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351st Bomb Group

Polebrook, England

Group Mission #63

Credited Mission #58
 
DATE: 22 Dec 1943
Target: Railroad Marshalling Yards, Osnabrück, Germany
 
Outline for Briefing:

    1. Roll Call and Assign Aircraft.
    2. Stations  –945  1005
    3. Start Engines –1045  1105
    4. Taxi  –1055  1115
    5. Take off –1110  1130
    6. Return to Base –1625  1625
    7. C.O.'s [Commanding Officers] Comment -
  2. Target for today: Primary - Osnabruck [Germany]
    Secondary - Munster
    Loading: 16 x 250 [lb.] British I.B.'s [Incendiary Bombs]
  3. S-2 [Intelligence] –
  4. Navigator:
    1. Wing Rendezvous:
    2. Altitude and time on Oxygen:
    3. Route in, I.P. [Initial Point of Bomb Run], Return:
    4. C.W. [Combat Wing] dispersal point:
    5. Emergency Fields
  5. Weather -
  6. Operations -
    1. Wing Formation - Lead - 401st, High - 351st, Low - 351st
      94th C.W.[Combat Wing] - [3rd], Air Commander - Col. Bowman.
  7. Diversions and other efforts -
    3rd Division on Munster at same time.
  8. Fighter Cover -
    1. Type and No. - 5 Groups of P-47's all the way.
    2. Type and No. - 1 Group of P-38's all the way.
  9. Special Instructions -
    A/C [Aircraft] carrying American I.B.'s [Incendiary Bombs] will drop 5 seconds later after lead A/C.
    High Box - 827-J, 774-N, 994-T, 849-V, 824-S.
    Low Box - 882-L.
    Climb out on 20° heading to ½ your altitude.
  10. C.O's [Commanding Officer's] Comment -
  11. Dismissal of all but Pilots and Co-Pilots
  12. Call Sign[Tail] LetterFlares
    94th C.W. [Combat Wing]RagweedRY [Red Yellow]
    401st GroupRagweed WhiteSRY
    351st Group HighRagweed RedJGreen
    351st Group LowRagweed BlueJRed
    94th C.W. Command PostNewflick
    Air CommanderRugcut

    Spits [Spitfires] - ____Bombers - ____Ground Sector - ____
    P-47's - Denver OneBombers - Goldsmith 1-3Ground Sector - Tackline

    VHF ChannelsChannelShips Monitor
    94th C.W.AAll [Ships]
    Air CommanderB861, 542, 853, 780
    Spits
    P-47'sD630, 823,749, 835
  13. Colors of the day:
    TimeColorIdent.Challenge
    0700 - 1300RY [Red Yellow]ZG
    1300 - 1900RRXB
  14. Flying Control - A. Taxi Plan, B. Runways and Taxi Strips, C. Spares
  15. Conclusion -
    On return stay in squadron and formation, squadron leaders come in when called.
    High box lands first. Lead Squadron [first], Low Squadron [second], [then] High Squadron


Operational Narrative – High Combat Box:
  1. This box of sixteen (16) ships took-off at 1110 and formed at 10,000 feet on the Deenethorpe Buncher. The Combat Wing assembly was made with no trouble, the only thing of importance being that the actual forming took place south of Polebrook. As a result, the Wing was late leaving Deenethorpe. The High Group had quite a bit of trouble with too slow an airspeed and as a result had to make a large “S” during one of which the Lead and Low Boxes did a 270 degree turn at Deenethorpe. The High Group lost the Combat Wing at this point and was unable to pick up the change in flight plan. No VHF notice was received.
  2. By the time the Wing was picked up again, the High Box had lost at least three (3) minutes and also the certainty of whom they were following. Due to VHF conversation the Lead Box understood to be at Kings Lynn (Point “E”) at 1252, but actually was south of that point at 1232. The High Box of course was unable to intercept the Lead Box since at 1252 the Leader had already crossed the Coast.
  3. By excessive speed the High Box pursued the Leader all the way to the Dutch Coast where he joined the Combat Wing in close formation just east of the Zuider Zee.
  4. From this point on until the IP [Initial Point of bomb run], slow speed was the main difficulty. Upon nearing the IP the 41st Combat Wing was met head on, causing a violent left hand 180 degree run which threw the High Box out of position.
  5. After this maneuver the Combat Wing never resumed a tight formation. Return to base was uneventful except for one (1) aircraft of this box that looped out of control and fell into the Channel at 52 degrees 38 minutes North – 03 degrees 25 minutes East at 1505. Five (5) members of the crew have been rescued alive and are hospitalized in the Great Yarmouth Naval hospital. Details are lacking of the reason for ditching.
  6. There was no bombing due to abandoning of mission by the Combat Wing Leader, except for aircraft which were forced to jettison their bombs. There were four (4) planes which returned early, three (3) of which were abortive sorties.
  7. Flak was nil except for isolated fire at the Coast.
  8. Fighter opposition was meager, only two attacks being reported.
  9. Fighter cover was excellent.
STATISTICAL SUMMARY
No. of A/C Scheduled17
No. of A/C Taking Off16
Unused Spares 0
A/C taking off less unused spares16
No. of A/C leaving England15
No. of Sorties 0
No. of A/C Attacking 0
No. of A/C Not Attacking15
No. of Aircraft Returned Before Target Area Reached 3

