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    92nd Bomb Group: Fame's Favored Few
    92nd Bomb Group: Fame's Favored Few
    92nd Bomb Group: Fame's Favored Few
    Ebook1,153 pages12 hours

    92nd Bomb Group: Fame's Favored Few

    By Turner Publishing

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    About this ebook

    You'll feel like you're in a 92nd Bomb Group B-17 as they bomb the shipyards at Kiel! You'll feel the danger as you strike at the factories at Schweinfurt! Learn what it felt like to fight in World War II and in Korea! Featured in 92nd Bomb Group (H): Fame's Favored Few are the group's history, war stories, biographies of veterans, and photographs.
    LanguageEnglish
    PublisherTurner Publishing Company
    Release dateJan 1, 1997
    ISBN9781618587480
    92nd Bomb Group: Fame's Favored Few

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      Book preview

      92nd Bomb Group - Turner Publishing

      e9781618587480_cover.jpge9781618587480_i0001.jpge9781618587480_i0002.jpg

      TURNER PUBLISHING COMPANY

      412 Broadway

      P.O. Box 3101

      Paducah, KY 42002-3101

      (502) 443-0121

      Copyright © 1996, 1997

      Turner Publishing Company.

      All rights reserved.

      Publishing Rights: Turner Publishing Company

      This book or any part thereof may not be

      reproduced without the written consent of Turner

      Publishing Company.

      Turner Publishing Company Staff:

      Editor: Katherine Sredl

      Library of Congress

      Catalog Card Number: 96-60575

      9781618587480

      First Printing 1996

      Second Printing 1997

      Printed in the United States of America

      Additional copies may be purchased directly

      from Turner Publishing Company.

      This publication was compiled using available

      information. The publisher regrets it cannot assume

      liability for errors or omissions.

      Photo: 92nd Bomb Group in flight. (Courtesy of Bob Elliott)

      e9781618587480_i0003.jpge9781618587480_i0004.jpge9781618587480_i0005.jpg

      Starks Crew #117, Sturdivant Provisional Group. Pyote, Texas, Nov, 1943. Picture was made at Pyote during third phase of O.T.U. (operational training). Joined 92nd Bomb Group in England, Jan, 1944. Front Row L to R: George W. Starks, Pilot; Warren Wilson, Co-Pilot; Irving Baum. Bombardier; Ted Badder, Navigator. Back Row L to R: Bill Wyatl. Ball Turret Gunner; Wal/ace Trender. Waist Gunner; Bob Williams. Radio Operational, Gunner; Dick Morse, Tail Gunner; Arden Brendan, Waist Gunner; Don Edgerly, Crew Chief, Gunner.

      e9781618587480_i0006.jpg

      Table of Contents

      Title Page

      Copyright Page

      PREFACE

      Dedication

      CHAPLAINS CORNER

      PUBLISHER’S MESSAGE

      HISTORY OF THE 92ND BOMB GROUP

      WAR STORIES OF THE 92ND BOMB GROUP

      92ND BOMB GROUP VETERANS’ BIOGRAPHIES

      APPENDIX A - MIA

      APPENDIX B - KIA

      APPENDIX C - REFERENCES

      APPENDIX D - GLOSSARY

      APPENDIX E - DICK SHAW’S BEST GUESS AT 92ND BOMB GROUP’S 310 MISSIONS

      ASSOCIATE MEMBERS FROM THE UNITED KINGDOM

      92ND BOMB GROUP ROSTER - This is the 92nd Bomb Group’s official roster as provided to the publisher at press time. The publisher is not responsible for errors or omissions.

      IN REMEMBRANCE

      92ND BOMB GROUP INDEX - Index does not include appendicies, biographies or roster.

      PREFACE

      Fame’s Favored Few

      The 92nd Bombardment Group, from its inception to disestablishment at war’s end was self-trained by a few dedicated, creative, thinking, personnel. Early cruise control, long range over water navigation, and formation flying paid off later on. Trained to destroy the enemy (we were very good at doing it), recording our deeds (P.R.) (we were equally bad, making the telling of this story, 50 plus years later, difficult). There were many firsts. First 8th Air Force Group to receive B-17F’s and first to lose them, on arriving in the United Kingdom. First to fly the north Atlantic non-stop (Gander Lake, Newfoundland to Scotland) without a loss. First bomb group to be sacrificed to a training status (CCRC) in a combat zone and to rebound to full operational status. First to fly in UK/Gibraltar/North Africa resupply route. First to test fly a glide bomb intended for subpens use. First to fly the Disney (Admiralty Rocket Bomb) bomb operationally. First to convert to the Green Project, April 1945. At the time of disestablishment we were the longest serving Group in the 8th Air Force (August 1942 to February 1946).

      There are discrepancies in our reported losses. This is due to official records showing only losses over enemy held territory. The rationale, at the time, was to avoid giving any comfort to the enemy. Many losses over friendly territory or in the North Sea were directly associated with enemy action. Official records have been used in telling our story, but augmented by personal data which parallels operations statistics.

      The same is true for the KIA listings which are based on Missing Air Crew Reports (MACR) and the records of the American Battle Monuments Commission of World War II.

      We were a fired up group of youngsters in August 1942, ready to do our stuff. Those of us who survived, 31 months later, were calmer, wiser, and much more mature individuals, when on February 24, 1946, the 92nd was disestablished.

      I hope you will enjoy this document as it will bring back the happy and the sad experiences you had while a member of Fame’s Favored Few.

      DEDICATION

      This volume is dedicated to all those who were assigned or attached to the 92nd Bombardment Group for a period between 1942 and 1946 during World War II.

      Every man, at some point, was holding a critical position. The air crews, the armorer, baker, communicator, clerk; the engineer, fire fighter, intelligence technician, the line crews, medics, MPs, the POL crews, the radar and radio, the supply and transportation specialists. Never more true was the old hat, loosely quoted statement, For the want of a nail the shoe was lost; without the shoe the horse was ineffective and without the horse the battle was lost.

      There were nearly ten thousand personnel in the Group, engaged in a team effort demanding many sacrifices. Not to be forgotten was the whole-hearted, enduring support that our loved ones back home constantly expressed in so many ways. It was that spirit of teamwork that made our organization unique in the success it achieved over the long and arduous task our country assigned to us.

      May this writing re-create some happy thoughts of your stay with the 92nd, and soften the hurt that lingers for those who did not return.

