G.F. Land 224J (7) 

E.G. Byolk 270H (6) 


M.R. Hallmann 247J (6) 





E.M. Wall 809J (2) 

J.S. Thomas 551J (10) V.E. Hoyer 516J (9) 

F.E. Bastian 941H (4)

106 


ROWE MISSION #19 - 7 January, 1945, Sunday 




Bombing altitude, 22000 feet 1 abort. 1 ship lost 

Length, 6 hours, 20 minutes Tonnage dropped, 83.8 

Oxygen, 3 hours, 30 minutes Fuel load, 2500 gallons 

Bomb load, 20 250-lb. General Purpose Bombs Average fuel consumption, 286 GPH 

& 2 500 lb. M-17 incendiaries Rowe fuel consumption, 1865 


gallons 


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-PED- 

F) 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 



AEHERN, GERMANY 

M.E. Matthaes 551J (5) 



R.M. Ray 298H (3) 


GH (1) 

W.H. Wilhelmi H2X 544J (2) 

W.C. Holden 992H (5) JOHN ROWE 556J (4) - MOTHER OF TEN 

E.G. Brock 391H (10) 


H.E. Doane H2X 075J (1) 

H.G. Solden 0745J (3) J. Thompson 727J (2) 

D.C. Stubner 000J (11) 

B. Hansen 809J (9) 


H. Hausman 941J (10) 

W. Bobak 455J (8) 

S.L. Winters 247J (4) 

A.C. Hardies 224J (6) 

J.R. Cook 288J (7) 

F.W. Tod 302H (9) 

J.M. Madden ??? (8) 



W.W. Shue 1489J (2) 

A.C. Wight H2X 806J (1) 


E.A. Soldberg 620J (2) 

M.D. Holman 341H (10) J.W. Guynes 767J (9) 

P.J. O’Neil 972H (4) 

S. Hailey 819J (6)

110 


ROWE MISSION - Aborted - 10 January, 1945, Wednesday 


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 

b e l o n g s w i t h 

G r o u p h e a d - 

quarters for not 

h a v i n g t h e 

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 

When given a 72 hour pass, most airmen headed for London. This is Piccadilly 

Circus during the war years. 

with damaged 

a i r c r a f t . A t 

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 


Take- off, 09:41 hours Group planes attacking, 30 ships 

Forming altitude, 10000 feet 2 ships aborted. 1 ship MIA. 








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, 

S c h r o e d e r , a n d Bunday and crews 

landed in France and B e l g i u m . L t ' s . 

Smarinsky, Thomas, Poeschke and crews 

landed at Hardwick, W o o d b r i d g e a n d 

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 i n t e n s e d i s p e r s a l 

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 

PRAYER BEFORE A MISSION -Notice the stained 

glass memorial to those airmen that didn’t return. 

provided music. The celebration included 

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 



WORMS, GERMANY 



H.G. Solden 745J (5) 

G.D. Wikander 992H (7) 

H.R. Mulrain 302H (3) 



GH 829J (1) 


R.A. Smith H2X 544J (2) 

P.J. Jones 391H (10) W. Hammer 455J (9) 




D.L. Sterman 772J (10) 

D. Thomas H2X 525J (1) 


S.L. Winters 941H (11) 

E.M. Wall 661J (2) 

K.L. Flinders 498J (9) 

A.B. Sanders 482J (7) 


K.D. Stalland 288J (5) 

H. Schroeder 536J (6) 

JOHN ROWE 829J (4) 

J.A. Birkland 270H (6) 



S. Hailey 489J (10) 



R. Bunday 348H (11) 


R.A. Poeschke 819H (9) 


J.W. Guynes 247J (6)

115 


ROWE MISSION #21 - 14 January, 1945, Sunday 



Forming altitude, 10000 feet 2 ships aborted. No ships lost 




Bomb load, 12 500 lb. General Purpose Bombs Average fuel consumption, 298 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 




HALLENDORF, GERMANY 

G.L. Brock 516J (7) 

R.J. Camburn 992H (5) 


D.L. Crandall 589J (10) 






S.F. Furey H2X 870J (2) 

I.W. Ruge 772J (9) 


W.R. Durbin 482J (4) 

R.L. Stewart 1489J (6) 


W.L. Voight 305H (3) 

J.M. Ray 463J (10) 

J.J. Caldwell 805J (1) 


J.M. Madden 270H (11 

D.R. Graybeal 767J (2) 


M.S. Horton 727J (4)

119 


ROWE MISSION #22 - 31 January, 1945, Wednesday 




Bombing altitude. We did not drop No aborts. No ships lost. 

A recall mission. No fighter support 

Length, 6 hours - 50 minutes Fuel load ??? 

Oxygen, 3 hours Average fuel consumption ??? 

Bomb load, 5 500-lb. General Purpose Bombs Rowe fuel consumption ??? 

& 4 500 lb. M-17 incendiaries 


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 




BRUNSWICK, GERMANY 

Microfilm records did not identify Pilots, only 

the planes. Pilots were identified from my own 

records of this mission. 

C.C. Crandall 305J (5) 

Hailey 767J (5) 

H. Schroeder 678J (7) 

M.E. Matthaes 727J (5) 





D.F. King 341H (10) 

W.H. Wilhelmi H2X (1) 


Quirk 521H (10) 


LEAD SQUADRON 


D.L. Thomas 083H (8) 

E.A. Soldberg W.R. 589J Durbin (2) 482J (4) 


Hardies 556H (11) 

J.W. Guynes 099J (6) 

H.M. Jonson H2X 646J (2) 


J.S. Solden 620J (4) 




JOHN ROWE 463J (3) - GUNG HO 

G.I. Brock 358J (2) 



G.F. Hillman 992H (4) 

John Rowe 463J (3) 

G.I. Brock 358J (2) 

J.F. Clark 246J (7) 

H.W. Gully 391H (6) 

L.E. Lyon 491H (8) 

H.R. Mulrain 455J (10) G.D. Wikander 504J (9) 

J.E. Corbett 270H (11)

123 


ROWE MISSION #23 - 3 February, 1945, Saturday 



Forming altitude, 11500 feet 3 ships aborted. No losses. 


Length, 6 hours Escort, P-51's Excellent 






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 



H.W. Gully 517J (5) 

W.W. Shue 1489J (7) 



P. Protich 341H (3) 

R. Westbrook 9521H (10) 


P.J. Jones 677J (3) 

A.E. Hatch 556J (10) 

J.J. Caldwell 525H (1) 

H.M. Mulrain ??? (8) 

S.F. Furey H2X 443J (1) 

E.A. Soldberg 589H (8) 

V.H. Gage 504J (2) 

J.A. Birkland 455J (9) 

P.R. Piliere 498J (7) 

D.B. Graybeal 305H (2) 

K.P. Stalland 326H (9) 


G.L. Brock F.E. 083H Bastian (10) 491J (3) 

I.W. Ruge 772J (5) 

J.M. Rain 777J (6) 

A.S. F.E. Broadfoot Bastian 491J ??? (3) (8) 

I.W. Ruge 772J (5) 

I.W. Ruge 772J (5) 

G.L. Brock P.R. Piliere 083H (10) 498J (7) 


C.H. Holt 288J (6) 


M.C. Onks H2X 1745 (1) 




M.C. Onks H2X 1745 (1) 


A.S. Broadfoot ??? (8) 

C.C. Crandall 678J (6)

127 


ROWE MISSION #24 - 15 February, 1945, Thursday 



Forming altitude, 14000 feet 2 aborts. No ships MIA 




Bomb load, 9 500 lb. General Purpose bombs Ave. fuel consumption, 298 GPH 


Rowe fuel consumption, 

Group planes airborne, 21 ships 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 





H. Hausman 498H (7) 



M.O. Holman 066J (5) 

C.K. Maran 489J (10) 


J.J. Caldwell H2X 505J (1) 




J.E. Corbett 391H (5) 


H.L. Smith 527J (1) 


E.L. Furnace 358J (2) 



C.E. Martin 482J (2) 

R.L. Stewart 762H (9) 

J.E. Mlynarczyk 298H (6) 

F.J. Hahner 341H (4)

131 


MISSION #25 - 16 February, 1945, Friday 



Forming altitude, 16000 feet 1 abort. No losses. 








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 




OSNABRUCK, GERMANY 

P.E. Homan 992H (7) 


F.W. Tod 677J (5) 


F.E. McCready 491J (10) 


GH (1) 



C.G. Glover 902J (3) 


I.W. Ruge 772J (8) 

J.G. Blank H2X 646J (2) 

A.E. Hatch 604J (9) 

J.S. Thomas 727J (2) 

S.L. Brock 699J (10) J.F. Steffan 099J (8) 


H. McFarland 958H (7) 


S.F. Hillman 777J(4) 


J.F. Land 083H (6) 

J.E. Corbett 556J(6) 



C.P. Quirk 1489J (10) 


C. Crandall 762H (8) 


S. Hailey 185H (2) 



D.F. King 551J (6)

135 


MISSION #26 - 19 February, 1945, Monday 



Forming altitude, 11500 feet No aborts. No ships lost 


Length, 6 hours - 5 minutes Escort, P-51's and P-47's. Good 


Bomb load, 12 500 lb. General Purpose Bombs Average fuel consumption, 296 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 




SIEGEN, GERMANY 

F.J. Hahner 1489J (7) 


W.C. Redden 536J (7) 

H.G. Solden 083H (5) 

C.H. Glover 620J (3) 



K. Wheeler H2X 745J (1) 


GH 529J (1) 


A.C. Hardies 853H (11) 

F.R. Piliere 699J (3) E.A. Soldberg 589J (2) 



C.K. Moran 305H (11) 



W. Bobak 491J (7) 

H.E. Doane 505J (2) 



D.F. King 326H (6) 




H.W. Gully 677J (10) 

GH 486J (1) 

G.K. Wikander 556J (8) 

G.E. Corbett 298H (11) 

H. Hausman 498J 

S.R. Williamson 806J (2) 


J.M. Ray 777J (4) 

P.J. Jones 958H (6)

139 


MISSION #27 - 21 February, 1945, Wednesday 


Take-off, 07:35 hours Temperature, -27 o 



Length, 8 hours - 15 minutes No aborts. No ships lost. 

Oxygen, 4 hours - 45 minutes Tonnage dropped, 75.5 

Bomb load, 5 500 lb. General Purpose bombs Escort, P-47's and P-51's. Fair 

and 5 500 lb. M-17 incendiaries 

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. 

W e 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 

Germany. 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 

couple of P-51's flying 

THIS LIBERATOR CAUGHT A FLAK SHELL OVER FRANCE. 

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 




NURNBERG, GERMANY 

A.S. Hardies 699J (7) 

W.A. Hammes 463J (7) 


M.A. Baratz 777J (5) 

W.C. Holden 305H (10) 






I. Smarinsky 298H (8) 

F. W. Tod 677J (11) 


H.G. Solden 620J(5) K.L. Flinders 902J (4) 

A.S. Broadfoot 853H (8) 

H.E. Matthaes 099J (10) W.C. Redden 536J (9) 

G.F. Land 798H (11) 



J.F. Clark 958H (9) 


W.W. Shue 489J (5) 

E. Furnace 246J (4) 

H.D. Guage 185H (6) 



C.P. Quirk 589J (3) D.B. Graybeal 326J (2) 

D.R. Durbin 247J (8) 

H. McFarland 460J (10) P. Protich 066J (9) 

C.E. Martin 953H (11) 

R.A. Paeschke 302H (4) 

??????? 358J (6)

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 

( I D E N T I F I C A T I O N FRIEND OR FOE) 

equipment. We had a w o n d e r f u l a n d 

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 

MYSTERIES OF BASEBALL 

Colonels. The Colonels knew a good crew when 

they saw one and took our n a v i g a t o r , r a d i o 

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 


Take-off 10:34 hours Group planes attacking, 28 ships 

Forming altitude, 11,500 feet 2 aborts. No ships lost. 

Bombing altitude, 23,500 feet Tonnage dropped, 70.3 

Length, 6 hours 30 minutes Escort, P51’s. Very good. 

Oxygen, 3 hours 30 minutes Fuel load, 2500 gallons. 

Bomb load, 12 500 lb. Mark XII Navy bombs Average fuel consumption, 280 GPH 



Group planes airborne, 30 ships (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 


C.K. Moran 305H (5) 





H. McFarland 341G (9) 



GH(1) 


D.l. Thomas H2X 805J (1) 

P.F. Holman 246J (8) 

E.F. King 777J (2) 

G.F. Hillman 270H (9) 

T.B. Horton 301H (5) 

V.E. Hoyer 391H (7) 

GH(1) 

F.R. Filiere 496H (3)) 

H.L. Smith H2XJ (2) 

R. Westbrook 521H (8) 

M.O. Holman 983H (4) 

JOHN ROWE 983H (4) - FLYING DRAGON 

???????? (6) 


D.L. Crandall 798H (10) 

G.H. (1) 


K. Wheeler 806J (2) 

G.F. Land 0830H (9) 

W.W. Shue 489J (6) 


R.L. Mains 620J (6)

148 


MISSION #29 - 1 March, 1945, Thursday 



Forming altitude, 13500 feet 1 abort. No ships lost 


Length, 8 hours - 40 minutes Fuel load, 2700 gallons 

Oxygen, 3 hours - 45 minutes Average fuel consumption, 266 GPH 

Bomb load, 10 500 lb. General Purpose bombs Rowe fuel consumption, 2100 gallons 


Group planes airborne, 29 ships 


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 


AUGSBURG, GERMANY 



J.E. McCready 677J (7) 




G.L. Brock 083H (10) 

H.P. Mulrain 556J (5) 



W. Bobak 463J (3) 

W.R. Wilhelmi H2X 870J (1) 



J.F. Clark 246J (10) G.R. Onufer 185H (9) 



R.G. Page 496H (9) 

E.F. King 762H (7) 

W.C. Redden 359H (4) 


J.A. Birkland 305H (6) 

JOHN ROWE 777J (4) - THE SPIRIT OF COOLEY HIGH 

J.E. Corbett ???? (6) 






C.L. Martin 489J (9) 

F.J. Hahner 9521H (4)

152 


MISSION #30 - 2 March, 1945, Friday 



Forming altitude, 13500 feet No aborts. No ships lost. 








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 




The microfilm frame showing the 

route map was bad and not 

available for this mission. 



H.L. Stewart 762H (5) 

D.L. Crandall 798H (7) 


J.S. Steffan 359H (5) 

R.H. Page 496H (10) 


H.F. Doane H2X 505J (1) 


G.F. Land 083H (11) 





J.F. Clark 391H (10) J.E. Corbett 270H (9) 


H.L. Smith H2X 525J (2) 

V.H. Hoyer 699J (9) 

P. Protich 341H (4) 


P.E. Raman 298H (4) 

K. Augustine 556J (6)

155 


MISSION #31 - 3 March, 1945, Saturday 



Forming altitude, 8000 feet 1 ship aborted. Two ships lost. 


Length, 6 hours - 50 minutes Escort, P-51's. Very good 






6 ships for screening force. 

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 

s u r v i v o r s . Soon after 

an ME-262 came right 

over our f o r m a t i o n 

firing his cannon and 

machine guns. No one got a 

shot at him as h e w a s 

going so fast. Two P-51's 

closed in but with uno 

b s e r v e d results. Flak 

was very intense and 

accurate. Two more ME- 

NOTE THE B-24 PARKED AT ITS HARDSTAND AND THE CLOSE PROXIMITY 

OF THE CATTLE. AIRFIELDS WERE RIGHT IN AMONG THE FARMS. 

262's were sighted off 

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 

THE MEN TRIED TO KEEP THEIR QUARTERS CLEAN BY 

LEAVING MUDDY BOOTS OUTSIDE. 

engineer for Irv were the only two 

survivors on Irv's plane. The following 

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." 




Microfilm map frame was very bad. I could 

not make a legible copy of the route map. 


A.C. Hardies 798H (7) 


H. Westbrook 767J (3) 

C.C. Crandall 305H (10) 


D.L. Thomas H2X 805J (1) 




W.W. Shue 489H (11) 

F.E. McCready 298H (3) Jim W. Guynes 247J (2) 


J.F. Clark 677J (10) 

Irv Smarinsky 463J (8) 

T.B. Horton 496H (11) 

E.V. Anderson 246J (9) 

W.L. Voight H2X 525J (2) 

H. McFarland 341H (9) 

SCREENING FORCE 


G.R. Onufer 270H (6) 

F.E. Bastian 7521H (4) 

G.N. Davis 083H (6) 


J.E. Corbett 556J (6) 

J.G. Blank 806J (1) 

R.C. Cook H2X 870J (4) 

R.L. Mains 359H (2) 

E.A. Soldberg 953H (5)

161 


MISSION #32 - 5 March, 1945, Monday 



Forming altitude, 10000 feet 2 ships aborts, no ships lost 


Length, 5 hours - 45 minutes Escort, P-51's and P-47's 


Bomb load, 12 500 lb. RDX Average fuel consumption, 300 GPH 




(2 ships for screening force.) 

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 




HARBURG, GERMANY 

Microfilm map frame 

was bad. I could not 

make a legible copy of 

the route map. 









K.P. Wheeler H2X 525J (2) 

A.C. Hardies 798H (10) H. Hausman 699J (9) 



W.W. Shue 1489J (3) 

F.W. Tod 677J (10) 

S.H. Hodgson H2X 527J (1) 

J.M. Ray 298H (8) 

F.E. McCready 083H (11) 

H.L. Stewart 066J (2) 

F.W. Clark 504J (9) 

G.D. Anderson 9521H (4) 



SCREENING FORCE 

H.R. Mulrain 270H R.L. Page 359H 

A.E. Hatch 185H (6)

164 


MISSION #33 - 9 March, 1945, Friday, (1 day after Joe Zonyk’s birthday) 




Bombing altitude, 23500 feet No ships aborts, no ships lost 

Length, 5 hours Tonnage dropped, 52.0 

Oxygen, 2 hours - 30 minutes Escort, P-51's and P-47's. Fair 

Bomb load, 44 100-lb. demolition bombs Fuel load, 2500 gallons 

and 2 500-lb. incendiaries Average fuel consumption, 314 GPH 


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 




RHEINE, GERMANY 





F.E. McCready 677J (5) 



I.W. Ruge 772J (8) 


B. Bobak 185H (3) 

GH 968J (1) 


W.C. Holden 992H (10) F.E. Clark 590J (9) 

H.L. Mulrain 302H (11) 


G.N. Davis 083H (10) S.E. Guiney 359H (9) 

W.C. Redden 699J (4) 

R.A. Paeschke 000J (7) 

R.N. Page 496J (6) 


W. Wilhelmi H2X 443J (2) 

G.D. Wikander 777J (4) 



GH 593J (1) 


JOHN ROWE 298H (6) - TROUBLE ‘N MIND 


D.G. Anderson 489J (10) F.J. Hahner 983H (9) 

H.W. Gully 391H (11) 

V.F. King 246J (4) 

R. Westbrook 491J (6)

167 


MISSION #34 - 10 March, 1945, Saturday 


Take-off 08:19 hours Group planes airborne, 30 ships 


Bombing altitude, 20500 feet 1 ship aborted, no ships lost 

Length, 7 hours Tonnage dropped, 35.0 

Oxygen, 3 hours Escort, P-51's. Good 

Bomb load, 44 100-lb. demolition bombs Fuel load, 2500 gallons (Ave. 272 GPH) 

and 2 500-lb. M-17 incendiaries Rowe fuel consumption, 1725 gallons 


(Average 246 GPH) 

German 105mm anti-aircraft cannon. The large relative of 

the famous Flug Abwher Kanone 88mm. (Flak is an 

acronym for FLUG ABWHER KANONE) 

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 

fortunate in having had two "first pilots" for 

so many of our missions. JCR.]

168 


169 




PADERBORN, GERMANY 



G.F. Land 853H (7) 



E.W. Sheffield 953H (3) 


F.R. Piliere 083H (3) 

GH 516J (1) 


GH 573J (1) 

I.W. Ruge772J (8) 

S.E. Guiney 498J (10) F.E. Bastan 099J (9) 



R.D. Sampson (11) 

R.L. Stewart 489J (2) 

S. Hailey 551H (9) 


J.F. Clark 590J (5) 


D.F. King 762H (6) 

V.E. Voyer 516J (4) 



J.M. Ray 298H (3) 

GH 355J (1) 

J.A. Birkland 777J (7) H.W. Gully 491J (8) 

J.R. Cook 358J (2) 

H.D. Wikander 677J (10) M.R. McCluhen 391H (9) 

JOHN ROWE 246J (4)-FRISCO’S 

FRISKY 

B.J. Anderson 556J (6)

170 


MISSION #35 - 11 March, 1945, Sunday 



Forming altitude, 8000 feet 1 ship aborted No ships lost 

Bombing altitude, 23000 feet Escort, P-51's. Very good 

Length, 6 hours - 15 minutes Fuel load, 2500 gallons 

Oxygen, 2 hours - 30 minutes Average fuel consumption, 278 GPH 

Bomb load, 52 100-lb. M-17 incendiaries Rowe fuel consumption, 1700 gallons 




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 m i x t u r e o f 

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 

i n s t r u m e n t letdown by the 

best damn Pilot and Co-pilot in 

the ETO. JHZ. 

[ A r r i v a l back was at 15:35 

with two planes m i s s i n g . N o 

losses over the 

says, flak was 

thought they might 

So highly prized were cycles that “borrowing became rife”. MPs are 

checking numbers before returning to rightful owners. Bikes were a 

hot item because there were not enough to go around. Many airmen 

target. As Joe 

heavy and we first 

h a v e b e e n 

would check with crews approaching the end of their assigned 

number of missions and start bartering. 

d a m a g e d o r downed in the 

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

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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 Buchen, Gr. (oil refinery) 

Lt. Paul J. Jones 185H 3-25-45 Buchen, Gr. (oil refinery) 

Lt. Joseph F. Steffan 099J 3-25-45 Buchen, Gr. (oil refinery) 

Lt. James J. Shafter 620J 4-4-45 Wesendorf, Gr. (air force base) 

Capt. John M. Ray 298H 4-4-45 Wesendorf, Gr. (air force base) 

Lt. Robert L. Mains 838M 4-4-45 Wesendorf, Gr. (air force base) 

Lt. McFarland, Jr. was flying the last position in the High Right Squadron on the Wesel, 

Germany mission. On the Buchen, 

G e r m a n y m i s s i o n ( E a s t 

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 

A CANNON BLAST FROM AN ME262 BLEW THIS HOLE IN 

THE WAIST OF SGT. CLAIR ROWE’S AIRCRAFT. 

landed just behind the waist 

position. That was fortunate 

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 

crew has his special duties and must perform 

them well to complete a flight. It is a rare 

pilot however who is not heavily conscious of 

THE DAMAGED TAIL TURRET SGT. CLAIR 

ROWE WAS RIDING IN AFTER BEING HIT BY 

A ME262 JET. 

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. 

SGT. CLAIR ROWE - SEETHING, ENGLAND - 


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 

survived also (doubtful) but it cannot be 

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 

cockpit of Captain Ray’s plane breaking oxygen 

lines and radio communications. Number 3 & 4 

SGT. CLAIR ROWE, LONDON, ENGLAND - 

1945 

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 




KIEL, GERMANY 

E.V. Anderson 302H (5) 

A.E. Hatch 358J (7) 

N.R. McCluhen 391H (7) 




H.R. Mulrain 29H (3) 

W.A. Hammes 246J (10) 



J.R. Cook H2X 805J (1) 




C.C. Crandall 762H (10) C.E. Moran 341H (9) 

F.E. Clarke 185H (8) 

R.A. Paeschke 551J (4) 

JOHN ROWE 777J (2)-THE SPIRIT OF COOLEY HIGH 


G.R. Onufer 556J (4) 

R.J. Camburn 521H (5) 

G.F. Land 853H (7) 

J.A. Birkland 491J (6) 



H.L. Smith H2X 745J (1) 




T.B. Horton 727J (10) J.J. Shafter 699J (9) 

G.N. Davis 083H (11) 

K.L.Flinders 516J (4) 

F.R. Piliere 496J (6)

178 

A BRIEF DESCRIPTION OF ALL THE 448TH’S GROUP MISSIONS FROM THE TIME OF ARRI- 

VAL IN DECEMBER, 1943 TO THE LAST MISSION IN APRIL, 1945 LISTING LT. ROWE’S 35 MIS- 

SIONS 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 445 th 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 448 th with 

thirteen aircraft lead the 20 th 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 11 th 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.

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9) A mission to Gotha on January 15th was scrubbed before any aircraft were airborne. Similar missions to 

January 17 th and January 18 th and to Raye-sur-Authie on January 19 th similarly scrubbed. Finally on January 21 st the weather cleared 

and the 9 th 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 24 th mission to Frankfurt was recalled and the 27 Liberators returned to Seething. Two further attempts to go to 

Frankfurt on January 26 th and 28 th were again scrubbed due to bad weather. However the 10 th mission with 27 aircraft headed for 

Frankfurt on January 29 th 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 30 th 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 30 th was scrubbed. 

FEBRUARY—1944 

12.) On February 3 rd , 28 aircraft headed for Emden, Germany and again merging cloud layers forced abandonment of the mission. 

Snow fell during the night but on February 4 th 29 ships were launched. Nine aborted for various reasons. This 12 th 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 4 th , 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 448 th lead the 20 th CBW to a V-1 launch facility target at St. Pol France. Problems with the PFF ship caused 

the lead to pass to the 93 rd 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 18 th , 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 448 th 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 24 th . 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 25 th of February, a maximum effort by the 8 th 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 2 nd 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 3 rd 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 5 th , 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 448 th cut short the bomb run as the 446 th 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 8 th , 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 10 th , bad weather forced a recall on a mission to Essen. However, March 13 th , this 30 th 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 18 th , the group lead the 20 th 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 23 rd . 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, 24 th 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 23 rd . 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 448 th. 

37.) On March 25 th a mission to Munster was scrubbed but this 37 th 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 488 th which was leading 

the 20 th combat wing (448 th , 446 th and the 93 rd ) and the 2 nd CBW and the 14 th 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 713 th was the deputy commander. Because of extremely unfavorable weather and merging cloud layers, 

the 446 th returned to base. The weather conditions were atrocious. The leader of the 2 nd 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 93 rd 

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 448 th did not fly until April 6 th 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 8 th , 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 448 th

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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 93 rd 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 10 th , Bourges, France was the next target. The 488 th led their combat wing, but another CBW was leading the division. 

Captain Skaggs leading 20 th 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 11 th , 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 12 th 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 13 th 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 8 th 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 18 th 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 19 th , another larger 448 th 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 20 th was the target for the day. Some of the 448 th 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 21 st, German planes attacked Seething airfield but no damage was done and no one was injured. 

52.) An extremely deep penetration was scheduled for the 21 st 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 20 th the 448 th ‘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 466 th . 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 24 th , 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 448 th 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 27 th , the 448 th 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 29 th 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 389 th PFF (PathFinderForce) plane with the 

448 th 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 448 th was one of the survivors and returned to Seething flying duties. 

MAY—1944 

60.) A mission on May 1 st to a V-1 site in France was recalled. 