[Signed:] Clinton F. Ball, Major, Air Corps, Operations Officer


Operational Narrative – Low Combat Box:
  1. Eighteen (18) aircraft of the Low Box took-off at 1125 and formed at 15,000 feet on the Deenethorpe Buncher. Forming the Combat Wing was successful, except for leaving the Buncher nine (9) or ten (10) minutes late. Just north of the Buncher, a 270 degree left turn was made and a heading for Kings Lynn was taken up. The High Group had been thrown off and was not in sight, but the Lead and Low Groups proceeded on towards Kings Lynn then just north of Norwich and crossed the Coast five (5) miles north of Great Yarmouth.
  2. The Low Box stayed well in formation until the vicinity of the IP [Initial Point of bomb run], where the Combat Wing Leader made a sharp left 180 degree turn to avoid meeting the 41st Combat Wing coming out. This turn threw the Low Box out of the Combat Wing Formation. Due to too many stragglers at this point, the Low Box Leader slowed down to pick them up before rejoining the Combat Wing Formation. Too much distance was lost to reform the Wing. The Low Box then joined the 40th Combat Wing for the withdrawal, dispersing at the English Coast.
  3. This box did not bomb due to abandoning of mission by the Combat Wing Leader.
  4. The only difficulty in formation was low speed going in and high speed withdrawing. The turn near the target was destructive to the formation, scattering ships very widely.
  5. There were three (3) ships which returned early, all of which were abortive.
  6. Fighter opposition was weak, flak nil.
  7. Fighter protection was excellent.
STATISTICAL SUMMARY
Number. of Aircraft Scheduled18
Number of Aircraft Taking Off18
Unused Spares0
Number of Aircraft taking off less unused spares18
Number of A/C leaving England17
Number of Sorties 0
Number of A/C Attacking 0
Number of A/C Not Attacking17
Number of A/C Returned before Target Reached 3

[Signed:] Clinton F. Ball, Major, Air Corps, Operations Officer






Bombardier’s Data – High Combat Box:
  1. Due to the fact that no bombs were dropped on the Mission of 22 December, 1943, the following reports are not submitted:
    1. Lead Bombardier’s Narrative.
    2. Combat Bombing Flight Record.
    3. Group Bombing Plot Record.
[Signed] William A. Winter, Captain, Air Corps, Group Bombardier


Bombardier’s Data – Low Combat Box:
  1. Due to the fact that no bombs were dropped on the Mission of 22 December, 1943, the following reports are not submitted:
    1. Lead Bombardier’s Narrative.
    2. Combat Bombing Flight Record.
    3. Group Bombing Plot Record.
[Signed] William A. Winter, Captain, Air Corps, Group Bombardier


Group Leader’s Narrative – High Combat Box:
  1. Take off was on time and the Group assembly was accomplished soon enough to leave Deenethorpe on time. We fell into Wing formation on top of the lead box as they took off on course to the first timing point.
  2. We made “S” turns in order to keep from over-running the lead box, and on one “S”, the lead box deviated from the flight plan and took up a new course. We lost them as they turned under and behind us. When we became aware of what had happened, we turned and followed them, heading for a point south of the departure point. It was not until we were five to ten miles inside the enemy coast that we again joined the wing formation.
  3. We did not bomb or make a bombing run.
  4. We were not subjected to any direct fire from flak batteries or enemy aircraft. A few dog fights were sighted and flak was observed in the target area and in the vicinity of Amsterdam. Fighter support was on time and very good.
  5. We probably could have bombed if we had not been cut off by three other combat wings which turned sharply in front of our wing causing us to do a sharp 180° turn inside them. All the way out we were sandwiched between these wings and the wings which had bombed the secondary target. Our maneuverability was severely hampered, and as a direct result, our airspeed often dropped as low as 130 MPH. This, coupled with occasional prop wash , caused our formation a great deal of trouble.
  6. After crossing the enemy coast out, the wings separated enough for us to make a normal let-down. We proceeded directly to base and landed without incident.
[Signed:] Douglas L. Harris, Captain, Air Corps, Group Leader


Group Leader’s Narrative – Low Combat Box:
  1. The Group leader circled to the left over the buncher beacon at 15,000 feet. The group was slow to form, but was ready to leave the assembly area in position behind the lead box.
  2. All groups were formed and in position on time for the wing assembly, with minor straggling in the lead and low boxes. The high box appeared to be well formed. The high and low boxes were doing continuous S-ing. At altitude, and apparently proceeding on course to Grantham, the lead box made a 270° turn to the left. The high box continued on to Grantham, the low and lead boxes heading 90° from X.
  3. The low and lead boxes headed for point Z, with the low box still S-ing. An attempt to call Ragweed White Leader raised only the deputy leader who said that he also was unable to contact his leader.
  4. The navigator reported that we were south of course, but we continued to follow the lead box – echeloned left. Approaching the enemy coast, the co-pilot reported that the high box was well behind and high – the first report we had had since leaving the buncher. We turned at the I.P.[Initial Point of bomb run], and ran into a formation estimated as three combat wings which were on a heading of 270°. We followed the lead box in a 180° left turn.
  5. We lost the lead box in the shuffle, and joined the flock of ships on the heading of 270°, among whom we identified a Triangle K group.
  6. A normal return to base was made. The VHF was out on the return. No enemy aircraft or flak had been encountered. No bombing had been accomplished.
[Signed:] John P. Carson, 1st Lt., Air Corps, Group Leader