      Thanks,

      e9781618587480_i0007.jpg

      Robert D. Elliott

      CHAPLAINS CORNER

      e9781618587480_i0008.jpge9781618587480_i0009.jpg

      June 17, 1996

      On August 20, 1940, Prime Minister Winston Churchill addressed the House of Commons with these words. The gratitude of every home in our island, in our empire, and indeed throughout the world, except in the abodes of the guilty, goes out to the British airmen who, undaunted by odds, unwearied in their constant challenge and mortal danger, are turning the tide of the world war by their prowess and by their devotion. Never in the field of human conflict was so much owed by so many to so few. Just two months earlier he had given another well deserved accolade to the Royal Air Force by saying, This was their finest hour. He spoke these words on behalf of the 415 pilots who fell while defending their nation during the Battle of Britain in 1940. Being human as we all are and without foresight, little did he know of the coming prowess and devotion to duty that would constitute the greatest air force ever assembled on the face of the earth, the mighty 8th Air Force. From a small beginning on July 4, 1942, until the cessation of hostilities on May 8, 1945, it would accumulate over one half million operational flights. During this period its combat losses would also reach an unprecedented 79,265 American lives. Many are buried on foreign soil; some at Madingley Cemetery in England; others in France and Belgium.

      Needless to say, the 92nd Bomb Group, known as Fames Favored Few, played a leading role in the conquest of Germany. It had the distinction of being the first heavy bombardment group to fly non-stop successfully from Newfoundland to Scotland under the command of Colonel James S. Sutton. It closed the chapter for the final full-scale combat mission of the war by having the honor of leading a strike force including 40 of its own aircraft to the Skoda armament plants at Pilsen in Czechoslovakia on April 25, 1945. Unfortunately, it had its share of those who failed to return from various combat missions.

      And so at our reunions, we especially remember those of the 92nd Bomb Group who gave their all to preserve freedom in the world. We can still see their youthful faces and hear their voices as we recall those events of the past when we were in their company.

      We who are still living should be in a state of thankfulness to God for allowing us to be spared so that we could marry our sweethearts of 50 years ago, to have children, grandchildren and perhaps great-grandchildren to enjoy in our sunset years of life.

      Sam Yandian

      PUBLISHER’S MESSAGE

      e9781618587480_i0010.jpg

      Dave Turner, President - Turner Publishing Company

      A few weeks before this writing, a local airport featured an unusual attraction: a fully-functional B-17. Its metallic skin polished, its canopy shined, it stood in the bright sunlight like the sentinel of liberty it truly was.

      Standing there on the runway, looking at the beautiful craft, it was easy to forget that it was 1996. It was easy to imagine what a field of them must’ve looked like, poised for take-off. One could almost hear the courageous voices of the plane’s crew, filling the cockpit, the bomb bay, the gunner’s posts.

      The experience was moving for another reason: the lines of people crowded in and around the plane. There were all ages involved, quite literally from 8 to 80. They wanted to see, to hear, to learn what it was like to fly on that plane, to fight in that war. It was encouraging: Turner Publishing exists for the preservation of history, and here was living proof of a country thirsty to learn it.

      We are proud to be publishing this history of Fame’s Favored Few. We would like to thank Robert D. Elliott for his extraordinary efforts in producing this book, as well as all the members of the 92nd who submitted biographies and materials for inclusion.

      Sincerely,

      e9781618587480_i0011.jpg

      Dave Turner

      President

      e9781618587480_i0012.jpg

      Photo: Courtesy of 92nd Archives

      e9781618587480_i0013.jpg

      HISTORY OF THE 92ND BOMB GROUP

      92ND BOMB GROUP

      COMMANDING OFFICERS

      e9781618587480_i0014.jpg

      James S. Sutton

      e9781618587480_i0015.jpg

      William M. Reid

      e9781618587480_i0016.jpg

      James W. Wilson

      e9781618587480_i0017.jpg

      Albert L. Cox

      e9781618587480_i0018.jpg

      James A. Smyrl

      e9781618587480_i0019.jpg

      Victor A Cherbak, Jr.

      The age of modern aerial warfare began in Spain with the collusion of Franco and the Air Arm of the Nazi regime. It was the spawning ground for the dropping of a single bomb by a single aircraft on a Polish bridge. At 04:34, I September 1939, GAF Officer 1st Lt. Bruno Dilley led a Stuka attack on the bridge at Dirschau on the Visrula. This was 11 minutes before the scheduled start of World War II.

      We, the United States Army, were in no state of preparedness to become involved. The United States did have the potential and the will to face the odds and do something about it. The Arsenal of Democracy was the sobriquet soon earned for the supplying of Allies before our actual involvement.

      The VIII Bomber Command was constituted on 19 January 1942 and activated in Savannah. Georgia, on the 28th of January. Major General Carl A. Spaatz would head the 8th Air Force and as of 18 January Colonel Ira C. Eaker the Bomber Command. In the afternoon of 21 February. Brigadier General Eaker and his original staff of six arrived in London via Lisbon. They were Lt. Bernie Lay, Jr; Lt. William S. Cowart, Jr.; Colonel Frank A. Armstrong; Lt. Harris B. Hull; Captain Frederick W. Castle; and Major Peter Beasley. Less than a month later, Bomber Command Headquarters opened for business 15 April at Pinetree, the transformed Wycombe Abbey School for Girls. Until the arrival on 20 June of General Spaatz. Eaker wore both the Bomber Command and the Eighth Air Force Commander’s hat.

      In the meantime, the 92nd Bombardment Group (Heavy), constituted on 28 January 1942 was activated on 1 March 1942 at Barksdale Field, Louisiana.

      It was a paper organization without either men or equipment — a statistic of the fast growing United States Army Air Force. This phantom headquarters was transferred to MacDill Field, Florida where it remained sans the wherewithal to operate until 26 March 1942.

      The following day, Lt. Colonel James S. Sutton arrived, assuming command of a cadre drawn from the 29th Bomb Group (Langley), 97th Bomb Group (MacDill), a core of previous service technical people and graduates of technical schools at Chanute, Lowry. and Keesler Fields.

      Colonel Sutton, a class of ’30 West Point graduate, was from Finlay, Ohio, and the first of the 92nd’s 6 wartime commanders. He had served at March Field, Kelly Field and at Nichols Field in the Philippines. While Commander of the 21st Reconnaissance Squadron he had surveyed and opened the airbase at Gander Lake. Newfoundland. Canada — important to us later on. The original command and staff were:

      MacDill was a base carved out of palmetto, sand and mosquitoes. The standard 2-story barracks with latrines and showers made for pleasant living. The mess facilities and food served were of excellent quality.

      There was much routine organizational work to be accomplished in a short period of time. On the flight line, the training of flight crews took on an almost desperate rate. No full-blown program existed — the newcomers were put in the right seat and learned the idiosyncracies of the B-17E. Missions to bomb sand spits and simulated subs, as well as to fulfil navigational accuracy, were flown daily. The training was not without mishaps. Touch and go resulted in some hard landings and damaged aircraft.

      Major changes in staff and command began in April with the loss of the Group Surgeon. Captain Leroy H. Oetjen, succeeded by MajorJacob Brotman. On the 25th the 17th Reconnaissance Squadron was redesignated the 407th Bombardment Squadron. On 5 May Captain Robert B. Keck assumed command of the 407th. Lt. Colonel Wray transferred to assume command of the 91st Bombardment Group. Major Reid became the 92nd’s Executive Officer. Captain Arnold became Group S-4 and 1st Lt. William V. Croak became the S-1 on 25 May.

