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351st Bomb Group

Polebrook, England

Group Mission #66

Credited Mission #61
 
DATE: 31 Dec 1943
Target: Aircraft Assembly Plant, Bordeaux, France
Bombed Airdrome at Cognac, France
 
Outline for Briefing:

Lead BoxLow Box
Stations06050620
Start Engines07050720
Taxi07150730
Take Off07300745

  1. Roll Call and Aircraft Assignment.
  2. Target, Loading and Gasoline Load:
    A/C [Aircraft] Assembly Plant, 1 Bomb Bay [Fuel tank] or 800 [Gal.] in Tokyos
    Bordeaux (Anti-shipping FW200 Ju88 Me210 Me410 He177 Do217 glder bb's)
    Secondary - Cognac A/D [Airdrome] (Hangar Area)
    L.R. [Last Resort] Any A/D
  3. S-2 [Intelligence] –
  4. Operations - Wing Formation - 94th C.B.W [Combat Wing] Lead in 1st Division.
    Lead Box - 351st 18,000'   High Box - 401st 19,000'   Low Box - 351st 17,000'

    Diversions -1st Division94th, 40th, 1st, 41st "B" on Bloc. Runner
    2nd DivisionCognac - Secondary [for] 1st Division
    3rd DivisionSt Jean D'Angely - Secondary [for] 1st Division
    Mediums

    Fighter Cover - 3 Groups from Brest Peninsula across same, 2 Groups "38's" [P-38's] mainly on "41st A", 1 Group "51's" [P-51's] target withdrawal to limit [of their range], RAF make area sweep of Brest with Typhoons & Spits [Spitfires].
  5. Navigator -
  6. Weather -
  7. Special Instructions - Make second bomb runs South to North & avoid other units.
    VHF Code for IP [Initial Point of Bomb Run] for Cognac is Savannah
    VHF Code for IP for St Jean D'Angely is Notwich
    All airdromes P Bill [Portland Bill] area are alerted standby for possible earlier T.O. [Take Off].
    1. Group Assembly - Lead - Turn to 20°, climb to 4,000' and head for Deenethorpe Buncher. Low - turn to 20°
      Lead Squadron - Red Aldis [Lamp signal], Low Sqdn - Green Aldis, High - Amber, successive ships flash.
    2. Signals for Bombing - Flare, Aldis lamp, B B [Bomb Bay] doors [open]
    3. Pictures (Photos) -
    4. Deputy Leaders are - Case, McCluskey. Deputy - Deputy's are Fullen, Watson.
    5. Lead Crews Report to S-2 [Intelligence] for Additional Instructions
    6. Bombardiers, Navigators and Radio Operators report to Special Briefing.
  8. Dismissal of all but Pilots and Co-Pilots
  9. [Radio]
    Call SignFlaresChannelsTail Letter
    94th C.B.W. [Combat Wing]RagweedRY [Red Yellow]A
    351st A HighRagweed RedRYAJ
    351st B LowRagweed BlueRAJ
    401st LeadRagweed WhiteGAS
    Composite GroupB
    Air CommanderB
    1st C.B.W.GoonchildRRA, L
    40th C.B.W.BulpennYYB, G, H
    41st C.B.W.FatgalGGC, K, P
    U.S. FightersDenver TwoD
      BombersGoldsmith Two OneD
      Grnd. ControlTacklineD
    R.A.F. FightersC
      BombersC
      Grnd. Control

  10. Colors of the day:
    TimeColorIdent.Challenge
    0700 - 1300RY [Red Yellow]XG
    1300 - 1900GYHF
  11. Special Instructions -
    1. [Planes] To Monitor Channel "A"- All except following 8 ships
      [Planes] To Monitor Channel "B"- Low - 7714-T, 9762-D Lead - 3495-D, 9948-B - After Group is formed.
      [Planes] To Monitor Channel "C"-
      [Planes] To Monitor Channel "D"- Zero [Hour] +30 [min.] to Zero +290 - Low - 3093-K, 3542-O - High - 9835-N, 9823-O
    2. Let-Down - [Compass] Heading from Splasher # Buncher at Dx
      351st A - 10°
      351st B - 20°
      401st - 360°
      McCarthy 824-S, Blaisdell 882-L, Seamen 141-H, Roper 858-G Your Bomb bays have no fire prev. kits, so salvo B-B [Bomb Bay] tanks after using gas - use caution - all others keep tank & use gadget.
      Pilots fill in any holes in CBW [Combat Wing] (Not Applicable).
  12. Taxi Plan - Flying Control.
  13. Any Questions?

[Briefing] Oratory - Bordeaux
Headquarters Anti-Shipping Raiders - FW200's, D.O.217's, Me210 & Me110. They also raid the England-Africa air route - could be an invasion area - at least an attempt to spread enemy defenses. Cognac, LaRochelle, St. Jean D'Angley
Suggest you stress security at opening & as gunners leave.