Narrative of Mission – High Group:
  1. The target for 22 December, 1943, was the railroad yard at Osnabrück, Germany. No bombs were dropped when this Group followed the Lead Group which had the PFF [Pathfinder Force] A/C [Aircraft] and did not bomb.
  2. Fifteen A/C were dispatched, of which three returned earlier than the main group due to mechanical difficulties. One other A/C turned back within England because of the illness of the tail gunner. One of our A/C, pilot Lt. Maginn, ditched; five crew members are safe: Lt. Maginn, Lt. Brooks, Lt. Rufeisen, S/Sgt. Shrom, and S/Sgt. Baker. Three members are dead and two missing, unidentified as to which category at this moment. The rescued men are now at Great Yarmouth Hospital.
  3. Enemy opposition was very weak, only 2 A/C of this Box being attacked by E/A [Enemy Aircraft]. Two FW-190’s and 3 ME-109’s pressed an attack from the tail level. Fighter cover was very good. The attacks were in the target area, where an ME-210 was also seen.
  4. Flak was first encountered at 1325 hours in the area of Warmenhuizen; it was black and inaccurate for both height and deflection. Meager, inaccurate flak was seen at Twente, Munster, Ibbenbüren, and Egmond; the flak at Egmond may have been a predicted concentration since about 30 bursts were seen at once.
  5. 10/10ths cloud prevailed over enemy territory.
[Signed:] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]


Narrative of Mission – Low Group:
  1. The target for this date was the railroad marshalling yards at Osnabrück, Germany. No bombing was done.
  2. Eighteen A/C took off from this field at 1127, sixteen A/C being dispatched and fifteen A/C flying slightly South of the briefed course to approximately 20 miles East of the IP, making a sharp left turn and returning to the English Coast slightly South of the briefed return course. Five A/C dropped their bombs within 10 minutes after the turn homeward. One A/C jettisoned its bombs in the Channel and another A/C jettisoned two bombs in the Channel on the route out while testing his bomb racks. All of these bombs were 250 lb. IB’s. The remainder of the Group returned with their bombs, landing at 1643. A/C 877-X turned back at 1146 from 52°35'N - 00°20'E, when the inter-phone went out. A/C 714-T turned back at 1250 from 10 miles off the English Coast because of failure in the ball turret gunner’s heated clothing and top turret gun malfunction. A/C 882-L turned back at 1321 from the vicinity of 52°35'N - 04°09'E when the ball turret gunner fainted from lack of oxygen. All planes of this formation returned safely.
  3. Fighter opposition was very weak, most crews reported 4 to 6 E/A and one crew reporting 20 to 25. All of these E/A were seen in the target area. One crew believes that it saw 4 E/A at the Dutch Coast on the route home. The E/A in the target area preferred to remain low and made no attacks. This Group has no combat claims and no casualties. The P-47 and P-38 fighter escort was excellent.
  4. On the route in meager and inaccurate flak was encountered North of Bergen [aan Zee]. There was meager flak over Munster but well out of range. On passing over the Dutch Coast on the route out meager and inaccurate flak was again encountered near Bergen [aan Zee].
  5. The weather was completely overcast over enemy territory.
[Signed:] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]


Track Chart :
Click on Chart to Enlarge



Combat Crew Comments – High Group:

1. Following are the comments made by crew members during today’s interrogation:
 A/C 136-P [42-3136]: Not enough food for crew. – Lt. McCarthy
 A/C 151-M [This A/C failed to take-off. Lt. Smith flew 42-37774]: Interphone system not working properly. – Lt. Smith
 A/C 9860 [42-29860]: Give enlisted men breakfast. Cook walked out and started cooking for truck driver. – Entire crew Suggest dropping bombs as long as we were over Germany. – Lt. Werth
 A/C 9861 [42-29861]: Would be a good idea to send a PFF [Pathfinder aircraft] with every Group. – Lt. Cannon
 A/C 9630 [42-29630]: A periodic needs swinging after installation of “G”. – Lt. Brittain [This statement most likely means that after installation of "Gee" navigation equipment during a periodic maintenance inspection the plane needs a compass swing to check the compass for error.]
[Signed:] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]



Combat Crew Comments – Low Group:

1. Following are the comments made by crew members of the Low Group during today’s interrogation:
 A/C 857-H [42-39857]: Let’s drop bombs. – Lt. Robertson
 A/C 654-B [42-29654]: Breakfasts before missions are very poor; pancakes are not good to eat before missions. We want more eggs! - All gunners
 A/C 517-O [42-3517]: Bombs were dropped on squadron lead. Everybody seemed mixed on bombing formation of wings. - Lt. Caughman
 A/C 882-N [42-29882]: No compass on ship. – Lt. Watson [Load List shows Lt. Watson flying on A/C 42-29832-N.]
  Do not want pancakes for breakfast. – Whole crew
 A/C 821-F [42-29821]: Some sort of heated blanket needed to cover guns. – Lt. Proctor
  Breakfast was very poor and chow line was too long. – All gunners
[Signed:] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]