      The good living at MacDill came to an end on 18 May with the move to Sarasota-Bradenton Air Base for the completion of training under field conditions. Orderly rooms, shops and maintenance facilities were housed in squad or pyramidal tents. Troop housing was in tents and in temporary wall boarded units known as Dallas Huts. The runway was marginal, which heightened the quality of attention to training. The group’s first fatality came on 12 June when a B-17 crashed in Sarasota Bay, killing 8 of the 10 crew. PFC John S. Stratton was thrown clear and returned to the aircraft to rescue the navigator. For his action. Stratton was awarded the Soldier’s Medal.

      Training continued up to 20 June when the air echelon moved to Westover Field, Chicopee Falls, Massachusetts, and on to Dow Field at Bangor, Maine. After some modification work at Westover and moving to Dow an intensive program of long-range flying was begun. Fuel utilization, navigation excellence, load distribution and crew coordination were honed to top efficiency.

      With the air echelon gone, the remaining ground personnel completed their training. On 18 July they entrained for the journey to Fort Dix pre-embarkation staging area, arriving late on the 20th. Approximately one half of the Group’s personnel had more than one year’s service — the remainder, about 6 months. For the next 15 days, there were routine equipment checks, required immunization updates, I.D. passes. In free time heavy use was made of the local Red Cross Club. On 5 August, dressed in Class A’s, carrying arms, overcoats, field bags and the always overweight A bag, the Group boarded the train for Jersey City, loaded on a ferry to the transport waiting at Staten Island. This was it — we’re on our way overseas. Our shipping code was 5164H.

      The West Point was the former pride of the American Merchant Marine the S.S. America.Also sailing was the U.S. Marine Commissions, S.S. Uruguay and capable of speed comparable to the West Point’s. This convoy was the largest to leave the U.S. and the West Point the largest ship in it. The second morning out a flotilla from Halifax joined up, unfortunately there were several old coal burners whose flank speed was 8-10 knots. Both U.S. vessels had to zig and zag constantly to match their speed much to the consternation of Captain Kelley, the skipper of the West Point. On the fourth night at approximately 23:30 hours, the zig and zags nearly collided — the Uruguay crossing in front of the West Point’s bow, clearing it by about 70 yards.

      The crowded conditions were the major discomforts of the voyage. Half of those on board slept below one day while the others made do on deck, the swapped places. Long mess lines twice a day at first were soon organized that the entire passenger list was fed in 2 hours. Time was spend gambling, sweating the ships canteen line and watching the waves go by. Whenever the alarm sounded it was welcomed for the excitement it might provide. Until the last couple of days, the trip was smooth sailing; however, fog, drizzle and rougher seas tested the seamanship of some. On August 18, the West Point docked at Liverpool and debarkation was completed the next day. The first English train ride brought use to Hemel Hempsted and lorries to Bovingdon, our home for the next 5 months.

      e9781618587480_i0021.jpg

      Dallas huts at Sarasota. (Courtesy of Les Gerdts)

      e9781618587480_i0022.jpg

      The USS West Point, the wartime incarnation of the S.S. America. Troop ship that transported the 92nd Bomb Group to England.

      The air echelon, at Dow, continued its long range training. Someone, somewhere, somehow learned of the nonstop plan and tried to kill it from happening. Colonel Sutton made a hurried trip to Washington where he convinced General Arnold that the 92nd could accomplish it safely. Then there were numerous irritating incidents emanating from the processing agency in Cincinnati before the move actually got underway.

      On 12 August at noon, the 326th Squadron began its flight from Bangor, Maine to Gander Lake, Newfoundland. Captain Andre R. Brousseau led and following in order 1st Lt. George L. Ott; 1st Lt. Glen V. Brooks; 1st Lt. Robert D. Grandmontaigne; 2nd Lt. James M. McDonald; 1st Lt. Roscoe A. Murray; Major Stuart M. Porter; 1st Lt. Wilson P. Todd; and 2nd Lt. Leigh E. Stewart. Arrival at Gander was 15:30 the same day. On the 15th of August the squadron departed Gander at 22:00, flying in the same order, and arrived Prestwick, Scotland at 09:00 hours of the 16th. Two days later they flew on to Bovingdon.

      Three days after the 326th had left Bangor, the 325th Squadron. led by Colonel Sutton made the 4 1/2 hour flight to Gander Bay. On the 19th of August the squadron departed Gander for an 11 hour 10 minute flight to Prestwick. Following Colonel Sutton were Major William E. Buck. Jr.; Captain David G. Alford; 1st Lt. Jack S. Griffin; 1st Lt. Robert Bass; 1st Lt. Kenneth M. Bowen; 1st Lt. William C. Anderson; 1st Lt. Charles N. Austin and 1st Lt. Allan E. Hermance.

      The third squadron, the 327th, had moved to Gander Lake on the 18th, spending the night. On the following day at 23:00 hours, they began departing for the nonstop crossing to Prestwick. The weather was marginal at best with heavy icing necessitating descent to as little as 1,000 feet at times. 1st Lt. Roland L. Sargent’s aircraft lost an engine after the point of no return but made Prestwick as programmed. Lt. Haas had problems landing on the Isle of Tiree before finally making it to Prestwick. Lt. Bill Martin after being diverted toward Stornaway landed at a fighter base at Valley Kelly, North Ireland, incurring some damage that necessitated a short stay at Prestwick for repair. The crossing was successfully completed as of 20 August with all aircraft in the UK.

      The last squadron to leave the US was the 407th. On 25 August at 11:00 hours, Lt. Colonel William M. Reid departed Bangor flying Dog House for Lake Gander arriving 4 hours later. Briefings were held both morning and afternoon on the 26th, with take off for Prestwick commencing at 22:00 hours. At about 09:30 hours on the 27th, after 11 1/2 hours of flying, landings were accomplished. Following Colonel Reid were Major Robert B. Keck; Captain William L. Knowles; Captain James J. Griffith; 1st Lt. Donald G. Parker; 1st Lt. Eugene M. Wiley; 1st Lt. Thomas M. Hulings; 1st Lt. Sanford T. Smith. On the 28th of August, the squadron flew down to Bovingdon completing the first nonstop trans Atlantic flight — Gander, Newfoundland to Prestwick, Scotland, without the loss of a single aircraft.

      The accomplishment did not go unnoticed in Washington, as the following cable was received through RAF signals Office at Bovingdon on 29 August 1942.