61.) After the setback in the morning of May 1 st , 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 4 th a recall messaged the group back to base but on May 6 th got their 62 nd 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 7 th 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 8 th , the 448 th 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 9 th , 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 714 th squadron replacing Major Kramer. The 66 th 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 67 th mission 

was launched on May 12 th . 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 448 th ) and some turned back. Eight hundred of the 900 

bombers got through. The 448 th hit Boylan and other groups bombed four other centers. 

68.) On May 13 th a huge force of bombers again attacked fighter factories. The 448 th 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 19 th 

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 20 th CBW did not drop on the first pass and had to 

make three 360 o 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 14 th Wing were 

downed in seconds. The longer-range P38s arrived and the enemy dispersed. Of the twelve B-24s downed, one was from the 448 th . 

The other groups took a mauling and lost the other eleven aircraft. 

70.) A mission to Rheims, France was recalled on May 20 th due to heavy cloud cover 

71.) A V-1 site at Siracourt, France was bombed on May 21 st . 

72.) On May 22 nd , the 448 th returned to France to strike the Orleans airfield. Only light flak greeted the bombers and the Luftwaffe 

was absent. 

73.) On the 23 rd of May the 448 th 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 448 th bombs on May 25 th . Light flak and 

no enemy aircraft. 

75.) A second mission on May 25 th by the 448 th sent them to Fecamp, France to bomb gun emplacements. 

76.) Another long penetration sent the 448 th to Konz, Germany near Trier to strike marshalling yards. Another CBW crossed in 

front of the 448 th and passed ten miles from the target. They made a 360 o turn and bombed the target but in the snafu lost sight of one 

section of their Wing. These Seething Liberators attached themselves to the 14 th CBW and returned with no damage or losses. 

77.) May 28 th 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 448 th 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 448 th or the Second Air Division. 

78.) This day, April 29 th , the mission was a repeat hit to Tutow, Germany. The 448 th lost two aircraft on this mission. 

79.) The next day, April 29 th , 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 448 th 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 448 th when it took to the skies with 30 B24s and bombed heavy gun emplacements 

at Beauvior, France along the coast. 

82) On the 3 rd 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 4 th again the 448 th 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 7 th . This time the targets were three gun emplacements hit by 

twenty two aircraft. 

85) D-Day June 6 th . The 448 th 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 7 th to Alecon, France but bad weather was the cause of a recall.

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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 8 th a mission again scheduled for Fliers, 

France was changed and the 448 th targeted a bridge at Orleans, France. 

88) Flight operations were down for the entire 8 th Air Force on June 6th, however the 448 th returned on June 10 th 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 12 th the weather did permit missions to northern France. The 448 th ’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 446 th 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 448 th 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 12 th in conjunction with the 446 th to Couches, France. This was a 

longer trip and all returned safely. 

91) June 13 th 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 448 th for June 14 th , 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 16 th the 448 th 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 17 th . 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 18 th . The 8 th sent a total of 300 bombers and the 

448 th contributed 3 squadrons. The target hit by the 448 th 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 19 th 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 20 th . 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 446 th three. One of the losses of the 448 th was Major Hackett, commander of 

the 715 th squadron. This was the fourth squadron commander lost since the start of operations. The 492 nd 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 21 st , Seething dispatched 21 bombers to V–1 sites at Siracourt in France. That night saw many preliminary 

celebrations as they had completed their 100 th mission. The main celebration was scheduled for June 28 th . 

101.) On June 22nd the 448 th 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 29 th Infantry Division. 

102.) Aircraft departed Seething on June 24 th 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 25 th three squadrons of aircraft from the 448 th 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 26 th precluded any flying, but on June 27 th 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

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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 28 th . 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 28 th , 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 448 th was scheduled to attack another V-1 site at Fiefs, France. Bad weather forced a recall. The 

108 th mission was then flown on July 2 nd 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 6 th the 448 th 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 July8 th . Arriving in Holland clouds made 

flying an impossible task and all were recalled. 

111.) July 11 th the 448 th 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 

715 th squadron. 

112.) This morning, July 12 th , began with a bright sun and a clear blue sky and the 448 th 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 13 th 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 16 th 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 17 th 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 448 th flew in support of the ground troops at Grentheville, France near Caen on July 18 th . Some flak was received and 

one officer was wounded. 

117.) The briefed target for July 19 th was Eisenach, Germany. Unable to drop on Eisenach, they hit another target at Koblenz, 

Germany. 

118.) On July 20 th 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 21 st to hit a propulsion factory. Munich was ringed with flak batteries and a huge barrage 

greeted the 448 th . 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 8 th Air Force on July 24 th was bound for Montreuel, France for some carpet bombing around St.

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Lo. Seething aircraft returned with their loads. An undercast prevented bombing for fear of hitting our own troops. 

122.) A second trip on July 25 th , 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 448 th 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 29 th 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 31 st , 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 1 st , 2 nd , and 3 rd , the 448 th attacked fuel and supply depots at Villaroche, St. Dizer, and Donai, France. On 

the 2 nd 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 1 st saw the Heinkel aircraft works hit by the 448 th . 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 5 th 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 6 th 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 7 th . 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 8 th . 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 10 th an uneventful trip was made to Parcy-sur-Armancon to destroy fuel facilities. 

134.) The next day, August 11 th , a fuel dump at St. Florentin was hit by thirty-six planes and all returned without incident. 

135.) On August 12 th , 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 13 th 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 14 th . Enemy fighters were not seen 

and only sporadic flak appeared 

138.) On August 15 th , pressure continued on the Luftwaffe with all divisions hitting airfields in western Germany and Holland. 

The 448 th 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.

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139.) The mission on the 16 th 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 18 th , 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 24 th , 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 25 th , 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 26 th . 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 27 th but were recalled after reaching the continent, because 

of adverse weather. 

SEPTEMBER—1944 

145.) On September 9th, the 448 th 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 11 th . 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 12 th . 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 18 th , the 448 th 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 21 st to Koblenz, Germany. Two returned early. Accuracy was successful 

with no losses. 

151.) September 22 nd . Kassel, Germany. This was Rowe’s fifth mission. See page 47 for details. 

152.) The 448 th again attacked Koblenz, Germany on September 25 th . 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 26 th 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 25 th . 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 28 th . 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 2 nd to again plaster the marshalling yards. The ever-present flak 

was encountered, but no fighters, and all returned safely. 

158.) October 3 rd . 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 6 th 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 7 th the group was scheduled to hit the Magdeburg oil refinery. The code-word “Green Castle” was received

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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 9 th 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 

14 th 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 15 th . 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 17 th 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 19 th . 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 22 nd . 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 25 th . 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 26 th . 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 31 st 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 2 nd , 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 4 th 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 5 th 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 6 th , we went to Minden, Germany. This was Rowe’s tenth mission. See page 63 for details. 

174.) Today, November 8t h 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 9 th 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 10 th . 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 16 th . 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.

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178.) November 21 st 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 

25 th 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 26 th , 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 27 th 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 29 th 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 30 th , 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 4 th 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 448 th ’s Liberators bombed Minden, Germany on December 6 th 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 11 th 

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 12 th the 448 th with thirty planes combined with the 446 th and the 44 th 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 16 th . 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 448 th 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 448 th 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 25 th , 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 28 th the 448 th 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 30 th 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 31 st 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 2 nd . Neuwed, Germany. This was Rowe’s sixteenth mission. See page 88 for details 

195.) January 3 rd . 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 5 th of January in spite of the weather and hit the marshalling yards at Pirmasens, Germany. 

197.) January 6 th . 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 7 th . 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 10 th 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 13 th . Worms, Germany. This was Rowe’s twentieth mission. See page 105 for details. 

201.) January 14 th . 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 15 th the 448 th 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 16 th the 448 th 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 200 th , 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 28 th 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 29 th 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 31 st . Brunswick, Germany. This was Rowe’s twenty-second mission. See page 113 for details. 

FEBRUARY—1945 

207.) February 3 rd . Magdeburg, Germany. This was Rowe’s twenty-third mission. See page 117 for details. 

208.) On February 6 th 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 9 th 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 11 th the 448 th 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 15 th . Magdeburg, Germany. This was Rowe’s twenty-fourth mission. See page 121 for details. 

213.) February 16 th . Osnabruck, Germany. This was Rowe’s twenty-fifth mission. See page 125 for details.

192 




214.) February 19 th , Siegen, Germany. This was Rowe’s twenty-sixth mission. See page 129 for details. 

215.) February 21 st . Nurnberg, Germany. This was Rowe’s twenty-seventh mission. See page 133 for details. 

216.) February 22 nd 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 448 th 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 23 rd . 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 24 th 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 25 th . 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 26 th . The 448 th 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 448 th aircraft hit the rail yards at Halle, Germany on February 27 th . 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 28 th . Meschede, Germany. This was Rowe ‘s twenty-eighth mission. See page 138 for details. 

MARCH—1945 

223.) March 1 st . Augsburg, Germany. This was Rowe’s twenty-ninth mission. See page 143 for details. 

224.) March 2 nd . Magdeburg, Germany. This was Rowe’s thirtieth mission. See page 146 for details. 

225.) March 3 rd . Magdeburg, Germany. This was Rowe’s thirty first mission. See page 149 for details. 

226.) On March 4 th 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 458 th and hit a target of opportunity and 

bombed marshalling yards. 

227.) March 5t h . Harburg, Germany. This was Rowe’s thirty-second mission. See page 155 for details. 

228.) On March 8 th , the 448 th 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 467 th dropped his bombs on the marshalling yards at Dellenberg close to Metzdorf. 

229.) March 9 th . Rheine, Germany. This was Rowe’s thirty -third mission. See page 158 for details. 

230.) March 10 th . Paderborn, Germany. This was Rowe’s thirty- fourth mission. See page 161 for details. 

231.) March 11 th . Kiel, Germany. This was Rowe’s thirty-fifth mission. See page 164 for details. 

232.) March 12 th , three 448 th 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 14 th , 33 bombers of the 448 th hit the rail yards at Gutersloh, Germany. Very light flak and no enemy fighters. 

234.) March 15 th , 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 17 th , thirty-one bombers from the 448 th struck the Tiger tank factory at Hannover, Germany. 

236.) On March 18 th , 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 448 th 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 19 th , 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 20 th was hit with the oil refinery the target. Results were good. Twenty-one bombers were 

supplied by Seething. 

239. On March 21 st , 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 21 st was sent against an airfield at Mulheim , Germany. One squadron from the 448 th attached 

itself as the low left squadron to the 446 th . 

241. Thirty one aircraft from Seething on March 22 nd , 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 23 rd , 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 24 th 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 24 th 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 25 th 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 448 th but on March 30 th 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 30 th , thirty aircraft from Seething joined with several other planes of the 20 th 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 448 th 

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 4 th , 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 5 th 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 6 th the group sent ten aircraft to strike the marshalling yards at Halle, Germany. Results were good with no losses. 

251.) April 7 th , the 448 th 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 389 th 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 8 th , the 448 th sent twenty-eight aircraft to bomb an airfield at Roth, south of Nurnberg, Germany. 

All aircraft returned safely. 

253.) On April 9 th 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 10 th , 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 448 th arrived. Several high ranking Russian officers 

were visiting the bases of the 8 th Air Force and attending the briefings. 

255.) Seething, on April 11 th , 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 14 th and 15 th 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 

12 th word was received of the death of President Roosevelt. 

258.) On April l6 th , 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 18 th , sixteen planes were sent to Passau, Germany on the Austrian -Germany border. Flak was encountered but 

there were no losses. 

260.) April 20 th seventeen bombers were sent to hit a bridge at Muhldorf, Germany. One returned early and all remaining returned 

safely. 

261.) On April 21 st eleven bombers hit the marshalling yards at Salzburg, Austria. Several landed in France to refuel but all got 

back safely.

194 

262.) On April 25 th , 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. 

. 



SIONS WITHOUT DETAIL. HIS MISSIONS ARE DETAILED EARLIER IN THIS FLIGHT RECORD.

195 

The Five Combat Wings & 14 Groups of The Eighth Air Force - World War II 

COMBAT COLORS 

44TH BOMB GROUP - SHIPDHAM 

FOURTEENTH COMBAT WING 

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 

93RD BOMB GROUP - HARDWICK 

448TH BOMB GROUP - SEETHING 

TWENTIETH COMBAT WING 

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. 

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 


COMBAT COLORS 

467TH BOMB GROUP - RACKHEATH 

NINETY SIXTH COMBAT WING 

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 

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 

NINETY FIFTH COMBAT WING 

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 Planes 

Group Mission # Dispatched Aborted Date Target 

Dec., 1943 

1 Cancelled Bremen, Germany 

1 26 13 2 Osnabruck, Germany 

2 27 0 24 Labroye, France 

3 28 2 30 Ludwigshaven, Germany 

4 19 1 31 LaRochelle A.F., France 

Jan., 1944 

5 13 2 4 Kiel, Germany 

6 13 3 5 Kiel, Germany 

7 24 10 11 Meppen & 

Zundberg Germany 

8 20 0 14 St. Pierre-d'Jongurer, Germany 9 

27 4 21 Raye-sur-Authie, France 

10 29 7 29 Frankfurt, Germany 

11 24 5 30 Brunswick, Germany 

Feb., 1944 


13 15 1 5 Tours, France 

14 (Recalled) 26 26 6 St. Pol, France 

15 26 2 10 Rijen A.F., Holland 

16 26 2 11 St. Pol, France 

17 27 1 13 St. Pol, France 

18 37 4 20 Gotha, Germany 

19 37 2 21 Brunswick, 

(Hespe Airfield) Germany 

20 36 2 22 Enschede, Holland 

21 30 3 24 Gotha, Germany 

22 31 14 25 Furth, Germany 

23 25 0 28 Escalles-Buchy, France 

Mar., 1944 

24(Recalled) 29 4 2 Frankfurt, Germany 

25(Recalled) 27 12 3 Heligoland, Germany 

26 29 1 5 Mout de Marsan, France 

27 21 1 6 Berlin, Germany 

28 23 6 8 Berlin-(Erkner Plant) Germany 

29 18 0 9 Neinberg, Germany 

30(Recalled) 26 26 13 St. Pol, France 

31 31 8 16 Fredrickshafen, Germany 

32 28 6 18 Fredrickshafen, Germany 



35 22 2 23 Munster, Germany 

36 25 5 24 Nancy, France 

37 27 2 26 Moyenneville, France 

38 24 1 28 Kille, (Airfield) France 

39 24 2 29 Watten, France 

April, 1944

200 


40 24 2 1 Ludwigshaven, Germany 



43 31 22 9 Tutow, Germany 

44 26 0 10 Bourges, France 

45 26 3 11 Bernberg, Germany 

46(Recalled) 24 24 12 Oschersleben, Germany 

47 18 6 13 Lauffen, Germany 

48 4 0 18 1 Watten, France 

49 26 6 18 2 Rathenow, Germany 


51 12 0 20 Bonnieres, France 

52(Recalled) 26 26 21 Brux,, Germany 

(near Czechoslovakia) 

53 26 2 22 Hamm, Germany 

54 27 2 24 Gablingen, Germany 

55(Recalled) 24 2 25 Mannheim, Germany 

56(Recalled) 23 23 26 Paderborn, Germany 

57 20 0 27 1 Wizernes, France 

58 25 1 27 2 Blainville, France 


May, 1944 

60(Recalled) 22 22 1 1Brussels, Belgium 

61 13 2 1 2 Brussels, Belgium 

62 24 0 6 Sira Court, France 

63 35 3 7 Munster, Germany 


65 28 0 9 Leige, Belgium 

66 27 3 11 Mulhouse, France 

67 19 4 12 Bohlen, Germany 68 

28 1 13 Tutow, Germany 


70(Recalled) 16 16 20 Rheims, France 

71 12 1 21 Sira Court, France 

72 21 2 22 Orleans (Airfield) France 

73 24 2 23 Orly,(Airfield) France 

74 21 3 25 1 Mulhouse, France 

75 6 0 25 2 Fecamp, France 

76 25 1 27 Konz, Germany 

77 25 2 28 Zeitz, Germany 

78 27 2 29 Tutow, Germany 

79 24 1 30 Rotenberg (Airfield), Germany 

80 ? ? 31 Woippy, France 

(Recalled over Belgium) 

June, 1944 

81 30 2 2 Beavoir, France 

82 24 2 3 Stella Plage, France 

83 27 4 4 Sangatte, France 

84 25 5 5 Sangatte, France 

85 24 0 6 1 Calin, France 

24 0 6 2 Vierville, France 

24 0 6 3 Coutances, France 

10 0 6 4 Coutances, France

201 


86 12 0 7 Conches, France 

87 ? ? 8 Orleans, France 

88 24 2 10 E-Fauville, France 

89 24 4 12 Ploermel, France 

90 12 0 12 Conches, France 

91 21 1 14 Orleans, France 

92 21 0 15 Cinq-la-Pile, France 

93 9 2 16 St. Omer, France 

94 6 1 17 Le Mans, France 

95 27 0 18 1 Hamburg, Germany 

96 12 0 18 2 Watten, France 

97 6 0 19 Haute Cote, France 

98 21 1 20 1 Sira Court, France 

99 6 0 20 2 Politz, Poland 

100 21 3 21 1 Berlin, Germany 

101 12 1 21 2 Sira Court, France 

102 34 0 22 Guyancourt, France 

21 Mission abandoned 24 1 Melum, France 

103 6 0 24 Haute Cote, France 

104 32 3 25 Bretigny, France 

105 18 0 27 Creil, France 

106 21 2 28 Saarbrucken, Germany 

107 27 4 29 Bernberg, 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# Rowe Mission # Date Target 

July, 1944 

108 2 Fiefs, France 

109 6 Sully-Sur-Loire, France 

110 8 Riley-La-Montagne France 

111 11 Munich, Germany 


113 13 Saarbrucken, Germany 

114 16 Saarbrucken, Germany 

115 17 St. Sylvestre, France 

116 18 Grentheville, France 

117 19 Koblenz, Germany 

118 20 Schmalkalden, Germany 


120 23 Loan-Athies, France 

121 24 Montreuil, France 

122 25 Montreuil, France 

123 29 Bremen, Germany 

124 31 Ludwigschafen, Germany 

August, 1944 

125 1 Villaroche, France 

126 2 St. Dizier, France 

127 3 Douai, France 

128 4 Rostock, Germany

202 


129 5 Fallersleben, Germany 

130 6 Hemmingstadt, Germany 

131 7 Brussels, Belgium 

132 8 Rouen, France 

133 10 Pacy-Sur-Armancon, France 

134 11 St. Florentin, France 

135 12 Loan-Couvron, France 

136 13 Tactical Target 

South-west of Rouen, France 

137 14 Dijon-Longvie, France 

138 15 Plantlunne, Germany 

139 16 Magdeburg, Germany 

140 18 Laneuveville, France 

141 24 Brunswick, Germany 

142 1 25 Rostock, Germany 

143 2 26 Ludwigschafen, Germany 

144 27 Oranienburg, Germany 

September, 1944 

145 9 Gustavsburg, Germany 

146 3 11 Magdeburg, Germany 

147 4 12 Hemmingstadt, Germany 

148 Aborted 13 Ulm, Germany 

Scrubbed 14 Berlin, Germany 

149 18 Groesbeek, Germany 


151 5 22 Kassel, Germany 


153 26 Hamm, Germany 

154 6 27 Kassel, Germany 

155 28 Kassel, Germany 

156 7 30 Hamm, Germany 

October, 1944 


158 8 3 Pforzheim, Germany 

159 6 Harburg, Germany 

160 7 Clausthal-Zellerfeld, Germany 


162 14 Cologne, Germany 

163 Aborted 15 Cologne, Germany 

164 17 Cologne, Germany 

165 Aborted 19 Mainz, Germany 


167 9 25 Neumunster, Germany 

168 26 Bottrop, Germany 

169 30 Hamburg, Germany 

November, 1944 

170 2 Bielefeld, Germany 

171 4 Geisenkirchen, Germany 

172 5 Karlshrue, Germany 

173 10 6 Minden, Germany

203 


174 8 Rheine, Germany 

175 9 Verny, France 

176 11 10 Hanau, Germany 

177 16 Eschweiller, Germany 

178 21 Hamburg, Germany 

179 25 Bingen, Germany 


181 12 27 Offenburg, Germany 


183 13 30 Neunkirchen, Germany 

December, 1944 

184 14 4 Koblenz, Germany 

185 6 Minden, Germany 

186 11 Hanau, Germany 

187 12 Aschffenburg, Germany 

188 19 Ehrang, Germany 

189 24 Euskirchen, Germany 

190 15 25 Waxweiler, Germany 

191 28 Kaiserlautern, Germany 

192 30 Mechernich, Germany 

193 31 Remagen, Germany 

January, 1945 

194 16 2 Neuwed, Germany 

195 17 3 Neunkirchen, Germany 

196 5 Pirmasens, Germany 

197 18 6 Koblenz, Germany 

198 19 7 Aehern, Germany 

199 Aborted 10 Weweler, Germany 

200 20 13 Worms, Germany 

201 21 14 Hallendorf, Germany 

202 15 Kilchberg, Germany 

203 16 Dresden, Germany 

204 28 Dortmund, Germany 

205 29 Munster, Germany 

206 22 31 Brunswick, Germany 

February, 1945 




210 11 Dulmen, Germany 



213 25 16 Osnabruck, Germany 

214 26 19 Siegen, Germany 

215 27 21 Nurnberg, Germany 

216 22 Kreinsen, Germany 

217 23 Osnabruck, Germany 

218 24 Misberg, Germany 

219 25 Aschaffenburg, Germany

204 


220 26 Berlin, Germany 

221 27 Halle, Germany 

222 28 28 Meschede, Germany 

March, 1945 

223 29 1 Augsburg, Germany 



226 4 Stuttgart, Germany 

227 32 5 Harburg, Germany 

228 8 Dillenburg, Germany 

229 33 9 Rheine, Germany 

230 34 10 Paderborn, Germany 

231 35 11 Kiel, Germany 

232 12 Swinemunde, Germany 

233 14 Gutersloh, Germany 

234 15 Zossen, Germany 

235 17 Hannover, Germany 

236 18 Berlin, Germany 

237 19 Baumenheim, Germany 

238 20 Hemmingstadt, Germany 

239 21 Ahlhorn, Germany 

240 21 Mulheim, Germany 

241 22 Kitzingen, Germany 

242 23 Munster, Germany 

243 24 Wesel, Germany 

244 24 Stormede, Germany 

245 25 Buchen, Germany 

246 30 Wilhelmshaven, Germany 

247 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. 

HEADQUARTERS DETACHMENT 

Col. James McK. Thompson Major Hubert S. Judy, Jr. 

Major James R. Patterson Major Patrick H. Hoey 

Captain John S. Laws Captain William R. Reid 

1st. Lt. George O. Capp 1st. Lt. John B. D. Grunow 

1st. Lt. Aurthur S. Hunt 1st. Lt. Minor L. Morgan 

2nd. Lt. William C. Cates, Jr. 2nd. Lt. Robert L. Harper 

M/Sgt. Wilfred Carroll M/Sgt. James D. McIntyre 

S/Sgt. Ellis L. Copeland T/Sgt. Frank M. Schultz 

712th BOMBARDMENT SQUADRON 

Major Robert L. Campbell 1st. Lt. William G. Blum 

1st. Lt. Clifford C. Gaither 1st. Lt. Robert Lewis 

1st. Lt. Earl M. Parks 1st. Lt. Robert W. McDonough 

1st. Lt. Harold S. Podolsky 2nd. Lt. John Bilyk 

2nd. Lt. Howard M. Oden M/Sgt. Walter C. Brown 

T/Sgt. Michael P. Corce M/Sgt. Frank J. Naglak 

T/Sgt. Frederick J. Fennewald T/Sgt. Henry C. Corbin 

S/Sgt. Delmer A. Akerley T/Sgt. Thomas J. Flynn 

S/Sgt. Burton D. Lane S/Sgt. John J. Bernhard 

S/Sgt. Edward J. Goodman S/Sgt. Thomas N. Fink 

S/Sgt. Robert C. Waddell S/Sgt. Russell M. Jenkins 

S/Sgt. Walter J. Kruzich S/Sgt. Henry J. Weigel 

Sgt. Nathaniel L. Breunig S/Sgt. Allen L. Bowman 

Sgt. Robert M. Dowell S/Sgt. John Truscott 

Sgt. Walter C. Engel Sgt. Joseph Ekasla 

Sgt. Norman B. Jacobsen Sgt. Benjamin F. Fitzpatrick 

Sgt. George B. Palmer Sgt. Lane E. McPhee 

Sgt. Bernard F. Seufort Sgt. Cecil Patton 

Cpl. Albert N. Alexander Sgt. Eugene S. Teter, Jr. 

Cpl. Vincent M. Burke Sgt. Paul Dukas 

Cpl. Edward A. Gardiner Cpl. Edward A. Butler 

Cpl. George H. LeRoy Cpl. Samuel Katz 

Cpl. Balke L. Manler Cpl. Harold R. Lewis 

Cpl. Ralph E. Reeder Cpl. Robert L. McCoy 

Cpl. Harold D. Stroud Cpl. Albert P. Boyle 

Cpl. Thomas J. Towle Cpl. Leonard Aronson 

PFC Lewis A. Noce Cpl. Robert L. Cohen 

Pvt. Marion E. Carter Cpl. Carl R. Dolmotsch, Jr. 

