351st Bomb Group

1. Roll Call and Airplane Assignments. - Read Teletype [Letter of Appreciation & Message from 1st Bomb Wing?]
2. Target:
   1. Name – Aircraft Engine Works
   2. Location – Kassel [Germany]
   3. Name of Secondary – Marshalling [Rail Road Yards]
   4. Location of Secondary – Hannover [Germany]
   5. Name of Last Resort – Any
   6. Location of Last Resort – Anywhere
3. General Information On Formation
   1. Wing formation – 101st, 103rd.
   2. Order of Groups in formation and altitude of each – 381, 351, 91; 351st at 26,000'.
   3. Our formation for bombing – Group Defensive
4. Pursuit Coverage - 5 Squadrons of P-47's meet bombers 10 miles east of Emmerich.
5. Diversions - R.A.F. and Army A.F. operating in Schipol - Wiensdrecht - Lille areas.
   4th Wing is going to Kassel 5 minutes behind 103 C.W. [Combat Wing] and be covered by 3 squadrons of P-47's on withdrawal.
6. Navigator:

7. Stations –	0436
   Start Engines –	0536
   Taxi –	0546
   Take off –	0601

8. Don't leave gun stations until - Over England.
9. Weather -
10. S-2 [Intelligence] –
11. 1. Bomb Load is – 10 x 500
    2. IAS [Indicated Air Speed] for bombing is – 155
    3. I.P. [Initial Point of Bomb Run] Signals are:
       1. RR [Red Red]
       2. Aldis Lamp
       3. Voice and W/T
    4. Open Doors - 2 minutes before I.P.
12. Special Briefing for all Officers of lead crews in Group S-2 [Intelligence]
13. Special instruction to all personnel:
    
    Gunners, Radio operators, Navigators and Bombardiers leave the briefing room.
14. Comments to improve the formation and improve evasive action:
15. Climb at 150 IAS. [Indicated Air Speed] and 300 [feet per minute.]
    Cruise at 160 IAS
    Reform after attack at 155 IAS
    Descend at 170 IAS and 500 feet per minute.
16. Any questions on who takes over the lead at anytime?
17. Special instructions in case of bad weather:
    Splasher 7 - 320 degrees [heading] [Let down on return.]
18. Call signs:
    

    101 C.W. [Combat Wing]	Phonebox 1		91 Group	Goonchild Red
    103 C.W.	Phonebox 2		351 Group	Goonchild White
    			381 Group	Goonchild Blue

    101st Ground Station "Batten".
19. Identification colors:
    

    101 C.W.	RR [Red Red]		91 Group
    102 C.W.	YY		Group
    103 C.W.	GG		Group

20. Bomber to Bomber freq. 5165 kc [kilocycles].
21. VHF Channel (Bomber to Fighter) - B over England - A for Fighters
22. Bomber to Fighter Call Signs:
    1. Bombers -
    2. Fighters -
    3. Ground - Morelight
    4. Collective Call - Moonstone
    5. Recall - XK
    6. Abandon Ops - SK
23. Turn on VHF [Very High Frequency Radio] Channel B at Takeoff
24. Colors of the day:

    Time	Color	Ident.	Challenge
    0200 - 0800	GY	N	G
    0800 - 1400	RY	X	P

25. Taxi Plan.
26. Spare Ship Plan. #762, #136, #140, Gray Leader 863 - Ready - Waiting at end of Group Formation.
27. Any Questions?

1. Twenty-one (21) aircraft took off for the Mission of 30 July, 1943. Rendezvous was made without incident, the 351st Group flying in the high Combat Box of the 101st Combat Wing formation.
2. The course was followed as briefed. Due to an A.F.C.E. [Automatic Flight Control Equipment - Autopilot] malfunction, the bombing run was made manually. Preliminary observations indicate that some hits were made, but the MPI [Mean Point of Impact] was short of the target.
3. About seventy-five (75) enemy aircraft were encountered over the enemy coast on the way home. The fighter escort was picked [up] upon the route back and furnished a good protection cover.
4. Five (5) of our aircraft landed at other fields to refuel or because of battle damage. None of our aircraft were lost.