      General Arnold wrote an official letter to Colonel Sutton, through channels commending the accomplished mission dated 31 August 1942.

      e9781618587480_i0023.jpg

      As the group began to operate at Bovingdon, the deficiencies of the installation became most evident. The barracks required extensive cleaning; sanitary facilities, by our standards, left much to be desired. The communal bathing units were far too small for the volume of users. The food, though nourishing, took some getting used to — mutton, potatoes, and brussel sprouts.

      On the other hand, the reception of our troops was something else. Up to the time of our arrival, there had been only a few thousand American soldiers in England during this war. We were a curiosity! The locals were inclined to stare, while we, equally curious, began to explore every nook and corner of our first English village, on every possible liberty. Soon regular liberty runs were set up to Hemel Hempstead and was saturated nightly. Soon the ubiquitous bicycle became a part of GI equipment, freeing further exploration on an individual plane.

      e9781618587480_i0024.jpge9781618587480_i0025.jpg

      326th Squadron before leaving MacDill. (Courtesy of Bill Ruehlmann)

      Early in August, General Eisenhower and Spaatz had been escorted by General Eaker to witness an aerial demonstration at Polebrook. It was a disaster and an embarrassment to Eaker. It turned out that gunners had never shot at a sleeve, formation flying technique was at a minimum, had done little flying at high altitude — in fact, the unit was totally unprepared for combat.

      Now came the second blow. On 28 August, Colonel Sutton was ordered to establish a school to train incoming groups. It meant going off operations — why we came overseas. The 11th Combat Crew Replacement Center was born out of desperation.

      The CCRC was to indoctrinate new crews in the procedures to be used in conjunction with the RAF. Navigators to become adept with the G system; the Splasher — used for obtaining a fix. Bombardiers honing target recognition skills, familiarization with the new type of maps in use, and countless hours on the bombsight trainer. Radio operators perfecting their code skills and signal classes. Gunners in the Beehive sharpening their recognition and firing skills. For all were classes in emergency procedures — bailout. air-sea rescue, evasion, oxygen use filled the day. Originally much was taught by RAF personnel under the guidance of Squadron Leader Wolverson.

      This exercise cost the 92nd one entire squadron — the 326th. Becoming the CCRC — essentially a training unit, onerous as it was — must have been done in the 92nd manner. The following letter bears out this contention.

      While there was a confused and frustrating situation existing — we were not on operational status — we did fly missions — six to be exact.

      But first — the third blow to the morale of the group. The RAPE OF THE 92ND! On 28 August we lost all of our new B-17F’s to the 97th Bomb Group, which was destined to go to Africa. From them we received their old, beat-up E models.

      It was in these Es that we flew our first combat mission on 6 September 1942. Fourteen aircraft took off with 8 aborts due to mechanical problems. Six planes dropped their bombs on target — the Avions Potez Aircraft factory at Meaulte, France. This was the largest Eighth Air Force raid to date — 30 aircraft on target. Of the two fortresses lost — one belonged to the 92nd. It was from the 327th Squadron, piloted by 2nd Lt. Leigh E. Stewart. He was last seen out of formation approaching the English coast pursued by 5 enemy fighters. The crew consisted of 2nd Lt. Robert I. Benedict, co-pilot: 2nd Lt. Samuel J. Russell, navigator; 2nd Lt. Frank J. Buck, bombardier: Sergeant Elmer P. Vollrath, engineer; Sergeant Cecil R. Kendrick, radio; Sergeant Lemoyne C. Early, tailgunner; Sergeant D.K. Smith, waist gunner and Pfc. William J. Angliss, ball turret gunner. In this baptism to combat, there were other casualties. As the aircraft piloted by Captain Frank G. Ward approached Cayeux, it was attacked by six enemy fighters. One pressed home its tail attack, killing Corporal John E. Bungard. tail gunner, and mortally wounding Corporal Hubert W. Crowell. Sergeant Robert C. Smith received severe wounds while 1st Lt. John F. Segrest, navigator, was slightly wounded.

      Only 27,400 pounds of bombs were dropped and our claims of enemy fighters destroyed — 2 with 2 more probables. Other pilots participating in the first raid were Lt. Colonel Reid; Major Brouseau; Captains Bass, Alford, Bowen; Lts. Anderson and Griffin of 325th Squadron; Captains Ward, Reed. Lts. Byington and Brown of the 327th Squadron.

      A week later General Eaker addressed the Group’s officers, explaining the urgent necessity for an efficient crew replacement program, citing the losses accrued by the 3 groups now in the theatre. Disappointment was the total reaction to the news that the 92nd had been selected to carry out the program. The hopes that the original detailing would be rescinded was finally shattered! When or if we would return to operational status became moot.

      At this point, the S-4 officer had been instructed to pool all organizational equipment and to make it available for use by the CCRC school functions. The 92nd, in fact, became the Station Complement and a training unit — the Group identity, per se, was lost. Colonel Sutton did not give up. There were several rather heated meetings regarding return to combat status culminating in a telephone call to General Arnold.

      On 26 September the Group flew a double diversionary mission 16 aircraft over enemy territory, covering for the 301st’s targets of Cherbourg 7 aircraft and for their airfield targets, 9 aircraft. All aircraft returned to Bovingdon.

      The next mission came on 9 October with an attack on the aviation facility at Lille and the aerodrome at St. Omer. Fifteen aircraft were dispatched with 6 aborts due to mechanical failure. A flight of 3 aircraft led by Lt. Earl A. Shaefer dropped 12 x 500 pound General Purpose (GP) bombs on the Lille facility, while 6 aircraft unloaded 48 x 500 GP bombs on the St. Omer/Longenesse drome. One aircraft, piloted by Lt. Francis H. Chorak, 327th, was lost. It was last seen in flames over Holque, 5 miles north of St. Omer. The crew consisted of 2nd Lts. Joseph J. Fracchia, Grady W. Roper, T. I. Kolodzinski; Master Sergeant J. E. Lane, Staff Sergeants Paul R. Gordon, John J. Dolan, Donald E. Buckland and Malcolm Culpepper.

      Fighter attacks were severe coming mainly from 6 o’clock low. They followed the Group from coast in but did not attack until after bombs were dropped.

      Injuries and battle damage were heavy. On the aircraft piloted by Captain James J. Griffith, the waist gunner, Lt. Colonel Stuart M. Porter, was wounded on the leg. Sergeant G. E. Williams of Lt. Shaefer’s aircraft was wounded. Waist gunner Corporal Archie Cothern on Major Keck’s aircraft had his oxygen mask blown to bits and was burned on the face from the fire in the right wing. Corporal Oscar R. Billings was wounded in the left leg by flak, and actually threw Cothern out of the aircraft near Gravelines, southwest of Dunkirk. (His story is elsewhere in this volume.)