Pvt. Theo2nd. Lt. dore Wladyka PFC Jerome S. Rose

206 


CREW #1 - Aircraft #42-7591 

2nd. Lt. Jack W. O'Brien P 0741929 

2nd. Lt. Raymond L. Boll CP 0806394 

2nd. Lt. Seymour D. Ausfresser N 0669946 

2nd. Lt. Arthur D. Steele B 0678486 

S/Sgt. Joseph J. Buschek E 19056598 

S/Sgt. Jerome R. Hess R 36261526 

Sgt. Charles L. Hutton AE 35661741 

Sgt. Walter D. Garland AR 36556774 

Sgt. Jay R. Dempsey G 13145844 

S/Sgt. Thomas W. Abbott AG 33162501 

Passengers 

Capt. William G. Blum 0660545 

Capt. Harold S. Podolsky 0561847 

M/Sgt. Walter G. Brown 20919786 

S/Sgt. Edward J.G. Brown Jr. 37438934 


2nd. Lt. William B. Brown P 0742841 

2nd. Lt. Kenneth W. Barnett CP 0808934 

2nd. Lt. Frederick W. Saltus N 0736658 

2nd. Lt. William L. LaBonte B 0684174 

Pvt. Earl R. Myrick E 31152194 

S/Sgt. Oliver L. Bidne R 39452901 

Sgt. Clarence W. Schrader AE 36069204 

Sgt. Jacob M. Lebovitz AR 11072772 

Sgt. Herman B. Johns G 35588210 

Sgt. Russell E. Flamion AG 35715492 

Passengers 

1st. Lt. Robert Lewis 01702816 

1st. Lt. William C. Cates Jr. 0649608 

Major Patrick H. Hoey 0405121 

Cpl. Leonard Aronson 14082486 


2nd. Lt. Robert C. Ayrest P 0680984 

2nd. Lt. Irwin Litman CP 0797567 

2nd. Lt. Robert F. Boberg N 0687980 

2nd. Lt. Robert V. Hess B 0688162 

S/Sgt. Frank E. Boule E 36619461 

Sgt. Joseph R. Chicoda R 11102704 

Sgt. Edward N. Schroeder AE 36285186 

Cpl. Harold L. Auker AR 37115617 

Sgt. Leonard J. Snell G 16021987 

Sgt. Edward A. Odiorne AG 35582869 

Passengers 

S/Sgt. Henry J. Weigel 39677808 

S/Sgt. Walter J. Kruzich 36304202 

T/Sgt. Harry C. Corbin 32260926 

T/Sgt. Frank M. Schultz R-18697 


2nd. Lt. Jack Parker P 0742771 

2nd. Lt. John P. Shaw CP 0805990 

2nd. Lt. Joseph T. Myer N 0738713 

2nd. Lt. Dominic W. Maineri B 0684177 

Sgt. James V. Nobe E 37218528 

S/Sgt. Albert B. Foreman R 13176763 

Sgt. Kenneth W. Ebaugh AE 13136486 

Sgt. Robert S. Sale AR 38283629 

Sgt. James J. Plazio G 13012943 

Sgt. William V. Biles AG 17129606 

Passengers 

S/Sgt. Burton D. Dane 37195327 

S/Sgt. Theodore Wladyka 6994020 

Sgt. Robert L. Cohen 31308972 

Sgt. Thomas J. Towle 17142410 


2nd. Lt. Leroy E. Middleworth Jr. P 0797161 

2nd. Lt. Thomas E. Winslett CP 0751783 

2nd. Lt. William V. Voorhees Jr. N 0750230 

2nd. Lt. John D. McGarry B 0738564 

T/Sgt. Clarence L. Campbell E 16035515 

Sgt. James J. Gregan R 33193048 

Sgt. Walter K. Bickle AE 35611165 

S/Sgt. Paul Krasney AR 36324023 

Pvt. George Henderson G 7005828 

S/Sgt. Harold R. Mattice AG 12138414 

Passengers 

Sgt. Joseph Ekasola 31082697 

Pvt. Martin E. Carter 37375810 

S/Sgt. Ellis L. Copeland 34585717 

S/Sgt. John R. Truscott 17030411 


2nd. Lt. Charles Knorr P 0745700 

2nd. Lt. Herbert J. Bunde CP 0751985 

2nd. Lt. Stanley Baranofsky N 0687922 

2nd. Lt. Charles C. McBride B 0741207 

Sgt. William L. Quigley E 12159196 

Sgt. Ralph S. Callahan R 12207911 

Sgt. Ernest J. Schultz AE 32405166 

Sgt. Stanley J. Sarna AR 16147485 

Sgt. Jack L. Cooper G 35595779 

Sgt. Albert C. Padilla AG 39117760 

Passengers 

1st Lt. Robert W. McDonough 02043766 

2nd. Lt. Robert L. Harper 0667402 

M/Sgt. Thomas J. Flynn 38047787 

Sgt. Balke L. Mahler 18118003

207 


CREW #8 - Aricraft #41-29232 

2nd. Lt. Paul R. Harrison P 0731978 

2nd. Lt. James E. Berry CP 0687977 

2nd. Lt. Floyd L. Drake N 0750354 

2nd. Lt. Frank H. Dial B 0751816 

Sgt. George H. Chapman Jr. E 32539122 

Sgt. Edward J. Lies R 33308033 

Sgt. Howard I. Patchell AE 31228127 

Sgt. James M. Donley AR 17077488 

Sgt. Robert J. McCormick G 36421148 

Sgt. Donald F. Ransom AG 12194131 

Passengers 

1st. Lt. George O. Capp 0571189 

M/Sgt. Frank J. Naglak 37285267 

Cpl. Jerome Fisher 34585717 

Cpl. Albert P. Royle 11101361 


2nd. Lt. Carroll C. Key P 0749479 

2nd. Lt. James M. Susoeff CP 0752026 

2nd. Lt. John W. Brown N 0809315 

2nd. Lt. Harry Fisher B 0688181 

S/Sgt. Clyde L. Baird E 14131280 

Sgt. Robert W. McKinney R 39454113 

Pvt. James E. Anderson AE 35639566 

Sgt. Jack C. Williamson AR 34474011 

Sgt. Richard L. Auer G 31278064 

Sgt. Douglas B. Dann AG 34599839 

Passengers 

Sgt. Allen L. Bowman 34289531 

Cpl. Ralph F. Reeder 36445953 

Cpl. Harold D. Stroud 37506477 

Cpl. Robert L. McCoy 39555504 


2nd. Lt. Donald C.G. Schumann P 0672220 

2nd. Lt. Harold E. White CP 0747535 

2nd. Lt. Raymond L. Thurber N 0689693 

2nd. Lt. Jim Biggerstaff B 0676535 

Sgt. Harvey E. Smith E 34516429 

Sgt. John M. Hilton R 36281759 

S/Sgt. Conrad Holzgraf AE 18015585 

S/Sgt. James V. Newton AR 16034261 

Sgt. Milliard R. Malwitz G 19175397 

Sgt. Isaac H. Odell AG 39278598 

Passengers 

S/Sgt. Delmer A. Akerley 31300616 

Sgt. Cecil Patton 34433802 

Sgt. Carl R. Dolmetsch Jr. 35654949 

Sgt. Paul L. Doukas 37448346 


2nd. Lt. John P. Rhodes P 0745180 

2nd. Lt. Eber D. O'Faris CP 0751289 

2nd. Lt. Kenneth J. Murphy N 0687958 

2nd. Lt. Salem A. Smith Jr. B 0688978 

Sgt. Rector R. Cockings E 18053195 

Pvt. Dominic Rosas R 38367454 

Sgt. William E. Leis AE 18192905 

Sgt. Charles A. Heaton Jr. AR 18226363 

Sgt. William H. Barbarito Jr. G 31280111 

Pvt. Samuel Edwards AG 32738235 

Passengers 

2nd. Lt. John Bilyk 0873020 

2nd. Lt. Howard M. Oden 0735439 

S/Sgt. Thomas M. Fink 32413485 

Pvt. Jerome S. Rose 35055269 


2nd. Lt. Paul R. Helander P 0804331 

2nd. Lt. John J. Schneider CP 0652243 

2nd. Lt. Alfred E. Cannon N 0809318 

2nd. Lt. Henry M. Snyder B 0752588 

Sgt. Gerald E. Carroll E 19055027 

Sgt. Oclotan U. Richmond R 39263863 

Sgt. Norbert F. Duginski AE 16008632 

Sgt. Raymond G. Giwojna AR 16133962 

Sgt. Bill J. McCullah G 37413477 

Sgt. Benjamin Z. Means AG 33424645 

Passengers 

Sgt. Bernard F. Fitzpatrick 32260948 

Sgt. Norman R. Jacobson 12172778 

Sgt. George R. Palmer 32707922 

Sgt. Albert N. Alexander 33399071 


2nd. Lt. Irvin E. Toler P 0746484 

2nd. Lt. Edward C. O'Hare CP 0681173 

2nd. Lt. John E. Silvia N 0689674 

2nd. Lt. Fred J. Bittner B 0688503 

Sgt. Thurston E. Johnson E 13135079 

Sgt. Herbert C. Bloom R 39101187 

Sgt. Lyle E. Steinberg AE 32579409 

Sgt. Ray L. Jeffers AR 32369841 

Sgt. David A. Gustafson G 16088710 

Sgt. Paul E. Crewe AG 35679564 

Passengers 

T/Sgt. Frederick J. Fenneweld 37184855 

Sgt. Bernard F. Soufert 13104652 

Sgt. Vincent M. Burke 32882318 

Sgt. Edward A. Butler 31138999

208 



2nd. Lt. Robert C. Voight P 0737678 

2nd. Lt. William C. Edwards CP 0811041 

2nd. Lt. Everett F. Stine N 0689683 

2nd. Lt. Robert T. Ash B 0688492 

S/Sgt. Richard Getz E 12034631 

Sgt. Robert W. Rigg R 39549975 

Sgt. Clarence R. Marshall AE 33231924 

Sgt. Paul E. Brown AR 33380722 

Sgt. Miltiades C. Cikes G 31258989 

S/Sgt. Thomas R. Hogan AG 13116127 

Passengers 

Sgt. Walter C. Engel 37292097 

Cpl. Edward R. Gerliner 33301403 

Cpl. Samuel Katz 33311023 

Sgt. George H. Leroy 37609476 


1st. Lt. Robert K. Winn P 0724661 

2nd. Lt. James H. Harmon CP 0811199 

2nd. Lt. David T. Tobin N 0690738 

2nd. Lt. Richard J. Brady B 0688504 

S/Sgt. Charlie D. Lugosh E 18201733 

Sgt. Kenneth L. Dyer R 35568310 

Sgt. Edwin H. Pixley AE 17107052 

Sgt. Billy J. Espich AR 15354024 

Sgt. Robert R. Cook G 15230812 

Sgt. Jack W. Porter AG 36181194 

Passengers 

S/Sgt. Nathaniel L. Brouing 35614932 

Sgt. Robert M. Dowell 19114490 

Sgt. Eugene S. Teter Jr. 13116301 

Cpl. Merle E. Davis 39536529 


1st. Lt. Heber H. Thompson 1st. Lt. Chester B. Hackett, Jr. 

1st. Lt. William H. Smelter 1st. Lt. Raymond S. McKeeby 

1st. Lt. James L. Ferguson 2nd. Lt. Bruce B. McCleary 

2nd. Lt. Arthur Klein 2nd. Lt. Francis L. Martin 

2nd. Lt. George E. Cone M/Sgt. Seamon A. Pledger 

M/Sgt. Anthony P. Dennis M/Sgt. Francis Berrigan 

M/Sgt. Frank. A. Miller S/Sgt. Harley A. Kelly 

M/Sgt. Willie G. Brantley S/Sgt. James T. Gwaltney 

M/Sgt. Robert M. McDowell S/Sgt. Herbert C. Heidrich 

S/Sgt. John R. Moore S/Sgt. Joseph N. Musuraca 

S/Sgt. John L. Fluke S/Sgt. Earl A. Eggleston 

S/Sgt. Veikko Hirvivara S/Sgt. Merle S. Morris 

S/Sgt. S.J. Laney S/Sgt. Richard G. Pokorny 

T/Sgt. Alva B. Hampton T/Sgt. James C. Inglesby 

T/Sgt. Vernon L. Poppo T/Sgt. Curry Dial 

T/Sgt. Markus A. Schreacke T/Sgt. James F. Doherty 

T/Sgt. Hunter W. Martin T/Sgt. Ernest A. Lapko 

Sgt. Dale L. Black T/Sgt. Ralph C. Flees 

Sgt. Obest B. Rood Sgt. Thomas C. Schnoor 


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 0661892 

2nd. Lt. Jesse M. Hamby CP 0811196 

2nd. Lt. Bruce A. Vaughn N 0690742 

2nd. Lt. Roy E. Anderson B 0688300 

S/Sgt. Edmund J. Rudnicki E 35300453 

Sgt. Simon Cohen R 11130339 

Sgt. Joseph M. Redditt AE 34427597 

Sgt. Kazmierz Pochopin AR 32591233 

Sgt. John A. Duka G 31277387 

Sgt. Harvey R. Davis AG 33340771 

Passengers 

S/Sgt. John J. Bernhard 35474117 

S/Sgt. Russell A. Jenkins 17074757 

S/Sgt. Robert G. Waddell 14121340 

S/Sgt. Lane E. McPhee 17027206

209 


Sgt. George M. Mathews Sgt. Ernest H. Stark 

Sgt. Charles E. Coyle Sgt. Glade H. Butterfield, Jr. 

Sgt. Henry J. Myslinski Sgt. Marvin Koffman 

Cpl. Harvey D. Casner Sgt. Charles H. Kruse 

Cpl. John R. Ray Cpl. Clarence E. Gibson 

Cpl. Frank A. Carpenter Cpl. Robert A. Prouty 

Cpl. Vincent E. Lang Cpl. William P. Miller 

PFC Guion J. Allen PFC Joseph S. Blouin 

PFC Glenn Horner PFC Elmer C. Madsen 

Pvt. Francis J. Allen PFC Alvin M. Jampol 


2nd. Lt. James J. Bell P 0742831 

2nd. Lt. David E. Mellott CP 0749286 

2nd. Lt. Hugh X. Cullinan N 0736688 

2nd. Lt. Marvin Joseph B 0678418 

S/Sgt. James R. Bricker E 35588078 

S/Sgt. William E. Ruck Jr. R 13019337 

Sgt. Kenneth L. Hess AE 36068383 

Sgt. Lloyd T. Williams AR 19122941 

S/Sgt. Roger O. Vance G 39530101 

Sgt. Daner E. Anderson AG 13033362 

Passengers 

1st. Lt. James L. Ferguson 0568113 

2nd. Lt. George E. Cohen 0861048 

1st. Lt. Raymond S. McKeeby 0500564 

M/Sgt. Robert M. McDowell Jr. 14037254 


2nd. Lt. James P. Sullivan P 0675950 

2nd. Lt. Evan J. Evans CP 0752188 

2nd. Lt. Kenneth O. Reed N 0416197 

2nd. Lt. Leonard B. Harmon B 0676384 

S/Sgt. Lawrence H. Vogtmann E 37216961 

T/Sgt. William C. Maxwell R 33249071 

S/Sgt. William g. Senville AE 31160560 

S/Sgt. Clifford W. Harris AR 35662194 

S/Sgt. Michael J. Fuller G 11038363 

S/Sgt. George A. Herpoulos AG 15377097 

Passengers 

T/Sgt. Alva B. Hampton 37254291 

Sgt. Charles E. Gayle 39404396 

Cpl. Vincent E. Lang 32478867 

Cpl. James J. Kveten 36647841 


2nd. Lt. Robert E. Kraus P 0732021 

2nd. Lt. Clive O. Stevens CP 0809059 

2nd. Lt. Mathew L. Szydlowski N 0690736 

2nd. Lt. Harry A. Kohn B 0684171 

S/Sgt. Azizes F. Erban E 11057792 

S/Sgt. William H. Pehle R 37308259 

S/Sgt. Earl Ellis Jr. AE 15335103 

S/Sgt. Junior W. Klug AR 13167639 

S/Sgt. Arnold H. Radde G 16085975 

S/Sgt. Leon Hawkersmith AG 34149089 

Passengers 

S/Sgt. Richard G. Pokorny 12095697 

T/Sgt. James F. Doherty 32290419 

S/Sgt. Max M. Myers 6919517 


2nd. Lt. Thomas R. Appel P 0680377 

2nd. Lt. Richard L. Henderson CP 0751323 

2nd. Lt. Bruce B. Winter N 0705260 

2nd. Lt. Reese C. Lee B 0671260 

T/Sgt. James A. Pegher E 33268724 

S/Sgt. John F. Decker R 13113895 

T/Sgt. Furman A. Powell AE 34381553 

S/Sgt. George H. Jepson AR 12169791 

S/Sgt. Richard L. Maze G 6940927 

Sgt. Roy E. Lewis AG 14072402 

Passengers 

Major Hubert S. Judy Jr. 0406697 

1st. Lt. Arthur S. Hunt 0729755 

Sgt. Alfred E. Candelaria 39258873 

Sgt. Henry J. Myslinski 32422730

210 



2nd. Lt. Henry B. Schroeder P 0680731 

2nd. Lt. Lewis M. Sarkovich CP 0686600 

2nd. Lt. Bruce E. Crane N 0687815 

2nd. Lt. Jack R. Smith B 0751850 

S/Sgt. Hugh O. Riley E 18052449 

Sgt. Moe Liebman R 32411484 

Sgt. William E. Seidel AE 36058850 

Sgt. Francis W. Scarbrough AR 16030978 

Sgt. Alfred B. Maine G 31259024 

Sgt. Robert D. Hiller AG 19170207 

Passengers 

Cpl. Robert A. Prouty 34248906 

T/Sgt. Ernest H. Lepke 39606393 

T/Sgt. Markus A. Schreacke 36027064 

Sgt. Ernest H. Stark 32816868 


2nd. Lt. Jack L. Barak P 0806776 

2nd. Lt. Anthony Witzkowski CP 0686297 

2nd. Lt. Thaine A. Clark N 0687811 

2nd. Lt. Martin F. Surovy B 0751854 

Sgt. Jesse R. Kain E 15337846 

Sgt. Joseph S. Kasacjak R 33416993 

Sgt. Floyd E. Sand AE 35347119 

Sgt. Van B. Scott AR 18109376 

Sgt. Bertrand B. Lutz G 32605895 

S/Sgt. Roy E. Maker AG 11116363 

Passengers 

S/Sgt. Veikko Hirviivara 37178164 

Sgt. George M. Mathews 15089461 

T/Sgt. James F. Ingelsby 11037040 

Pvt. Francis G. Koh. Jr. 36123974 


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. William M. Martin P 0805949 

2nd. Lt. William A. Bond CP 0808938 

2nd. Lt. William S. Cuthbert N 0687930 

2nd. Lt. Williard E. Wallace B 0741384 

Sgt. William E. Sherratt E 18046491 

Sgt. Peter Edgar R 12187861 

S/Sgt. Charles F. Voge. AE 18046310 

Sgt. Anthony J. Kuzminski AR 11101473 

Sgt. David D. Culp G 35538126 

Sgt. Ike J. Beasley AG 14058704 

Passengers 

S/Sgt. John R. Moore 35385158 

T/Sgt. Vernon L. Poppe 36175912 

Pvt. Alvin M. Jampol 32883696 


2nd. Lt. James E. Urban P 0676878 

2nd. Lt. Alden P. Anthony CP 0808482 

2nd. Lt. Fred Brenner N 0687928 

2nd. Lt. Stanley Friedman B 0688184 

Sgt. Howard M. Smith E 17038532 

Sgt. Wendell R. McClellan R 38285507 

S/Sgt. Roy D. Barber AE 14040228 

Sgt. George Petula AR 12183208 

Sgt. Joseph B. Deffner G 32675587 

Sgt. John J. Kelly AG 32782047 

Passengers 

Cpl. Clarence E. Gibson 16057749 

T/Sgt. Curry Dial 15041120 

Cpl. Harvey D.Casner 36581785 

Pvt. Guion J. Allen 34609898 


2nd. Lt. Richard C. Harris P 0494504 

2nd. Lt. William C. Moore CP 0808576 

2nd. Lt. Warren R. Auch N 0687803 

1st. Lt. Frank S. Phillips B 02043738 

S/Sgt. Robert E. Whiteside E 15070206 

Sgt. Paul T. Dempsey R 12135037 

S/Sgt. Alfred F. Massey AE 31124673 

S/Sgt. Grady W. McLaughlen AR 19175031 

S/Sgt. Harry T. Rummel G 37272148 

S/Sgt. George J. Schible AG 13155700 

Passengers 

2nd. Lt. Bruce B. McCleary 0799815 

M/Sgt. Francis Berrigan 38089023 

S/Sgt. Harley A. Kelley 19138718 

Sgt. Mervin Koffman 31161869

211 



2nd. Lt. Stewart F. Chase P 0746293 

2nd. Lt. Lorenz G. Johnson CP 0752416 

2nd. Lt. Philip Baskin N 0687806 

2nd. Lt. John A. Bienapfl B 0744233 

S/Sgt. Luther D. Rummage Jr. E 14196490 

Sgt. Thomas R. Lee R 18171694 

Sgt. Demo D. Saranti AE 12140760 

Sgt. Raymond W. Wood AR 19179637 

S/Sgt. Harry D. Quillen G 12012673 

Sgt. Harry W. Klober AG 33035628 

Passengers 

T/Sgt. Hunter W. Martin 33221158 

T/Sgt. S. J. Laney 38120892 

S/Sgt. John L. Fluke 33252139 

Pvt. Elmer C. Madsen 39695963 


2nd. Lt. Lawrence T. Crepeau P 0747219 

2nd. Lt. Robert E. Lehman CP 0750630 

2nd. Lt. William F. New N 0690491 

2nd. Lt. Otto Ciavardoni B 0688580 

Sgt. Dearl Whittaker E 15117053 

Sgt. Joseph R. Morrison R 36629920 

Sgt. Johnny W. Jones AE 14149210 

Sgt. Bashem B. Weide AR 37229920 

Sgt. Raymond M. Arnold G 39550987 

Sgt. Jesse W. Carroll AG 34369438 

Passengers 

S/Sgt. Merle S. Morris 17026290 

S/Sgt. Charles W. Kruse 37446869 

S/Sgt. Dale L. Black 14134595 

Sgt. Glade H. Butterfield Jr. 17071649 


1st. Lt. Philip B. Thompson P 0725377 

2nd. Lt. Robert C. Beirke CP 0811329 

2nd. Lt. Bernard C. McGunn N 0690467 

2nd. Lt. Lloyd A. Drury B 0747653 

Sgt. Arnie R. Gunderson E 17154143 

Cpl. Isidore Pertzman R 11057888 

Sgt. Robert H. Hale AE 17159570 

Sgt. Joseph T. Michalczyk AR 31284067 

Cpl. Jerry Mejeur Jr. G 16014523 

S/Sgt. John P. Moran AG 31097317 

Passengers 

Sgt. Obest B. Reed 18043424 

M/Sgt. Frank A. Miller 37113148 

T/Sgt. Ralph C. Flees 16046785 

Cpl. Frank A. Carpenter 38379028 


2nd. Lt. George W. Elkins P 0804312 

2nd. Lt. Eugene J. Coffey CP 0748576 

2nd. Lt. Edward T. Card N 0755172 

2nd. Lt. Richard P. Casterline B 0688174 

Sgt. Morris F. Cooper E 34570736 

Sgt.Thomas V. Tornillo R 32562276 

Sgt. George H. Finch AE 19171540 

Sgt. Oren E. Casto AR 15338524 

Sgt. Mattie A. Laurelli G 32836621 

Sgt. Walter Mishaner AG 32830147 

Passengers 

S/Sgt. James T. Gwaltney 33158448 

S/Sgt. Herbert C. Heidrich 37264787 

Cpl. William P. Miller 16121346 

Cpl. Joseph S. Blouin 39553152 


1st. Lt. Max R. Jordon P 0725740 

2nd. Lt. Adolph T. Abraham CP 0810982 

2nd. Lt. Robert B. Stone N 0689684 

2nd. Lt. Searl J. Collins Jr. B 0749611 

S/Sgt. John J. Holesa E 15072502 

S/Sgt. Jacob E. Edwards R 18000037 

Sgt. Anthony J. Daidone AE 32306952 

Sgt. Walter S. Baron AR 31133831 

Sgt. Archie B. Indorf G 35595495 

Sgt. Roy E. Ball AG 35595557 

Passengers 

Pvt. Glen Horner 38452559 

Sgt. Thomas C. Schnoor 39082176 

M/Sgt. Anthony P. Dennis 6788860 

S/Sgt. Joseph N. Musuraca 35340477 


1st. Lt. James E. Curtis P 0725688 

2nd. Lt. Donald Clift CP 0811338 

2nd. Lt. Emmett J. Moore N 0690683 

2nd. Lt. Leonard H. Feingold B 0688744 

Sgt. Marion C. Maxton E 37205700 

Pvt. Eugene E. Higgins R 36273563 

Sgt. Henry I. Gouthier AE 31147965 

Sgt. John E. McClone AR 32202248 

Sgt. Malcolm W. Crow G 38446782 

S/Sgt. Robert P. Hudson Jr. AG 32176645 

Passengers 

Capt. Chester P. Hackett Jr. 0406683 

1st, Lt. Arthur Klein 0796549 

1st. Lt. Francis L. Martin 0857096 

M/Sgt. Seamon A. Pledger 14057081

212 



Captain Glassell S. Stringfellow 1st. Lt. Lester F. Miller 

1st. Lt. Carl T. Yast 1st. Lt. Thomas J. Maye 

2nd. Lt. Mavin C. Onks 2nd. Lt. Harry J. Oppelt 

2nd. Lt. Lester E. Davidson 2nd. Lt. Francis C. Doherty 

2nd. Lt. James E. Smithson 2nd. Lt. Robert C. Klein, Jr. 

2nd. Lt. John E. Olhaber M/Sgt. Julius E. Ryan, Jr. 

M/Sgt. Darwin T. Hall S/Sgt. William M. Camp 

S/Sgt. Lloyd S. Brewer S/Sgt. Roy F. Stroop 

S/Sgt. Edgar E. Lyon S/Sgt. William P. O'Reilly 

S/Sgt. Robert M. Kellner T/Sgt. Ralph Swartzkopf 

S/Sgt. Michael E. Kruzinski T/Sgt. Herbert S. Chrzan 

S/Sgt. Ernest E. Jones T/Sgt. Manlie A. DePaoli 

T/Sgt. James E. Cackett T/Sgt. Harry A. Anderson 

T/Sgt. Alfio A. Fontanella Sgt. Frank Masef 

T/Sgt. Edward G. Finnegan Sgt. Ronald E. Weaver 

Sgt. Billy C. Smith Sgt. John A. Sager 

Sgt. William Thorne Sgt. Harry G. Holmberg 

Sgt. James E. Taylor Sgt. Stephen E. Bursenski 

Sgt. Walter D. Trinder Sgt. Mitchell J. Biernat 

Sgt. Clayton R. Harvey Sgt. Will T. Lee 

Sgt. Lawrence E. Voorheis Cpl. John R. Shea 

Cpl. Edgar S. West, Jr. Cpl. John F. Muller, Jr. 

Cpl. Robert C. Swin Cpl. Ralph C. Erskine, Jr. 