1. The take-off and rendezvous with the Combat Wing was carried out as briefed.
2. The flight plan was followed and the assembled Combat Wing departed from Felixstowe at 0731.
3. The Primary Target was bombed at 0911 on a magnetic heading of 0°. The rally point after bombing was made good and the assembled Combat Wing made its return to the English Coast as briefed.
4. The 351st Bomb Group returned to base at 1144, 30 July 1943, following a raid on the aircraft engine factory at Kassel, Germany.

1. The turn onto the target was made five miles from the I.P. [Initial Point of bomb run]. At that point (IP) the Group was not on course.
2. Evasive action was taken by the Pilot while the Bombardier had the target in the telescope of the bombsight. No trouble was encountered in picking up the target in the telescope on making the proper drift and rate corrections.
3. With an indicated air speed of 155, the Pilot began to overrun the Group ahead. The actual run was made on P.D.I. [Pilot Deviation Indicator] after it was found that the C-1 Autopilot was inoperative.
4. The bombs were seen to hit a little short of the target. Some were well within the target area and a few went over the target due to a late release.

1. The 351st Group took off on schedule, climbing to 7,000' over the field, and proceeded to Ely where the rendezvous was made with the Wing formation. Speed seemed slow in climb. An uneventful trip to the target was made and the Groups fell into trail for bombing.
2. Sixteen (16) aircraft attacked the primary target. This Group bombed manually, due to AFCE [Automatic Flight Control Equipment - Autopilot] and M.P.I. [Mean Point of Impact] was generally short. Several hits were observed in and over the target area. The lead and low Groups were very short with their bombs due to low airspeed on bombing run. Flak was heavy and accurate over target.
3. The rally was performed successfully. After the rally, the Lead Group flew very slow and made the formation difficult to hold. The speed was up to normal before fighter opposition was met. The formation was south of course and was hit by accurate and light flak near Hamm.
4. Enemy fighter opposition was heavy but not too heavily directed against the 101st Combat Wing. The fighter escort was met and returned home to bases, letting down over the channel.
5. The following aircraft landed in England before reaching base in order to refuel or because of damage:
   1. A/C #42-5756 - Bury St. Edmunds
   2. A/C #42-29726 - Leiston Air Base
   3. A/C #42-3140 - Boxted
   4. A/C #42-29726 - Bassingbourne
   5. A/C #42-5812 - Nuthempstead
   6. All our aircraft returned safely to England.

1. In compliance with Co-ordination Memorandum No. 3, 19 July, 1943, the following data is submitted:
   
   1. 1. No. of A/C Assigned – 21
         No. of A/C failed to take-off – 0
         No. of Abortives - 5
         No. missing - 0
      2. No A/C were attached to another Group.
   2. 1. The 351st Group flew the High Combat Box of the 101st Combat Wing Formation.
      2. The bombing altitude was 27,000'.

Bombardier - 1st Lt. Daniel F. Stevens  Pilot - Capt. James T. Stewart Navigator - 1st Lt. Lawrence P. Stover
Aircraft # 42-29851 Take-off - 0601 Landed - 1150
Objective - Aircraft Engine Words, Kassel, Germany
Aiming Point - Component Erection Works of Fuesler A/C Component Plant
Initial Point - 51°05'N-09°32'E
Method of Attack - Group
Number of Planes in Unit - 15
Number of Planes in Each Unit Performing Sighting Operations - 2
Time of Attack - 0911  Time of Release -
Approx. Length of Straight Approach - 35 seconds
Synchronization - On
Information at Release Point:
Altitude, True Above Target - 27,000'
Calculated Indicated Air Speed - 152 M.P.H.
True Air Speed - 240 M.P.H.
Wind Direction - 62° True
Wind Velocity - 43 M.P.H.
True Heading - 351°
Drift - 10° L
True Track - 341°
D.S. - 121.5  Trail - 67   ATF - 42.22   Tan. D.A. - .53
Type of Release - Train
Point of Impact If Seen - Unobserved
Winds - Altitude -  Direction -  Velocity -  Temp C. - Est. -° C. Actual -° C.