Hot News:
  1. The following items of hot news were reported at interrogation after the mission of this date:
    1. A/C 120-O reported a B-17 out of control at 1505, at 52°38’N - 03°25’E, with two or three chutes visible. The A/C was badly shot up. (Believed to be Lt. Maginn’s A/C.)
    2. A/C 120-O also reported a B-17, its No. 3 engine smoking, spiraling straight down, at 1410, just after the target.
    3. A/C 849-V saw a P-38 burst into flames and go down at 1355, 52°00’N - 08°00’E.
    4. A/C 827-J reported a P-47 smoking badly and going down at 1317, at 52°35’N - 04°12’E.
[Signed:] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]


Mission Summary Report – High Group:
  1. Abortives.
    1. Aircraft 42-37774, 508th Squadron, returned early because #1 and #2 Engines ran rough and #4 Supercharger would not give sufficient boost at altitude.
    2. Aircraft 42-39823, 510th Squadron, returned early because of internal failure of #1 Engine.
    3. Aircraft 42-5824, 511th Squadron returned early because the tail gunner became ill.
    4. Aircraft 42-29835, 511th Squadron, returned early because #1 Supercharger would not boost. Investigation revealed that the tail pipe of the supercharger had come loose in flight.
  2. Battle Damage.
    1. Aircraft 42-37774, 508th Squadron, Small flak hole in left wing outboard panel underside, damage to skin and corrugation. Small flak hole in Navigator’s compartment below window on left hand side, skin damage only.
    2. Aircraft 42-29835, 511th Squadron, Four small flak holes in fabric of rudder.
    TOTAL A/C DAMAGEDMINOR DAMAGEDAMAGE BY FLAK
    222
[Signed:] Otto R. Vasak, Captain, Air Corps, Group Engineering Officer


Mission Summary Report – Low Group:
  1. Abortives.
    1. Airplane No. 42-29882, 508th Squadron, returned early because the Ball Turret Gunner became ill.
    2. Airplane No. 42-37714, 510th Squadron, returned early because the Ball Turret Gunner’s boots and gloves burned out. Also the Tail Gunners interphone would not transmit.
    3. Airplane No. 42-29877, 511th Squadron, returned early because the Interphone system of the aircraft did not function properly. Investigation revealed that one of the Jack Boxes had moisture in it.
  2. Battle Damage.
    1. a. None.
[Signed:] Otto R. Vasak, Captain, Air Corps, Group Engineering Officer


Armament Report – High Combat Box:
  1. The following armament malfunctions and failures were reported upon completion of the mission of 22 December, 1943:
    1. A/C 42-30994 – Clutch on ball turret out.
    2. A/C 42-39849 – Hydraulic charger on ball turret broken.
    3. A/C 42-37827 – Ball turret did not operate in azimuth.
    4. A/C 42-37774 – Trigger wiring out. Ball turret elevation hand crank out.
    5. A/C 42-29630 – Limit switch on bomb bay doors out.
  2. The necessary repairs and adjustments have been made.
[Signed] Michael Steele, CWO, AUS, Group Armament Officer


Armament Report – Low Combat Box:
  1. The following armament malfunctions and failures were reported upon completion of the mission of 22 December, 1943.
    1. A/C 42-29821 – Tail guns, radio gun, and right waist gun frozen. Right nose gun was assembled improperly. Left waist gun could not be charged.
    2. A/C 42-39780 – Charger on left chin turret gun out.
    3. A/C 42-29654 – Elevation in ball turret was jerky. Bomb bay doors out; intervalometer weak.
    4. A/C 42-37714 – Indicator light fuse burned out.
    5. A/C 42-29831 – One indicator light burned out.
    6. A/C 42-29762 – Bomb Bay doors froze open.
    7. A/C 42-39857 – Bomb Bay doors limit switch burned out.
    8. A/C 42-39834 – Ball turret solenoids frozen.
  2. The necessary repairs and adjustments have been made.
[Signed] Michael Steele, CWO, AUS, Group Armament Officer


Expenditure of Ammunition – High Group:

1. The Station Ordnance Officer has reported that 12,600 rounds of .50 Cal ammunition were expended on the Mission of 22 December, 1943.


[Signed] Robert B. Stratton, 1st. Lt., Air Corps, Statistical Officer


Expenditure of Ammunition – Low Group:

1. The Station Ordnance Officer has reported that 4,125 rounds of .50 Cal ammunition were expended on the Mission of 22 December, 1943.