Operations Narrative - Lead Combat Box:
  1. The lead of seventeen (17) aircraft box took off at 0730, turned too slowly in the dark at 8,000 feet over the field. After notifying the other two boxes, the Group Leader departed three (3) minutes early on course to point "A". The High box was in position but the low box was unable to depart on time but cut off the lead and was in formation at Point "B".
  2. The route was uneventful except a 360° turn was executed at the departure point in order to delay four minutes to pick up the division.
  3. Fighter support was good on the route down as far as the southern edge of Brest Peninsula, where enemy fighters began looking us over. No flak was seen until the formation reached the vicinity of Bordeaux, where it was judged to be moderate, but poor for accuracy.
  4. At Bordeaux it was observed that the primary was obscured by a complete overcast, hence the group leader decided to hit the secondary.
  5. While on a north heading between Bordeaux and Cognac, the leader of the Combat Wing called his low box leader and told him to take the lead of the Combat Wing. The reason for this action is still unknown. However, it was too late for the low box leader to take over, so the Combat Wing lead went ahead and bombed on a north heading.
  6. A very long bombing run was made, during which heavy, intense flak, believed to be of larger caliber than 88 mm, succeeded in disabling four (4) ships in the lead squadron.
  7. After bombing, all four of these ships, including the Combat Wing Leader dove out of formation, none returning to this base. The leader of the high squadron also had two engines knocked out, but he succeeded in rejoining the formation and landed at YEOVELTIN, a Royal Navy Air Base.
  8. After the Combat Wing Leader put his wheels down and left the formation, the Deputy Group Leader, flying as 2nd element leader in the lead's squadron, took over the lead and turned west toward the coast. Unplotted flak on the coast also was very accurate and vicious.
  9. The Combat Wing rallied after bombing near the coast and proceeded toward England, back over the Brest Peninsula. Fighters were picking on stragglers back to within 30 miles of the English coast except while over the Brest Peninsula.
  10. After crossing the coast and nearing the vicinity of Deenthrope, the 401st Bomb Group took over the wing lead due to Gee and Radio Compass malfunction of the 351st Leader's ship. It was received on VHF to land at [unreadable] in the vicinity of Milden, but due to excessive interference on the air great difficulty was encountered in receiving the message.
  11. After breaking up and descending through the overcast, most aircraft landed at the first field encountered.
  12. Battle damage was very severe, most of the ships have serious damage. Five aircraft failed to return, all believed to have been severely damaged by flak and then finished off by fighters.
STATISTICAL SUMMARYLead Group
No. of A/C Scheduled18
No. of A/C Taking Off17
Unused Spares 0
A/C taking off less unused spares17
No. of A/C leaving England17
No. of Sorties17
No. of A/C Attacking17
No. of A/C Not Attacking 0

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


Operations Narrative - Low Combat Box:
  1. Seventeen (17) aircraft of this box (351st "B" took off and formed over the Deenthrope Buncher. Two ships failed to locate the group and flew with another task force, one with the 305th Group and one with the 94th Group. Due to the fact that the Wing Leader departed the Buncher three (3) minutes early, this box was 180° out of phase on the circle, hence cut off the lead at Point B.
  2. The Combat Wing formation was good all the way down to the Primary, where the secondary was chosen due to cloud cover. While heading north toward the secondary at Cognac, this box received instructions to take over the lead of the Combat Wing and also to swap altitude with the Lead Box. An attempt to do this was made, but time and distance was insufficient. This box being low and ahead due to the above attempt, turned right to 90° after seeing the lead box open their doors and go on a bombing run. The low box then completed the last 270° of a turn and bombed last on the secondary. Good results were reported.
  3. Flak on the bomb run was accurate and intense.
  4. After bombing, the turn to the left to rally was made, but before the rally, the lead airplane was hit very badly, having had one engine knocked out on the bombing run, a second hit at the coast, and a bad fire in the cockpit due to the hydraulic pump being smashed by flak. The airplane left formation and came back on the deck.
  5. Fighter attacks were few on the formation, generally 109's being reported. Stragglers were picked on in the main. Two aircraft failed to return, both out of the low squadron. One aircraft, 42-29877, was seen to ditch near Guernsey Island.
  6. Three aircraft crashed, with no one hurt, due to weather, gasoline shortage and battle damage.

STATISTICAL SUMMARYLow Group
No. of A/C Scheduled17
No. of A/C Taking Off17
Unused Spares 0
A/C taking off less unused spares17
No. of A/C leaving England17
No. of Sorties17
No. of A/C Attacking17
No. of A/C Not Attacking 0
No. of A/C Lost:
To Flak-
To Flak and E/A [Enemy Aircraft] 2
To E/A-
Accident-
Unknown-