1. A preliminary study of the photographs made by ships Nos. 851 and 860, show the following results.
   1. Print No. 49-3 shows the bombs from out lead ship in flight. The target area is shown, with bomb bursts falling short of the target.
   2. Print No. 49-4 shows cluster of bombs in flight, and seven new bursts to the east of the target.
   3. Print No. 49-10 shows a new concentration of bursts approximately 2,340 feet west of the MPI [Mean Point of Impact]. These are very probably the bombs of this Group. There are approximately 34 bursts to the North of the MPI approximately 1,950 feet.
2. The main concentration of bombs is in an area SW of the main target. The main pattern is 4,420 feet long and there are approximately 8 hits in the main target area. The bottom area of the important fibre factory of Spinfesser, A.G. is well covered by bombs bursts.
   1. There is probably a direct hit on the machine shops and the stores building. Also a probable hit on the corner of the sub assembly building.
3. The second large concentration of bombs is to the west of the target and are concentrated in an area 4,160 feet long by 3,473 feet wide.

1. The target for today's mission was the Component Erecting Shops, Fieseler Aircraft Factory, Kassel, Germany. All crews reported bombing results were good. The territory from the Northeast of the MPI [Mean Point of Impact] to the Southeast for several hundred yards seemed to be covered with hits. Large clouds of black smoke were seen arising from the area.
2. Twenty-one (21) A/C [Aircraft] were dispatched and sixteen (16) bombed the primary. A/C 152 turned back at 0758, 26,000 feet, 51 deg.13 min N-03 deg. 30 min. E, because the #3 engine bearings burnt out and #4 engine blew a cylinder head. A/C 825 turned back at 0740, 23,000 feet, 51 deg. 05 min. N – 02 deg. 50 min. E, because super-charger on #1 went out. A/C 684 turned back at 0739, 19,500 feet, 51 deg. 45 min. N – 02 deg.02 min. E, when cylinder on #2 engine went out and #4 engine oil pressure was down to 38 inches. A/C 874 turned back at 0751, 20,000 feet, 51 deg. 23 min. N – 03 deg.06 min. E, after Navigator's parachute spilled within A/C. A/C 150 turned back at 0720, 17,000 feet, 52 deg. 00 min. N – 01 deg. 20 min. E, when malfunction developed in top turret oxygen equipment. This Group's claims are: eight (8) destroyed, and seven (7) probables.
3. Some seventy-five (75) E/A [Enemy Aircraft] were seen, most of the attack being made on this Group over the enemy coast on the route home. Our formation had most of its attacks from 7 to 1 o'clock, the enemy planes never pressing in further than 300 yards. However, there were quite a few fighters who drove through the full formation from 12 o'clock while pressing home attacks on other Groups. They made attacks singly and in trail of as many as eight.
4. Flak over the target was moderate and fairly accurate. Although there were scatters of bursts on the route back from the target, the heaviest and most accurate flak was encountered in the Hamm – Munster area.
5. Although there was some haze from the coast inland, the weather was clear over the target and was about the same as briefed.

Target - Fieseler Aircraft Factory, Kassel, Germany
1. Route followed. -
2. Visibility at Target. - Good - No condensation trails seen.
3. No. of A/C over Target: 16
4. General Axis of attack. - 354° True
5. How long did formation fly straight and level before bombing? - 50 seconds
6. Turn after bombing. - Right turn to due East.
7. Position of Group in relation to other Groups: 381st Group in lead, 91st Group low, 351st Group High.
8. What evasive action was taken? - "S"-ing
9. A short description of Flak en route. - Meager, inaccurate flak over Walcheren Island, Antwerp, [Unreadable], and Aachen. Intense but inaccurate flak at Cologne. At the target flak was moderate to intense and accurate. Moderate flak over Hamm, mostly low (below 25,000') but some of it accurate. Intense, accurate flak over Munster. Meager, low flak over Rotterdam. Type of fire control appeared to be continuous following throughout.
10. Any other comments, phenomena, etc. - None.