[Signed] Robert B. Stratton, 1st. Lt., Air Corps, Statistical Officer


Disposition of Bombs – High Combat Box:
  1. The following data indicates the disposition of bombs on the Mission of this date:
    1. 42 x 100 M-47A-1's and 16 x 250 IB's were jettisoned on enemy territory.
    2. 128 x 250 IB's and 126 x 100 M-47A-1's were brought back.
    3. 42 x 100 M-47A-1's and 16 x 250 IB's were jettisoned in the channel.
[Signed:] Robert B. Stratton, Captain, Air Corps, Statistical Officer


Disposition of Bombs – Low Combat Box:
  1. The following data indicates the disposition of bombs on the Mission of this date:
    1. 80 x 250 IB’s were jettisoned on enemy territory.
    2. 42 x 100 M-47A-1’s and 174 x 250 IB’s were brought back.
    3. 18 x 250 IB’s were jettisoned in the channel.
[Signed:] Robert B. Stratton, Captain, Air Corps, Statistical Officer


Pilots Explanation to Abort:

Aircraft No. 42-37774 Squadron 508th   Pilot - Lt. W.D. Smith
Time of Abortive - 1349  Location when Aborted - 52°18'N - 06°58'E
Reason for Abortive #1 Eng. 10" hg., #2 Eng. 20 to 25" hg., #4 Eng. 25 to 30" hg. At 27,000'. Reason the ball socket flex joints blew out of the exhaust pipes.
Enemy Opposition Encountered - Encountered Two ME 109 fighters - three P-47 drove them off. Encountered flak along the coast.
[Signed] Willis D. Smith 2nd Lt. Altitude 27,000 feet Disposition of Bombs - Jettisoned in Channel

Aircraft No. 42=29877-X Squadron 511 Low   Pilot - Lt. H. Anderson
Time of Abortive - 1146  Location when Aborted - 52°35'N - 00°20'W
Reason for Abortive - Interphone out. Came back to have it fixed.
Enemy Opposition Encountered - None
[Signed] Harvey J. Anderson, 1st Lt. AC Altitude 6,500 feet Disposition of Bombs Brought Back

Aircraft No. 42-29835 Squadron 511th (High)   Pilot - Capt. D.M. Norris
Time of Abortive - 1337  Location when Aborted - 52°39'N - 05°22'E (Abortive Sortie – Maj. Ball)
Reason for Abortive - Lost No. 1 supercharger and No. 4 was freezing. #1 exhaust stack blown, #4 supercharger Reg. broken
Enemy Opposition Encountered - Flak encountered at enemy coast
[Signed] No Signature Altitude - 27,200 feet Disposition of Bombs - Dropped in Zuider Zee

Aircraft No. 42-29882 (L) Squadron 508 – Low   Pilot - Lt. Blaisdell
Time of Abortive - 1321  Location when Aborted - 52°35'N - 4°09'E (Left England)
Reason for Abortive - Ball turret gunner had frost bitten hands and passed out.
Enemy Opposition Encountered - None
[Signed] No Signature Altitude 22,000 feet Disposition of Bombs - Brought back

Aircraft No. 42-37714 Squadron 510 – Low   Pilot - Lt. Roper
Time of Abortive - 1250  Location when Aborted - 10 mile off English Coast
Reason for Abortive - Ball turret electric boots and gloves – top turret not working – one gun wouldn’t fire – tail gunner interphone inoperative – couldn’t Xmit [transmit].
Enemy Opposition Encountered - None
[Signed] Richard J. Roper 2nd Lt. Air Corps Altitude 17,000 feet Disposition of Bombs - Brought Back

Aircraft No. 42-5824 (S) Squadron 511 – High   Pilot - Lt. Turbyne
Time of Abortive - 1155  Location when Aborted - Deenethorpe
Reason for Abortive - Tail Gunner was very sick. Passed out from lack of oxygen.
Enemy Opposition Encountered - None
[Signed] F.W. Turbyne 2nd Lt. O-801967 Altitude 1900