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


Narrative, Field Order 255, Lead Group:
  1. 40-50 e/a [Enemy Aircraft] were seen throughout the mission by the Lead Group. 20 of these were in the area of Bordeaux and consisted of Me-109s and Fw-190s. In the Brest peninsula area 20-30 Me-109s were seen. Tactics of the e/a near Bordeaux were to wait for and attack stragglers, seldom making a direct attack upon the formation itself; while the tactics of the enemy over the Brest peninsula was to come barrel-rolling through the formation in echelons of threes and fours. They apparently were trying to break up the formation further. These attacks were repeated as the planes would make a pass, circle, and pass through again. Attacks were from all positions around the clock. Although fighter support was reported as not being seen by some crews, others reported P-47s and Spits high above the formation over the northern part of the Brest peninsula and the Channel.
  2. Flak was seen at Bordeaux, moderate and good for altitude but poor for deflection, black and red in color; at Cognac, intense and good for both height and deflection, black and white in color; over the coast on the route out, flak was encountered at Grave Point, Medis, Coubre Point, and from flak ships in the mouth of the Gironde River, moderate and accurate; at Lorient, moderate black and red flak, but this formation was out of range.
  3. The following a/c are believed to be lost: 731-A, 495-C, 948-B, 823-O, and 630-S. 731-A, the lead ship, was hit by flak over the target, Cognac, and fell 1,000 feet below the formation. After this some crews give no further information. However, one crew reported the a/c heading due west for the coast. Three crews reported the a/c lagging behind and following the formation over the Brest peninsula, being attacked constantly by fighters. Two of these crews think that it was this a/c which ditched off Aldernay Island, just off the Cherbourg peninsula. 495-C, 948-B, 823-O all were hit by flak over the target and dropped out of formation right after bombs away and have never been heard from since. There were no reports on them. 630-S was reported by one crew as having blown up with their bomb load over the target, and by two other crews as having come almost all the way back to the English Coast in formation.
  4. Approximately five (5) miles due North of Bordeaux a heavy smoke screen was seen which did not seem to be intended for the city. Merchant shipping activity was seen at Bay et Ste. Luce.
  5. Our photographs have not been developed as only one camera has returned, but the 401st Bomb Group report good bombing by this Group according to their photographs.
  6. 17 a/c from the Lead Group took off at 0733 and flew the briefed course to Bordeaux without incident. However, it was clouded over; so the Group Leader went to the secondary, Cognac. Here a good bomb run was made from S to N and all a/c bombed on the Group Leader. Because four (4) a/c in the lead squadron had been badly hit by flak just before bombs away at 1251, they fell out of formation on the turn right after bombing. The deputy group leader, after taking over the lead, did a dive for 500 yards and here he lost these four (4) a/c from the formation. The route back over the Brest peninsula was approximately the same as the one briefed. None of the a/c from this Group landed at the home base, due to weather. They landed at numerous fields all over England. None of the a/c taking off returned early and no leaflets were dropped.
[Signed] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]


Narrative, Field Order 255, Low Group:
  1. Approximately 50 e/a [enemy aircraft] were seen by this Group, flying as Low Box of the CBW [Combat Wing]. These appeared in two groups, one in the general target area from 1210 hours to about 1240 hours, just before bombs away. These e/a were Me-109s and Fw-190s, often silver in color, which attacked singly by flying through the formation and by making passes from all levels on the tail. The second group of e/a consisted of about 20 Me-109s and Fw-190s, which attacked stragglers all the way across the Brest peninsula on the return route and to within 30 miles of the English coast. These attacks began at approximately 1500 hours and continued until 1540 hours. Many of the stragglers which had been crippled by intense flak in the target area were attacked by groups of e/a. Very little fighter support was seen by this Box. A few P-47s appeared over the Brest peninsula on the route out to the target between 1015 and 1030 hours. No additional cover was provided until the Group reached a point near the north coast of the Brest peninsula, where a few Spitfires gave them a little protection. The P-47 cover was generally too high and the Spitfire cover was only fair.
  2. Our formation, flying at 17,500 feet, first encountered Flak over Brehat; it was meager and inaccurate for both height and deflection. Flak from Bordeaux at 1248 was also meager and inaccurate. At the target at 1253 intense and extremely accurate Flak was encountered, black, white, and red bursts being observed. Several columns of smoke were also observed at the target, with fire-work-like bursts at our altitude. At Royan at 1304 intense accurate fire from land installations and from four or five ships at the mouth of the Gironde River was encountered.
  3. Our a/c 825-Q and 179-B failed to return; no particulars are available.
  4. A/C 6151 crashed while landing at Feltwell; no details are yet available, since the crew has not returned to Base. A/C 7774 was left to crash when the crew was forced to bail out in the vicinity of Bassingborne because the a/c was out of fuel. A/C 093-K crash-landed at Burnham-on-Sea; full details not yet available.
  5. Bombing of the Secondary target at Cognac is believed to have produced good results. No photographic coverage is yet available but it is believed that bombs fell in the hangar and building area. No Nickels [propaganda leaflets] were dropped by this Box.
  6. Seventeen (17) A/C were dispatched from this Base as Low Box of the Combat Wing at 0750 hours. This Group followed the briefed course out of England except for A/C 9858 which was unable to join our formation and joined a Group with Box Letter "A" markings. The other sixteen (16) A/C followed the CW [Combat Wing] on a route generally as briefed to a point near the primary target at Bordeaux. Because the primary was covered by 10/10 clouds the CW leader took the Group to the East of Bordeaux and up to Cognac where the bomb run was made on a heading of approximately 20 degrees Mag [Magnetic]. After Bombs Away the CW made a sharp turn to the left and proceeded in a Westerly direction out over the French Coast, then made a right turn to the North, proceeded over the Brest Peninsula near the course as briefed for the return flight, and landed at various Bases in England because weather and shortage of fuel made it impossible for them to land at the Home Base. Two A/C of this Box were lost presumably to enemy action after the target had been bombed and three of our A/C which landed elsewhere have not yet returned to Base.
[Signed] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]