1. There were no aircraft malfunctions.
2. No aircraft failed to take off as scheduled.
3. Abortives:
   1. Airplane No. 42-29684, 509th Squadron, returned early because of #2 engine failure.
   2. Airplane No. 42-3152, 510th Squadron, returned early because of failures of #3 and #4 engines.
   3. Airplane No. 42-29874, 510th Squadron, returned early because the navigator accidentally released his parachute.
   4. Airplane No. 42-3150, 511th Squadron, returned early because the Top Turret Gunner's Oxygen mask did not fit.
   5. Airplane No. 42-29825, 511th Squadron, returned early because of #1 supercharger failure.
4. Battle Damage.
   1. Airplane No. 42-29716, 508th Squadron, 20 mm. damage to left stabilizer. Several flak holes in vertical stabilizer. 20 mm. hole in inboard panel rear of #1 engine, rear of spar. Several holes in #1 nacelle. Several holes in wing, rear spar Top #2 engine and fuselage left side. #1 propeller and #1 engine change. Numerous flak holes fuselage left side from nose to station #4. #4 propeller change. 20 mm. hole right wing trailing edge, rear #4 engine. One hole at Station 19, rear of spar, hit taper junction. 20 mm. in fuselage station 8 top right side exploding inside and causing numerous holes.
   2. Airplane No. 42-29821, 508th Squadron. One flak hole between #3 and #4 engines.
   3. Airplane No. 42-3090, 508th Squadron. One small skin hole Right wing panel top by flak. One flak hole in radio compartment exit bomb bay door.
   4. Airplane No. 42-299851, 508th Squadron. One flak hole left wing tip.
   5. Airplane No. 42-29860, 509th Squadron Three small flak holes in nose section left side station 2. One small empty shell case hole top left wing between #3 and #4 engines.
   6. Airplane No. 42-29830, 509th Squadron. One flak hole stress corrugation skin midway inboard panel near Station 19. One flak hole leading edge of dorsal fin.
   7. Airplane No. 42-5756, 509th Squadron. One flak hole right outboard panel bottom near tip. Several holes right side of fuselage station 6A and B. One 20 mm. hole left stabilizer and elevator. One 20 mm. entered left side radio compartment causing numerous holes. Two small flak holes left aileron fabric.
   8. Airplane No. 42-29762, 510th Squadron, One small flak hole at tip of vertical stabilizer.
   9. Airplane No. 42-29925, 510th Squadron, Two 20 mm. in wing rear of #3 engine. One at rear spar, other directly rear. One flak hole top of plexiglass nose.
   10. Airplane No. 42-29850, 510th Squadron, One small flak hole right stabilizer leading edge.
   11. Airplane No. 42-29831, 510th Squadron, Two small flak holes right stabilizer leading edge.
   12. Airplane No. 42-29835, 511th Squadron. One small flak hole right out board panel. One hole station 19 rear of rear spar junction, rib hit. One flak hole in rudder, one flak hole bottom left stabilizer. One flak hole inboard battery cover right side.

*Four aircraft still have not returned to base.
Total A/C – 12, Minor Damage – 11, Major Damage – 1, Flak – 8, Flak & Friend – 1, Flak & Fighter – 3
[Signed] Otto R. Vasak, Captain, Air Corps, Group Engineering Officer.

1. The following deficiencies and disabilities were reported at interrogation:
A/C 860 – Sgt. Diltz – Ball turret gunner – Heated shoes went out.
A/C 090 – 2nd Lt. J.H. Turley – Co-Pilot – Oxygen connections freeze up.
A/C 835 – S/Sgt. M.D. Miles – Tail Gunner – "I got a hot foot."
A/C 716 – S/Sgt. L.B. Nelson – Ball turret gunner – Heated suit went out at altitude and has frozen feet as result. In station hospital.
A/C 716 – T/Sgt. A.B. Noe – Top Turret Gunner – Has 20 mm. fragment in left thigh. In station hospital.
A/C 925 – S/Sgt. H.J. Campbell – Top Turret Gunner – Needs new boots.
A/C 150 – Forced to abort due to malfunction of A/C's oxygen equipment.
A/C 874 – Forced to abort due to Navigator's parachute spilling within A/C. 2nd Lt. B. Schohan.
A/C 851 – S/Sgt. M.M. Keniston – Ball Turret Gunner – Heated boots went out.
A/C 821 – Sgt. J.P. Hagan – Tail Gunner – Head set went out.
A/C 756 – S/Sgt. McNerney – Right Waist Gunner – Experienced "bends."
[Signed] John L. Scott, Major, Air Corps, Group S-2 [Intelligence].