      Major Keck’s aircraft received a direct hit on the right wing just inboard of the #3 engine. The main fuel line was ruptured with flames streaming back burning away the elevator assembly. The fuselage was badly perforated from the wing aft. On Lt. Shaefer’s, there were numerous flak holes in the fuselage, the right wing riddled and a 20mm hole blasted in the tail. Captain Griffith’s aircraft had a foot-wide hole blasted in the right flap, a 4-inch hole in the tail gunner’s position and a 10-inch one near the waist gunner’s.

      Our claims were 13 enemy destroyed; 3 probables. and 4 more damaged.

      Other pilots taking part on the raid were Major Buck, Lts. Hermance, Bowen, Byington, Wiley and Dempsey.

      During the war, there were hundreds of midair collisions of various degrees. Another first for the 92nd was that of 1st Lt. Eugene M. Wiley and 2nd Lt. James C. Dempsey, both of the 407th Squadron. About 20 miles west of Dunkirk, on the way in, Dempsey was maneuvering for position when his tail struck the right wing and engines of Wiley’s aircraft. The prop of Wiley’s aircraft chewed the entire rudder from Dempsey’s and slashed through to tail gunner’s compartment, where miraculously Sergeant Kirk escaped injury. Both aircraft fell away and the pilots regained control. Dempsey was able to return to Bovingdon, while Wiley jettisoned his bombs at sea, then made an emergency landing at Detling.

      Our last mission for 1942 was flown 21 October to the Cherbourg Airfield where 7 of the 18 dispatched aircraft dropped 161 x 100 pound GP bombs. 16 Unfortunately this mission was credited to the 11CCRC — a noncombat organization — a fact that has not to date been officially corrected. All aircraft returned safely and there were no battle claims.

      It was at this time that the invasion of North Africa took the #1 precedence. Along with other organizations of the Eighth Air Force, the 92nd participated. Our combat crews were made available to the 97th and the 301st, st, allegedly on a DS basis, as both of these units remained charged to the 8th inventory. Neither group returned after their November deployment. In late October, a group of 14 of our navigators were placed on DS to Ramsbury for special training, then to the 64th Troop Carrier Group, where on 8 November they were directed C-47s full of British paratroops toward Africa. No communications had been received since the 6 November landings; hence the instructions were to land IF the field was in friendly hands. If not, drop the troopers then land after they had liberated the field. It was a surprise arrival so both friend and foe fired on the aircraft. Fortunately, a battalion of American Engineers had secured the field insuring a safe landing. A few days later, our navigators directed C-47s to Bone and Suk El Arba dropping troopers into combat. A dearth of return transport detained the 14 in Africa until 20 December when they returned to Bovingdon.

      During this period, the Group flew many missions for which no credit has been received. Captain Thomas M. Hulings and crew were detailed to fly VIPs from England to North Africa. On arrival, they were essentially under the control of General Spaatz’s headquarters. A number of missions as VIP carriers were flown prior to the disastrous one resulting in a crash at Athenry. Ireland, with General Devers and staff on board. No credits. Lt. Wiley made several trips to North Africa and Gibralter of the same nature, except they were round trips. Lt. Hermance was on one such flight when he had engine trouble forcing a return to the Lands End area, where in o/o weather he crashed, ripping the tail off the B-17E.Lt. Bill Martin and crew made a run from Portreath to Algiers, via Gibralter, arriving while there were German planes still burning on the field. Captain Foster and Lt. Brooks also made several cargo flights to the African area. And there were many more — still no credit. So ended 1942, with 4 combat missions under our belt as well as 3 diversions that didn’t count.

      JANUARY 1943

      Colonel Sutton’s persistence and a brash telephone call to General Arnold paid off as we moved effective 4 January from Bovingdon to Alconbury, 16 miles south of Peterborough. After recovering from his leg wound, Lt. Colonel Stu Porter was transferred to Headquarters, Eighth Bomber Command, to serve as Assistant Chief of Staff, A-3, for General Eaker. Major Robert Reed, 327th Squadron Commander was drafted and returned to the Z1 to supervise several modifications to the B-17, which he had developed while in England.

      Because of these and many other moves, Colonel Sutton’s staff acquired a different look.

      With the move to Alconbury, the Group sacrificed a large portion of the 327th Squadron, including Major Dwyer, who remained at Bovingdon as the CCRC Director of Training. Captains John A. Sharpe, 325th Adjutant and Harrison V. Peterson, 327th Adjutant, remained filling administrative positions.

      Although the prospect of return to operation bolstered morale despite the mud, weather, and the physical condition of the station. It was much the same as we found 6 months before at Bovingdon. Construction of hangars had just started one without any vertical steel and the other a cage of girders sans skin. Insufficient hardstands requiring turf parking of some aircraft. Days were spent on just general base policing, marking where the roads were supposed to be to forestall the creation of more mud.

      Living sites were really dispersed — especially those of the 327th and 407th Squadron. Neither lights nor water had been installed. The 325th, at Skunk Hollow, was in a shallow valley very close to a farmer’s hog farm. All sites were composed of Nissen huts and some low frame building. Ablution blocks and messing facilities were all located in the communal site — ergo, the inevitable complaints. Flying officers were housed 3 miles away and except for a few key men were trucked to and from the regular mess.

      Already on the base was the 36th Service Squadron commanded by Captain Edward O’Donnell, having arrived 2 weeks earlier. They were without their maintenance equipment, which upon arrival provided top flight third echelon work. The Medical Section had only 2 small building serving as a combination Sick Quarters, Office and sick-call room. Bulky items were stored in a worker’s canteen behind the Sick Quarters and a morgue occupied the Decontamination Block nearby.

      The hope to return to combat was again delayed due to the nonarrival of aircraft and personnel replacements. The flow of replacement aircraft favored the African operation, plus a heavy diversion of produced aircraft to the Pacific nearly crippled the 8th. In February, the loss replacement ratio was 75/ 63 and crewwise 75/24.

      With only adozen E models to maintain and no combat missions to fly, keeping men gainfully occupied became a problem. Boredom became a fact of life. Basic training was instituted — reveille at 06:00 hours every morning, marching in formation to mess and work. Programs in Chemical Warfare defense and Camouflage began and continued work at improving the base.

      During the first quarter, discipline and morale dropped noticeably; 104 and Courts-Martial rates rose. Inspections every Saturday followed by one hour of drill. Intersquadron sports became a way of life, with prizes going to the winners. On 1 April a Group party, including intersquadron competition and games, was followed by a dance in the evening. Individual athletic honors went to Technical Sergeant Jerome Charbonneau of the 327th.

      Several major personnel changes occurred in this period. In January, Major Keck returned to the States to lead a squadron of new, secret aircraft for use by the Group. Captain Joseph R. Henry became Group Surgeon, 20 January, transferred from the 303rd. Chaplain Henry M. Ware was assigned 22 January. On 6 February, Mr. Seward was assigned as Red Cross Field Director and on the 11th, 1st Lt. John C. Prosch, 407th, became Group Gunnery Officer. We also learned that 28 personnel on D/S had been lost up to 17 April, all of the officers having been on the trans Atlantic flight.