Bombardier’s Narrative – Lead Box:
  1. The primary Target was obscured by 10/10 cloud cover so we proceeded to the Secondary Target at Cognac. We reached the I.P. at 1233, headed straight for the target and did not alter course until bombs away at 1250.
  2. Intense Flak was encountered. The Lead Ship was hit very hard. With two engines out and a third starting to smoke, it stayed in formation until bombs away, then dropped its wheels, went down and to the left.
  3. Our ship took the Lead. Synchronization was made for rate only and favorable results were observed.
[Signed] Allan D. Behrendt, 2nd Lt., Air Corps, Deputy Lead Bombardier.


Bombardier’s Narrative – Low Combat Box:
  1. The Primary Target was not bombed due to 10/10 cloud coverage. The Group headed for the Secondary Target, an Airport at Cognac. The bomb bay doors were opened at the I.P.[Initial Point of Bomb Run] and the target was picked up.
  2. The aiming point was the hangars. Ten seconds before bombs away the lead ship called up and told me to finish the bomb run. Two engines were smoking on the lead ship. I was flying deputy lead in the Low Group.
  3. I finished the run, synchronized for rate, keeping the same course.
  4. Bombs were away at 1253. The Group dropped on me and I did not see any bombs drop from the lead ship or the two wing men flying on him. Flak was intense.
[Signed] David L. Steed, 2nd Lt., Air Corps, Deputy Lead Bombardier


Group Leader’s Narrative – Lead Group:
  1. The assembly of the lead group was slow, but it finally formed at 8,000 feet. It was difficult to see the lead ship. The high group was late in forming.
  2. The Combat Wing assembly was good. It assembled on line with no extra circling needed.
  3. The formation while bombing was excellent
  4. The rally after bombing was fair, with the high and low groups forming on the single lead group because of loss of airplanes.
  5. Fighter opposition was light with very few attacks. All attacks appeared to come from the rear and below.
  6. Flak was extremely intense and accurate in the secondary target area.
  7. Our losses were due mainly to flak over the target and enemy fighter attacks on the way back.
  8. The return was made as briefed. There was a heavy undercast. All aircraft landed at various fields due to gasoline shortage, wounded and weather conditions.
  9. The target was bombed at too low an altitude. Flak was extremely accurate and heavy at the bombing altitude. Weather after reaching the English Coast was very bad.
  10. Due to the length of the mission, weather conditions and the shortage of gasoline, there was great difficulty in making safe landings.
[Signed:] Harold G. Kelly, 1st Lt., Air Corps, Deputy Group Leader.


Group Leader’s Narrative – Low Group:
  1. The lead group took off as scheduled and arrived at the Deenethrope Buncher at 6,000 feet. Red flares were fired and fifteen ships were formed before leaving the buncher.
  2. The Combat Wing Leader called to say that he would leave Point "X" three (3) minutes early. At the time, the low group was too far behind to join him. I called him to say that instead of meeting him at Point "A", I would cut him off at Point "B". This was done satisfactorily and the Combat Wing was formed without difficulty.
  3. The formation was very good, over the whole route and was especially good over the target.
  4. I was told by the Combat Wing Leader to take over the Wing Lead, but I could not get into position. As a result, I was last over the target.
  5. As I turned to the right, I tried to gain a thousand feet but could not make it. After the Deputy Leader of the Lead Group took over the lead, I fell in behind.
  6. I know nothing of the rally as my cockpit was on fire and my deputy took over for the entire return trip.
[Signed:] Nicholas M. Lynch, 1st Lt., Air Corps, Group Leader


Combat Bombing Flight Record - Lead Box:

Bombardier - Allan D. Behrendt, 2nd Lt.   Pilot - Harold G. Kelly, 1st Lt.  Navigator - John B. Duncan, 2nd Lt,
Aircraft # 42-37731  Take-off - 0735½  Landed - at [RAF] Rattlesden
Objective - Cognac Air Field
Aiming Point (MPI)[Mean Point of Impact] - Hangars
Initial Point - 12 miles South of Field
Method of Attack - Group
Number of Planes in Group - 10   Composite Group -
Number of Planes in Each Unit Performing Sighting Operations -
Deflection and Range sighting, Group - 1    Composite Group -
Range Sighting only, Group - 1    Composite Group -
Bombs, Types and Sizes - 500 lb. M-43 G.P. [General Purpose]
Number of Bombs Loaded - 12    Released - 12
Fusing, Nose - 1/10    Tail - 1/40
Synchronization - On