1. The following armament malfunctions were reported at the conclusion of the Mission of 30 July, 1943.
   1. One ball turret gun had a broken sear spring.
   2. Ball turret Vickers unit found to be in need of repair.
   3. A Navigator's gun and a left nose gun had broken charging handles.
   4. Some ammunition malfunctions were observed when explosives occurred in the barrels of the guns.

1. A/C 716 – T/Sgt. A.B. Noe, Top Turret left gun had faulty ammunition; right hand gun new type solenoid "not worth a damn."
2. A/C 716 – S/Sgt. F.B. Nelson Ball turret froze at elevation.
3. A/C 850 – S/Sgt. W.J. McMahon, Ball turret gun had broken sear spring.
4. A/C 821 – Sgt. J.P. Hagan, Left tail gun went out, cause unknown.
5. A/C 831 – All gunners, Lots of muzzle explosions.
6. A/C 851 – 2nd Lt. R.G. Bohney, Left tail gun has split casing.
7. A/C 851 – S/Sgt. M.M. Keniston, "Ball turret Vickers unit should be pulled out and repaired."
8. A/C 860 – S/Sgt. R.C. Stuart, Tail gun ammunition was loaded wrong, as links were upside down going into gun.
9. A/C 090 – 2nd Lt. R.W. Coe, Navigator's gun had broken charging handle.
10. A/C 835 – 2nd Lt. T.A. Briscoe, Right nose gun adaptor out. Look at nose ammunition boxes.
11. A/C 835 – S/Sgt. P. Lucyk, Part of shell still in left waist gun.
12. A/C 835 – S/Sgt. H.R. Mellott, Look at extractor in right waist gun.
13. A/C 756 – S/Sgt. N.D. McNerny & T/Sgt. N.D. Franz, "Bad feed cans in waist. Guns wouldn't feed."
14. A/C 756 – S/Sgt. A.E. Woodward, Link chutes on top turret too long.
15. A/C 756 – S/Sgt. L.B. Marquardt, Charging handle of left nose gun broke off.
16. A/C 630 – Sgt. E. Mokol, Left upper turret wouldn't charge and had to be taken apart. When that was done, trigger bar fell out.
17. A/C 630 – 2nd Lt. C. Adams, Right nose gun had third position stoppage.
18. A/C 630 – Sgt. J.J. McLain, Tight ball turret gun went out because head space was too tight.

1. The following hot news was reported at interrogation:
   1. A/C – H – 510th Sq.[42-29831] witnessed a B-17 blown up in air by E/A [Enemy Aircraft], 15 miles west of Kassel, at 0930. Two (2) parachutes were seen. The B-17 is believed from the high element of the 381st Group.
   2. A/C – W – 509th Sq.[42-29860] reported a B-17, Q-726, at mid-channel, 1100 hrs., flying under control close to the water, with one engine feathered. (Q-726 is Lt. Maginnis' ship, later down at Leicester.)
   3. A/C – L – 510th Sq.[42-29925] saw an unidentified B-17 at 51 deg.40 min. N, 03 deg. 30 min. E, flying low over channel as if in distress. An S.O.S. was sent, 1045 hrs.

Aircraft No. 152 Squadron 510  Pilot - H.G. Kelly
Time of Abortive - 0758  Location when Aborted - 51°13'N-03°30'E
Reason - Lost #3 eng. and #4 eng.
Enemy Opposition Encountered - No
[Signed] H.G. Kelly

Aircraft No. 150 Squadron 508  Pilot - J.S. Peck
Time of Abortive - 0720  Location when Aborted - 52°N-1°30'E
Reason - Malfunction of Top Turret Gunner's individual Oxygen equipment.
Enemy Opposition Encountered - None
[Signed] J.S. Peck, 1st Lt.