      APRIL 1943

      Early in April, the flow of new groups picked up and saturated the facility at Bovingdon. Again, most of the 92nd veterans found themselves instructors as we became virtually a CCRC.

      We first hosted the 100th, who had all the confidence and exuberance that once was ours. It took a great deal of effort to impress on the more extroverted that the Luftwaffe was an efficient organization in their specialty. Colonel Sutton bade their commander, Colonel Alfred Kessler, good luck as they moved on to be a part of the 2nd Air Division.

      Next came the 95th. All of their aircraft arrived, but for various reasons, their ground personnel were sadly lacking in numbers and experience. The air crews were sent on practice missions every day, weather permitting. Now we had two full compliments of aircraft to maintain as the 92nd began to get new aircraft. We serviced their aircraft from 08:00 to 16:00 hours, then the 95th personnel assumed responsibility. So it was on the evening of 27 May that tragedy struck. For an unknown reason, while loading bombs, one or more exploded in the bomb bay of an aircraft. Nineteen officers and enlisted men were killed; 20 more wounded. Four B-17Fs destroyed and 11 more damaged. Two of the dead were 92nd personnel — Master Sergeant Thomas F. Cunningham. radio maintenance Chief and Sergeant Alvin W. McCool, Jr., 327th Ordnance. Our injured included Sergeant Wray V. McKenzie, 327th gunner; Sergeant George C. McMillian, 325th radio mechanic; and Corporal John B. Shea, 325th aircraft mechanic. An investigation board was unable to pinpoint the cause. This disaster stretched the capabilities of the Medical personnel and facility. All personnel including some on pass in Huntingdon, moved immediately to the airfield. The evacuation of the wounded was efficiently accomplished as litters crammed the Sick Quarters, office space and around the entrance. Wounds cleansed and bandaged; broken bones set and splinted, and plasma given where needed. Most of this work was supervised by Technical Sergeant Thomas P. Cristi. Others involved were Staff Sergeant Orville J. Wonser; Sergeants Alfred W. Knicely; James L. LaMothe: Casimir Galazka and PFC George Horne. It took some time for the Medical Officers to clear the problems on the airdrome where the crisis was greatest. Hot coffee and food for all concerned was promptly provided through the efforts of Mess Sergeant Troy Oney. Thirty-five casualties were handled at Sick Quarters, with 16 being sent on to the 2nd Evacuation Hospital.

      MAY 1943

      Word finally came down returning the 92nd to operational status, beginning 1 May, we were now almost out of the old E models, with only 8 on hand. The F models started to arrive on 20 April (2 Vega built); then 12 more before month’s end, of which 2 were transferred to the 95th by mid-May. There were, however, many other transfers such as 6 aircraft to the 482nd to start the Pathfind Program.

      The euphoria of going back on Ops was short lived when on 2 May Colonel Sutton was reassigned to the North Ireland Combined Command. Colonel Sutton was genuinely the leader of the 92nd from our inception as well as a warm personal friend of every last man. Lt. Colonel Baskin R. Lawrence, former Executive Officer of the 91 st, assumed command of the 92nd. Our Air Executive, Lt. Colonel William M. Reid, transferred, becoming the 91st Group Commander. Two of the most popular of the originals from MacDill days lost. Lt. Colonel Buck became our Air Executive and Major Brousseau moved to be Group Operations, Major Keck became the 327th Commander with Major Griffith remaining in command of the 407th.

      e9781618587480_i0028.jpg

      A look at an experimental YB-40. (Courtesy of Doc Furniss)

      In mid-May, Major Keck returned to Alconbury, leading the 12 YB-40s assigned to the 327th. These aircraft are the result of experimental work supervised by Captain Robert Reed at Wright Field, Dayton, Ohio. Major modifications included a second turret in the radio compartment; a chin turret; staggered waist gun positions, and huge supplies of ammunition. These were gunships not expected to carry bombs. They were to protect the most vulnerable ships in the formation. Much innovation regarding employment was needed. At first an element of 3 was dispatched to join a group as it became airborne — used too much fuel. Then the YB was placed on D/S with the group they were to accompany, so that forming up was more routine.

      On 14 May, we flew our first mission against the shipyards at Kiel at noon, dropping 50 x 500 pound GP bombs. Of the 7 aircraft dispatched. 5 unloaded on the target. Major Griffith, flying as Air Commander, with 1st Lt. Earl Shaefer of the 407th, led the mission. One aircraft aborted when 50 miles west of Suderoog Island and the other piloted by 1st Lt. Lowell R. Walker failed to return. Other members of Walker’s crew were: John C. Elder; Lester L. Kluever; Ernest F. Bean; Everett K. Teaford; Donald E. Hutton; Oscar R. Billings; John V. DeMontmallin; William W. Kiser and Johnnie J. Tucker. (See Appendix A.)

      This was the first time the Eighth could put more than 200 aircraft up on one mission. On Kiel 136 were dispatched with 126 effective. The 4th Bomb Wing sent 42 against Antwerp with 38 making the target, with another 39 dispatched against Courtrai A/B and 34 being effective. Lastly, the 3rd BW, B-26s, launched 12 with 11 actually bombing Ijmunden. Our claims of enemy aircraft destroyed and damaged were 1 and 1. (NOTE: The man in the left seat is the leader, regardless of rank.)

      Ten aircraft were dispatched the next day, 15 May, on a raid against targets of opportunity in the vicinity of Helioland. The briefed primary target was the submarine building facilities at Wilhelmshaven. The composite group led by Lt. Colonel Lawrence contained the 5 aircraft from each of the 325th and 407th squadrons. Due to 10/10 cloud cover at the primary. Heligoland, with 4/10 was attacked. Flak and fighters were numerous but not really effective. The aircraft piloted by 1st Lt. Larche M. Washer failed to return. The crew consisted of Robert W. Kennedy; Martin J. Healy; William F. Haenel; Alfred Sikorsky; Jack P. Roebuck; James R. McDermott: Kenneth G. Murray; Arthur L. Davis and Arthur F. Blasenak. (See Appendix A.)

      The aircraft Homesick Angel, flown by Captain McGhee Word, 325th, encountered supercharger trouble near the target and left the formation. To reach a cloud bank and escape the fighters, he and his co-pilot, Captain Bowen, power dove from 27,000 to 7,000; then over the Frisians salvaged the bombs and ammunition. They landed the damaged aircraft at West Raynham on the English coast.

      e9781618587480_i0029.jpg

      Strike Photo, May 17, 1943.

      The next mission, 17 May, was an attack on the submarine pens at Keroman, near Lorient. Lt. Colonel Buck flew as the Air Commander with Captain William C. Anderson, one of the original Group pilots. The 92nd provided 10 aircraft, 2 aborted, and 8 made successful runs dropping 1,000 pound GP bombs, good results. Our gunners claimed 2 enemy fighters destroyed and 1 probably. All aircraft returned to base.