Altitude of Target - 230Magnetic Heading Ordered 12° Actual 20°
True Altitude Above Target - 17,930True Heading 30°
Indicated Altitude - 18,000Drift, Estimated 2° Right - Actual 4° Right
Pressure Altitude of Target 250True Track 26°
Altimeter Setting 29.92Actual Range
Calculated Indicated Air Speed - 155 M.P.H.B.S. Type -
True Air Speed - 199 M.P.H.Time of Release 1250
Ground Speed Est. 167 Actual 162Length of Bombing Run - 2 minutes
Wind Direction Metro - 360° Actual - 345°Intervalometer Setting - Not Working
Wind Velocity Metro 30 Actual 60 C-1 Pilot[Autopilot] _____
D.S. - 152.0  Trail - 47   ATF - A-5 Pilot _____
Tan. D.A, Est. .42 Actual .44 Manual Pilot - X [Meaning Used]

Type of Release - Individual
Point of Impact If Seen - No
Mean Temp. Metro -10 Actual -10
Winds - Altitude -  Direction - Est. Actual  Velocity - Est. Actual  Temp C. - Est.  Actual



Combat Bombing Flight Record - Low Group:

Bombardier - David L. Steed, 2nd Lt.   Pilot - Richard J. Case, 1st Lt.  Navigator - Edward P. Jackson, 2nd Lt.
Aircraft # 42-30499  Take-off - 0745  Landed - at Yeovilton
Objective - Air Port, South Cognac
Aiming Point (MPI)[Mean Point of Impact] - Hangars on Air Port
Initial Point -
Method of Attack - Wing
Number of Planes in Group -    Composite Group -
Number A/C Dropping Bombs by own sighting operation -
Deflection and Range sighting, Group -    Composite Group -
Range Sighting only, Group -    Composite Group -
Bombs, Types and Sizes - 500 lb. M-43 G.P. [General Purpose]
Number of Bombs Loaded - 12 per A/C    Released - 12 per A/C
Fusing, Nose - 1/10    Tail - 1/40
Synchronization - On

Altitude of Target - 230Magnetic Heading Ordered 12° Actual 20°
True Altitude Above Target - 17,620True Heading 30°
Indicated Altitude - 17,500Drift, Estimated 2° Right - Actual 4° Right
Pressure Altitude of Target 326True Track 26°
Altimeter Setting Actual Range
Calculated Indicated Air Speed - 150 M.P.H.B.S. Type - M-9
True Air Speed - 216 M.P.H.Time of Release 1253
Ground Speed Est. 146 Actual 170Length of Bombing Run - 60 Seconds
Wind Direction Metro - 268° Actual - 345°Intervalometer Setting - Train
Wind Velocity Metro 30 Actual 60 C-1 Pilot[Autopilot] _____
D.S. - 154.0  Trail - 39   ATF - 34.38A-5 Pilot _____
Tan. D.A, Est. .48 Actual .48 Manual Pilot - X [Used]

Type of Release - Train
Point of Impact If Seen - No
Mean Temp. Metro -10 Actual -10
Winds - Altitude - Ft.  Direction - Est. Actual  Velocity - Est. Actual  Temp C. - Est.  Actual



Preliminary Damage Assessment:
  1. The target bombed was the secondary target, the large aerodrome at Cognac/Chateaubernard, France. Photo coverage was good with photo obtained by two ships in the lead group and two in the low group.
  2. Ship 3523 (Deputy Lead) made the first pictures. There were no bursts on the target, but craters on the ground and a smoke pall gives indication of very resent bombing. No bombs away are shown but the first bombs on the target are seen in picture 3 and the pattern develops from there on. The pattern is rather scattered, and there are nine strung out bursts across the center of the field and then the main pattern develops in the northern hangar area. The center of this pattern measures 1525' x 1128' and there are several clusters of ten or twelve bursts around it.
    1. The entire area is covered by smoke from bursts, and damage assessment is impossible. Following is estimated damage:
      1. Nine hangers are covered with bursts.
      2. Possible hit on fuel dump.
      3. Possible hits on 3 A/C on ground.
      4. Hits on concrete apron in front of hangars.
      5. Three hits on taxi strip, 2 on perimeter track.
      6. Ten bursts in landing field, not much damage, but possible hit on main runway.
      7. Three near misses on Northern dispersal hangar.
  3. Photos from 3509 (Lead Box) shows bombs away and the development of the same pattern as above.
  4. Photos from 9761 (Low Box) show bombs away on picture 1. These pictures show 19 bursts in field below aerodrome and a well developed pattern in the area of the west side hangars. Smoke from this pattern is beginning to disperse and it is possibly the pattern of the High Box. Picture 12 of this ship shows bombs falling into the old pattern of the first ship (Paragraph 1). Damage is unestimated as the two patterns merge.
  5. Photos from 9858 (Low Box) show bombs away on picture 1 and gives a clear view of the two patterns mentioned above. Bombs from this formation are seen hitting in picture 6 and the pattern develops through pictures 8. The pattern measures 1375' x 1100' and does not do too much damage in the center of the field.