Aircraft No. 825 Squadron 509  Pilot - Strouse, J.W., 1st Lt.
Time of Abortive - 0745  Location when Aborted - 51°26'N-03°10'E
Reason - No. 1 Engine supercharger out and Flaps continuously Creeped [Down].
Enemy Opposition Encountered - 6 Enemy fighters - 3 high in sun - 26,000' - 1 followed our tail just out of range. 2 below attacking another B-17. Flak ship fired at us off coast of France.
[Signed] James W. Strouse, 1st Lt. Pilot

Aircraft No. 874 Squadron 510th  Pilot - Garcia, Jose A.
Time of Abortive - 0751  Location when Aborted - 53°23'N-03°06'E
Reason - Parachute opened accidently
Enemy Opposition Encountered - None
[Signed] J.A. Garcia

Aircraft No. 684 Squadron 509th  Pilot - Capt. Richard E Hathaway
Time of Abortive - 0739  Location when Aborted - 51°45'N-02°02'E
Reason - Cylinder out on #2 engine - Max manifold pressure 27"; #4 supercharger - max manifold pressure 38".
Enemy Opposition Encountered - None
[Signed] Richard E. Hathaway, Capt.

1. Total No. A/C in each Squadron and Letters of each:

   Sqdn 508th A/C: 851–J, 716–A, 090–N, 821–F,	(4)
   Sqdn 509th A/C: 860–W, 630–S, 756–R, 684–T, 726–Q, 140–P,	(6)
   Sqdn 510th A/C: 046–I, 850–G, 152–A, 925–L, 831–H, 762–D, 874–J,	(7)
   Sqdn 511th A/C: 5812–O, 150–Q, 825–Z, 835–Y,	(4)

2. Target: Primary GY-4766
   
3. Station call sign and Operational call sign respectively of each Squadron

   Squadron	508 Ops:	5FA3DB		Squadron	510 Ops:	Q1F
   	Sta:	Pointer			Sta:	Sproket
   Squadron	509 Ops	5FA		Squadron	511 Ops:	Q1F
   	Sta:	Backwood			Sta:	Panpipe

4. Taxi Time – 1st A/C 0546;     Take-Off Time 1st A/C 0601;     E.T.D. Over Field 0638

5. Time:	Height:	Place of crossing English Coast OUT:
   0730	20,000 Ft	Felixstowe

6. Time:	Height:	Place of Recrossing Enemy Coast:
   1022	22,000 Ft	51°45'N - 03°50'E

7. Time:	Height:	Place of crossing English Coast IN:
   1056	4,000 Ft	Felixstowe

8. E.T.R.(Estimated Time of Return): 1125 Hours
9. MF/DF [Medium Frequency/Direction Finder] Section: G
10. Bomb load of Each A/C:
    Squadron: 508 10–500 pound G.P.[General Purpose], Fuse - 1/10 Nose, 1/100 Tail
    Squadron: 509 10–500 pound G.P.[General Purpose], Fuse - 1/10 Nose, 1/100 Tail
    Squadron: 510 10–500 pound G.P.[General Purpose], Fuse - 1/10 Nose, 1/100 Tail
    Squadron: 511 10–500 pound G.P.[General Purpose], Fuse - 1/10 Nose, 1/100 Tail
11. Fuel Load of each A/C: 1700 Gallons
12. Actual Times Off and Return by Squadrons and A/C Letters:

    Squadron	A/C Letter	A.T.O.	A.T.R.	Squadron	A/C Letter	A.T.O.	A.T.R.
    508	851–J	0601	1154	509	860–W	0604½	1200
    	716–A	0602½	1150		630–S	0606	1156
    	090–N	0602	1155		756–R	0605	1130
    	821–F	0603	1155½		684–T	0607	0830
    					726–Q	0608½
    					140–P	0609	1145
    510	046–I	0610½		511	5812–O	0604
    	850–G	0611	1158		150–Q	0630	0826
    	152–A	0612	0903		825–Z	0608	0843
    	925–L	0611½	1157		835–Y	0610	1149
    	831–H	0612	1158½
    	762–D	0614	1155
    	874–J	0613	0834

    Report Compiled By C.A. Blanchard, S/Sgt.
    

    Sqdn.	A/C Letter	Designation	Remarks
    509	756–R	Sortie	Landed at Bury St Edmond
    509	726–Q	Sortie	Landed at Leiston.
    509	140–P	Sortie	Landed at Boxted.
    510	762–D	Sortie	Landed at Blassingbourn. [Other information shows that Lt. Maginnis crash landed at Leiston, England.]
    511	5812–O	Sortie	Landed at Nuthamstead.