Cpl. Francis C. Schade Cpl. Louis J. Tora 

Cpl. Anthony Rouscotti Cpl. Lawrence R. Jablonski 

Cpl. Ned R. Hugley Cpl. Joseph Sulin 

PFC David Frank PFC Milton A. Solomen 

PFC Walter E. Andress PFC Dennis W. McLaughlin 

Pvt. Albert L. Dickerson PFC Emilie E. Tafoya 


2nd. Lt. Edward D. Hughey, Jr. P 0677748 

1st. Lt. Charles D. Hill CP 0397552 

2nd. Lt. Sumner W. Stevens N 0670285 

2nd. Lt. Edwin S. Jacobson B 0684114 

S/Sgt. Curtis L. Koon E 33252697 

Sgt. Carl Anderson R 19185853 

Sgt. James C. Hicks AE 17129097 

Sgt. Homer C. Risner AR 38333496 

Sgt. John L. Reim G 13110217 

Sgt. Richard B. Laing AG 19164878 

Passengers 

S/Sgt. William P. O'Reilly 32139452 

Cpl. Edgar S. West, Jr. 18124229 

Cpl. robert G. Swin 38504881 

Pvt. Albert L. Dickerson 35867339 


2nd. Lt. Joseph W. Shank, Jr. P 0743108 

1st Lt. Edward J. Pearce CP 0393388 

2nd. Lt. Clark S. Bender N 0736682 

2nd. Lt. Turner A. Sowell, Jr. B 0747607 

S/Sgt. Leonard G. LaJoie E 16023435 

S/Sgt. Eugene C. Weishaar R 36704194 

Sgt. Park J. Blair AE 13095286 

Sgt. Raymond E. Martin AR 39453037 

Sgt. William D. Rabor G 39118166 

Cpl. Calvin H. End AG 39453465 

Passengers 

2nd. Lt. John H. Olhaber 0873363 

S/S. Ernest E. Jones 13062713 

Sgt. Ned R. Hugley 14152714 

Sgt. James E. Taylor 36446039

213 



2nd. Lt. Lawrence M. Edman P 0740775 

2nd. Lt. Lawson D. Campbell CP 0687543 

2nd. Lt. Joseph C. Chaffin N 0797265 

2nd. Lt. Philip Mufsen B 0684181 

S/Sgt. James W. Dailey, Jr. E 38236448 

S/Sgt. Jack A. Chormley R 32626123 

Sgt. John Wallends,Jr. AE 35514944 

Sgt. Harold W. Beaver AR 39269212 

Sgt. Tony Gomondo G 15377489 

Sgt. Harold L. Delay AG 19188393 

Passengers 

2nd. Lt. Lester E. Davison 0739076 

T/Sgt. Edward G. Finnegan 32385610 

T/Sgt. Ralph Schwartzkofp 19094390 

Sgt. Frank Macefe 33300883 


1st. Lt. James D. Conrad P 0365492 

2nd. Lt. Joseph R. Gonzales, Jr. CP 0752196 

2nd. Lt. Royal D. Goldenberg N 0687939 

2nd. Lt. Benny E. Roark B 0751844 

S/Sgt. Paul F. Bland E 35370902 

Cpl. Julius S. Kopes R 35746618 

Sgt. Bernard W. Anderson AE 16069755 

Pvt. Russel E. Towsley AR 35377602 

Sgt. Byron V. Bacon G 17035965 

Sgt. Jasper W. Early AG 13075590 

Passengers 

2nd. Lt. Francis C. Doherty 0861158 

S/Sgt. Lawrence E. Voorheis 39608515 

Cpl. Francis C. Schade 17035965 

Cpl. Lawrence J. Jablonski 13075590 


F/O Karl M. Schlund P T-61138 

F/O William W. Rogers CP T-122253 

2nd. Lt. Robert K. Hassel N 0687944 

2nd. Lt. Raymond L. Cohee B 0752551 

Sgt. Robert G. Woolweaver E 13145931 

Cpl. Frank J. Gardner R 13048050 

Sgt. Carlton McIntosh AE 14140523 

Sgt. William E. Ervin AR 19170231 

Sgt. Arthur L. Torness G 17036948 

Sgt. James E. Jefferson AG 33486265 

Passengers 

Sgt. Harry G. Holmberg 36331430 

Cpl. Joseph Sulin, Jr. 35599259 

Cpl. Walter E. Andress 32473368 

Cpl. Dennis W. McLaughlin 38439767 


2nd. Lt. Robert W. Carroll P 0680173 

1st. Lt. Wirt D. Walker CP 0661573 

2nd. Lt. Castleton D. Smith N 0750225 

2nd. Lt. John E. Hennessy B 0673163 

S/Sgt. Earl F. Brown E 35368548 

S/Sgt. Milfred K. Hathaway, Jr. R 31157119 

Cpl. Albert E. Childs AE 34266654 

Sgt. Randall C. Laing AR 36365095 

Cpl. Robert F. Miltner G 39827755 

S/Sgt. Melvin F. Schiefelbein AG 35307779 

Passengers 

M/Sgt. Julious E. Ryan, Jr. 18030400 

S/Sgt. Clayton R. Harvey 37276174 

Sgt. Walter D. Trinder 32383444 

Cpl. Louis J. Tora 12136206 


2nd. Lt. Donald R. Coleman P 0805892 

2nd. Lt. Edward P. Meents, Jr. CP 0750812 

2nd. Lt. Albert DiLorenzo N 0687932 

2nd. Lt. Donald H. James B 0752571 

S/Sgt. Stanley Malamut E 13154151 

Sgt. Royal V. Donihee R 38426739 

Sgt. George J. Robichau AE 11116192 

Sgt. Willis Mills AR 37419291 

Sgt. Ralph Meigs G 14135765 

Sgt. Bordie S. Haynes AG 34490741 

Passengers 

2nd. Lt. Marvin C. Onks 0799842 

T/Sgt. Henry A. Anderson 37164217 

S/Sgt. Roy N. Stroop 3312689 

Sgt. Mitchell J. Biernat 36310611 


2nd. Lt. Clair W. Cline P 0746302 

2nd. Lt. Robert O. Brockman CP 0687671 

1st. Lt. Adin S. Batson N 0687924 

2nd.Lt. Ted Strain B 0686204 

Sgt. Lin L. Teing E 3660326 

Cpl. Maurice M. Taylor R 35724736 

Sgt. Ira H. Loyd AE 36431449 

Sgt. Hubert A. Hunt AR 38321373 

Sgt. Robert H. Yarnell G 35668792 

Sgt. Albert Giliotti AG 32717371 

Passengers 

1st. Lt. Carl T. Yast 0570876 

T/Sgt. Herbert S. Chrzan 16027847 

S/Sgt. Lloyd S. Brewer 37263834 

Cpl. Ralph C. Erskine, Jr. 34770116

214 



2nd. Lt. Robert A. Martin P 0732039 

2nd. Lt. Joseph B.S. Johnson, Jr. CP 0751708 

2nd. Lt. Joseph E. Sutphin N 0741719 

2nd. Lt. John E. Johnston B 0752572 

S/Sgt. George C. Hunt E 33392182 

S/Sgt. Richard C. Thalhamer R 15335752 

Sgt. Melvin Porter AE 15325318 

Sgt. Charlie Flukinger, Jr. AR 18191275 

Sgt. Robert N. Metcalf G 35619527 

Sgt. Earl D. Hostetter AG 37499896 

Passengers 

2nd. Lt. Robert C. Klein 0864058 

M/Sgt. Wilfred Carroll 14040294 

S/Sgt. Robert M. Kellner 36262680 

Cpl. Milton A. Solomon 32573476 


2nd. Lt. Walter A. Yuengert P 0742103 

2nd. Lt. Edward A. Fox CP 0808980 

2nd. Lt. Charles E. Sloan N 0689677 

2nd. Lt. Rudolf F. Gabrys B 0751820 

Sgt. Howard L. Wilson E 33215816 

Sgt. Irving Kolokow R 12189812 

Sgt. Albert H. Backhaus AE 38273742 

Sgt. Dallas D. Beverlin AR 36707999 

Sgt. Edward F. Boss G 33227643 

Sgt. Herman Wittenberg AG 13124383 

Passengers 

S/Sgt. Edgar E. Lyon 16033854 

S/Sgt. Michael E. Gruzinski 33300726 

S/Sgt. Will T. Lee 35722767 

Cpl. John F. Muller, Jr. 12218746 


1st. Lt. Thomas J. Keene P 0429657 

2nd. Lt. James R. Bettcher CP 0751083 

2nd. Lt. Harold W. Smith N 0690687 

2nd. Lt. Edwin G. Moran B 0748015 

Sgt. Grover C. Bingham E 17122093 

Cpl. William J. Demetropoulus R 16156816 

Sgt. Brona D. Bottoms AE 18187423 

Sgt. Charlie L. Blanton AR 39394021 

Sgt. Frederick L. Krepser G 18226472 

Sgt. George S. Sansburn AG 39552768 

Passengers 

Capt. Glassel S. Stringfellow 0416361 

2nd. Lt. Harry J. Oppelt 0801356 

M/Sgt. Darwin T. Hall 7011025 

Cpl. John R. Shea 31110439 


2nd. Lt. David E. Manning P 0745722 

2nd. Lt. Robert F. Palicki CP 0808887 

2nd. Lt. Jerome Slepin N 0689676 

2nd. Lt. Arne O. Bergum B 0747568 

Sgt. David E. Lackney E 15082537 

Sgt. Philip H. Klum R 12186879 

Sgt. Irving Mazur AE 12036294 

Sgt. William S. Pennypacker AR 13137693 

Sgt. Joseph F. Kasprzak G 13155970 

Sgt. John B. Nelson AG 39275415 

Passengers 

2nd. Lt. James E. Smithson 0861750 

M/Sgt. James D. McIntyre 31118322 

S/Sgt. Stephen H. Burzenski 32229340 

Cpl. David Frank 32881627 


2nd. Lt. Abraham J. Kittredge P 0745907 

2nd. Lt. Charles E. Schmidt CP 0750861 

2nd. Lt. Harold E. Smith N 0620728 

2nd. Lt. Raymond Junkin B 0743791 

Sgt. Harry L. Harris E 39304390 

Sgt. Kenneth H. DeSoto R 19186251 

S/Sgt. Grady V. Howell, Jr. AE 34038420 

Sgt. Clinton D. Stackhouse II AR 18053801 

Pvt. Benjamin J.Ochart G 32501763 

Sgt. James C. Hussong AG 33552734 

Passengers 

T/Sgt. James H. Cackett 6974418 

Sgt. Billy C. Smith 37244995 

Sgt. William Thorne 32465234 

Cpl. Anthony Ruscetti 31180117 


1st. Lt. Myers Wahnee P 0724574 

F/O Stuart K. Barr CP T-61270 

2nd. Lt. Richard M. Hager N 0687941 

2nd. Lt. Walter S. Maszewski B 0688674 

S/Sgt. Walter Farmer E 18214291 

Sgt. Lawrence R. Reep R 14166172 

Sgt. Richard H. Elliott AE 18227023 

Sgt. William W. Cordray AR 35420351 

Sgt. John C. Copolla G 11111234 

Sgt. Edward J. McGraw AG 16057297 

Passengers 

1st. Lt. Lester F. Miller 0793358 

T/Sgt. Manlio A. DePaoli 32398673 

S/Sgt. William L. Camp 38317479 

Sgt. John A. Sager 36331018

215 



1st. Lt. Elmer H. Hammer, Jr. P 0389298 

F/O Morgan Goodpasture CP T-61188 

2nd. Lt. Morris A. Thomson N 0689691 

2nd. Lt. Roger E. Cuddeback B 0671293 

S/Sgt. Edwin J. Wingfield E 19175590 

Sgt. Thaddeus M. Domzalski R 6899699 

Sgt. Arthur R. Krueger AE 19124094 

Sgt. Francis A. Farris AR 36633396 

Sgt. Melvin P. Rosencranz G 11081549 

Sgt. Fred G. Rowe AG 16162393 

Passengers 

1st. Lt. Thomas J. Maye 01695844 

T/Sgt. Alfio A. Fontanella 11065954 

Sgt. Roland B. Wheeler 11071493 

Pvt. Emilie E. Tayofa 37344783 


Major Kenneth D. Squyres 1st. Lt. Kenneth C. Doty 

1st. Lt. Jack P. Edwards 1st. Lt. Andrew J. Hau 

1st. Lt. Joseph E. Kaiser 1st. Lt. Robert R. Thornton 

2nd. Lt. John A. Black 2nd. Lt. Henry B. Gabrielson 

2nd. Lt. Howard A Garaas 2nd. Lt. John J. Baldwin 

M/Sgt. William G. Cooper M/Sgt. Robert E. Futrell 

M/Sgt. Gerald W. Gensinger M/Sgt. Paul R. Riendeau 

M/Sgt. Reynaldo C. Valdez M/Sgt. Marvin V. Druen 

S/Sgt. Stewart R. Chandler T/Sgt. Kenneth C. Johnson 

S/Sgt. Torbio P. Hernandez T/Sgt. John E. McGuinness 

S/Sgt. Charles G. Manrose T/Sgt. Richard E. Chaney 

S/Sgt. George E. Murphy S/Sgt. Arthur E. Holder 

S/Sgt. Raymond R. Slocum S/Sgt. Max M. Myers 

T/Sgt. John L. Dodgen S/Sgt. Eugene M. Moisanen 

T/Sgt. Albert F. Kolb S/Sgt. Walter M. Rude 

Sgt. Harrell Blackeney S/Sgt. Herschel L. Hargrove 

Sgt. Keanon P. Cates Sgt. Herbert E. Jones 

Sgt. James F. Lynch Sgt. Thomas P. Nigri 

Sgt. Angelo Paradise Sgt. James C. Powers 

Sgt. Vernon L. Siegel Sgt. John L. Sullivan 

Sgt. James W. Woodul Sgt. Joe R. Voto 

Sgt. Murray D. Zimney Sgt. Billie B. Bell 

Cpl. Ralph H. Bent Sgt. Alfred E. Candelaria 

Cpl. William I. Davidson Cpl. Corydon T. Jennings 

Cpl. Dometrio T. Landi Cpl. Henry L. Pedicone 

Cpl. Donald E. Rink Cpl. Jerome R. Spielberg 

Cpl. James J. Kveton Cpl. Albert J. Barnabee 

PFC Daniel O. Burmeister Cpl. Ralph E. Bradford, Jr. 

PFC Hubert L. Pierson

216 



2nd. Lt. Thomas A. E. Foster P 0741894 

2nd. Lt. Francis G. Rogers CP 0687768 

2nd. Lt. Paul V. Dailey N 0736627 

2nd. Lt. Donald W. Hanslik B 0739094 

S/Sgt. James F. Brandt E 35741985 

S/Sgt. Arthur Angelo R 11100398 

Sgt. Charles F. Hipps AE 33253299 

Sgt. Chester W. Janeczko AR 36553040 

Sgt. Billie C. Pollard G 38425993 

Sgt. Umberto F. Ostarello AG 36604398 

Passengers 

S/Sgt. Clinton C. Harrison 18043198 

S/Sgt. Marvin V. Druen 35286136 

S/Sgt. Stewart R. Chandler 11023960 

Sgt. Corydon T. Jennings 6939175 


2nd. Lt. John R. McCune P 0741991 

2nd. Lt. Loyd F. Morse CP 0808577 

2nd. Lt. Maurice L. Hooks N 0672950 

2nd. Lt. James I. Misuraca B 0685087 

S/Sgt. Woodrow W. Yager E 34374567 

S/Sgt. Norrell B. Sawyer, Jr. R 38329184 

S/Sgt. Bernis F. Bowers AE 38319652 

S/Sgt. Kirk C. Dickson AR 33125833 

S/Sgt. Williard D. Cobb G 11085357 

S/Sgt. Earl R. Kennedy AG 17100533 

Passengers 

1st. Lt. Joseph E. Kaiser 0710387 

T/Sgt. Charles G. Manrose 17030425 

Sgt. Joe. R. Voto 35576246 

Cpl. Dometrio T. Landi 13086359 


2nd. Lt. Philip J. Chase P 0745621 

2nd. Lt. Bernard L. Reed CP 0750844 

2nd. Lt. Harry K. Farrell, Jr. N 0688013 

2nd. Lt. Roland B. Hallinger B 0673156 

S/Sgt. Arthur S. Meyerowitz E 32000985 

S/Sgt. Joseph De Frame R 11118062 

S/Sgt. Thomas M. McNamara AE 16088447 

S/Sgt. William D. Dunham AR 34303305 

S/Sgt. Anthony Walesik G 33034529 

S/Sgt. Howard R. Peck AG 39272980 

Passengers 

1st. Lt. Jack P. Edwards 0793143 

2nd. Lt. John A. Black 0806611 

2nd. Lt. Henry B. Gabrielson 0860698 

Sgt. Herbert F. Jones 16114162 


2nd. Lt. Alfred H. Locke P 0680460 

2nd. Lt. Errol A. Self CP 0805988 

2nd. Lt. John N. Hortenstine N 0673077 

2nd. Lt. Arthur C. DelClisur B 0688513 

Pvt. Virgil H. Carroll E 32414596 

Sgt. Frank Cappella R 32672842 

Sgt. Pedro S. Paez AE 39255107 

S/Sgt. Dale R. Van Blair AR 16076061 

S/Sgt. Albert N. Spadafero G 11090413 

S/Sgt. Henry L. Beisclair AG 14084140 

Passengers 

2nd. Lt. John L. Baldwin 0860778 

S/Sgt. George E. Murphy 35250626 

Cpl. Hubert L. Pierson 12101184 

Cpl. Daniel O. Burmeister 17146367 


1st. Lt. Alvin D. Skaggs P 0726497 

2nd. Lt. Benjamin F. Baer CP 0806604 

2nd. Lt. Donald C. Todt N 0750173 

2nd. Lt. Elbert F. Lozes B 0671380 

M/Sgt. George Glevanik E 33115177 

S/Sgt. Stanley C. Filipowicz R 11039297 

S/Sgt. Ray K. Lee AE 17014781 

S/Sgt. William E. Jackson, Jr. AR 15102452 

S/Sgt. Eugene Gaskins G 14082144 

S/Sgt. Francis X. Sheehan AG 16110241 

Passengers 

Major Kenneth D. Squyres 0406033 

1st. Lt. Arch C. Doty 0913666 

T/Sgt. Kenneth C. Johnson 19017049 

Sgt. Albert J. Barnabee 36566628 


2nd. Lt. John R. Tarrant, Jr. P 0676820 

2nd. Lt. Roland P. Thomason CP 0687719 

2nd. Lt. Grant W. Collins N 0687992 

2nd. Lt. Paul S. Markiewicz B 0685084 

Sgt. Roger E. Otto E 17069645 

Sgt. Bernard W. Janata R 15377089 

Sgt. William H. McAdoo AE 33256512 

Sgt. Louis A. Marcantonio, Jr. AR 11091423 

Sgt. Carl W. Loftus G 35643496 

Sgt. Alfred Salotti AG 12203692 

Passengers 

M/Sgt. Robert E. Futrell 17032131 

M/Sgt. Reynolds C. Valdez 18102186 

T/Sgt. Albert F. Kolb 32141941 

S/Sgt. James W. Woodul 6939291

217 



2nd. Lt. Gail A. Sheldon P 0805992 

2nd. Lt. Marion L. Peek CP 0809036 

2nd. Lt. John P. Lahart N 0687950 

2nd.Lt. Irwin R. Larson B 0749973 

T/Sgt. Norris M. Christian E 18115189 

Sgt. John L. McGrath R 31237174 

Sgt. Paul S. McCray AE 35635979 

Sgt. George H. Parker AR 14074246 

Sgt. Arthur C. Koth G 37655875 

Sgt. Sam E. Batchelor AG 32783734 

Passengers 

1st. Lt. Andrew J. Hau 0660993 

T/Sgt. Richard E. Chaney 36533403 

T/Sgt. John L. Dodgen 6928354 

S/Sgt. Billie B. Bell 13103027 


2nd. Lt. William F. Ferguson P 0681366 

2nd. Lt. Walter J. Bulawa CP 0808947 

2nd. Lt. Charles P. Weisenburgh N 0689706 

2nd. Lt. Harry Kasbarian B 0688359 

S/Sgt. Walter T. Kelly E 14040497 

PFC Wladyslaw R. Gerafin R 12171902 

Sgt. Henry W. Allen, Jr. AE 14187838 

Sgt. Norman F. Acido AR 19174760 

Sgt. Leon A. Ward, Jr. G 19203253 

Sgt. Bernard D. Prabucki AG 32731039 

Passengers 

1st. Lt. Robert R. Thornton 0430028 

M/Sgt. Paul R. Riendeau 11041902 

Sgt. Harrell Blakeney 34394406 

Cpl. Ralph H. Bent 34448756 


2nd. Lt. Harvey E. Broxton P 0747201 

2nd. Lt. Dwight W. Covell CP 0811341 

2nd. Lt. Robert F. Fauerback N 0687825 

2nd. Lt. Clair E. Sharp B 0746837 

Sgt. Donald V. Birdsall E 12171708 

Sgt. Joe K. Corziatti R 18194485 

Sgt. Robert E. Hudson AE 16162433 

Sgt. Keith C. Tindall AR 17127045 

Sgt. Irving Elba G 32711613 

Sgt. Henry Kubinski AG 36555495 

Passengers 

T/Sgt. John E. McGuinness 35353545 

S/Sgt. Toribio P. Hernandez 18117463 

S/Sgt. Arthur E. Holder 38049055 

Sgt. Murray D. Zimney 32415988 


2nd. Lt. Charles W. Billings, Jr. P 0805886 

2nd. Lt. William H. Thomas CP 0751490 

2nd. Lt. Everard P. Wandell N 0687968 

F/O Edward E. George B T-1527 

S/Sgt. Robert B. Kerrick E 19124091 

Cpl. Jack R. Callison R 34212424 

Sgt. Walter R. Johnson AE 13075999 

Sgt. Albert R. Kohl AR 33394522 

Sgt. Ulmer E. Bradley, Jr. G 34333520 

Sgt. John H. Briana AG 31294483 

Passengers 

1st. Lt. John E. D. Grunow 0422081 

S/Sgt. Eugene M. Moisanen 39185209 

S/Sgt. Raymond R. Slocum 37211151 

Sgt. Keenan B. Cates 39271325 


2nd. Lt. John R. Bringardner P 0737530 

2nd. Lt. Frank B. Jordon CP 0750608 

2nd. Lt. Marvin V. McCormick N 0406793 

2nd. Lt. Billy Gregory B 0688348 

Sgt. R. L. Cockrell E 14161944 

Sgt. George V. Crump R 11068765 

S/Sgt. Lawrence H. Ramming AE 18057181 

Sgt. Warren O. Watson AR 38140198 

Sgt. Charles A. Goud G 32720062 

Sgt. Joseph J. Marganski AG 11100792 

Passengers 

2nd. Lt. Howard A. Garaas 0861175 

M/Sgt. Gerald W. Gensinger 19016924 

Sgt. Donald E. Rink 16115013 

Cpl. Ralplh E. Bradford, Jr. 34649814 


2nd. Lt. William O. Ross P 0745186 

2nd. Lt. William T. Burkett CP 0686889 

2nd. Lt. George W. Wenthe N 0690750 

2nd. Lt. Richard H. Grant B 0666073 

S/Sgt. Arthur F. Mied E 16000220 

Sgt. Harold L. Kindt R 13094588 

Sgt. Norman C. Benson AE 37176337 

Sgt. Eddie J. Guidry AR 38263722 

Sgt. Charles Susine, Jr. G 32720096 

Sgt. Jack M. Garrett AG 6931747 

Passengers 

S/Sgt. Herschel L. Hargrove 19052983 

S/Sgt. Angelo M. Paradise 12131025 

Sgt. James F. Lynch 33318548 

Sgt. Thomas P. Nigri 12164850

218 



2nd. Lt. Jack Swayze P 0745215 

2nd. Lt. Marshall T. McRae CP 0678891 

2nd. Lt. Gary Young, Jr. N 0740686 

2nd. Lt. Arthur B. Rayburn B 0751843 

Sgt. Harry H. Gottlieb E 13151960 

Sgt. James H. Parker R 13119675 

Pvt. Ernest L. Wright AE 38055990 

Sgt. Warren J. Johnson AR 19178635 

S/Sgt. Angelo A. Valenzano G 12129290 

S/Sgt. William A. Keeler AG 35326310 

Passengers 

T/Sgt. Walter M. Rude 20944697 

T/Sgt. John L. Sullivan 31142763 

Sgt. James C. Powers 36446898 

Sgt. Vernon L. Siegel 32409076 

CREW #77 -- Aircraft #42-7764 

1st. Graham Guyton P 0390541 

2nd. Lt. Thomas R. Allen, Jr. CP 0807659 

2nd. Lt. Richard M. Wheelock N 0687970 

2nd. Lt. Pickney W. Seiders B 0751847 

S/Sgt. Woodrow Callahan E 6964020 

Sgt. Oscar L. Brown R 14085761 

Sgt. Dennis C. Quinlan AE 32556595 

Sgt. Kenneth Ciolek AR 34685047 

Sgt. Ralph K. Brannon G 36150354 

Sgt. Josh K. Askew AG 34563344 

Passengers 

Col. James McK. Thompson 017992 

Captain John S. Laws 0415499 

Major James R. Patterson 0472768 

1st. Lt. Minor L. Morgan 0660224 


2nd. Lt. Jack L. Black P 0442068 

2nd. Lt. Joseph Pemfret CP 0810214 

2nd. Lt. Peter A. Mermert, Jr. N 0690696 

2nd. Lt. Robert P. Burkartsmeier B 0688578 

Sgt. Charles C. Nissen E 32589610 

Cpl. Eugene J. Dworaczyk R 18201999 

Sgt. Michael J. Curran AE 37319744 

Sgt. Wilfred F. Haschle AR 37266508 

Sgt. Harold Benvenutti G 16168965 

Sgt. Richard L. Campbell AG 39273785 

Passengers 

M/Sgt. William G. Casper 20367101 

Sgt. William I. Davidson 33432354 

Cpl. Henry L. Pedicone 12185410 

Cpl. Jerome R. Spielberg 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 P 0-743045 

2nd Lt. Ernest J. Dellia CP 0-671301 

2nd Lt. James J Kenney B 0-743030 

F/O Leonard J. Levine N T122082 

S/Sgt Henry (NMI) Kunstler 32612248 

S/Sgt Albert C. Johnson Jr 33344383 

Sgt Lyle W. Johnson 37236946 

Sgt Clarence C. Thompson 16079278 

Sgt Leo F. Amell 12079325 

Sgt Felix J. Siojk 32571404 


2nd Lt. Max E. Turpin P 0-675891 

2nd Lt. Eldon H. Gueck CP 0-805910 

2nd Lt. Jack (NMI) Boykoff N 0-750177 

2nd Lt. Robert W. Adams B 0-684122 

S/Sgt William F. Hallman 14142190 

S/Sgt Clyde A. Burnette 14141825 

S/Sgt Thomas R. Culpepper 14180050 

Sgt George A. Daneau 11021582 

Sgt William R. Phillips 15089281 


2nd Lt. Stanley C. Cooper P 0-533917 

2nd Lt. Wesley V. Helvey CP 0-805916 

2nd Lt. Michael J. Shonesky N 0-673821 

2nd Lt. Charles E. Faller B 0-684145 

S/Sgt Thomas W. Patterson 38338554 

S/Sgt John A. Yatsko 35351914 

Sgt Frank J. Demaine 12189633 

Sgt Albert (NMI) Digioia 32365095 

Sgt Julius H. Dothage 37402124 

Sgt Joseph F. Nickerson 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 


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 

10 April, 1944 To 712 th Squadron 

2 nd Lt. William R. Hayes P 0807436 

2 nd Lt. F. Schrammel CP 0817282 

2 nd Lt. Stephen P. Tiffany B 0698240 

2 nd Lt. Calvin J. Ellis N 0689455 

S/Sgt Richard Anderson 31144511 

S/Sgt Leon L. Watson 35347140 

Sgt Atlee (nmi) Arola 32729518 

Sgt James H. Johnson 18135249 

Sgt Gabriel A Latsko 33298420 

Sgt Paul W. Sorensen 39568993 


2 nd Lt. Thomas M. Plese P 0807044

221 

2 nd Lt. Lawrence E. 

Anderson CP 0806031 

2 nd Lt. Richard P. Tustin B 0814449 

F/O Lt. Alfred B. 