      Two days later, 19 May, with Colonel Buck again directing the mission as the Group dispatched 10 aircraft to Keil. Nine of our aircraft attacked the turbine engine facility of the submarine building shipyard. The bomb load consisted of 500 pound GP and IP weapons. Claims of 9 enemy fighters destroyed were made by the gunners against a force of 40 plus engaged. Battle damage was slight and all aircraft returned.

      Typical English spring weather, fog and rain, halted operations for the next 10 days. This was the kind of weather that was foreign to General Arnold who at times became very testy as to the methods of operation by the Eighth Air Force. Those references are contained in his correspondence to both Generals Spaatz and Eaker.

      On May 23, Lt. Colonel William M. Reid, returned from his stint as Commander of the 91st to assume the command of the 92nd, succeeding Lt. Colonel Lawrence. He is now the third commander of our Group.

      As the weather improved on the 29th. the Group resumed combat flying. A total of 22 aircraft — 15 B-17s and 7 YB-40s — were dispatched against the St. Nazaire sub pens. Major William S. Cowart, flying as Air Commander with Captain Fred A. Rabo, 325th, led the mission. Bombing with 2,000 pound GPs was good, slight battle damage and no casualties. No claims of action against the limited fighter attacks. Flak, at the target, was accurate.

      JUNE 1943

      In June things began to look better. Colonel Huelin and his Corps of Engineers battalion set up for the construction of a Depot facility to distribute Air Corps material. Soon they were in operation round the clock to the consternation of the Clerk of Works, who was set at English speed. It also impressed the original contractor, who was forced to use mostly the old or very young — all that was not in the Empire’s service. In about 8 weeks, the troops and supplies moved in.

      The first June mission was on the 11th with a raid to Wilhelmshavan after the primary, Bremen, was cloud covered. Fourteen aircraft were dispatched with 12 attacking the target. The smokescreen made the assessment of bombing difficult; however, the general opinion of bombardiers and observers was that the bombs impacted within target boundaries. Major Brousseau, flying with Lt. Shaefer, led the attack. There were scattered attacks by enemy fighters with no success while our gunners claimed 6 destroyed, I damaged. All aircraft returned — no battle damage, no casualties.

      After a day’s rest, 17 aircraft were airborne on a mission to Bremen. Lt. Colonel Buck with Captain Rabo, 407th, led the mission with 16 aircraft dropping 500 pound GPs on the target. Enemy air opposition was light, but the flak in the target area intense, causing some degree of battle damage to every aircraft. The gunners claimed only I destroyed. Both the navigator, 2nd Lt. Byron B. Baschma. and bombardier. Staff Sergeant Lewis L. Fletcher of Lt Gurney’s crew, were wounded.

      Not until the 22nd of June did the Eighth bombers fly a mission. With Lt. Colonel Reid and Lt. Shaefer leading, the Group dispatched 29 aircraft including 11 YB-40s. with 25 attacking the synthetic rubber plant at Huls with GP bombs. On crossing the Dutch coast inbound, about 30 enemy fighters made attacks, mostly 11 to 2 o’clock high, but broke off without success. In the target area, approximately 50 fighters, approaching mostly from the rear likewise failed to press their attack. Bombing results were excellent, confirmed by post attack photographs. All but 1 aircraft returned safely with no casualties; although there was considerable flak caused battle damage. The YB-40, piloted by Lt. Andrew F. Bilek, 327th, was hit by flak, was seen going down under control near the Dutch border. Others on the crew were William P. Carey, Robert H. Darden, Edward C. Fuller, John L. Randall, Milton H. Hoehn, Ralph W. Kesling, Wilfred Godette, Robert T. Pierce and James L. Basse. (See Appendix A.)

      On June 25th, Major James J. Griffith, Jr., flying with Lt. Shaefer, both 407th, led 23 aircraft including 3 YB-40s on a mission bedeviled by weather almost from take-off. Officially, it was scheduled for a convoy near Wangerooge Island, about 20 miles north of Wilhelmshaven in the North Sea. Problems with assembly, locating the actual target, selecting a suitable target of opportunity were rampant. After checking the Bloehn/Voss submarine works at Hamburg — 10/10 cloud — the 500 pound GPs were dropped on a small target in the Oldenburg area about 40 miles east northeast of Bremen. Fighter attacks were heavy, with our gunners claiming 4 destroyed, 1 probably, and 4 damaged. After this tour of Northwest Germany, all aircraft returned to base safely.

      We tried France for the next 3 missions that will close the month of June. On the 26th it was against the airdrome at Poissy, a secondary target, was hit by our 6 airborne aircraft with 48 x 500 pound GP bombs. Just a note. Of 7 1st Division groups dispatching 123 aircraft, only 17 attacked the Primary Villacoubly and the secondary combined. Our gunners’ claims were 3 destroyed, 1 probably, 4 damaged.

      On the 28th, 10 B-17s and 6 YB-40s were dispatched against the St. Nazaire submarine base locks and gates with 2,000 pound GP bombs. This was a late afternoon attack between 16:55 and 17:00 hours by 104 aircraft of the 1st Bomb Wing. Flak, as usual, was heavy over the target and very accurate for range and deflection. Major Brousseau, flying with Lt. Shaefer leading, produced excellent results as shown by post-strike photographs. All aircraft returned safely with 6 having minor battle damage. There were casualties. Lt. Stafford W. Webb’s navigator, 2nd Lt. James O. Combest, was killed instantly by a large piece of flak that struck his abdomen. (See Appendix A.) Lt. Sterling A. Basler’s bombardier, 2nd Lt. John C. McParlan, was injured in the face by 20 mm shell fragments.

      Then on the next day, 12 B-17s and 2 YB-40s were dispatched for a mission to Villacoubly Airdrome. Due to 10/10 cloud cover, the entire 1st Bomb Wing brought their bombs back. Many fighters were seen but few pressed their attacks, while our gunners’ claims were I damaged and 2 probables. All of our aircraft returned safely and there was only slight battle damage.

      Note: The degree of battle damage is often disputed by the interrogator’s remarks and comments made by the flight line and shop personnel who have to do the physical repair under whatever conditions of weather and time.