 Twenty-one planes took off for another crack at Kassel, this time a successful one. Led by Captain Stewart and Lt. Geiger, with Lt. Stover navigating and Lt. Stevens as bombardier, the Group encountered moderate but accurate flak.

 About 75 enemy fighters came up as the formation was nearing the enemy coast on the way home. They attacked mostly from seven to one o'clock, some attacking through the entire formation and some attacking in formation of as many as eight fighters in trail. Eight of them were destroyed and four damaged.

 Just before the target, Lt. Maginnis in 42-29726 encountered problems. With the supercharger on number four engine frozen, he had to feather the propeller. However, by cutting corners and using extra power he was able to keep up with the formation until the bombs were dropped. After turning for home, however, he was no longer able to keep up with the Group.

 Immediately the plane came under attack from enemy fighters. The story is now told by T/Sgt. William Glenn, top turret gunner. “In the cabin we knew that if the barrage of 20mm's continued, we were going to be hit in a vital part of the plane. When a shell hit the oxygen tanks, the concussion made us almost deaf and started a fire in the cabin. Lt. Peterson, the copilot, handed me a fire extinguisher and I managed to put out the fire. Lt. Maginnis put the plane into a dive into some cloud cover, successfully eluding the fighters. As we pulled out of the dive I saw Lt. Peterson reach behind his seat and grab a parachute and strap it on. I thought that we were going to bail out, so I looked for my chute.”

 "I could not find it, so assumed that it had fallen through the hole in the floor made by the 20mm shells. I certainly felt bad, but I thought no one is going to bail out unless I rode one of them down piggyback style. Later, when we were on the ground I thought that I recognized the chute that Lt. Peterson was wearing. I lifted it up and saw that my name was printed on it. I said nothing, but looked him in the eyes. He was really embarrassed, albeit he had taken it by mistake. It had been his chute that had gone out through the hole in the floor. Later on I went to the armament shop and had a hook made. From then on I kept my chute in the corner of the cabin where no one could get it.

 "After the dive into the clouds we found that T/Sgt. McCurdy, the radio man, had been severely wounded by a piece of armored plating that had been shattered by the 20mm shells. The tail gunner, S/Sgt. Reeder, had been shot in the leg and both pilots had been wounded in the legs by shell fragments. We were sure that we would have to ditch, so we gathered in the radio room as ordered by Lt. Maginnis. I heard them shouting from the flight deck, the pilots had spotted land. They gave instructions for everyone to start lightening the plane. This we did, throwing out guns, radios, etc. One of the gunners even threw out his chute.

 "As we neared the coast I spotted a runway under construction. Lt. Maginnis made for it, putting the plane down between rolls of large bales of steel mesh. The right hand tire had been shot out, causing it to catch fire before the plane rolled to a stop. We quickly pulled the wounded men from the plane and ran with them behind a pile of dirt in case the plane blew up. We made T/Sgt. McCurdy as comfortable as possible, before an RAF rescue crew arrived. Unfortunately he died the next day.”

 Another crew also faced the prospect of an uncertain landing. While crossing the French coast on the way back, the four fuel warning lights came on in 42-3046. This was quite unexpected and caused consternation in the cockpit. Lt. Maser elected to stay with the formation, but halfway across the Channel one engine stopped. Feathering the engine, Lt. Maser put the ship into a shallow dive towards the English coast, aiming for the emergency airstrip at Sutton Bridge. Lining up for the runway, Lt. Maser discovered that the undercarriage would not lower as gunfire from fighter attacks had damaged it. Going around again, praying that the remaining engines would not cut out, Lt. Maser set the plane down on the grass. None of the crew were hurt, but the ship was damaged beyond repair.

• T/Sgt. JIMMY E. McCURDY Died on 31 July 1943 of wounds received on the mission of the 30 July 1943.
  Buried: Llano Cemetery, Amarillo, Texas, Plot: Section G Lot 26 Space 4
  His tombstone reads: Birth: Dec. 19, 1919, Death: Jul. 31, 1943, JIMMY E. McCURDY, Texas, Tech Sgt 509 AAF Bomb Sq, World War II, D.S.C. [Distinguished Service Cross], D.F.C. [Distinguished Flying Cross], P.H. [Purple Heart], A.M. [Air Medal] & 2 O.L.C. [Oak Leaf Clusters]