Tallman Jr N T-1575 

S/Sgt Roy E. Herndon 17122516 

S/Sgt Joseph E. Holmes 11117911 

Sgt Roland M. Oheyne 36400251 

Sgt John S. Davis 13100224 

Sgt John B. Murphy Jr 11036674 

Sgt Dale B. Stensrud 17155439 


2 nd Lt Raymond Peterson P 0808471 

2 nd Lt Joseph H. Wells CP 0695115 

2 nd Lt Barry S. Brook B 0694323 

F/O Kenneth A. Moulten N T-122066 

S/Sgt John R. Myer 15196732 

Sgt Obert T. Bjorseth 37175175 

Sgt John (nmi) Gedz 16041662 

S/Sgt Denver L. Putman 37324697 

Sgt Frank E. Carlson 20759430 

Sgt Louis A. Mauduit 18171029 


2 nd Lt William W. Blanck P 0808340 

2 nd Lt Dee L. Johnson CP 0684740 

2 nd Lt William Carlson B 0814246 

2 nd Lt Joseph (nmi) 

Risovich N 0754852 

S/Sgt James A. Chambers 1416246 

S/Sgt Joseph E. Harney Jr 11111620 

Sgt John B. Barker 18215974 

Sgt John L. Burns 37380177 

Sgt Stanley Pasternak 32326895 

Sgt James R. Tune 38428344 


2 nd Lt John W. Cathey P 0806373 

2 nd Lt Arthur J. Brisson CP 0751983 

2 nd Lt Joseph J. Knederis B 0814346 

F/O Carl M. Carlson N T-1686 

T/Sgt Culmer H. Darby 20304517 

S/Sgt Clifton W. Linnell 11118117 

S/Sgt Russell E. Howle 15097532 

Sgt Jack (nmi) Arluck 33426161 

Sgt Anthony J. Novelli 12158891 

Sgt Arnold J. Wetzel 32466922 


2 nd Lt Roy A. Fischer P 0747385 

2 nd Lt Victor F. Hoff CP 0751329 

2 nd Lt Robert F. Poole B 0695694 

2 nd Lt John H. Williams N 0741431 

S/Sgt Trevor V. Chatfield 14067521 

S/Sgt Leroy S. Dausman 36414751 


S/Sgt Pietro A. Romano 11130608 

Sgt Ray L. Goudy 16160271 

Sgt Maurice (nmi) Oliver 18117473 

Sgt John C. Olney 38370120 

REPLACEMENT CREWS – May, 1944 

6 May, 1944 To 713 th Squadron 

1 st Lt. Charles F. Mills P 0789734 

1 st Lt. John L. Guthrie CP 0561170 

2 nd Lt. Orlin L. Munns B 0702171 

2 nd Lt. John B. Shields BN 0694507 

S/Sgt Robert G. Cutrone 32737209 

S/Sgt Dale A. Van Vorce 15070615 

Sgt Thomas M. Alston 19100844 

Sgt Elmer L. Morgan 37500623 

Sgt John C. Wemmert 36814033 

Sgt Emil P. Zahmow 37165866 


2 nd Lt. Thomas K. Foster P 0744267 

2 nd Lt. Robert G. Silver Jr CP 0751045 

2 nd Lt. Robert C. Phillips ?? 0697507 

2 nd Lt. Donald R. Allen B 0703697 

2 nd Lt. Nunci J. Piucci N 0695524 

S/Sgt Warren W. Duncan 15103389 

S/Sgt Benjamin C. Kirschner 39405684 

Sgt John R. Foss 34707354 

Sgt Edward H. Owen 16116533 

Sgt Leonard M. Siegel 13142404 

Sgt Robert B. Spruill 14080837 


2 nd Lt. Ulrich W. Tschanz P 0805538 

2 nd Lt. James R. Pruitt CP 0816575 

2 nd Lt. Lionel Greenberg B 0703242 

2 nd Lt. Charles W. 

Penhorwood N 0744212 

S/Sgt Arthur O. Archambault 31173522 

S/Sgt Robert H. Kuck 16144168 

Sgt Hulick H. Barney 39857402 

Sgt Arlin W. Turner 18140043 

Sgt Frederick A. Schoonmaker 32734039 

Sgt Jap R. Wilson Jr 18076005 


2 nd Lt. Jack L. Mercer P 0810916 

2 nd Lt. John D. Masters CP 0758712 

2 nd Lt. John E. Neel B 0702172 

2 nd Lt. Warren G. PhillippiN 0695523 

S/Sgt Allah M. Johnson 39408979 

S/Sgt William G. Rekart 35546615 

Sgt Thomas Mistretta 30207255 

Sgt Thomas C. Murphy 37559557 

Sgt Charles E. Nelson 32606827 

Sgt Francis A. Oltman 32000266

222 

10 May, 1944 To 712 Squadron 

2 nd Lt. Raymond A. 

Wermeyer P 0749370 

2 nd Lt. Jerold I. Grosscup CP 0685117 

2 nd Lt. Mathew L. Crovitz B 0686231 

2 nd Lt. Ralph A. Hagerty N 0692489 

Sgt Alvin W. Shaw 38002227 

S/Sgt Herman L. Caruso 32491419 

Sgt Sigmund Borowicz 16149171 

S/Sgt Floyd R. Myers 13110172 

Sgt George L. Shadi 32712151 

Sgt Edward F. Jones 31219006 


2 nd Lt. John R.B.Swartzel P 0755785 

2 nd Lt. Paul F. Dwyer CP 0700712 

2 nd Lt. Francis E. Azevedo B 0761022 

2 nd Lt. William L. 

Conglaton N 0702017 

S/Sgt Kenneth E. Buck 19095637 

Sgt John J. Cornwall 33099397 

Sgt William A. Hamner 37554286 

Sgt Joseph E. Bernier 31260146 

Sgt Harold C. Coorsey 37551120 

Sgt Harvey C. May 18089684 


2 nd Lt. Michael Kuchwara P 0751155 

2 nd Lt. Robert P. Nimmq CP 0761826 

2 nd Lt. Morel H. Papa B 0698906 

2 nd Lt. Robert H. Cooper N 0705951 

S/Sgt Calvin C. Crumbley 34686327 

S/Sgt Richard J. Subay 35535596 

Sgt Lawrence J. Kennedy 31242459 

Sgt Jones J. Hyman Jr 14109533 

Sgt Harold J. Romar 32861806 


2 nd Lt. John A. White P 0128586 

2 nd Lt. Richard T. Looms CP 0700634 

2 nd Lt. D.R. Crandall B 0761046 

2 nd Lt. Robert C. Knapp N 0678368 

S/Sgt Victor L. Cieslewicz 32829960 

S/Sgt Frank A. Paladino 32816209 

Sgt Clyde H. Bush 14190404 

Sgt Eugene J. Eck Jr 33504264 

Sgt Walter L. Shipley 33576194 

Sgt Stanley J. Wasielewski 35052631 


2 nd Lt. Henry S. Hasiak P 0702043 

2 nd Lt.William A. Warke CP 0693082 

2 nd Lt. Robert T. White B 0684924 

2 nd Lt. Edgar C. Scanlon Jr 

N 0701312 

S/Sgt Jerry M. Parsons 16035535 


S/Sgt Robert J. Cashin 37553432 

Sgt Millard L. Brown 15171462 

Sgt Robert B. Thompson 17066011 

Sgt Norman H. Johnson 36740128 

Sgt Gordon W. Wright 12072510 


1 st Lt. Wade H. Williford P 0796932 

2 nd Lt. Frederick A.Burns CP 0690361 

2 nd Lt. Henry N. 

Vanderster B 0816007 

2 nd Lt.Robert M.Wagoner N 0747685 

S/Sgt Charles D. Dennis 33296402 

S/Sgt William E. Larecy 18191917 

S/Sgt Jack (nmi) Matau 35373000 

S/Sgt Elmer E. Hinnenkamp 37243033 

S/Sgt Eugene A. Lloyd 13170475 

S/Sgt Ray H. Wingate 15354833 


2 nd Lt. Alexander J. 

Shogan P 0812674 

2 nd Lt. Joseph R. Dowalo CP 0761906 

2 nd Lt. George E. 

Farschman B 0700720 

2 nd Lt. Edgar N. Clyde N 0701566 

S/Sgt Edward J. Brunetti 37401441 

S/Sgt Vincent Majewski 12098906 

Sgt Robert A. Berman 16089526 

Sgt Leslie H. Douglas 38371608 

Sgt Riley L. Golden 34764141 

Sgt Merril N. Smith 39909895 


2 nd Lt. Ralph T. Welsh P 0755811 

2 nd Lt. Alonzo A. Bacon CP 0760225 

2 nd Lt. Frank J. Erbacher B 0700713 

2 nd Lt. Phillip M. Goplen N 0699069 

S/Sgt Isadore A. Buechner 36810940 

S/Sgt Alfred R. Carrington 13116923 

Sgt Charles T. Berrier Jr 18014682 

Sgt Kenneth R. Snyder 33564734 

Sgt Robert K. Snyder 33564733 

Sgt Vincent K. Torfin 37549075 


1 st Lt. Wayne L.Carmead P 0725143 

2 nd Lt. James A. Burt CP 0701891 

2 nd Lt. Glenn R. Mack B 0712625 

2 nd lt. Joseph L. Borsh N 0697765 

S/Sgt Frank (nmi) Patico 12163953 

S/Sgt Ellis W. Register 39279329 

Sgt Roland F. Alling 32041217 

Sgt John M. Garrity 13078399 

Sgt Spencer B. Tisenby 33450852 

Sgt Jack (nmi) Yeaman 35094550 

23 May, 1944 To 714 th Squadron

223 

1 st Lt. Donald A. Briox P 0730071 

2 nd Lt.Thornton M.BrownCP 0701898 

2 nd Lt. Walter K. Kurk B 0712602 

2 nd Lt. James P. Bonnell N 0697763 

S/Sgt Mathew M. Gill 11101269 

S/Sgt Raymond L. Swinehart 36725295 

Sgt Howard O. Giles 32916714 

Sgt Carl M. Johnson 37662603 

Sgt Russell F. Kelly 37601472 

Sgt William E. Wallace 36417002 


1 st Lt. William H.Gibson P 0437393 

F/O John K. Elam CP T-123927 

1 st Lt. Lawrence W. 

Nichols Jr B 0668746 

2 nd Lt. Arthur M. ColemanN 0700864 

S/Sgt John P. Gallagher 32748370 

Sgt Earl W. Lathrop 37513289 

Sgt Clarence H. Landon 17127399 

Sgt Leonard C. Lundgren 39569989 

Sgt Gordon C. Wendling 37554062 

Sgt Marion J. Barbre 13033490 


2 nd Lt. Louis U. Weitzel P 0886046 

2 nd Lt. Norman R. 

Doughty CP 0163732 

2 nd Lt.Vincent A.Scarpino B 0712677 

2 nd Lt. Allen D. Cassady N 0697990 

S/Sgt Donald M. Langland 39280955 

S/Sgt Leo F. Czekuc 16086691 

Sgt Fornie G. Burley Jr 38467657 

Sgt Jack W. Clair 39404665 

Sgt Jay L. Hendrickson 37552207 

Sgt Charles Mathison 34802625 


2 nd Lt. Edward K. 

Schultz Jr P 0693070 

2 nd Lt. Aaron E. Caplan CP 0703006 

2 nd Lt. Vaiden U. Dozier B 0690385 

2 nd Lt.Michael J.Kentosh N 0701428 

S/Sgt Francis S. Dorman 39121768 

S/Sgt Ralph F. Hannah 34601186 

Sgt Frank J. Bernard 15087102 

Sgt Alfred C. Dupuis 31269193 

Sgt Hervey N. Whitfield 38370714 

Sgt Rudolph J. Ujcic 33427246 


2 nd Lt. Peter D. MacVean P 0886043 

2 nd Lt. John E. Hurley CP 0706182 

2 nd Lt. John Savich B 0712676 

2 nd Lt. Lawrence E. 

Carney Jr N 0697988 

S/Sgt Charles E. Messerli 37470822 


S/Sgt Harry G. Pace Jr 16059707 

Sgt Marshall L. Adamson 37553875 

Sgt John J. Ruelle 36451286 

Sgt Robert W. Slack 39912946 

Sgt Leo Williams 38450998 


2 nd Lt. Andrew N. Panicci P 0809034 

2 nd Lt.Miles B.Drawhorn CP 0701989 

2 nd Lt.John H.Schlicher Jr B 0712679 

2 nd Lt. Duane G. 

Christensen N 0697767 

S/Sgt Howard A. Lindstrom Jr 11096394 

S/Sgt James S. Bourne Jr 20449914 

Sgt Walter E. Anderson 37553220 

Sgt Lawrence R. Chandler 36420424 

Sgt Walter L. Maddox 19143330 

Sgt Leland C. Wright 35606442 


2 nd Lt. Clive J. Howell P 0812266 

2 nd Lt. Victar D. Dothcek CP 0697993 

2 nd Lt. Arthur B. Majestic B 0701940 

F/O Lt.Robert J.Branizza N T-125180 

S/Sgt Herschel O. Hamblin 13062783 

S/Sgt Bertil S. Johnson 35099377 

Sgt George J. Grubisa 32916135 

Sgt James L. Vajgl 35527301 

Sgt Alexander Istvanovich 37551499 

Sgt Sammie D. Vinson 14177911 


2 nd Lt. Kenneth D. Miller P 0816344 

2 nd Lt. Donald E. Ericson CP 0820732 

2 nd Lt. Gilbert S.Newman B 0707312 

2 nd lt. Charles A.Albrecht N 0706767 

S/Sgt Carl C. Gillespie Jr 35618326 

S/Sgt Jesus A. Balderrama 18097389 

Sgt Robert J. Allaire 31321177 

Sgt Charles J. Balkash 12030926 

Sgt Donald C. Butzer 33168929 

Sgt Chester H. Anderson 19124405 


2 nd Lt. Glenn F. Jones P 0745107 

2 nd Lt. Lloyd W. Kilmer CP 0699677 

2 nd Lt. James R. Cooper B 0712780 

2 nd Lt. Donald S. Powell N 07015080 

S/Sgt Wilton L. Tawwater 38369444 

S/Sgt Lester C. Smith Jr 34705391 

Sgt James B. Baker 38453284 

Sgt Harry P. Barker 17076386 

Sgt Olaf Bratland 37549500 

Sgt Oscar E. Clayton 33628616 


Capt Alfred C. Fox P 01699253 

1 st Lt. Louis Cepelak CP 01172408

224 

2 nd Lt. Leo L. Lovel B 0708267 

2 nd Lt. Dudley T. Hall N 0684964 

S/Sgt Martin A. Wiencek 36635105 

S/Sgt Harold Goltz 36725357 

Sgt Sherman Hammon 39462177 

Sgt William G. McCabe 38467568 

Sgt Neal H. Pauley 19133990 

Sgt Verne S. Franklin 37515321 


2 nd Lt. Gaylord E. Felton P 0691250 

2 nd Lt. Vito R. Scorrano CP 0702339 

2 nd Lt. Raymond W. 

Bearden B 0708390 

2 nd Lt. John T. Polashek N 0699053 

S/Sgt William P. Brown 15057778 

S/Sgt Joseph F. Hollwood Jr 11103701 

Sgt Maynard D. Davis Jr 20441422 

Sgt Raymond W. Duran 32863803 

Sgt William D. George 14142421 

Sgt Gerald D. Yoquelet 35550361 

28 May, 1944 To 715 h Squadron 

2 nd Lt. Leroy A. Dunston P 0693793 

2 nd Lt. Robert D. 

Kitchingman CP 0699376 

2 nd Lt. Charles F. Gavalek N 0708441 

F/O Walter Woodward B T-123256 

S/Sgt Earl W. Bernard 16014444 

S/Sgt Emil A. Glos Jr 39279338 

Sgt Joseph I. Berg 36809886 

Sgt Tony Burciaga 38415479 

Sgt Blaine O. Bonewell 38563284 

Sgt Julian Proctor 34651641 

REPLACEMENT CREWS – June, 1944 

June 2, 1944 To The 713 th Squadron 

2 nd Lt. Leland L.Beckman P 0693915 

2 nd Lt. Charles A. Yant CP 0819243 

2 nd Lt.William F.Gavenda B 0706926 

2 nd Lt. Morris F. Epps N 0698536 

S/Sgt Avery L. Knight 20951889 

S/Sgt Robert R. Reed 31257194 

Sgt Dowey Conn 15119160 

Sgt George C. Copeland 18108467 

Sgt Michael J. Eannone 32891699 

Sgt Dan A. Wais 35788495 


2 nd Lt. George w. Wilson P 0692843 

2 nd Lt. William Beck CP 0817378 

2 nd Lt. Robert J. Gann B 0707040 

2 nd Lt. Stash J. Fridye N 0698543 

S/Sgt Emil J. Lukas 16077719 

S/Sgt Edward J. McNulty 12121713 


Sgt Richard J. Liedahl 37558286 

Sgt Albert J. McKinnon Jr 38465380 

Sgt Robert A. Rudolph 12148861 

Sgt Joseph B. Starek 33423281 


2 nd Lt. Steward W. Felker P 0813491 

2 nd Lt. Walter J. Johnson CP 0702441 

2 nd Lt. James F. Beaver B 0760987 

2 nd 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 


2 nd Lt. Leroy Conner P 0690934 

2 nd Lt. Rex H. George CP 0708445 

2 nd Lt. Thaddeus L. 

Grochowski B 0702270 

2 nd 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 712 th Squadron - This must be a 

crew reassignment. Note that they were assigned on May 

13, 1944 to the 715th squadron. 

2 nd Lt. William A. Warke P 0693082 

2 nd Lt. Robert T. White CP 0684924 

2 nd Lt.Edgar C.Scanlon Jr B 0701312 

2 nd 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 


2 nd Lt. George W. Booth P 0815061 

2 nd Lt. Richard W. Davies CP 0717575 

2 nd Lt. Somon G. Pilson B 0821353 

2 nd 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 


2 nd Lt. Mauro Dellaselva P 0816706 

2 nd lt. Jerome Israel CP 0712572

225 

2 nd Lt. Cyrus J.Alexander B 0704866 

2 nd Lt. Milton V. Bates N 0703423 

S/Sgt Leo H. Mays 33532342 

S/Sgt Leo J. Lorenz Jr 16083793 

Sgt Raymond R. Baldridge 38415285 

Sgt James M. Childers 36343748 

Sgt Gerald M. Brooks 36458478 

Sgt Raymond L. Wolhaupter 37563766 


2 nd Lt. Wilmer E. Goad P 0684313 

2 nd Lt. Donald L. Farrar CP 0692542 

2 nd Lt. Robert C. Hagan B 0694668 

2 nd Lt. Matt C. Reynolds N 0690822 

S/Sgt Jack W. Dougan 33411369 

S/Sgt James C. Flowe 34606522 

S/Sgt William D. Crist 17166279 

S/Sgt Anthony A. Raschi 11105581 

S/Sgt Samuel Sherkin 32619909 

Sgt Glenn K. Copeland 17128185 


2 nd Lt. Aldrich A. Deahos P 0695733 

2 nd Lt. Harry Schwartz CP 0820841 

2 nd Lt. Robert E. Lee B 0712609 

F/O James R. Horst N T-124037 

S/Sgt John H. Copeland 35544943 

S/Sgt Lorene r. Alexander 34771241 

Sgt Wilbur M. Hedblade 39573636 

Sgt James L.Houston Jr 14135586 

Sgt Arthur H. Peterson 32393682 


2 nd Lt. Billie C. Blanton P 0663471 

2 nd Lt. Glenn L.. Brown CP 0701892 

2 nd Lt. George E. Klein B 0712592 

2 nd Lt. Fred Berkard N 0697984 

S/Sgt Adrian J. Denbroeder 31242442 

S/Sgt Robert P. Lawson 39477278 

Sgt Armor L. McKain III 33506938 

Sgt Paul E. Sherlock 35790464 

Sgt Salvatore J. Sparacio 32639951 

Sgt Bernard Stelzer 12127655 


2 nd Lt. Charles E. Fouche P 0695786 

2 nd Lt. Grenville K. Baker CP 0819192 

2 nd Lt. Samuel E. Martin B 0712072 

2 nd lt. Alan N. Houghton N 0704204 

S/Sgt Eugene E. Mortimer 15121484 

S/Sgt Harry A. Striker Jr ????????? 

Sgt Charles B. Lackner 16132383 

Sgt Walter Dukas 36741204 

Sgt Albert Marquez 16187438 

Sgt William O. Watts 6396841 


2 nd Lt. Marshall L. ?????? P 0693924 

2 nd Lt. ?????? W. ?????? CP 0703403 


2 nd Lt. ?????? E. ?????????B ???????? 

F/O ?????? L. Symonds N T-123654 

S/Sgt ????? M. Stephen 15020112 

Sgt ?????? ? Barker 37237540 

Sgt ?????? ? Luna 36366920 

Sgt????????????????? 19186110 

Sgt Robert B. Morgan 18139966 


2 nd Lt. William C.Dogger P 0697624 

2 nd Lt. Harvey L. Luke Jr CP 0712862 

2 nd Lt. Joseph Remitz B 0705429 

2 nd Lt. Raymond E. 

Sumrell N 0703535 

S/Sgt Wallace Kaplan 32417924 

S/Sgt Richard B. Smith 35542432 

Sgt Arthur H. Keeling 36422811 

Sgt Clarence W. Kronbetter 36459122 

Sgt Ben Maness Jr 34800896 

Sgt John G. Shia 11065201 


2 nd Lt. Carl A. Eggert P 0692864 

2 nd Lt. Augustine J. 

Adomants CP 0820690 

2 nd Lt. John W. Cone B 0713134 

2 nd Lt. Robert E. Hosse N 0704203 

S/Sgt Harry N. Harcis 16146257 

S/Sgt Edward P. Schichel 32131077 

Sgt Robert Lloyd 33430722 

Sgt Donald F. Mach 36459074 

Sgt Harley D. Plante 31299299 

Sgt John S. Sexton 34138838 


1 st Lt. Alwyn F. ??????? P 0693942 

2 nd Lt. Frederick L.Butler CP 0699506 

2 nd Lt. John H. McBroom B 0817843 

2 nd Lt. Roy D. Thompson N 0712703 

S/Sgt Harold Shapiro 39277650 

Sgt James E. Wells 14170895 

Sgt George H. Bonner 31315653 

Sgt Gordon L. Lowe 34721324 

Sgt Walter Modjecka 35552764 

Sgt Prentiss H. Price 34613906 


2 nd Lt. Edward J. Malone P 0663538 

2 nd Lt. Theodore A. 

Sengerman CP 0823724 

2 nd Lt. Wilfred L.Kimball B 0708206 

2 nd Lt. William F.Kerner N 0709923 

S/Sgt Carl V. Hoppe 36562772 

S/Sgt William P. Lantz 3503614 

Sgt Webb M. Floyd 20407423 

Sgt Frank D. Hobbs 31374364 

Sgt Walter F. Krueger 39619583 

Pvt Richard W. Beteau 31265832

226 


2 nd Lt. Michael M. 

Senkewitz P ???????? 

2 nd Lt. Milton Halpern CP ???????? 

F/O Michel M. Herbst B T-124758 

2 nd Lt. Leon Shapiro N 0708277 

S/Sgt James P. Bennett 328???81 

S/Sgt ????? D. Connell 17083219 

Sgt Martin M. Bingham 32929444 

Sgt Kenneth F. Bradfield 37528316 

Sgt Ray B. Crepes 16169420 

Sgt Darwin Miller 36867001 


2 nd Lt. Cecil R. Frensko P 0696355 

2 nd Lt. Odus E. Jones CP 0819405 

2 nd Lt. Richard B. Kimball B 0712132 

2 nd Lt. Thomas C. 

Breckson N 0708?46 

S/Sgt Stanley S. Tabel 3131?899 

S/Sgt Floyd K. Gardner 36386669 

Sgt John J. Hadamik 36650832 

Sgt Bernard A. Kelley 17120834 

Sgt John G. Legner 35788445 

Sgt Antonio A. Sciachitano 17155164 


Capt Gordon R. Koons P 0428507 

2 nd Lt. Edward E. Hanson CP 0820006 

2 nd Lt. Ralph C. Dimick B 0713007 

2 nd Lt. Charles W.Bonner N 0703429 

S/Sgt Robert M. Avery 19055485 

S/Sgt Elven O. Coleman 14142308 

Sgt Edward E. McGinnis 39208597 

Sgt James C. Popp 33675524 

Sgt John L. Meeker 38223332 

Sgt Enoch C. Slack 34607237 


Capt Andrew J. 

Andreson Jr P 0391093 

2 nd Lt. John W. Allen Jr CP 0763828 

2 nd Lt.William G.Newlon B 0712419 

2 nd Lt. Vernon L. Gilmore N 0698883 

S/Sgt Mathew W. Spahn 36216344 

S/Sgt John H. Reis 15113353 

Sgt Otto R. Palumbo 32840613 

Sgt Robert C. Schweitzer 33682852 

Sgt Robert F. Kalous 32880507 

Sgt Charles F. Donati Jr 32787054 


2 nd Lt. Lloyd H. Haddock P 0695739 

2 nd lt. Robert J.Rentschler CP 0819414 

2 nd Lt. Crystal Lang B 0712606 

2 nd Lt. Pat Farris N 0706827 

S/Sgt Franklin Holtmeier 33171371 

S/Sgt Richard M. Kennedy 12096831 


Sgt Ernesto Concepcion 32886753 

Sgt Lester E. Seabaugh 37519903 

Sgt William V. Pyke 19161730 

Sgt Everett W. Marah 37620884 


1 st Lt. Harold C. Turpin P 0807541 

2 nd Lt.Charles W.Wilson CP 0704863 

2 nd Lt. Robert J. Nystrom B 0715412 

2 nd Lt. Theodore J. 

Conway Jr N 0703454 

Sgt Thomas A. 

Loughlin Jr 36851964 

S/Sgt Keith D. Wann 39117819 

S/Sgt Walter D. Bookamer 13109114 

Sgt James S. Smidy 33667892 

Sgt Joseph Skledar Jr 33431803 

Sgt Leo A. VanWorst 32813059 


1 st Lt. James H. Brownell P 0392071 

2 nd Lt. Roy M. Johnston CP 0704941 

2 nd Lt. Lawrence R. 