“J” Form:
  1. Last Four numbers and Call Letter of A/C in each Squadron:
    a. High Box
    Sqdn 508th A/C: 7827–J, 6151–M, 7774–N, 1192–R, 9849–V, 0994–T(6)
    Sqdn 509th A/C: 3120–O, 9861–X, 3542–V, 9860–W, 9630–S(5)
    Sqdn 510th A/C: 9823–O (1)
    Sqdn 511th A/C: 7825–Q, 9778–A, 3136–P, 9835–Y, 5824–S(5)
    b. Low Box
    Sqdn 508th A/C: 7731–A, 9882–L, 9821–F, 9654–B, 3517–O(5)
    Sqdn 509th A/C: 9863–Y, 7832–N, 9749–Z(3)
    Sqdn 510th A/C: 9780–S, 9853–P, 9831–H, 7714–T, 9762–D, 9835–N(6)
    Sqdn 511th A/C: 9857–H, 9761–D, 9877–X, 9834–F(4)
  2. Target: GH-590
  3. W/T Operational Call Sign of each Squadron:
    Squadron508 Call SignKPH Daisy ChainSquadron510 Call Signjtn Paramount
    Squadron509 Call SignSZF Riding WhipSquadron511 Call SignLKH Thick Frost
  4. High Box: Taxi – 1055;     Take-Off – 1110;     E.T.D. Over Field – 1110
  5. Low Box: Taxi – 1115;     Take-Off – 1130;     E.T.D. Over Field – 1130
  6. Time:Height:  Place of crossing English Coast OUT:
    124821,000 Ft Splasher #5
  7. Time:Height:  Place of Recrossing Enemy Coast:
    145125,000 Ft 52°36'N - 04°36'E
  8. Time:Height:  Place of crossing English Coast IN:
    152913,000 Ft Splasher #5
  9. E.T.R.(Estimated Time of Return): 1610 Hours
  10. MF/DF [Medium Frequency/Direction Finder] Section: "G"
  11. Bomb load of Each A/C: High Box
    508 Squadron: 16 x 250 pound British IB [Incendiary Bomb] Except 7827-J, 9849-V,0994-T, which are carrying 42 M-47A1 [U.S. made Incendiary bombs]
    509 Squadron: 16 x 250 pound British IB [Incendiary Bomb]
    510 Squadron: 16 x 250 pound British IB [Incendiary Bomb]
    511 Squadron: 16 x 250 pound British IB [Incendiary Bomb]
  12. Bomb load of Each A/C: Low Box
    508 Squadron: 16 x 250 pound British IB [Incendiary Bomb] Except 9882-L carrying 42 M-47A1 [U.S. made Incendiary bombs]
    509 Squadron: 16 x 250 pound British IB [Incendiary Bomb]
    510 Squadron: 16 x 250 pound British IB [Incendiary Bomb]
    511 Squadron: 16 x 250 pound British IB [Incendiary Bomb]
  13. Fuel Load of each A/C: 1700 Gallons
  14. Group Leader:
    a. High box: Name: D. Harris Rank: Captain A/C: 3120-O Sqdn. 509th
  15. b. Low box: Name: J.P. Carson Rank: 1st Lt A/C: 9863-Y Sqdn. 509th
  16. Passengers, if any: (Full Name, Rank, A/C and Squadron Passenger flying with)
    Raymond L. Cobb Lt. Col. High Box 3120-O 509th
  17. Actual Times Off and Return by Squadrons and A/C Letters:
  18. High Box
    SquadronA/C No. & LetterA.T.O.A.T.R.SquadronA/C No. & LetterA.T.O.A.T.R.
    5087827–J111716275093120–O11101630
    6151–MF.T.O. 3542–V11111630½
    7774–N1117½16059861–X1111½1631
    1192–R111816409860–W11121633
    9849–V1118½16359630–S11131634
    0994–T11191639   
    5109823–O1114½16365117825–Q1113½1638
       9778–A1114Haysborough
       3136–P11161622
       9835–Y11151510
       5824–S1115½1242
          
          

    F.T.O. - Failed Take-Off

  19. Low Box
    SquadronA/C No. & LetterA.T.O.A.T.R.SquadronA/C No. & LetterA.T.O.A.T.R.
    5087731–A113716495099863–Y11271643
    9882–L114614407832–N11291646
    9821–F1138½16529749–Z11311653
    9654–B11391613   
    3517–D11401650   
    5109780–S1127½16445119857–H11321655
    9853–P112816329761–D11331656
    9831–H1133½1656½9877–X11351205
    7714–T1140½13559834–F11361647
    9762–D11361645   
    9835–N11301621   
          

    Report Compiled By Maksimik, J., S/Sgt.

    Sqdn.A/C LetterDesignationBoxRemarks
    5086151–MFailed Take-OffHighBall Turret Mechanism out.
    5119877–XAbortiveLowInterphone out completely.
    5115824–SAbortiveHighTail Gunner Sick
    5107714–TAbortiveLowBall Turret and Top Turret out; Gloves and interphone out.
    5089882–LAbortiveLowBall Turret Gunner frost bitten hands, passed out.
    5119835–YAbortiveHigh#1 Exhaust stack blown - #4 Supercharger Regulator broken.
    5087774–NAbortiveHighSortie - Mechanical malfunction.


Formation Chart:
High Group Formation Take–Off
509th Squadron
Harris – Cobb
A/C # 42-3120 O
Cannon
A/C # 42-29861 X
Brooksby
A/C # 42-3542 V
Werth
A/C # 42-29860 W
Songer
A/C # 42-29630 S
Logan
A/C # 42-39823 O
508th Squadron511th Squadron
Kogelman - Oldham
A/C # 42-37827 J
Jones - Gaylord
A/C # 42-37825 Q
Smith
A/C # 42-37774 N		 
Maginn
A/C # 42-39778 A
Garner - Welch
A/C # 42-31192 R
Norris
A/C # 42-29835 Y
Parsons
A/C # 42-30994 T
Rhode
A/C # 42-39849 V
McCarthy
A/C # 42-3136 P
Turbyne
A/C # 42-5824 S


High Group Formation Over Enemy Territory
509th Squadron
Harris – Cobb
A/C # 42-3120 O
Cannon
A/C # 42-29861 X
Brooksby
A/C # 42-33542 V
Werth
A/C # 42-29860 W
Songer
A/C # 42-29630 S
Logan
A/C # 42-39823 O
508th Squadron511th Squadron
Kogelman - Oldham
A/C # 42-37827 J
Jones - Gaylord
A/C # 42-37825 Q
Smith
A/C # 42-37774 N		 
Maginn
A/C # 32-39778 A
Garner - Welch
A/C # 42-31192 R
Norris
A/C # 42-29835 Y
Parsons
A/C # 42-30994 T
Rhode
A/C # 42-39849 V
  