Track Chart:
Click on Chart to Enlarge



Combat Duplication Check Form:
Click on Form to Enlarge



Flak Report – High Group:

Target - Cognac
1. Route followed. - Treguier, 47°00'N - 04°00' W, Sud Belin, 6 miles East of Bordeaux, Cognac, 2miles N. Grave Pt., 47°00'N-04°00'W, Treguier.
2. Visibility at Target. - 3/10
3. No. of A/C over Target: 17
4. General Axis of attack. - 20 degrees Mag.
5. How long did formation fly straight and level before bombing? - 15 Minutes
6. Turn after bombing. - Left
7. Position of Group in relation to other Groups: Lead Group of 94th CBW [Combat Wing]
8. What evasive action was taken? - None
9. A short description of Flak en route. - This formation flying at 18,000 feet observed flak at Bordeaux. This was moderate, accurate for altitude, poor for deflection, with some white bursts above the black. At Cognac the flak was intense and very accurate for both height and deflection. Red and white bursts were observed among the black. Moderate, accurate flak was encountered at the mouth of the Gironde River from shore installations and from ships. As the formation passed to the left of Lorient, meager flak was observed coming from that area, but this was inaccurate.
10. Any other comments, phenomena, etc. - As one ship passed over the installations near the mouth of the Gironde River, red bursts were observed above, and shortly after the flak ceased an enemy aircraft attacked.



Flak Report – Low Group:

Target - Cognac, France
1. Route followed. - Pleubian - Pont-Aven - 47°00'N-04°00'W - Sud - Belin - Camarsac - Cognac (Target) - Grave Point - Back over same route.
2. Visibility at Target. - 3 - 5 tenths cloud over Cognac. No contrails reported.
3. No. of A/C over Target: 16
4. General Axis of attack. - 31 degrees true.
5. How long did formation fly straight and level before bombing? - 15 minutes.
6. Turn after bombing. - Left.
7. Position of Group in relation to other Groups: Low Group of 94th CBW [Combat Wing]
8. What evasive action was taken? - None on way into target. S-turns from target to coast.
9. A short description of Flak en route. - Flak was first encountered over Brehat at 1018; it was meager and inaccurate. Flak was observed some distance from our formation at Bordeaux at 1228. Over Cognac at 1253 flak was reported as intense and extremely accurate, either continuous following or several predicted concentrations. Black, White and Red bursts were observed. At Grave Point at 1304, intense accurate flak was fired from shore installations and from 4 or 5 ships in the mouth of the Gironde River. Going back over Brest Peninsula, meager inaccurate flak was observed at Lorient and in the vicinity of Locarn, and moderate fairly accurate flak near Pleubish.
10. Any other comments, phenomena, etc. - In the target area, several missiles were fired which left columns of thick persistent smoke and exploded like fireworks at flight altitude.



Combat Crew Comments – Lead Group:

1. The following comments were made by the Lead Group after the mission of 31 December, 1943:
A/C 835 W [42-39835]: The Colonel stuck to his run despite the damage (believed flak) and did a swell job. I dropped on him. [I dropped my bombs when he did.] Lt. Kiely.
The CBW [Combat Wing] was perfect at the primary, at secondary was affected by flak. A/C hit stayed in and bombed before falling out. The bomb run itself was too long and no evasive action was taken. Lt. Biekhoff.
A/C 7852 [Lt Watson flew 42-31238]: The forming procedure was poor. Lt Watson
We should have climbed a few thousand feet on the run over the target since the flak guns ahead had the range from a previous group; we flew right into the flak. Lt Watson

[Signed] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]



Combat Crew Comments – Low Group:

1. Following is a summary of the Crew Comments at interrogation of the Mission of December 31, 1943:
A/C 9858 [42-29858]: Didn't have identification colors in ship - Lt. Leewer.
A/C 499-Q [42-30499]: Altitude too Low - Lt. Case.
A/C 827-J [42-37827]: Could not get first aid or fire equipment off wall - were put on too securely. Silk thread not practical on First Aid Kits - too strong. - Lt Lynch.
A/C 857-H [42-39857]: Why did the leader take the Group over Flak on the course out near the target when the Flak could be seen ahead? - Lt. Anderson.
On bomb run this group flew at same altitude and in prop-wash of lead group. - Lt. Anderson
A/C 9849 [42-29849]: In view of the fact that we were briefed on a secondary target, this should have been taken into consideration when planning fighter escort. - Lt. Garner.
A/C 762-D [42-29762]: "I object to being led through Flak instead of around it." - Lt. Knapp.

[Signed] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]