Hastings B 0713177 

2 nd Lt. John E. Cumming N 0703461 

S/Sgt Stanley E. Womack 39279099 

S/Sgt Beurall K. Binns 38452541 

Sgt Walter Johnson Jr 37497081 

Sgt Robert B. Kress 35632387 

Sgt Lee A. Parsons 35218774 

Sgt Clarence M. Smith 34607622 


1 st Lt. Marcus S. Horton P 0885996 

2 nd Lt. Floyd D. Mahl CP 0712415 

2 nd Lt. Erwin J. Kaidy B 0764139 

2 nd Lt. Milton Q. Alber N 0685414 

S/Sgt Kenneth W. Prieb 17131824 

S/Sgt Lynn H. Satterfied 34726926 

Sgt Robert E. Morel 35800893 

Sgt Robert L. Reeves 19136151 

Sgt Harold E. Fowler 34677771 

Sgt Fred A. Ozbirn 39039218 


2 nd Lt. James E. Hande P 0700924 

2 nd Lt. James W. Kelly CP 0767562 

2 nd Lt. Stanley Milberg B 0711458 

F/O Thomas S. Dolan N T-2515 

S/Sgt Ernest J. Atchley 14123141 

S/Sgt Arthur N. Weisz 15374533 

Sgt James R. Martin 14190906 

Cpl Frank Gavura 35892692 

Cpl John C. Guisto 32894262 

Cpl Walter L. Buhr 37538204 


2 nd Lt. Harry W. Kraus P 0761129 

2 nd Lt. Edward T. Luszcz CP 0768150

227 

2 nd Lt. Lawrence J. Wolfe B 0708605 

2 nd Lt. Norval S. Hovey N 0766270 

Sgt John Q. Adams 36813515 

Sgt Kuell Hinson 34729617 

Sgt Earl R. Kennedy 38439451 

Cpl Earl J. Estes 35892315 

Cpl Warren W. Fankhauser 35759849 

Cpl William K. Perry 38419774 


2 nd Lt. William C. Beall P 0761852 

2 nd Lt. Harry E. Betts CP 0767977 

2 nd Lt. Harvey C. Baker B 0709463 

2 nd Lt. Charles E. 

Langton Jr N 0766294 

S/Sgt Otto K. Smith 18202005 

Sgt John C. Bruno 32605097 

Sgt John M. Jenkins Jr 34602346 

Cpl George W. Dickinson 20225687 

Cpl Carl E. Himes 33757446 

Cpl Peter J. Murray 32456666 


2 nd Lt. James J. 

Schierbrock P 0699776 

2 nd Lt.Charles W.Meining CP 0767599 

2 nd Lt. Willis E. Cobb B 0711341 

2 nd Lt. Glen M. Larsen N 0766295 

S/Sgt Francis P. Horan 19089823 

S/Sgt Robert E. Simmons 11082391 

Sgt George D. Jeffries 15377838 

Sgt Joseph T. Marek 39557546 

Sgt Verlon A. Pallmer 38507597 

Cpl William W. Rowe 38352599 


F/O Elliott J. Sidey P T-1882 

2 nd Lt. John P. Deren CP 0712088 

F/O Melvin Krisel B T-12349 

2 nd Lt. William E. 

Sallade II N 0716961 

S/Sgt John S. Thomson 13112482 

S/Sgt Louis A. Owens 35094874 

S/Sgt Ralph E. Mull 33236631 

Sgt Ernest R. Easterling 14130912 

Sgt John M. MacDonald 39618727 

Sgt Michael Perkowski 32826132 


2 nd Lt. Dale E. Grubb P 0697412 

2 nd Lt.Edwin W.Carnahan CP 0705227 

2 nd Lt. Bernard Epstein B 0712535 

2 nd Lt. Norman G. Marks N 0716922 

S/Sgt Frank S. Thomas 34800965 

S/Sgt John E. Everett 34608727 

Sgt John O. Barnes 37282755 

Sgt John R. Etherington 32487582 

Sgt Clare W. Hubbard 36459200 


Sgt Eusebio Rodriguez Jr 18197677 


2 nd Lt. Huntington S. 

Gruening P 0760729 

2 nd Lt.Thomas C.Dahlgren CP 0768472 

2 nd Lt. John A. Bolton B 0710843 

2 nd Lt.William B.Norman N 0765341 

Sgt Frank C. Dow 14102360 

S/Sgt Lester F. Haughton 16111367 

Sgt Ray L. Syrles 38405523 

Cpl George E. Hyde Jr 37538367 

Cpl Frank J. Wilcheck 37620869 

Pfc Edwin B. Hungerford 37611178 


2 nd Lt.Richard M. Moody P 0761256 

2 nd Lt.Douglas P.Pederson CP 0768209 

2 nd Lt. Jack Glichsman B 0709343 

2 nd Lt.Robert M. 

Thompson N 0765768 

S/Sgt William R. Gamble 33675510 

Sgt Robert A. Bacon 33453497 

Sgt Raymond R. Grambau 16134775 

Sgt Joseph J. Hannon Jr 20262532 

Cpl William J. Maynard 35873288 

Cpl Harold E. McBurney Jr 37675906 


2 nd Lt. Orville L. Daenzer P 0700396 

2 nd Lt. Paul L.Grossinger CP 0825622 

2 nd Lt. John C. Morris B 0712886 

2 nd Lt. Robert S. Wheeler N 0717004 

S/Sgt Charles F. Sparenberg 13075941 

S/Sgt Hugh K. Burleigh 13021606 

Sgt Clifford Blalock 36539045 

Sgt John A. Czarnowski 31089542 

Sgt Ned W. Thomas 33255948 


2 nd Lt. Harold A. Piper P 0700535 

2 nd Lt. Edwin E. 

Peckmann CP 0764133 

2 nd Lt. Daniel F. Mangin B 0713037 

2 nd Lt.Maurice L. 

Ashkikaz N 0716820 

S/Sgt Angelo W. Percaccciolo 32867227 

S/Sgt Arthur F. Decker 36480121 

Sgt Robert C. Baker 39212940 

Sgt David N. Cassell 33655802 

Sgt Gilbert F. Morris Jr 38344789 

Sgt Albert I. Schletter 32934891 


2 nd Lt. Wallace C. Score P 0819983 

2 nd Lt. Leo F. McGeough CP 0706542 

2 nd Lt.Michael R.Carestio B 0706631 

2 nd Lt. Ray B. Bremer N 0696631 

S/Sgt William J. Harkins 33589393

228 

S/Sgt Harry Whitfield Jr 32725008 

Sgt Curtis O. Brown 37085123 

Sgt Edward L. Kellams 33540211 

Sgt Daniel A. Paris 36867333 


2 nd Lt. Bennie F. Adams P 0818546 

2 nd Lt. Robert J. Byrne CP 0716828 

2 nd Lt. Frank ? Webb B 0717311 

F/O Richard E. Winslow N T-2373 

S/Sgt Eugene F. Norman 20761171 

S/Sgt Clyde A. Randall 39561345 

Sgt Lawrence R. Berger Jr 13158242 

Sgt Delmar E. Knight 37477496 

Sgt Leonard R. Pannell 37534218 

Sgt Kenneth O. Ryhal 35056220 

REPLACEMENT CREWS – July, 1944 

July 2, 1944 To The 712 th Squadron 

1 st Lt.William W.Snavely P 026257 

2 nd Lt.Marion T.Sebastian CP 0689169 

F/O William R. Morris N T-2103 

S/Sgt Frederick C. Aldrich 11084306 

S/Sgt Lawrence W. Barham 39199288 

Sgt Marvin W. Hicks 34765397 

Sgt Robert A. Grabowski 16136791 

Sgt Thomas A. Logue 34506317 

Sgt Frank L. Parkinson Jr 38370437 


2 nd Lt.William W.Gilbert P 0686239 

2 nd Lt. Anson F. Barton CP 0821143 

2 nd Lt. Willard D. Powers N 0691911 

S/Sgt Edward F. Daum 13038479 

S/Sgt Doriel S. Gilbert 39905264 

Sgt William R. Fisher Jr 17129136 

Sgt Robert R. Jendrusiak 32189572 

Cpl Herbert B. Kemp 34396777 

Cpl Victor R. Sandie 12054350 


Capt Walter W. Dillon P 024832 

2 nd Lt. John E. Harmer CP 0817431 

1 st Lt. Charles W. Parish N 0734495 

T/Sgt Filmore G. Layman 18058079 

T/Sgt Edward J Bornheimer 36125498 

S/Sgt Harry C. Barney 11101925 

Sgt Morton H. Kessler 12203638 

Sgt Erwin S. Kostick 36285883 

Sgt George E. Nugent 37356752 


2 nd Lt. Douglas O. Morse P 0686267 

2 nd Lt. John J. Sullivan CP 0696718 

2 nd Lt.Raymond F.Knight N 0744532 

S/Sgt Clarence J. Russi 35599476 


S/Sgt Truman K. Anderson 18167649 

Sgt Arlie H. von Tersch 39452865 

Sgt Stanley Dubee 12147992 

Sgt Floyd D. Eckrosh 17097350 

Sgt Robert J. Frolli 19042400 


2 nd Lt.Thomas F. 

Mulligan P 0691620 

2 nd Lt. Richard H. Wright CP 0687730 

2 nd Lt. Edwin F. Hewitt N 0813700 

S/Sgt George C. Contois 11085347 

S/Sgt Steven M. Alexander 18045347 

Sgt James M. Fisher 39905167 

Sgt Hugh L. Manchester 32852631 

Sgt Harold V. P. Shultis 31285894 

Sgt Lloyd D. Reid 31303765 


2 nd Lt. John D. Sutton P 0812683 

F/O Henry J. Radziswicz CP T-123686 

2 nd Lt. Irving ????? N 0805948 

S/Sgt Marvin R. Riazzo 32452657 

S/Sgt Vincent Cautero jr 12159538 

Sgt John J. Hattersley 32910112 

Sgt Chester W. Hartley 37614749 

Sgt Warren A. Jeffries 17144034 

Sgt Edward E. Skuba 11043905 


2 nd Lt. Harold S. Spicer P 0815255 

2 nd Lt Paul S. Elder CP 0819506 

2 nd Lt. Frank J. Plaushin N 0700763 

S/Sgt Jerome Stuart 32863671 

Sgt Archie A. Brajkovich 37666901 

Sgt Calvin C. Burroughs 38517521 

Sgt Richard L. Markham 13117459 

Sgt Frank J. Kromer 33690091 

S/Sgt Earl L. Andreason 35151070 


2 nd Lt. Roy E. Stahl P 0695782 

F/O Sylvester Krol CP T-125521 

2 nd Lt. Leo M. Conner N 0768005 

2 nd Lt.Warren W.Hoster Jr B 0703143 

S/Sgt Larry L. Bush 18050809 

S/Sgt Verlyn L. Colby 38396157 

Sgt Leon M. Renier 37559361 

Sgt Emmett R. Wallace 38451228 

Sgt Harold G. Von Needa Jr 33504399 

Pvt Carl R. Lane 19125608 


2 nd Lt. William T. 

Hensey Jr P 0699416 

2 nd lt. Kenneth E. Ensign CP 0768043 

F/O Jack S. Comer N T-124501 

2 nd Lt. Clarence H.Mellor B 0766323 

Sgt William A. Lillard 34724435

229 

M/Sgt Walton B. Kelly 18002434 

Sgt George L. Allen 34580133 

Cpl Larry L. Archambault 35913851 

Cpl Charles E. Grant 34763091 

Cpl John J. Thompson 32147899 


2 nd Lt. Rudy H. Johnson P 0699423 

2 nd Lt. William I. Hall CP 0768529 

2 nd Lt. Frederick W. 

Schaefer Jr N 0710389 

2 nd Lt.Theodore E.Matson B 0766320 

Sgt John R. Dunkel Jr 13030915 

Sgt Charles R. Cambino 34800374 

Cpl Parry L. Alexander 39709129 

Cpl Earl L. Arnett 19122288 

Cpl Albert M. Brown 38498077 

Cpl Frank S. Brown 39709160 


2 nd Lt.Andrew T.Panchura P 0821068 

2 nd Lt.Charles M. Epes Jr CP 0827794 

2 nd Lt.Edward L.Burnetta N 0712994 

2 nd Lt. Garland L. Purvis B 0768894 

Sgt Charles M. Lighty 19093022 

Sgt Richard D. Baker 6565398 

Sgt Carlos M. Dreyfus 12146077 

Sgt William J. McCollum 33831280 

Sgt Lloyd H. Searle 11017107 

Sgt Robert R. Shrode 39277959 


2 nd Lt. Edmond G. 

Postemsky P 0821075 

2 nd Lt. Clifford B. Unwin CP 0827089 

2 nd Lt.Wyllys B.Jennings N 0715414 

2 nd Lt. James T. Bell B 0769089 

Sgt Alessandro L. Falconi 31231533 

S/Sgt LeRoy J. Canning 13151559 

Sgt LeRoy J. Brizzolara 32771334 

Cpl Adley V. Benoit 38486715 

Cpl Charles C. Payne 34737456 

Cpl Julien Polge 32937895 


2 nd Lt. Carl H. Holt P 0821282 

2 nd Lt. John f. Cushman CP 0827787 

2 nd Lt. Gordon L. Britt N 0712372 

2 nd Lt. James E. Fields B 0769111 

Sgt James F. Kiely 11069461 

S/Sgt Williams P. Jones 14024677 

S/Sgt Romagene Tiner 38175134 

Sgt Bertram Charnow 32693364 

Cpl Michael J. Hill 33703706 

Cpl Robert H. Kessler 12204555 


2 nd Lt. Harry G. Allen Jr P 0820694 


2 nd Lt. Donald L. Allen CP 0823215 

2 nd Lt. Harry O. Wolfe Jr N 0715414 

2 nd Lt. Donald E. Burke B 0769089 

Cpl Harold Freedman 31309882 

S/Sgt Albert R. Pizzoli 13030192 

Sgt Charles H. Carn 32800347 

Sgt Jesse L. Shugars 36300412 

Cpl Clifford T. Cashbit 6711225 

Cpl Edward H. Cristello 13171893 


F/O Albert J. Lewis P T-123500 

2 nd Lt. John E. Briggs CP 0713345 

2 nd Lt.William D.Fitch Jr N 0717419 

2 nd L.t Robert F. Rikard B 0706903 

Sgt William F. Smith 33568893 

S/Sgt Thomas E. Martin 6925869 

Sgt Clinton W. Engledow 39555929 

Sgt Cloyd G. Jordon 12083990 

Sgt Louis C. Schlorman 35622664 

Cpl Maurice M. Finberg 37573487 


2 nd Lt.Donald G. Ginevan P 0817832 

2 nd Lt.Billy R. Greenwade CP 0820260 

2 nd Lt. Albert F. Duval B 0716390 

2 nd Lt.Charles F.Swanson N 0717118 

Sgt Robert J. Jones 12093034 

S/Sgt John V. Kary 19071394 

Sgt Robert H. Castell-Blanch 39120014 

Sgt Ned A. Chidester 17014458 

Sgt John H. Mitchell 32910987 

Pvt Charles D. Jones 19169839 


F/O Hosea E. Matthaes P T-123558 

2 nd Lt. Thomas E. Miller CP 0825942 

2 nd L.t Aurel H. Muntean B 0717476 

2 nd Lt.Martin W.Richards N 0706902 

S/Sgt Selwyn Kaplan 12088705 

Sgt Vincent J. Haley 37356759 

Sgt Eugene M. Petagine 32712083 

Cpl Virgil C. Combs Jr 37539520 

Cpl Robert T. Davis 37622762 

Cpl Frank DeCola 13131566 


F/O Dodson B. Craybeal P T-123734 

F/O William G. Payne CP T-124156 

2 nd Lt. Walter A. Ford B 0717420 

F/O Wesley W. Palmer N T-2225 

Sgt Donald C. Renkel 32767448 

S/Sgt Joe Dovico 37654273 

Cpl John C. Adams 39037615 

Cpl Richard J. Byrne 33733437 

Cpl William J. Hartman 33795867 

Cpl Douglas E. Walker 38507353

230 


2 nd Lt. Ernest G. Brock P 0696423 

2 nd Lt. Paul E. Cooper CP 0760790 

2 nd Lt. Paul Horback N 0712730 

F/O Edward H. Korfer B T-2521 

Sgt William R. Frees 39169984 

Sgt Ernest Jerrell 35702077 

Cpl Edward R. Hess 12122431 

Cpl Eugene E. Loose 17122186 

Cpl Clyde C. White Jr 39323460 

S/Sgt Russell C. Miller Jr 33432255 


2 nd Lt. Sherman F. 

Furey Jr P 0699838 

2 nd Lt. William J. 

Dickinson CP 0768372 

2 nd Lt. Clifford Linder B 0712617 

2 nd Lt. Rex B. Olson N 0766344 

Sgt Charles Granato 38458037 

Sgt Philip J. Donovan 31259007 

Sgt Florence T. McCarthy 31308816 

Cpl Colston H. Browne 32957421 

Cpl Walter C. Hoke 33507??3 

Cpl Stephen L. Kott 32872778 


2 nd Lt. Bernard Hansen P 0699815 

2 nd Lt. Earl W. Aldrich CP 0767961 

2 nd Lt. William C. 

Richardson B 0713226 

2 nd Lt Enrico P. Maggenti N 0766513 

Sgt Curtis C. Drouillard 36570067 

S/Sgt Kenneth T. Rariden Jr 16149505 

Sgt Lee R. Cosby 18135077 

Sgt Jacob A. Womack 38508815 

Cpl John Birkhead 35727385 

Cpl Linn C. Garrison 37484571 


2 nd Lt. ??????? T. Ferrie P 0701915 

F/O Theodore E.Bojalski CP T-2725 

2 nd Lt.Michael S.Onderick B 0712652 

2 nd Lt. Harold R. 

????brigtsen N 0766288 

Sgt James W. Riley 31111543 

S/Sgt Ernest J. Hudgens 38413048 

Sgt Leonard H. Campbell 18007499 

Sgt George F. Mahar 32025159 

Sgt Eugene L. Pointer 20759244 

Cpl Charles C. Wolfe 20819988 


2 nd Lt. William H. 

Wilhelmi P 0705193 

F/O John E. Lariviere CP T-125458 

2 nd Lt. Billy J. Baker B 0723267 

2 nd Lt. John W. Bice N 0722136 


Cpl John G. Vahle Jr 17071832 

Cpl Lewis T. Kidston 31236198 

Sgt Maxwell W. Mackenzie 39192491 

Cpl Joseph Longo 36818513 

Cpl Jack J. O’Donnel 15333914 

Cpl Julius Sakovics 13153800 


2 nd Lt.Gordon F. Hillman P 0753285 

2 nd Lt.Alden J. Hershiser CP 0768545 

2 nd Lt.Herbert E. MacNeil B 0712626 

2 nd Lt.Donald G. Ziebell N 0717014 

S/Sgt Benson F. Quisenberry 37220343 

S/Sgt Leonard R. Saunders 38400777 

Sgt Walter G. Cheslock Jr 33603748 

Sgt Anthony J. Dachille 33795339 

Sgt Frank G. Robertson 34713843 

Sgt Stanley Z. Swiencki 33603529 


2 nd Lt. Allan C. Wight P 0705191 

2 nd Lt. Murray R. 

Apfelbaum CP 0715930 

2 nd Lt. Donald V.Flanders B 0715104 

2 nd Lt. Donald H.Longley N 0772187 

S/Sgt Arthur M. Harrington 32028157 

Sgt Robert G. Kennohan 39130128 

Cpl Donald E. Corson 18097867 

Cpl Benjamin F. Edwards Jr 34637549 

Cpl James A. Hauersperger 36743743 

Cpl Philip G. Zapp 15113968 


2 nd Lt. Sidney R. 

Williamson P 0705469 

2 nd Lt. Howard O. 

Sandbeck CP 0715930 

2 nd Lt. Miles S. Baldwin N 0723555 

2 nd Lt. Raymond T. 

Binkley B 0706675 

Sgt William J. Arnone 19180982 

Sgt Lawrence N. Keeran 18166757 

Cpl Edwin C. Brannan 34829295 

Cpl Donald W. Clapp Jr 31190423 

Cpl Dante J.Macario 33727569 

Cpl Charles A. Spapperi 36693347 

REPLACEMENT CREWS – AUGUST 1944 

August 3, 1944 To The 712 th Squadron 

2 nd Lt. Herbert H. Jonson P 0764033 

2 nd Lt. Lawrence H. 

Daniels CP 0772305 

2 nd Lt.Alexander J.Prieski B 0713105 

2 nd Lt. John D. Caldwell N 0769003 

Cpl Edward V. Langowski 16089625 

Cpl Edward V. Longowski 16089625

231 

Cpl George A. Constable 33262058 

Cpl William M. Craignile 16171891 

Cpl Luttie W. Rehar 33759444 

Cpl William C. Price 39920430 

Cpl John R. Rainwater 38350831 


2 nd Lt. John A. Jordon P 0764691 

2 nd Lt. Norman S. Harris CP 0809951 

2 nd Lt. Dwain Butler B 0713118 

2 nd Lt. Harold Cherry N 0768937 

Cpl. Charles A. Mainini 39694607 

Cpl Joseph Hollowatch 32558010 

S/Sgt Earl Fannin 15017821 

Cpl John McConnell 32866523 

Cpl Walter G.Rush 39017617 

Cpl Bill B. Rysor 38589094 


2 nd Lt. Wilbur C. Bryson P 0764111 

2 nd Lt.William L. Horrell CP 0772380 

2 nd Lt. Harry D. Freivogel B 0713163 

2 nd Lt.Bernard L. Parsons N 0769060 

Cpl Henry A. Remsburg 35157582 

Cpl Robert R. Brady 33626111 

Cpl Gasper W. Interrante 33832534 

Cpl Donald J. Kamler 32820201 

Pvt Francis B. Neumann 17114026 

Cpl Robert C. Weber 35216675 


2 nd Lt. Howard E. Doane P 0763970 

2 nd Lt. Earl H. Pattee CP 0772473 

2 nd Lt. Eugene Forman B 0715014 

2 nd Lt. John S. Moll Jr N 0769055 

Cpl Zigmund Ozimkowski 36565548 

Cpl Luke G. Eresnahan 42030668 

Cpl Melvin F. Foss 19022561 

Cpl Charles J. Jackson 15103207 

Cpl Archie J. Taylor 38563189 

Cpl Robert I. Ussak 12086689 


2 nd Lt. Harold G. Soldan P 0701967 

2 nd Lt. Clement L. Maher CP 0770700 

2 nd Lt. Burrell E. Weaver B 0723217 

2 nd Lt. John B. Wade Jr N 0772901 

Cpl James W. McConkie 19120091 

Cpl James C. Alexander 33514768 

Cpl Peter J. Campbell 11113767 

Cpl Dale L. Emlet 13122914 

Cpl Arthur E. Evans 35339481 

Cpl Philip G. Farnsworth 31318641 


2 nd Lt. John M. Buxton P 0703311 

2 nd Lt. Howard D. 

Hinckley CP 0771716 

2 nd Lt. Earl T. Brown B 0722813 


2 nd Lt. Robert D. Butler N 0772901 

Cpl Leo E. Stephens 37558474 

Cpl Louis D. Babini 31420626 

Cpl John L. Burkhead 36770874 

Cpl Alex Kocheran 33414605 

Cpl Donald M. McCoy 35763351 

Cpl James R. Robinson 35756585 


2 nd Lt. Floyd C.Reynolds P 0710233 

2 nd Lt. Curtis H. Hockett CP 0699370 

2 nd Lt. Rex L.Furness N 0723344 

Cpl Kenneth W. Eastman 16125335 

Cpl Leon T. Crisp 36639569 

Cpl Calvin H. Ellis 36600851 

Cpl Anthony F. Turk 35311311 

Cpl Shirley L. Wahl 36884022 

Pvt Ralph W. Polhamus 16150299 


2 nd Lt. Francis I. Botkin P 0668304 

2 nd Lt.Richard W.GoshornCP 0771623 

2 nd Lt. George H. Pogge B 0718974 

2 nd Lt. Thomas N. Mize N 0773427 

Cpl Lawrence M. Wilhelm 37604383 

T/Sgt Charles A. Shipp 18025053 

Cpl James R. Boatright 17130553 

Cpl Armand J. Dansereau 31439980 

Cpl Kenneth D. Johnson 36696966 

Cpl Harold M. Macauley Jr 36364958 


F/O James C. Weaver P T-123563 

F/O Anthony A. Kolinski CP T-2784 

2 nd Lt. Hugh Ewing Jr B 0723333 

F/O Paul Hyman N T-125702 

Cpl Charles A. Koon 14181097 

Cpl John F. Curran 31423296 

Cpl Vincent J. DePalma 32757453 

Cpl James P. Kane 20382599 

Cpl Albert R. O’Donnell 19047939 

Cpl Harold H. Brakhage 38274268 


F/O Joseph E.Mlynarczyk P T-123724 

F/O Sidney R.Hallman Jr CP T-3102 

2 nd Lt.James B.Faircloth JrB 0723597 

F/O Kenneth C. Goodrich N Y-3365 

Cpl Harold L. Gilmoew 15131285 

Cpl Bernard J. Deick 37579649 

Cpl Martin Dolinsky 32926985 

Cpl John S. Knoy 35146610 

Cpl Andrew Kuriatnyk 17012914 

Cpl Kenneth Ryan 36460485 


2 nd Lt. Frank E. Bastian Jr P 0702217 

2 nd Lt.Donald W.DisbrowCP 0715735 

F/O David O. Holst N T-125814

232 

Cpl William J. Degnan Jr 16137912 

Cpl Robert E. Coletti 12220736 

Cpl Paul C. DiGiacomo 12206795 

Cpl Dewey A. Holst 37533407 

Cpl Frederick G. Theobold 12089380 

Cpl William O. Wilbur Jr 11046908 


2 nd Lt. David D. Cooper P 0719018 

F/O Severyn G. Szudarek CP T-123549 

F/O Paul C. Harp B T-2146 

2 nd Lt. Herbert M. Lerner N 0771943 

Cpl Merwyn G. Cook 18162136 

Cpl Ralph R. Capps 38563914 

Cpl Isaiah H. Houston Jr 13063152 

Cpl Thomas J. Kinsey 33709627 

Cpl William F. Smith 36192203 

Cpl Roy S. Willis 36461713 


1 st Lt. Arthur C. Nelson P 0691054 

1 st Lt. Charles R. Bastien CP 0702218 

1 st Lt. Lee J. Woods B 0703839 

1 st Lt. Robert G. Schultz N 0695540 

T/Sgt Robert N. Carter 39278692 

T/Sgt William J. Conroy 35585394 

S/Sgt Donald E. Preston 12174207 

S/Sgt Robert E. Tracy 16152396 

S/Sgt Alfred G. Kaiser 38394572 

S/Sgt Cletus L. Kennedy 16053455 


2 nd Lt. William N. 