McCarthy
A/C # 42-3136 P		 

Time Schedule:
Zero Hour: 1325  Briefing: 0700  Stations: 0925  Start Engines: 1025  Taxi: 1035  Take-off: 1050  Leave Base: 1050
Formation Chart:
Low Group Formation Take–Off
509th Squadron
Carson – Boykin
A/C # 42-29863 Y
Lewis
A/C # 42-39853 P
Dowling
A/C # 42-39780 S
Braden
A/C # 42-29832 N
McLawhorn
A/C # 42-29749 Z
W. Myers
A/C # 42-39835 N
508th Squadron511th Squadron
Fuller
A/C # 42-37731 A
Robertson - Nesmith
A/C # 42-39857 H
Apperson
A/C # 42-29821 F
Blaisdell
A/C # 42-29821 F
Prior
A/C # 42-29831 H
Litsinger
A/C # 42-39761 D
McCafferty
A/C # 42-29654 L
H. Anderson
A/C # 42-29877 X
Roper
A/C # 42-37714 T
Caughman
A/C # 42-3517 O
Mears
A/C # 42-39834 F
Putman
A/C # 42-29762 D


Low Group Formation Over Enemy Territory
509th Squadron
Carson – Boykin
A/C # 42-29863 Y
Lewis
A/C # 42-39853 P
Dowling
A/C # 42-39780 S
Braden
A/C # 42-29832 N
McLawhorn
A/C # 42-29749 Z
Mears
A/C # 42-39834 F
508th Squadron511th Squadron
Fuller
A/C # 42-37731 A
Robertson - Nesmith
A/C # 42-39857 H
Apperson
A/C # 42-29821 F
Caughman
A/C # 42-3517 O
Prior
A/C # 42-29831 H
Litsinger
A/C # 42-39761 D
McCafferty
A/C # 42-29654 L
Putman
A/C # 42-29762 D
    

Time Schedule:
Zero Hour: 1325  Briefing: 0800  Stations: 0945  Start Engines: 1045  Taxi: 1055  Take-off: 1110  Leave Base: 1110




Description of the Mission printed in the book "The 351st Bomb Group in WWII" written by Ken Harbour & Peter Harris. Used with permission.

  Lt. Maginn, in 42-39778, was forced to ditch in the North Sea when returning with engine trouble. This incident is described by Lt. Maginn:

“Our aircraft, Lucky Ball, had just completed an overhaul and had two engines replaced with rebuilt ones. It was our fifth mission and the target was Osnabruck, Germany. The weather was damp and cold with very strong winds blowing from the west. Even though our plane was pronounced in A1 condition, I was nevertheless concerned about the engines and felt that I would be much happier with them after they had accumulated some more hours of running time. From the start things went wrong. Two of our regular crew could not go on the mission, so two spares were assigned to fill their positions in the ball turret and tail gun. The mission plan was to assemble over a radio beacon on the East Coast, then the Group in formation was to join the other Bomb Groups and start the climb to the proper altitude en route to the target. For some reason our Group Commander did not join the stream of Bomb Groups crossing the English Channel at the proper time, and it was only when we saw B-24 Groups approaching, and they were supposed to be behind us, was it realized that we were far behind our assigned location in the stream of Bomb Groups. To regain our position, the lead aircraft of our Group gradually increased power both to gain speed and altitude. We soon found ourselves running at near full power and we were still falling behind in our formation, as were many others of our Group. We had not yet reached bombing altitude when the oil pressure on our number four engine started dropping. We took all corrective measures possible, but the oil pressure continued to drop and before it reached the critical point, I pressed the feathering button to stop the engine and turn the propeller blades so they would provide no drag. By this time we were quite some distance behind our squadron, but the target was not far and I felt we might still stand a chance to catch up even with three engines running at near full power. However, our position changed drastically a few minutes later when the oil pressure on our number three engine started dropping rapidly and I had only a very short time to try corrective measures before it was necessary to push the feathering button on the number three engine."

“Now, with two engines out on the same side, it was no longer possible to catch up, or remain airborne indefinitely for that matter, so reluctantly we turned back. With no targets of opportunity in sight we jettisoned our bomb load into the Zuider Zee, and then jettisoned most of our ammunition and other unneeded equipment. I trimmed our plane as best as possible to maintain a true course but we continued to lose altitude gradually, even with our number one and two engines running at near full power. At this point I felt we had sufficient altitude and short enough distance to go to the English coast, and that we would not have to ditch in the sea, but our situation changed a few minutes later."

“The tail gunner called out, ‘Fighter six o’clock high,’ but could not identify it immediately. In our crippled condition we would have been an easy victim for an enemy fighter so we promptly dove to a cloud cover at about 10,000 feet. Just as we reached this altitude, the gunner identified the fighter as a P-47. We leveled off and the fighter came up alongside us and after waving his wings at us flew on ahead. We had lost precious altitude in our dived then to make matters even worse, the oil pressure on our second engine started to fluctuate and then drop. At about the same time we started to get some flak from the German guns, although I don’t recall that any hit us. Anyway we had to take some evasive action which cost us more altitude and with the oil pressure still dropping on the number two engine, I had to feather it. We immediately jettisoned all remaining expendable equipment including our guns and ammunition, but with only one engine now running we were losing altitude rapidly.