A/C 731-A [The Aircraft Lt. Col. Hatcher was flying in.]:
  1. Following is a compilation of interrogation reports on the lead A/C, 731-A:
    1. A/C 835-N [42-39835], which was flying in #3, second element of the lead squadron, reports that the lead ship dropped his bombs in formation and immediately afterwards left the formation and seemed to be heading out to sea. It had two engines feathered, one of these smoking.
    2. A/C 756-R [42-5756], which was flying in #3, second element of the high squadron, reports that the lead plane fell out of formation just after bombing and along with another B-17 followed the formation at a much lower altitude. Just south of the Brest Peninsula the other B-17 rejoined the formation. It was just about the time the heavy fighter attacks began continuing all the way to the English Coast. Very heavy enemy attacks were being made on 731-A and it kept losing altitude, ditching at 49 degrees 44 minutes N - 02 degrees 18 minutes W. Lt. Shafer, Navigator, notified the Air Sea Rescue on landing at Yeovilton.
    3. A/C 509-Z [42-3509], which was flying in the lead of the low squadron of the lead group, reports that A/C 731-A feathered No. 1 engine just after bombs away. About two (2) minutes later the wheels were let down and the plane fishtailed to indicate that it was abortive. It then peeled off and started losing altitude with No. 1 feathered and No. 4 engine smoking. It was last seen about 1,000 feet below the formation just after leaving the target.
    4. A/C 238-A [42-31238], which was flying in the #2 position of the lead element of the low squadron of the lead group, reports that the lead ship was hit by flak just before bombs away. He kept his position until after bombing, then leaving the formation with one engine smoking.
    5. A/C 824-S [42-5824], which was flying the #3 position of the lead element of the low squadron of the lead group, reports that A/C 731-A left the formation two (2) minutes after bombs away and headed due west from the target.
    6. A/C 120-O [42-3120], which was flying lead of the second element of the low squadron of the lead group reports seeing the lead plane put its wheels down just after the target and fall about 1,000 feet below the formation. Colonel Hatcher called and told the leader of the 401st Group to take over the lead. A/C 731-A stayed with the formation below it for quite a while. Over the Brest Peninsula it was attacked viciously by fighters and was seen to ditch north of the Channel Islands, exact pin-point unknown.
    7. A/C 849-V [42-39849], which was flying in the lead of the second element of the high squadron of the low group, reports that the lead A/C left the formation sometime after leaving target with No. 3 engine feathered.
[Signed] John L. Scott, Major, Air Corps, Group S-2 [Intelligence]


Mission Summary Report – Lead Group:
  1. Abortives
    1. None
  2. Battle Damage
    1. Airplane No. 42-3517, 508th Squadron, Small flak hole in Plexiglass nose section. Small flak hole in top of #3 Engine nacelle. Small flak hole in leading edge of right wing near landing light lens, skin damage only. Large flak hole rear of Ball Turret, skin and stiffeners damaged. Small flak hole in Navigator's compartment, skin damage only. Two small flak holes in outboard panel of left wing underside, skin and corrugation damaged. Small flak hole in skin of fuselage near Pilot's window.
    2. Airplane No. 42-3120, 509th Squadron, Flak tear in right wing outer panel fourteen inches in length, skin, corrugation and stringers damaged. Small flak hole in leading edge of right horizontal stabilizer. Small flak hole in Ring Cowling of #4 engine. Small flak hole between #3 and #4 Engine nacelles on leading edge of wing, skin damage only. Flak hole in skin of leading edge of wing between #3 and fuselage about three inches in size. Left aileron fabric torn by flak.
    3. Airplane No. 42-39635, 510th Squadron, Small flak hole in Plexiglass nose section. Small flak hole in right life raft door, raft not damaged. Small flak hole in top of Navigator's compartment, skin damage only. Small flak hole in tip of vertical stabilizer, skin damage only. Small flak hole in skin of left bomb bay door. Flak hole through left wing outer panel, skin, corrugation and tokio tanks damaged. Small flak hole in top of #2, #3 and #4 Engine nacelles, ring cowlings damaged. Small flak hole in right flak [did he mean wing] near fuselage.
    4. Airplane No. 42-3509, 511th Squadron, Small flak hole in leading edge of right wing, no internal damage. Three .50 caliber holes left of #4 Engine Nacelle. Large flak hole in left horizontal stabilizer. Flak hole in leading edge of left wing, skin damaged only. Small flak hole causing damage to skin of left wing top side outer panel. Small flak hole in skin of dorsal fin on left side. Small flak hole in left life raft door.
    5. Airplane No. 42-5824, 511th Squadron, Flak hole in left outboard wing panel. Flak hole in left inner panel close to trailing edge, skin damage only. Small flak hole through left horizontal stabilizer. Small flak hole in tail gunners enclosure on right side. Small flak hole in right horizontal stabilizer, skin of fuselage under stabilizer also damaged by flak. Small flak hole in air duct fairing of #4 Engine. Small flak hole in fairing of #4 Oil Cooler. Small flak hole in #3 Engine nacelle, ignition wires damaged.
    TOTAL A/C DAMAGEDMINOR DAMAGEDAMAGED BY FLAKFLAK AND FIGHTER
    5541
[Signed:] A.A. Akins, Major, Air Corps, Base S-4 [Logistics] Officer