Stonebraker P 0705264 

2 nd Lt. John R. Richards CP 0820825 

2 nd Lt. Francis J. Bergin B 0723274 

2 nd Lt. Robert W. Ross N 0772801 

S/Sgt Wilbur J. Vogel 34444049 

Sgt John T. Powers 37046266 

Sgt Clarence E. Williams 34775842 

Cpl Curtis L. Cagle 34809077 

Cpl Jesse J. Myers 38564460 

Cpl Orville D. Stuard 38463954 


2 nd Lt. Richard C. Vogel P 0701980 

2 nd Lt. Leslie M. Sellers CP 0713563 

2 nd Lt. Myron B. Koth B 0719099 

2 nd Lt. Warren H. Neville N 0717091 

Sgt Charles G. Genkinger 35794316 

Sgt Clyde L. Turner Jr 14147654 

Cpl James F. Burnett 36698275 

Cpl John S. Phillips 17057058 

Cpl Carl G. Stenberg 31423442 


2 nd Lt. John C. Rowe P 0699740 

2 nd Lt. Bruce J. Anderson CP 0771263 

2 nd Lt. Oscar Rudnick B 0716766 


2 nd Lt. Richard H. Best N 0722263 

Cpl Joseph H. Zonyk 16118907 

Cpl Martin H. Miller Jr 35583733 

Cpl Charles W. Robertson 35217685 

Cpl John Roche 11048564 

Cpl Robert L. Sammons 35775968 

Cpl Francis E. Scott 37622104 


2 nd Lt. Elvin M. Sheffield P 0706079 

2 nd L.t Jack G. Miller CP 0771095 

2 nd Lt. John P. Blottie B 0718483 

2 nd Lt. George M. Steel, Jr N 0716776 

Sgt Harold C. Riepenhoff 15327526 

Sgt Frederick E. Recuparo 32545098 

Sgt George J. Swift 35588372 

Cpl George E. Crane 32760452 

Cpl Arthur E. Koch 31292972 

Cpl Thomas S. Tinney 14192708 


2 nd Lt. Edgar M. Jones P 0705698 

2 nd Lt. John P. Zima CP 0771209 

2 nd Lt. James C. Powell B 0719142 

F/O John R. Tierney N T-1330 

Cpl Kazmer J. Szabo 35606817 

T/Sgt Floyd W. Jenkins 17027698 

Cpl Howard J. Casey 18156360 

Cpl Nelson E. DeVaughan 34727348 

Cpl Romeo G. Valentino 33600679 

Cpl Robert M. Williams 6898122 


2 nd Lt. Joseph M.Madden P 0818715 

2 nd Lt. Harry D. Gouge CP 0771384 

2 nd Lt. Attilio 

Pasquinelli Jr B 0694702 

2 nd Lt. Ivan A. Brewer N 0773293 

Cpl Nathan Bernstein 33739991 

Cpl William O.L. Broberg 33687791 

Cpl Daniel F. Daly Jr 32892950 

Cpl Ray F. Gipp 36836560 

Cpl Ronald L. Kincade 35755768 

Cpl Donald C. O’Connor 35351387 


2 nd Lt. William D. Smith P 0700560 

2 nd Lt. Leon E. Lyon CP 0709159 

2 nd Lt. Lewis R. Hyde B 0722318 

2 nd Lt. Michael A. 

Cocchiola N 0717285 

Sgt Charles B. Ellis 31282488 

Cpl Leon G. Farnham 12094220 

S/Sgt Earl M. Aspin 17157076 

Cpl Benjamin W. Johnson Jr 38539599 

Cpl James B. Malone 34829133 

Cpl Frank M.J. Stelmachowski 36657060 

August 16, 1944 To The 714 th Squadron

233 

2 nd Lt. Ralph J. Camburn P 0822637 

2 nd Lt. Dale T. Corder CP 0711886 

2 nd Lt. Eugene W. 

Fichtenkort N 0718092 

F/O Harold H. Dorfman B T-126347 

Sgt Blasé J. Benziger 12178397 

Sgt Eldon E. Preisel 16070121 

Cpl Herbert R. Barney Jr 31306708 

Cpl Ira M. Welkowitz 12122677 

Cpl William O. Wheeler 35627714 

REPLACEMENT CREWS – SEPTEMBER 1944 

September 7, 1944 To The 712 th Squadron 

2 nd Lt.William C. Holden P 0709581 

2 nd Lt. Harold E. Bishop CP 0718531 

2 nd Lt.Harvey B.Nachman N 0722956 

2 nd Lt. Ross B. Webb B 0776841 

Cpl Edward S. Sherman 16079232 

Cpl Horace J. Gardner 35787511 

Cpl Patrick S. Raspante 12205391 

Cpl Clair D. Rowe 37682574 

Cpl Waldon D. Walls 33436328 

Cpl David A. Webster 34771489 


2 nd Lt. Robert W. 

Westbrook P 0705865 

2 nd Lt. Bille B. Morrison CP 0721908 

2 nd Lt. Patrick J. 

Pariavecchia N 0205799 

2 nd Lt. Daniel M. Boone B 0776605 

Cpl Charles J. Schulz Jr 32649915 

Cpl Edward J. Bednar 33505277 

Cpl Kenneth C. Blodgett 14130523 

S/Sgt Howard M. Bullis 6908104 

Cpl Leslie D. Haneline 38599343 

Cpl Wilbert A. Shander 16142213 


2 nd Lt. Robert L. Mains P 0680467 

2 nd Lt Allan L. Lake CP 0206031 

2 nd Lt. John B. Hankin Jr N 0828688 

2 nd Lt. John W. Johnson B 0776565 

Cpl Charles E. Cupp Jr 36854167 

Cpl Harry J. Allen 39621301 

Cpl Charles H. Daman 39463985 

Cpl Frank S. Merkovich 36314180 

Sgt Antonio Munoz Jr 1800??96 

Cpl Anthony C. Villari 35919619 


2 nd Lt. James S. Thomas P 0705165 

2 nd Lt.Harold C. Hardesty CP 0721393 

2 nd Lt. Solomon Block N 0206046 

2 nd Lt. Glenn D. 

Vanderpool B 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 


2 nd Lt. Charles P. Quirk P 0822179 

2 nd Lt. Edward J. Rutter CP 0826005 

2 nd Lt. Victor Troese N 0558009 

2 nd 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 


2 nd Lt. George E. 

Franklin Jr P 0711174 

2 nd Lt. Virgil H. Gage CP 0709231 

2 nd 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 


2 nd Lt. L.C. Barneycastle P 0685258 

2 nd Lt. Albert S. 

Broadfoot Jr CP 0719548 

2 nd Lt. Reuben Young Jr N 0722941 

2 nd 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 


2 nd Lt. Joe P. Bowers P 0711120 

2 nd Lt.Ebonezer J.Murphy CP 0772446 

2 nd Lt. John A. Smith N 0703909 

2 nd 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 

September 9, 1944 To The 715 th Squadron

234 

1 st Lt. Downey L. 

Thomas Jr P 0725006 

2 nd Lt. Reynold R. 

Peterson CP 020557998 

2 nd 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 


2 nd Lt. Peter Protich P 0822802 

2 nd Lt. Harold F Closz CP 0828382 

2 nd Lt. Leo R. Nikula N 0723503 

2 nd 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 


2 nd Lt. Walter W. Shue P 0823996 

2 nd Lt. Carl E. Martin CP 0710984 

2 nd Lt. Robert L. Eirich N 0723596 

2 nd 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 


2 nd Lt. Charles A. Platt P 0704853 

2 nd Lt. Glenn W. Doyle CP 0709531 

2 nd Lt. Harold J. Weeks Jr N 02058596 

2 nd 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 


2 nd Lt. Wesley J. Isaacson P 0710948 

2 nd Lt. Alfred L. Kopitzki CP 0823091 

2 nd Lt.Raymond E.Custer N 02058425 

2 nd 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 


2 nd Lt. Richard J. 

Hambleton P 0772357 

2 nd Lt. John R. Walker CP 0720970 

2 nd Lt. James A. Ennis N 0699151 

2 nd 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 


2 nd Lt. Axel D. Johnson P 0705396 

2 nd Lt. Vincent Luine CP 02056532 

2 nd Lt. Omero Menegazzi N 0721481 

2 nd 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 


2 nd Lt. Stephen H. 

Hodgson P 0800887 

2 nd Lt. Edward S.Connell CP 0822894 

2 nd 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 


2 nd Lt. John M. Ray Jr P 0741086 

2 nd Lt. John M. Pearce CP 0811433 

2 nd 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 712 th Squadron 

1 st Lt. John J. Caldwell P 0437194

235 

2 nd Lt. Richard D. Mace CP 0779964 

1 st Lt.Michael N. Opacick N 01280832 

1 st Lt. Delmo M. Pearce B 0670230 

S/Sgt Louis R. Thibert 16021388 

Cpl Noble Germany 14192853 

Cpl Richard C. Gilchrist 11099681 

Cpl Raymond R. Kutchinski 32923000 

Cpl Robert S. McLoughlin 32315454 

Cpl Godfrey R. Wood 11004227 

October 31, 1944 To The 713 th Squadron 

2 nd Lt. James G. Blank P 0567334 

2 nd Lt. John K. Huber CP 0831942 

2 nd Lt. Bernard F. Pargh N 02065215 

2 nd Lt. Francis X. Pollio B 0505968 

Cpl William T. Harriman 17111211 

Cpl Norris L. Kanarek 13133595 

Cpl Christopher C. King 32747076 

Cpl Derward E. Morrow 11043372 

Cpl John A. Woldman Jr. 35398840 

REPLACEMENT CREWS – NOVEMBER 1944 

November 7, 1944 To The 712 th Squadron 

1 st . Lt. Irwin W. Ruge P 0855352 

2 nd Lt. Joseph H. Leroy CP 02057328 

2 nd Lt. George S. 

Robertson N 02066045 

2 nd Lt. Walter T.Foreman B 0780246 

S/Sgt Randall D. Fowler 190003642 

Cpl Maurice E. Bordner 36685995 

Cpl Myron Revak 33611590 

Cpl Laurence W. Scholny 36676361 

Cpl John T. Ziino 36652218 

November 13, 1944 to 712 th Squadron 

2 nd Lt. Joseph F. Steffan P 0719786 

2 nd Lt. Henry Y. Edgerton CP 02061656 

2 nd Lt. Gerald J. Gottlieb N 02068377 

S/Sgt Edward C. Murphy Jr 35370754 

Cpl Harold Resnikoff 18231599 

Cpl Davis E. Denning 34870892 

Cpl James H. Gilmore Jr 14185681 

Cpl Donald A. Payne 23178062 

Cpl William Wright Jr 328?8722 


2 nd Lt. Irving Smarinsky P 0710613 

2 nd Lt. Horace B. Lane CP 0771451 

F/O Sidney V. Peters Jr N T129862 

F/O Arthur Hoffman B T5541 

Cpl Edward J. Grossman 32931086 

Cpl Harold C. Haynes 39712761 

Cpl Francis J. Kelly Jr 11103783 

Cpl Gerard J. Perry 31323473 

Cpl Robert Turner Jr 38519135 

Cpl Elton L. Nichols 385186?2 



2 nd Lt.William L. Voight P 0774829 

F/O Lt.Fred S.Risinger Jr CP T3539 

2 nd Lt. Edward J. 

O’Donoghue N 0926916 

F/O Willis D. Lonn B T5548 

Cpl Dale K. Huson 39558319 

Cpl Richard N. Kudukis 16102597 

Cpl John J. Noone 33908745 

Cpl Wilmer L. Polk 38392524 

Cpl Jerry J. Russ 36635?08 

Cpl Joseph S. Ulakovich 35235649 


2 nd Lt. Harry R. Mulrain P 0828221 

2 nd Lt.Thomas F.Murphy CP 02068446 

2 nd Lt. Joseph O’Connor N 0832207 

Cpl Warren R. Dolan 36893315 

Cpl William K. Jann 42072013 

Cpl Roger E. Leland 31281991 

Cpl Jack C. McKay 37672915 

Cpl Carey A. Stephens Jr 34796131 

Cpl James S. Champion Jr 33713755 


2 nd Lt. Frederick W. Tod P 0776133 

F/O Lt. Warren N. 

Peterson Jr CP T2849 

2 nd Lt. Howard R.Morton N 01055394 

2 nd Lt. Herman J.D.James B 0783073 

Cpl Robert F. Harrison 37483658 

Cpl Robert L. Koscki 37563258 

Cpl Chester J. Labus 33795580 

Cpl Joseph W. Noonan 37632374 

Cpl John R. Peterson 36483559 

Cpl James R. Turnley 33715358 


2 nd Lt.Donald G. Stuhmer P 0827990 

2 nd Lt. Boardman G. 

Getsinger Jr CP 0831691 

2 nd Lt.William J. Nugent N 02068448 

Cpl Keith B. Mink 31450251 

Cpl John B. Klein Jr 37140182 

Cpl Robert P. McDonald 36435101 

Cpl Robert J. Dyer 37683078 

Cpl Kenneth T. Ritter 33642094 


1 st Lt. James R.C. Cook P 01633141 

1 st Lt. Alonzo D. 

McAllister CP 0448096 

2 nd Lt. Edwin F. Slowick N 0818961 

2 nd Lt. Dean E. Peterson B 02064312 

T/Sgt John P. Delaney 6289405 

Cpl Garland E. Flinn 39472117 

Cpl Franklin a. Halferty 35346939 

Cpl Howard W. Ivery 35814638

236 

Cpl Richard H. McAdams 32609119 

Cpl Joseph N. Rodgriquez 16083229 


1 st Lt. Howard L. Smith P 0675638 

2 nd Lt. John A. Harron CP 0721400 

2 nd Lt. Waldo J. Marolf N 02065172 

2 nd Lt.Alvin C.Nickerson B 02065407 

Cpl Arthur W. Carter Jr 12178347 

Cpl John J. Dunden Jr 32937983 

Cpl Harry E. Huster Jr 13083681 

Cpl David L. Phillips 35633197 

Cpl Melvin Schlenoff 33902781 

Cpl Mervin E. Schwartz 37589627 


2 nd Lt. John J. Opman P 0822071 

2 nd Lt.Donald A.Ouellette CP 0831779 

2 nd Lt.Charles J.BallantineN 02065209 

Cpl Henry A. Calika 36865856 

Cpl Louis Kaplan 12177527 

Cpl John M. Roche 36677473 

Cpl Harry J. Steeves 11141377 

Cpl Edmund B. Szymczak 42027284 

Cpl James F. Wivinis 16188906 


2 nd Lt.Harlyn H.Schroeder P 0826014 

2 nd Lt. Delwin D.Roorda CP 02062050 

2 nd Lt. Joe F. Castle N 01046037 

Cpl Norwood A.D. Adler 358099?? 

Cpl Raymond M. Dailey 35779718 

Cpl Thomas L. Economy 3205???6 

Cpl Frank C. Lippman 42?????4 

Cpl Ervin A. Schilling 161???23 

Cpl Edward L. Wetterneck 36823304 


2 nd Lt.Sylvester J. Peresie P 0824201 

2 nd Lt. William J. Smith CP 0778984 

F/O Henning E. Helsing N T129680 

F/O Anthony L. Germele B T5453 

Cpl Wayne Sarver 19163202 

S/Sgt Noyle A. Wright 19021145 

Cpl William F. Eaton Jr 35433622 

Cpl Raymond J. Lewis 32948304 

Pvt Michele P. Ricciarll Jr 42101769 

Cpl James O. Yokley 14194515 


2 nd Lt. Guilford D. 

Wikender P 0778638 

F/O Lex W. Jones CP T128986 

F/O Walter D. Fortner N T131825 

F/O Ernest R. Belinskas B T5589 

Cpl David O. Anthony 36682781 

Cpl William T. Matejka 36831384 

Cpl Charles W. Peacock 13151754 

Cpl James E. Riddle 13189973 


Cpl Charles R. Steele 33437571 

Cpl Warren F. Wheelock 13070564 


2 nd Lt. Paul J. Jones P 0718659 

2 nd Lt. James Mucha CP 02059408 

2 nd Lt. Herman Engel Jr N 02065525 

Cpl Charles W. Blaney Jr 36759119 

Cpl Leonard E. Dailey 38540952 

Cpl Edward W. Danecki 36826828 

Cpl Alvin J. Stout 37703586 

Cpl William J. Wilson 34892326 

Pvt Albert J. Dentley 34824130 


2 nd Lt. Earl Furnace P 0711175 

2 nd Lt. Thorpe L. Friar CP 0770626 

2 nd Lt. Norman W. 

Kanwisher N 02056413 

S/Sgt Nathan J. Malkin 32087779 

S/Sgt James E. Howell 33737992 

Sgt Alexander Yarosky 12101126 

Sgt Morris E. Gannon 34684506 

Sgt. William P. Franks 12203781 

Sgt. James C. Allison 39616772 


2 nd Lt. Joseph B. Brown P 0708484 

2 nd Lt. Richard C. 

Seymour CP 0772233 

2 nd Lt. Orvie O. Caste Jr N 0722944 

S/Sgt Phillip Mazzagetii 38420922 

S/Sgt Francis M. Louthan ?6294269 

Sgt Jack D. Cowdin 18046184 

Sgt Ben E. Vegors Jr 19142303 

Sgt William R. Kamedish 17158055 

Sgt Leroy R. Romig Jr 33832822 


2 nd Lt. Walter Bobak P 0768921 

2 nd Lt. Alfred Christ CP 0776203 

2 nd Lt.Richard C.Wagner N 0712953 

2 nd Lt. Leslie A. Beaton B ??????? 

S/Sgt Richard Mickelson 17157786 

S/Sgt Oranzo J. Ruscitti 39331840 

S/Sgt Collis Carlee 14184267 

Sgt Morris E. Gannon 34684506 

Sgt Donald Bock 17132532 

Sgt Arthur Myers 35875778 

Sgt Franklin Morgan 35706996 

Sgt Richard L. Dietrick 13144154 


Capt Edward M. Wall P 0795106 

1 st Lt. Willis H. Young CP 0776203 

1 st Lt. Charles F. Reeves PN 0712359 

1 st Lt. Herman Salyer DRN 0702965 

1 st Lt. Norman Segal B 0668794 

T/Sgt Ansel J. Gladish 16028322

237 

T/Sgt Robert M. Carlton 11129862 

Sgt Victor a. Jensen 17028486 

S/Sgt Clarence S. Scollard 3745?625 

S/Sgt Willoughby 39084353 

S/Sgt Harold G. Beams 11071294 


2 nd Lt.Daniel R.Durbin Jr P 0704903 

2 nd Lt. Thomas L. 

McQueid CP 0886697 

2 nd Lt. Donald G. Leetch N 0712854 

S/Sgt James H. Count 42001035 

S/Sgt Joy C. Christensen 19115992 

Sgt James E. McCown 14200127 

Sgt Joseph C. Svaton 12175709 

Sgt Harry F. McCurdy 12159282 

Sgt Alfonso C. Gessonius 39272064 


2 nd Lt. James J. Shafter P 0771554 

2 nd Lt. John R. Paxson CP 02057389 

2 nd Lt. Neal W. Pettit N 0206618 

S/Sgt Walter W. Petrovich 35601205 

Cpl Virgil F. Beall 38076333 

Cpl Daniel G. Graham Jr 16088972 

Cpl William L. Kaiser 39577186 

Cpl Taylor L. Tarkington 18177172 

Cpl Anderson C. Wright 33836022 


2 nd Lt.Kenneth A.Wheeler P 07??679 

2 nd Lt.William B.Wiveol CP 0775691 

2 nd Lt. Cecil L. Pullen N 02065825 

2 nd Lt. Robert H. Piccolo B 0787890 

Cpl Robert Drummond 32953248 

Cpl Robert S. Messner 12228588 

Cpl Paul V. Oskowski 33920308 

Cpl Edward W. Pinner 16078736 

Cpl Russel R. Sage 35704763 

Cpl Edward Wagner 33920010 


2 nd Lt. Stanley L. Winter P 0???175 

2 nd Lt. Howard A. 

Courtnery CP 07????2 

F/O Roland T. Hauver N T?9678 

F/O Leo J. Dymerski B T????5 

Cpl Robert D. Poswor 329?6851 

Cpl Walden L. Gibbs ????0835 

Cpl Gomber D. Hess ?3919766 

Cpl Paul J. Misera ?3?19908 

Cpl Linwood H. Peaslee ?13?3568 

Cpl George J. Weinberger 39206663 


2 nd Lt.Albert B.Sanders Jr P 0721222 

2 nd Lt.Wallace K. Grimes CP 02059504 

2 nd Lt. Joseph L. Nathan N 02066023 

S/Sgt Gilbert A. Mathias 36247431 


Cpl Irvin F. Alvey 36685927 

Cpl Robert F. Eldridge 17168478 

Cpl Warren E. Lutin 36868144 

Cpl John P. Royski 42????49 

Cpl Pat J. Terrarova ?2238842 


2 nd Lt. Courtland C. 

Crandall P 0825?81 

2 nd Lt. Allan J. Carey Jr CP 0829162 

2 nd Lt. Marshall K. Dan N 02066023 

Sgt Lewis W. Miller 33158948 

Cpl Joseph M. Guthrie 13201139 

Cpl Marcus K. Jorgensen 36685028 

Cpl John J. Madden 32440676 

Cpl Milton M. Olson 36647360 

Cpl Oscar W. Olson Jr 15134212 


2 nd Lt. Maurice ? ?????? P 0771029 

2 nd Lt. Harry H. ????? CP 072?589 

2 nd Lt.Clayton J. Berg N 0777561 

S/Sgt Carl O. Hightower 18031704 

Sgt Bernard T. Fusco ????03?? 

Cpl Michael D. ????ine ???????? 

Cpl Robert W. Meroff Jr ???????? 

Cpl Neil M.Lunis 368????? 

Cpl James F. Cummings 15??4578 


2 nd Lt. Henry E. Mielke P 0775475 

2 nd Lt. Harlan R. Edson CP 02065971 

2 nd Lt.Raymond J.Kincaid N 0779157 

Cpl Laurence A. Harris 36685434 

Cpl Floyd E. Hudson 34916461 

Cpl Floyd L. Johnston 35558872 

Sgt Jerome A. Korte 36477450 

Cpl Harry A. McClure Jr 17168640 

Cpl Carl A. Newpher 33681761 


2 nd Lt. Paul G. O’Neil P 0?71113 

2 nd Lt. Theodore R. 

Zimmerman CP 02058344 

2 nd Lt. Robert J. Wilkins N 02066088 

Sgt Angelo A. Adelizzi 16036369 

Cpl Donald Brittingham 13141526 

Cpl Dean E. Coolman 16159504 

Cpl John R. Gerber 35225207 

Cpl Harold L. Lang 39704462 

Cpl Myron Rosenthal 36869665 


2 nd Lt.David G. Anderson P 0720103 

2 nd Lt.Quinton B. McLay CP 02058848 

2 nd Lt. ???? A.Hammond N 02065546 

Cpl William B. Davis 33541273 

Cpl Theodore E. Dyson 11104482

238 

Cpl James W. Harrison 20926606 

Cpl Joseph E. Jendzeisyk 12240678 

Cpl Raymond W. Kubik 36882355 

Cpl Joseph M. Szeliga 36015701 

REPLACEMENT CREWS – DECEMBER 1944 

December 11, 1944 to 715 th Squadron 

2 nd Lt. Knute P. Stalland P 0721875 

2 nd Lt.Theodore Warner Jr CP 0928014 

2 nd Lt. John M. Heard N 02069015 

Cpl Oryn M. Blashe 36841206 

Cpl Bobbie C. Glass 38478645 

Cpl Frank E. Grogan Jr 14124065 

Cpl John M. Kropp 36819181 

Cpl Dale W. Overy 35296070 

Cpl Joseph F. Parks 38579450 


2 nd Lt. Francis R. Piliere P 0829290 

2 nd Lt. Raymond E. Gale CP 02063602 

2 nd Lt. Joseph F. Chaput N 02068949 

Sgt William M. Garrett Jr 38414271 

Cpl Ronald F. Burke 11114531 

Cpl Milton Greenfield 33791521 

Cpl Charles H.J. Nigrin 33734022 

Cpl Nicholas W. Porcaro 33828756 

Cpl Norman R. Veenstra 31410192 


2 nd Lt.Frederick J.Ha?ned P 0829199 

F/O John Ke??ey CP T129030 

2 nd Lt. John F. Cascio N 20268947 

Sgt Robert O. Folt 13040574 

Cpl Harold W. Hulspeth 36677535 

Cpl Joseph A. Hutchinson 29924714 

Cpl Wallace D. Laufer 36768931 

Cpl Edward H. McCuen 18167550 

Cpl Bernard M. O’Leary Jr 12205415 


2 nd Lt.William A.Hammes P 0829469 

2 nd Lt. John Potgeter CP 0777808 

F/O Jules Klingsberg N T132959 

1 st Lt. Frank P. Law B 01296394 

Cpl William K. Krebs 37704414 

Cpl Elbert I. Moore 34732029 

Cpl Jerry L. Obermiller 37603717 

Cpl Donald J. O’Rourke 36866359 

Cpl Charles P. Swindler 33544297 

Cpl Elmer C. Witty 36832293 


2 nd Lt. Kay L. Flinders P 0721683 

2 nd Lt. Lurty M. Reid CP 0831800 

2 nd Lt. John J. McNamee N 02068430 

Cpl Nick Anast 36696595 

Cpl Henry F. Devine 16056638 


Cpl Earl B. Jordan 34782003 

Cpl William B. Meharg 34793089 

Cpl Edwin S. Mitchell 33735195 

Cpl William E. Myers 1310?591 


2 nd Lt. Robert L. Stewart P 0721683 

2 nd Lt. Harold E. Daniels CP 0778657 

F/O Charles A. Bales N T126387 

F/O Charles M. 

Shumaker Jr B T-5625 

Cpl William H. Hadley 15304043 

Cpl Henry A. Holkenbrink 36693927 

Cpl Bernard P. Martin 32810002 

Cpl Victor L. Miller 12209561 

Cpl Robert V. Ray 36764240 

Pvt Frederick Z. Conley 32948839 


2 nd Lt. Raymond E. 

Bunday P 07?1341 

2 nd Lt. George H. Helm CP 0674042 

2 nd Lt.Neal P.Schumacher N 02070152 

2 nd Lt.Leslie N.Talifaferro B 0785438 

Cpl Clarence H. Bales 3772?311 

Cpl Charles V. Clark 35233954 

Cpl Glenn D. Hill 17147109 

Cpl Paul J. Hurton 31427378 

Cpl James P. Mathews Jr 34829996 

Cpl Harry D. Repp Jr 13141053 


2 nd Lt.Robert A. Paeschke P 0776007 

2 nd Lt. Hugh S. Holburn CP 0828623 

2 nd Lt. Harold W. Onstad N 02068452 

Sgt Paul N. Boyerl 16132172 

Cpl Richmond H. Dugger Jr 33645037 

Cpl Robert E. George 38534143 

Cpl Frank P. Rinaldi 15375752 

Cpl Herbert D. Smith 33543226 

Cpl Reno A. Tonegate 39403855 

December 23, 1944 to 714th Squadron 

2 nd Lt. Gordon L. Brock P 0715134 

2 nd Lt. Richard Maxwell CP 0928894 

2 nd Lt. Robert Angele N 02071489 

2 nd Lt. Willard Wombold B 0785447 

S/Sgt Alfred F. Mendus 13009899 

Cpl Mark W. Anthony 33841613 

Cpl Milton F. Burchett, Jr. 37243572 

Cpl Richard W. Carlin 16123152 

Cpl Edward J. Chu 42120988 

Cpl Horace Deane 31371193 

REPLACEMENT CREWS – JANUARY 1945 

January 17, 1945 to 713 th Squadron 

2 nd Lt.Forrest E.McCreadyP 0721826

239 

2 nd Lt. Harold O.Pittenger CP 02071826 

2 nd Lt. Eddie O. 