“We still felt, however, that we might get to the English coast and crash land wherever possible. Nevertheless, we prepared to ditch, running through the ditching procedure and assembling the crew in the radio room. The radio operator, Sgt. Palmer, started sending the SOS signal. We were heading for Norwich across the North Sea and with a very strong headwind it soon became apparent we would not reach land, even though the English coast was now in view. I could see that the water was choppy. No chance to land in the trough of a wave as the “book” says you’re to do. We dragged along on one engine until we were just above the wave tops, then I had to cut the remaining engine because it was causing the plane to swerve and I wanted to land as straight as possible. At about 85 MPH we hit the water, and for a few seconds both Lt. Brooks, my copilot, and I blacked out as we were thrown violently forward by the rapid deceleration. I actually thought we were underwater, and in fact we were until the nose of the plane started to rise and then I could see that we were floating."

“Brooks at once pulled the emergency release cord on the copilot’s window which allowed the window to fall away, and started to climb out. I opened my window but became stuck in the small opening, so I rapidly backed away and climbed out of the copilot’s window. Just as I stepped onto the wing it started to sink, so both Brooks and I inflated our Mae Wests and went into the water. The shock of the cold water was instantly numbing, but even worse was the shock I experienced when I looked at the rear of our plane. The tail from the radio compartment back was sticking up in the air indicating that the plane had broken in half on landing. This fracture had jammed shut the escape hatch from the radio room and therefore the rest of the crew could not get out. Brooks and I immediately started swimming to the side of the plane to see what we could do. Then gradually the nose and wings started to sink, causing the radio hatch to break open, and one by one the crew scrambled out. I called to Dave Shrom, our engineer, to pull the cables to release the life rafts, but he replied that they were jammed and bent and that he was unable to release them. Unfortunately, the plane had no exterior release cables so we could not get at the rafts; therefore the men had to take to the water."

“We were assembled together in the water and watched Lucky Ball sink. Our efforts to remain together proved fruitless. The first big wave came crashing over us and we could no longer hold on to each other. Palmer assured me that the air rescue squadrons had a “first class fix” on us and that a rescue boat was probably already on the way. However 30 minutes and finally 45 went by before the boat appeared. By this time we were scattered over a 100 yards of sea making it difficult for the boat to find us all, much less to pick us up. I’m sure that by this time some of my crew were overcome by exposure; the wind and bitter cold water took its toll rapidly. I had just about given myself up, when the boat threw me a line. I caught it and hung on for dear life while they hauled me aboard. Three others were already on the ship and shortly after a fifth was brought into the small cabin in which we were huddled. I then discovered Lts. Brooks and Rufeisen and Sgts. Shrom, Palmer, and myself had survived. Lt. McMorrow, Sgts. Bucceri, Meyer, Nadeau, and Rowlinson were not found.”



Missing Air Crew Report (MACR):

A/C# 42-39778   DS-A  "Lucky Ball"  Pilot: 2nd Lt. Lewis J. Maginn  A/C's 2nd Mission   MACR # 1717

Individual Accounts of Crewmen Fates:

  • Pilot - 2nd Lt. Lewis J. Maginn - Survived
  • Co-pilot - 2nd Lt. Walter H. Brooks - Survived
  • Navigator - 2nd Lt. James D. McMorrow - Killed in Action
  • Bombardier - 2nd Lt. Wallace J. Rufeisen - Survived
  • Top Turret Gunner - S/Sgt David R. Shrom - Survived
  • Radio Operator - S/Sgt Boyd E. Baker - Survived
  • Left Waist Gunner - Sgt Albert R. Meyer - Killed in Action
  • Right Waist Gunner - Sgt Edward H. Bucceri - Killed in Action
  • Ball Turret Gunner - S/Sgt Docite Nadeau - Killed in Action
  • Tail Gunner - S/Sgt Clarence A. Rowlison - Killed in Action

Burial Records:

The burial records below courtesy of the American Battle Monuments Commission. http://www.abmc.gov


  • James D. McMorrow, Second Lieutenant, From: Ohio, Date of Death: December 22, 1943, Memorialized: Tablets of the Missing, Cambridge American Cemetery, Cambridge, England. Awards - Purple Heart, Air Medal.
  • Albert R. Meyer, Sergeant, From: New Mexico, Date of Death: December 22, 1943, Buried: Plot F Row 1 Grave 21, Cambridge American Cemetery, Cambridge, England. Awards - Purple Heart, Air Medal.

    Click on picture to enlarge.
  • Edward H. Bucceri, Sergeant, From: New Jersey, Date of Death: December 22, 1943, Memorialized: Tablets of the Missing, Cambridge American Cemetery, Cambridge, England. Awards - Purple Heart, Air Medal.
  • Docite Nadeau, Staff Sergeant, From: Maine, Date of Death: December 22, 1943, Memorialized: Tablets of the Missing, Cambridge American Cemetery, Cambridge, England. Awards - Air Medal with 2 Oak Leaf Clusters, Purple Heart with Oak Leaf Cluster.
  • Clarence A. Rowlison, Staff Sergeant, From: Iowa, Date of Death: December 22, 1943, Memorialized: Tablets of the Missing, Cambridge American Cemetery, Cambridge, England. Awards - Purple Heart, Air Medal

 [Killed in Action - 5]
The above records were obtained at the National Archives Records Administration and have been declassified by authority NND 745005
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