      JULY 1943

      We started the month with a bang on the 4th of July with a raid to the airdrome at Nantes. Major Keck, flying in Flagship with 1st Lt. Shaefer, led our 16 B-17s and 3 YB-40s to the target where good results were obtained with 500 pound GP bombs. Fighter opposition was intense from the IP to target, continuing unabated on the way out to about 30 miles past the French coast. This was our portion of the 3-prong attack of the 1st Bomb Wing covering LeMans and Nantes. Aircraft, tail number 42-5916, 325th, crash landed at Portreath and was salvaged. the aircraft piloted by 1st Lt. John J. Campbell, 407th, 42-29967, failed to return. It is believed to have hit the water and burned. Six parachutes were seen open and 1 partially open. Battle damage was severe and there were casualties. Sergeant Richard O. Gettys, ball turret gunner of 1st Lt. Robert L. Campbell’s crew, received serious injuries from shell fragments in the groin, chest and face; the tail gunner received leg injuries. Staff Sergeant Gerald L. Swanger, waist gunner on Captain Richard Pugh’s crew, has facial wounds. Other members of John Campbell’s crew were Hubert V. Stephenson, Burr P. Hereford, Benedict Kilgrow, Jr., Robert H. Hetrick, Charles D. Chenowith, Maurice J. Guymon, Lester M. Arlington, Harold L. Burton and Richard K. Rasdall. (See Appendix A). Our gunners’ claims were 10 destroyed, 4 damaged and 1 probable.

      The next mission was on 10 July to Caen. It was totally non-effective as the bombs were brought back — weather prevented target identification. The group launched 14 aircraft. Fighter opposition was light and ineffective. Gunners made no claims.

      Four days later, 14 July, Villacoubly was the target. Ten B-17s and 5 YB-40s were launched of which 8 aircraft bombed successfully. Captain McGeehe Word, Jr., flying with 1st Lt. Shaefer, led the mission, achieving fair results with a mixed load of 500-pound GPs and 100-pound IBs. All aircraft returned to base; however, there were two casualties. Sergeant Frank L. Montemarano, tail gunner on Lt. Gibson’s crew, and 2nd Lt. James M. McGrew of 1st Lt. Charles Kelly’ screw, received superficial wounds.

      Hannover was our target on the 17th of July, although recalled was a very hazardous one while it lasted. Seventeen B-17s and 2 YB-a40s departed at 07:18 hours with Lt. Colonel Buck flying with Captain Donald G. Parker leading the 102nd Combat Wing. Departing England a climb commenced crossing the Dutch coast at 09:44 hours with an altitude of 24,500 feet. The recall message was received; however, the leading 103rd CW did not begin the turn for 25 minutes. Fighter attacks began and were vigorously pushed to within 50 miles of the English coast. All but 2 of the aircraft jettisoned 140 x 500 pound GP bombs in the North Sea with the remaining crews bringing their bombs back to base. On the way home, Captain Parker’s aircraft was attacked by as many as 30 enemy fighters. On the first, a 20mm burst knocked out the oxygen system on the left starting a fire near the pilot’s seat. Captain Parker slumped forward from the concussion and Colonel Buck pulled him from his seat, taking control. Though dazed, Parker grabbed a fire extinguished and aided by other crew members put out the blaze. Meanwhile, Colonel Buck took evasive action. With no airspeed indicator, the aircraft was brought safely home. 1st Lt. Lohnas H. Knapp, the navigator and Staff Sergeant Marvin E. Dyer, waist gunner received wounds. Ten of the Group’s aircraft had battle damage. One alerted aircraft did not take off due to a defective piston necessitating an engine change. One aborted 2 1/2 hours into the mission when the Bombardier passed out from lack of oxygen. The aircraft piloted by 1st Lt. J. D. Stewart landed at Lakenheath. Lt. Stewart, F/O Leonard E. Landes, co-pilot and 1st Lt. Frank H. Smith, navigator, were all wounded. Sergeant Jesse C. Barringer, tail gunner, bailed out over Holland, apparently believing that the evasive active and smoke from the two damaged engines meant the aircraft would be abandoned [see Appendix A]. Gunners claimed 5 destroyed and 2 damaged. 36,000 rounds of 50-caliber APT were expended.

      e9781618587480_i0030.jpg

      A trio of 92nd planes, intent on carrying out their mission.

      Colonel William M. Reid, flying as Air Commander, with Captain Roland L. Sargent, 325th, led the Eighth Air Force strike on 24 July to Heroya, Norway. Fourteen B-17s and I YB40 were dispatched, all being effective. The target was the magnesium, aluminum and nitrate works of the German run Nordisk Littmetal. The force of 167 aircraft dropped 414.25 tons of bombs from an average altitude of 15,500 feet. Assessment showed 580 bombs bursting within the target area with 151 direct hits. The Germans abandoned the magnesium and aluminum plants after the raid. Weather prevented the briefed bomb run so Colonel Reid overflew the target area, which became open from directly overhead. Executed an 180° left turn and approached from the northeast (240°) with a clear view of the complex. Dropped bombs manually on a 90-second run in train mode. Colonel Reid’s display of airmanship earned him the Silver Star.

      e9781618587480_i0031.jpg

      Strike Photo, July 24, 1943.

      Flak was moderate, being excellent in elevation and deflection. Fighter opposition though few in number very aggressive. The Me 109, closed so close that some pilots pulled up to avoid a head-on collision. Twelve of our aircraft received moderate battle damage. Just over 15,000 rounds of APT ammunition was expended. Gunners’ claims were 4 destroyed. Staff Sergeant Curtis L. Moore, waist gunner in lead aircraft, had a leg wound. Staff Sergeant D. L. Balke, tail gunner on Lt. Arthur M. Stone’s crew, was cut by plexiglas shards. All aircraft returned to base.

      On 25 July, a mission to Kiel was scheduled and 18 B-17s plus 1 YB-40. Take-off was set for 11:45 hours; however, two delays made it 13:15 hours. The Group formed up. making good the programmed time at Wellingborough (13:59 hours), but the lead group was not seen, but another group (305th) joined along this line. The flight plan was followed to Kittering, where our leader feinted to the left to allow the trailing group to assume the lead, to which it did not respond. 92nd headed for Splasher 5, arriving at 14:17 hours, 6,000 feet. A climb was initiated at 14:50 hours, arriving at 16,000 feet 30 minutes later. There was still only 2 groups in the Combat Wing. At this point, our leader decided to return to base as the force was insufficient to defend itself over enemy territory. Both groups crossed the coast at Cromer at 15:51 hours, altitude 500 feet. 92nd landed at base, 16:17 hours. Mission carried as abandoned.

      On 26 July the Group was assigned the target of the Nordhafen works in Hannover, a tire factory known as the Continental Gummewerke, A.G. Vohrenwalderstrasse. Major J. J. Griffith, Jr., flying with 1st Lt. Eugene M. Wiley, 407th. led 17 B-17s and 2 YB-40s on this effort. Take-off and assembly with the low group was achieved as scheduled. In waiting for the high group, a 360° was made around Cromer, making the coast departure 11 minutes late. Adherence to briefed flight plan was excellent, with 11 B-17s and 1 YB-40 completing the mission. A YB returned early due to an engine problem; a B-17 due to the loss of the ball turret door. 2 aircraft landed away from base, 1 ditched and 2 were lost in action. There were 150 x 500 pound GP bombs dropped on the target. Both flak and fighters were very

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