McLaughlin Jr N 0928913 

2 nd Lt. Earl S. Patterson B 02069712 

Cpl Claud E. Lamoy Jr 34848201 

Cpl Pat H. Cochran 37706247 

Cpl Arthur J. Helganz 36574014 

Cpl Merle L. Law 35172764 

Cpl Darwin D. Dague 36594095 

Cpl Eugene T. Short 36837020 

January 20, 1945 to 714 th Squadron 

1 st Lt.Samuel H. Moseley P 0727645 

2 nd Lt. Charles H. Herring CP 0719070 

F/O Forrest F. Hauser N T127938 

Cpl George J. Jacobs 15119406 

Cpl Sidney Friedman 36760306 

Cpl John F. McCarthy 32845101 

Cpl Robert C. Rhinard 16153786 

Cpl Theodore C. Mower 33708165 

Cpl George A. Watkins 33812489 

REPLACEMENT CREWS – FEBRUARY 1945 

February 2, 1945 to 713 th Squadron 

2 nd Lt. George R. Onufer P 0720343 

2 nd Lt. Carl T. Wiley Jr. CP 02058322 

F/O Harry S. Wells N T133897 

Cpl James O. Attaway 14185093 

Cpl Irving H. Horn 12219597 

Cpl Frederick D. Neilsen 33682680 

Cpl Edward J. Parciak 31379608 

Cpl Robert F. Schreier 17071898 

Cpl Charles E. Smith 13128493 


2 nd Lt. Neil R. McCluhan P 02059556 

2 nd Lt. Elias L. King CP 02059938 

2 nd Lt. John K. Zeigler N 02071774 

2 nd Lt. John C. Carabello B 0785567 

Cpl John Berardelli 1308705? 

Cpl Donald S. Clark 1532739? 

Cpl Wade R. Dodds 3514797? 

Cpl Kirby L. Lyle 3468498? 

Cpl Chris Snow Jr. 3694707? 

Cpl Frederick W. Wichman 3529400? 


2 nd Lt. Richard H. Page P 0719717 

2 nd Lt. Frederick D. Smit CP 0928938 

F/O Richard I.Wooderson N T133901 

Cpl Robert F. McClatchey 36758004 

Cpl Edmund J. Misbach Jr 1109547? 

Cpl Herbert P. Neville 3140761? 

Cpl William H. Peel 3462495? 

Cpl John Snyder Jr. 3144044? 

Cpl Stanley W. Thatcher 1312673? 



2 nd Lt.Edward V.AndersonP 02058100 

F/O Harold W. Goodman CP T134557 

F/O John W. Stanford N T64721? 

F/O Douglas R. Schenks B T134393 

Cpl Gilbert R. Schenks 38473375 

Cpl Bruno J. Murski 1806128? 

Cpl Kenneth R. Knowles 1418500? 

Cpl Leon P. Stone 3851334? 

Cpl John N. Geratey 16173370 

Cpl Daniel W. Taylor 33646051 

February 11 1945 to 715 th Squadron 

2 nd Lt.Douglas W.TorranceP 0830752 

F/O Lt. Alexander A. 

Calomeni CP T65763 

2 nd Lt. Frederick T. 

McKinley N 02074504 

Cpl Richard G. Brede 39461036 

Cpl Harold M. Burt 36880261 

Cpl Lawrence J. Caruso 42009565 

Cpl James E. Gleason Jr 31302882 

Cpl Edward Paretti 32974580 

Cpl Harriman M. Merrill 34598186 


2 nd Lt. Horace R. Rigel P 0834016 

F/O Earl B. Saxe CP T130599 

2 nd Lt. John R. Williams N 02072937 

Cpl Vernon E. Burknoske 33734815 

Cpl Franklin H. Hastings 33389960 

Cpl Louis J. Ladas 31205305 

Cpl William Schneider 36761014 

Pvt Francis J. Chelland 13056160 

Pvt Lucian A. Whipple Jr 14045409 


2 nd Lt.Karl W.Augenstein P 0834347 

F/O Herman Decktor CP T65766 

F/O John F. Sharpe Jr N T134593 

Cpl Salvatore C. DeRosa 32987179 

Cpl Norman R. Dunphe 31369563 

Cpl John F. Gant 17136302 

Cpl William A. Poland 6947419? 

Cpl Wilbur Semelvers 35216214 

Cpl Robert J. Konkol 33609314 


2 nd Lt.Frederick E.Clarke Jr.P 02061880 

F/O David G. Coomer CP T65686 

2 nd Lt. Urbain L. Doyle N 02074678 

Cpl Frank B. Barrett 14184648 

Cpl Harry D. Mitchell III 13140966 

Cpl William J. Roberts 31390075 

Cpl Dalfino T. Sarina 39417289 

Cpl Robert H. Steeves 31405559 

Cpl George D. Moreno 39710307 

February 15, 1945 to 714 th Squadron

240 

2 nd Lt. Gilbert N. Davis P 02064877 

F/O Donald E. Fletcher CP T6569 

2 nd Lt.Edward M.Furman N 01011479 

Cpl Seymour Kaufman 32790620 

Cpl Dorman Robertson Jr 38603342 

Cpl Paul A. Sarica 33695897 

Cpl Fred Stephens 36879277 

Cpl Clarence R. Winters 33837338 

Cpl Alfred W. Morin 11102998 


2 nd Lt. Stanley E. Guiney P 02062098 

2 nd Lt. John R. Bohannan CP 0837440 

2 nd Lt. Edward R. Casey N 0274665 

Cpl Robert H. Corregan 12089866 

Cpl Howard P. Martin 33344841 

Cpl Nick Mosora 35098758 

Cpl Stanley L. Trebbs 36758034 

Cpl William J. Juhas 33709727 

Cpl Francis G. McCarthy 31310306 


2 nd Lt.Albert W.Halfhill Jr P 02061489 

2 nd Lt. Leo T. Fleisch CP 0837596 

F/O Craig F. Dinsbier N T137315 

T/Sgt James W. Mayfield 6938444 

Sgt Joseph F. Macone 11056977 

Cpl George F. Lange 11138664 

Cpl Francis A. Marrocco 31369915 

Cpl Frank M. Zelenitz 35216736 

Cpl George Zunigz 18090196 


2 nd Lt. Donald M. Ford P 02058765 

2 nd Lt.Ralph J. Radowick CP 0930445 

2 nd Lt.Clement R. Grosso N 02074401 

1 st Lt. William M. Jones B 01285766 

Cpl Van W. Fowers 16197961 

Cpl Harold B. Heyler 36881409 

Cpl Norman C. Poorman 38686629 

Cpl Victor F. Reys 33730924 

Cpl Charles L. Wingo 33904910 

Cpl Edward R. Mikiua 33608921 


2 nd Lt.Elmer M.Homelvig P 02050191 

2 nd Lt.Delbert M.Gablock CP 02063603 

2 nd Lt.Ferris W.Kennedy N 0930408 

F/O Victor Q. Smith B T5715 

Cpl John R. Cray 37358202 

Cpl Charles E. Nelms 37627536 

Cpl Cleatus G. Stone 36742647 

Cpl Walton J. Tombari 31381182 

Cpl Dale T. Wreisner 17145062 

Cpl Emory G. Repass 36657226 


2 nd Lt.Forrest F.Anderson P 0832341 

2 nd Lt. Arthur R. Seat Jr CP 02062385 


2 nd Lt Frank W. Leonard N 02074477 

F/O Jerome Brown B T6830 

Cpl Elberon G. Andrews 35912737 

Cpl Benjamin S. Daniel 16138345 

Cpl Douglas J. Fowler 34765092 

Cpl Charles E. Schmucker 37706944 

Cpl John W. Wideman 37704363 

Cpl ????? ? Hutchinson 35221450 


2 nd Lt. Harry S. Constable P 0806223 

2 nd Lt. Clayton H.Johnson CP 02061962 

2 nd Lt. John J. 

McConnell Jr N 02074493 

F/O John J. Northrup B T5773 

Cpl Calvin J. Barnett 16130439 

Cpl William J. Davis Jr 37722410 

Cpl Byron A. Thomas 39925056 

Cpl Milton Clanoff 12129063 

Cpl Bernard J. Varney Jr 31339387 

Cpl Thomas G. Treadwell 14140979 


2 nd Lt. William E. Dupree P 0832118 

2 nd Lt. Harold Major Jr CP 02067316 

2 nd Lt. Charles B. 

McDonald N 02074495 

F/O Harry E. Floyd Jr B T5696 

Sgt Peter A. Tell 32075346 

Cpl John D. DeLang 17067161 

Cpl Paul D. Hestor 18228003 

Cpl Walter A. Scheel 35836693 

Pvt William A. Oiler 35436498 

Cpl Richard E. Sprenkle 3351255? 


2 nd Lt. Paul E. Westrick P 02062099 

2 nd Lt. Everett R. 

Pickering CP 02067346 

2 nd Lt. Leon H. Martin N 02074515 

2 nd Lt. Thomas V. Scott B 0785138 

Sgt William J. Grize 31124923 

Cpl Donald J. Eidson 20953835 

Cpl Roderic H. Landreth 19215638 

Cpl Stuart D. Van Deventer 3858893? 

Pvt Herman Watts 1508761? 

Cpl John J. Benyo 3360843? 

REPLACEMENT CREWS – MARCH 1945 

March 17, 1945 to 713 th Squadron 

F/O James F. Wagner P T64147 

F/O Jerome F. Wassman CP T65186 

F/O John W. Allan N T135845 

Sgt Linwood O. Patten 33062946 

Cpl Robert B. Bailey 33904874 

Cpl Robert D. Catone 12229951

241 

Cpl Gerald L. Goble 13133481 

Cpl Charles P. Holbrook 11104593 

Cpl Harrison G. Newcomb Jr 34540299 


2 nd Lt. David L. Davis P 0835454 

2 nd Lt. John E. Morrison CP 0837510 

2 nd Lt. David M. 

Chambers Jr N 02077198 

2 nd Lt.William R. Fulton B 02071953 

Sgt George S. VanHorn 33364717 

Cpl Johnny R. Clary 18210123 

Cpl William J. Hawthorne Jr 31336558 

Cpl Harold W. Poland 32266456 

Cpl James I. Sessums 14150844 

Cpl Wayne J. Roache 39918707 


2 nd Lt. John F. Walker P 0821814 

2 nd Lt. Stephen Blazek Jr CP 02071938 

F/O Donald E.Francisco JrN T66102 

F/O Frank Barilla B T137618 

S/Sgt Edward L. James 36425125 

Sgt John P. O’Conner 11062033 

Cpl Simon e. Bukovitz 33429594 

Cpl Joseph T. Hurley 31372110 

Cpl Leonard A. Poritz 34787460 

Cpl Richard S. Shely Jr 15119576 


2 nd Lt. James K. McFerren P 02058231 

F/O Alfred M. Bettman CP T65109 

2 nd Lt, Ralph E. Williams N 02072939 

Cpl Walter D. Grindle Jr 34946134 

Cpl Edward V. Ladas 31378761 

Cpl Verl D. Moore 13188308 

Cpl William C. Morrow 18193279 

Cpl Lyle W. Peebles 33712182 

Cpl Dean G. Shumaker 15127506 


2 nd Lt. John W. Trostle P 0834062 

2 nd Lt. Joe H. Davis CP 0836899 

2 nd Lt. Harold W. Harkey N 02075368 

Cpl Thomas M. Duke 13142682 

Cpl Burton R. Johnson 39334101 

Cpl Wynton B. Hudson 18098130 

Cpl Robert M. Martin 14193914 

Cpl Adelard O. Soucy 31366556 

Cpl Francis B. Higgins 34817643 


2 nd Lt. John C. McCoy P 02057337 

F/O Bernard J. Banas CP T65103 

F/O Clarence H. Leimer N T135784 

F/O Saverio J. Juliano B T134418 

Cpl Bronislaw J. Kardys 31252333 

Cpl Angelo J. Leonetti 13125368 

Cpl Frank J. Matula 12100312 


Cpl Abe L. Morgan 34738387 

Cpl Irria J. Peterson 38174375 

Cpl James E. Smith 34634691 


2 nd Lt. Edward S. Lytle P 02061999 

2 nd Lt. Joseph Schweitzer CP 0783844 

2 nd Lt. Walter J. David N 02076574 

Cpl Donald T. Fox 13113363 

Cpl James A. Lamb 35884404 

Cpl Stanley Dressler 33260322 

Cpl James L. Hicks Jr 33658449 

Cpl Philbert N. Weber 17132130 


2 nd Lt. Walter J. Peters P 02061755 

2 nd Lt. William P. 

Leibensperger CP 02062232 

2 nd Lt. William P. Leftwich 0928110 

Cpl Dewey R. Brosey 35417282 

Cpl Alfonso A. Coronado 39421226 

Cpl Thomas W. Koopman Jr 32803329 

Cpl Donald R. Morrison 19142756 

Cpl William J. Wheeler Jr 34903986 

Cpl Louis F. Thronson 36834799 


2 nd Lt. Warren C. Howard P 0718644 

2 nd Lt. John F. Moran CP 0783808 

F/O Francis H. Wander N T137476 

Cpl John G. Brough 39924939 

Cpl Willis C. Conkle 35919380 

Cpl Karl G. Kersh 38545998 

Cpl Victor L. Patti 17136617 

Cpl Miles C. Taylor 18242673 

Cpl Charles S.Cobb 14190321 


2 nd Lt. Odis O. Willett P 0928360 

2 nd Lt. George C. 

Bothwell Jr CP 0930903 

F/O Adelbert W. Zeitlow N T137479 

Sgt William H. Bixler 33111866 

Sgt Robert E. Youngquist 20625440 

Cpl Eugene F. Dunn 13142661 

Cpl Delmar L. Fouts 17070006 

Cpl Vincent P. Pronesti 33797807 

Cpl Frederick F. Shook 13188211 

REPLACEMENT CREWS – APRIL 1945 

April 2, 1945 to 713 th Squadron 

1 st Lt.Harry H.Mortimore P 01012827 

F/O Melville W. Cave CP T129249 

F/O Leonard E.Roecker Jr N T7267 

2 nd 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 35069576 

Cpl Clinton Frankenfield 39218669 

Cpl Harry B. Puckett 37732855 


2 nd Lt. John Thomas Jr P 0835218 

F/O Lawrence Supienko CP T???? 

2 nd L.t Ansel W. Stork N 0206??50 

F/O Joseph A. Benjamin B T??14 

Cpl Joseph A. Felipe 3??40149 

Cpl Ted M. Harris 39727606 

Cpl Raymond E. Neuse 18233046 

Cpl William W. Oakey 36838835 

Cpl Joseph P. Pilla 37627405 

Pvt James E. King 34801078 


2 nd Lt. George H. Roos Jr P 0833590 

2 nd Lt. Shirley W. John CP 02070846 

2 nd Lt. Peter L. Hollod N 02073125 

2 nd Lt. William A.Denten B 0786902 

Cpl William L. LeFore 39473173 

Cpl Walter R. Budrey 11138060 

Cpl Lee E. Cale 37728044 

Cpl Woodrow J. Dawson 14191354 

Cpl Clyde W. Holder Jr 34923610 

Cpl Stephen P. L???? 13141847 


2 nd Lt.William O.Whetsell P 0835306 

F/O James Beadling CP T133671 

2 nd Lt. Lawrence C.Taylor N 02069157 

2 nd Lt. James E. Muenker B 0785206 

Cpl Roy H. Bassler 31328988 

Cpl Paul B. Davis 14159877 

Cpl William T. Hall Jr 18242578 

Cpl Robert S. Peterson 11139116 

Cpl Robert W. Putney 36645347 

Cpl William A. Stone Jr 34657359 


2 nd Lt.William A.Winburn III 

P ????237 

2 nd Lt. John A. Burgeman CP 09????? 

2 nd Lt.Bernard S.Vaemoni N 020691?? 

F/O Lawrence W. Tolj Jr B T8294?? 

Cpl Terrence F. Coyle Jr 4208???1 

Cpl Frank R. Delgrosso 33731?46 

Cpl John F. Durbin 35833754 

Cpl Russell L. Jewett 39918607 

Cpl Roy Richburg Jr 1824???? 

Cpl Franklin D. Stevens 37616969 


Capt Daniel H. LaPointe P 0727029 

2 nd Lt. Robert J. Hertell CP 01014677 

2 nd Lt. George H.Thomas N 02076780 

F/O Vincent Donato B 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 


2 nd Lt. Joseph H. Andres P 02061462 

2 nd Lt. Raymond W. Peterson 

CP 02071040 

2 nd Lt. Baruyr a. Poladian N 01052521 

2 nd 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 


2 nd Lt. Leroy D. Sentor P 0828794 

2 nd Lt. Robert H. Grimes CP 02057280 

2 nd 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 


1 st Lt.Robert E.Langenfeld P 0720526 

2 nd Lt. George W. Warner CP 0776156 

2 nd 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 

b a y . O n e 

hundred and 

eighty two (182) 

were built. The 

F-7B differed 

only from the F- 

7A in that it 

carried (11) 

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 

712TH 

SQUADRON 

HISTORY FROM ACTIVATION MAY, 1943 TO ARRIVAL IN ENGLAND - World War II 

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 

448TH BOMBARDMENT GROUP 

20TH COMBAT WING 

2ND BOMBARDMENT DIVISION 

EIGHTH AIR FORCE 

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 

Col. James McK. Thompson 

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 (Now Lt. Col.) Karl Elver 

Ground Executive 

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)James R. Patterson 

S-1 

Reserve Command Center. He also assumed other 

duties as Assistant Executive Officer, Group 

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. 

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 


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 

N A V I G A T I O N 

OFFICER - 1st. Lt. 

Minor L. Morgan (0- 

660224), 23 years of age 

and commissioned in 

the AUS on May 2, 

1942. Prior to this 

assignment, he was 

navigator with the 43rd 

Bomb Squadron, 29th 

Bombardment Group at 

Gowen Field, Boise, 

Idaho. 

GROUP 

BOMBARDIER 

OFFICER - 1st. Lt. 

Arthur S. Hunt (0- 

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 

2 ND AIR DIVISION LOSSES 

GROUP AIRFIELD MISSIONS SORTIES LOSSES 

93 Hardwick 396 9321 140 

44 Shipdham 343 9157 192 

389 Hethel 321 8683 153 

392 Wendling 285 8015 184 

445 Tibenham 282 8085 133 

446 Bungay 273 8180 86 

448 Seething 262 7707 135 

453 Old Buckenham 259 7431 83 

458 Horsham 240 6592 65 

466 Attlebridge 232 6478 72 

467 Rackheath 212 6087 48 

491 North Pickenham 

& Metfield 187 5548 70 

489 Halesworth 106 3259 41 

(Above division losses taken from “The 1000 Day Battle” by James 

Hoseason.)

253 


DATE OF 

OTHER POSITIONS S.N. AGE RANK NAME USA COMMISSION 

PHOTO INTELLIGENCE OFFICER 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. 

Prior to this assignment, he was Intelligence Chief with the 382nd Bombardment Group. 

OPERATIONS CHIEF 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. 

S-4 CHIEF 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. 

ARMAMENT INSPECTOR 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 


448 TH 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 experienced 

four-engine pilots 

and had been test pilots at Wright Patterson Field. 

Most of the other pilots had less than 30 hours of 

four-engine flying time. 

At Herrington, Kansas all crews 

were checked by operations on both actual flights 

and in the classroom for proficiency or lack of it. 

The entire Group passed all tests. The flight 

echelon was given clothing wherever shortages 

existed. All attended classes in security, briefing 

SEE LARGER PICTURE ON PAGE 292 

classes for the flight to the theatre of operations 

and technical classes for particular crew positions. 

The men were given beneficial lectures by others 

who had been shot down and escaped from the 

enemy. All personal records were checked and 

wills and allotments made available to those 

desiring them. After medical checks were given, 

the first crews were ready for departure to 

Morrison Field, West Palm Beach, Florida on 11 

November, 1943. The Group now had 60 crews

256 

HISTORY FROM ACTIVATION MAY, 1943 TO ARRIVAL IN ENGLAND - World War IIand the planes left during the next 7 days. 

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 

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 12 o 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 

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 

ME-262 MESSERSCHMITT 

One of our little enemies. 

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 

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 

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. 

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 

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 

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 

LEFT TO RIGHT: JOHN ROCHE, SHORTY, 

WESTY, MARTY MILLER, SEATED IS 

CHARLIE ROBERTSON (Shorty and Westy were 

not with our crew)

268 

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 

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 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 

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 

EPILOGUE 

LEFT TO RIGHT: John Roche, Charlie Robertson, Westy, and Marty 

Miller. Westy was from New York. He was not a member of our crew. 

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 

environment and an effort was made 

to use the term avigator related to 

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 

operated by Pan American near Miami. Major 

General Delos Emmons returning from a trip to 

England in 1940 had a conversation with a Pan 

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 

EPILOGUE 

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, 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 

MARTY L. MILLER - Seething, England, 1944 

EPILOGUE 

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 

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. 

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 

SHORTY, WESTY AND MARTY MILLER 

West and Shorty were not with our crew. 

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 

visibility. Rain, sleet and icy runways 

created numerous accidents. Many B-24's 

collided over the skies of England. Many crews 

EPILOGUE 

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 

TOP ROW: Robert Sammons, extreme left - Charlie Robertson, extreme right. 

BOTTOM ROW: Marty Miller, extreme left - Joe Zonyk, extreme right. 

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 

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 

EPILOGUE 

The Gloster Meteor F.1 which entered service with Britains No. 616 Squadron 

in July, 1944. This is the jet our crew flew practice missions with. This jet was 

a further development of The Gloster shown on page 250. 

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 

determination and probably hatred. 

We knew that an ocean would not 

LEFT TO RIGHT: John Rowe, Richard Best, Oscar Rudnick. 

Taken at Gowen Field, Boise, Idaho.

275 

RICHARD BEST during training in the States. 

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 

depended upon aircraft flying a 

steady, level and fixed course from the IP until 

bombs were released and Germans operating the 

flak batteries knew it. Flak was so thick it looked 

like a floating black cloud. A shell exploding 

would send thousands of pieces of the shell, called 

shrapnel, in all directions and you could hear the 

EPILOGUE 

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 

J. ROWE suited up and ready for take-off at Seething Airfield. 

"deadly" flak batteries and about the extremely 

fast Me262, a German jet fighter (see mission #31 

on page 124 to 126 when two off my left were 

downed by an Me262). It is generally not known, 

but the British were also developing jet aircraft. 

The Gloster E28/29 W4041/G was the world's

276 

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 

reach Germany. It was 

used however to down 

numerous German pilotless V-1 "flying bombs". 

It had a preset gyroscopic guidance system with 

which the Gloster or other fighters could upset it 

and it would fall into the North Sea. Between 

fighters, guns and balloons, the V-l’s success rate 

fell to 30%. Following the invasion, when 

airfields were occupied in Holland, several were 

based there. However, none ever encountered an 

Me 262 in combat, but were used to destroy 

ground installations. 

Some felt that living through a shoot-down 

and surviving would be better than the fear of 

facing each new mission to complete a tour, but 

tomorrow held so many questions there was never 

any time for me to think about that or about 

promotions, medals or raises in pay. Personally, I 

did not want to experience a shoot-down, not that 

I looked forward to the next mission. I just didn't 

think about it and for the most part concentrated 

on other things. Of course, you couldn't help but 

think about it when the night before, they came to 

your barracks to announce the flight and which 

crews would be flying. Sleeping then was 

EPILOGUE 

The Army Air Corps navigation training program began here. Richard Best received 

his schooling here. 

difficult, fitful, and restless. This might be the last 

night alive. You were awakened about 2 or 3 in 

the morning, got dressed in unheated barracks, 

walked to chow (I keep reading today about the 

fresh eggs flight crews had before every mission 

but we always had powdered eggs) and then were 

trucked to the briefing room. 

Briefing usually started one hour after 

wake-up time. The briefing room was a well 

lighted large hall (large size Quonset hut). In the 

front was an elevated platform for the briefing 

team with a large map of Southern England and 

Western Europe behind it and covered with a 

curtain. Other maps, bulletins, and "keep your 

mouth shut" posters were on the walls. Various 

aircraft models were hung from the ceiling. A 

motley collection of benches and folding chairs 

faced the briefing platform. Your name was 

checked off as you entered the hall. Of the 300 or 

so present, the average age was about 22. Crew 

qualifications were strict. All were healthy, above 

average intelligence, the pick of the crop. Only 

the best would do. All were aware that this day

277 

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 

d e f e n d e d t a r g e t d r e w 

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 

showing formation position, 

code names, magnetic courses, time and routes to 

and from the target. No excuses after the mission 

was announced, not even sick-call. The only 

escape now was a "scrubbed mission". Gunners 

might get a separate briefing on the types of 

enemy aircraft to expect. Navigators also had a 

separate briefing and picked up maps and charts. 

Co-pilots went to Intelligence for the escape kits. 

Then everyone went to the equipment room for 

electric suits, electric shoes, steel flak helmets, 

and flak jackets. First on were the long-johns, 

then the electric suit and shoes, flight overalls, 

heavy lined boots and jacket. Generally you 

carried your Maewest (life jacket) and parachute 

to the hardstand. You left your wallet, family 

photos and currency behind. The escape kits 

included Continental currency, nonmilitary maps 

of the target area and food for several days. We 

each had a passport photo in civilian clothes for 

use by the under-ground. Timing was extremely 

important in order to coordinate format-ion 

assembly. Information sheets showed engine 

start-up time, take-off time, arrival time over the 

buncher beacon for formation assembly, land-fall 

time and location for arrival at the enemy coast, 

arrival-time at the IP and arrival-time at the target. 

On the return route, the landfall position and time 

EPILOGUE 

The Mermaid Pub also known as “The Swinging Teat”. 

was given for departing the enemy coast as well as 

the time and location for arriving at the English 

coast and time of arrival back to your home base. 

The last item before leaving the briefing room was 

synchronization of all watches. 

After the briefing we were trucked to the 

revetment where our plane was located. Being 

born on a farm in Iowa, and raised in South 

Dakota, I was always reminded of the times my 

grandfather trucked hogs to market for slaughter. 

So some preferred to walk. Because of the time 

schedule, we and most of the crews took the ride. 

Often times after engines were started, take-off 

time would be delayed. Gas tanks were then 

topped off again because every drop was 

important. Occasionally there might be two 

delays. The coffee wagon would come around but 

few wanted a full bladder at 20,000 feet in an 

unpressurized aircraft. Sometimes a second 

breakfast might be available. You can imagine 

how the lives of the English people would be 

disturbed before daylight when 140 to 160 engines 

were started on each airfield, with airfields 5 to 10 

miles apart in all directions. And then the noise 

level of 1000 bombers taking off and assembling 

overhead. The life raft aboard the plane included a 

handcrank apparatus (called "Gibson Girl") for

278 

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 

EPILOGUE 

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

279 

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 

EPILOGUE 

SEE PHOTO OF AIRFIELD ON PAGE 295 

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 

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 

EPILOGUE 

Bruce Anderson Joe Zonyk Clifton Evans John Rowe Richard Best Marty Miller 

� �1944 - SEETHING, ENGLAND 

� �1992 - OMAHA, NEBRASKA 

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

281 

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 

EPILOGUE 

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

282 

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.

283 

EPILOGUE

284 

EPILOGUE 

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.

287 

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.

288 

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.

289 

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 

s i t e o f a n 

u n i d e n t i f i e d 

veteran. 

O n t h e 

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 MEM- 

ORY 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 Atlantic- 

The 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

ROWE MISSION #8 - 3 October, 1944, Tuesday

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