Mission Summary Report – Low Group:
  1. Abortives
    1. None
  2. Battle Damage
    1. Airplane No. 42-29858, 508th Squadron, Flak hole in #4 Oil tank. Small flak hole in leading edge of left wing near #1 Engine, skin damage only.
    2. Airplane No. 42-39849, 508th Squadron, Small flak hole in Plexiglass nose section. Small flak hole in cowling of #3 Engine, skin damage only. Small flak hole in leading edge of wing between #3 and #4 Engines, skin damage only. Flak hole through right stabilizer near base of stabilizer. Small flak hole in fabric of right stabilizer.
    3. Airplane No. 42-29861, 509th Squadron, Two flak holes two inches in size in leading edge of right wing outer panel, skin damage only. Small flak hole in top of #4 Engine nacelle. Flak hole two inches in size in leading edge of wing between fuselage and #3 Engine nacelle. Small flak hole on top of #1 Engine nacelle. Two inch flak hole in right wing tip, skin and corrugation damaged. Two one inch flak holes near trailing edge of tight wing inboard panel, skin and corrugation damaged.
    4. Airplane No. 42-30499, 509th Squadron, Small flak hole in left wing outboard panel, damage to skin, corrugation and tokio tanks. Small flak hole in leading edge of right wing outboard panel. Small flak hole through right horizontal stabilizer tip. Small flak hole in leading edge of left horizontal stabilizer.
    5. Airplane No. 42-39857, [511th Squadron], Small flak hole in rudder trim tab. Flak hole through vertical stabilizer, skin damage only. Large flak hole under tail gunner's ammunition box, skin and structural members damaged. Rudder and electrical wires frayed in tail compartment. Flak hole in push rod housing on #2 Engine.
    6. Airplane No. 42-39761, 511th Squadron, Flak hole through left outer wing panel, no internal damage. Small flak hole in left wing tip, skin damaged and rib broken. Small flak hole through vertical stabilizer, skin damage only. Small flak hole through right wing tip, skin and corrugation damaged. Small flak hole in leading [edge] of right wing left of #3 Engine, no internal damage.
    7. Airplane No. 42-37825, 511th Squadron, Small flak hole in leading edge of wing near right landing light, skin damage only. Small flak hole near #1 Supercharger air duct. Small flak hole in trailing edge of right wing inner panel. Flak hole in skin of right bomb bay door. Small flak hole in vertical fin, left side, skin damage only. Small flak hole in rudder trim tab. Small flak hole through astro dome. Right nose gun window shattered by flak. Three flak holes in Pilot's window. Small flak holes in radio room window.
    TOTAL A/C DAMAGEDMINOR DAMAGEDAMAGED BY FLAK
    777
[Signed:] A.A. Akins, Major, Air Corps, Base S-4 [Logistics] Officer


Armament Report – Lead Combat Box:
  1. The following armament malfunctions and failures were reported upon completion of the mission of 31 December, 1943.
    1. A/C 42-37845 - Broken ring sight. Oil buffer spring too long.
    2. A/C 42-5824 - Bent ammunition feed chute.
  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 31 December, 1943.
    1. A/C 42-6151 - Jammed cartridge in left tail gun.
  2. The necessary repairs and adjustments have been made.
[Signed:] Michael Steele, CWO, AUS, Group Armament Officer


Expenditure of Ammunition – Lead Combat Box:

1. The Station Ordnance Officer has reported that 61,865 rounds of .50 Cal ammunition were expended on the Mission of 31 December, 1943. An Estimated expenditure has been included in this figure for those aircraft which have not yet returned to base.


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


Expenditure of Ammunition – Low Combat Box:

1. The Station Ordnance Officer has reported that 52,155 rounds of .50 Cal ammunition were expended on the Mission of 31 December, 1943. An Estimated expenditure has been included in this figure for those aircraft which have not yet returned to base.


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


Disposition of Bombs – Lead Combat Box:

1. Following is the disposition of bombs by the Lead Combat Box on the Mission of 31 December, 1943.

AIRCRAFTBOMBSFusing
Over TargetBombingNumberSizeTypeNose Tail
Main Bomb Fall (Cognac)1717168500 lb.M-431/10   1/40
Total Bombs on Target168500 lb.M-431/10   1/40
Other Bomb ExpendituresNil
Bombs ReturnedNil
TOTAL (Loaded on A/C taking off)174500 lb.M-431/10   1/40

[Signed:] Robert B. Stratton, Captain, Air Corps, Statistical Officer


Disposition of Bombs – Low Combat Box:

1. Following is the disposition of bombs by the Low Combat Box on the Mission of 31 December, 1943.

AIRCRAFTBOMBSFusing
Over TargetBombingNumberSizeTypeNose Tail
Main Bomb Fall (Cognac)1717174500 lb.M-431/10   1/40
Total Bombs on Target174500 lb.M-431/10   1/40
Other Bomb ExpendituresNil. 
Bombs ReturnedNil. 
TOTAL (Loaded on A/C taking off)174500 lb.M-431/10   1/40

[Signed:] Robert B. Stratton, Captain, Air Corps, Statistical Officer


“J” Form:
  1. Last Four numbers and Call Letter of A/C in each Squadron:
    a. Lead Box
    Sqdn 508th A/C: 7731–A*, 9882–L, 3517–O*, 3141–H,(4)
    Sqdn 509th A/C: 3120–O, 7845–F*, 9760–M*, 9832–N*, 9630–S, 5756–R,(6)
    Sqdn 510th A/C: 3495–C, 9948–B, 3523–M*, 9835–N*, 9823–O*(5)
    Sqdn 511th A/C: 3509–Z*, 5824–S, 1238–A*(3)
      * Indicate A/C with Tokyo Tanks
    b. Low Box
    Sqdn 508th A/C: 7827–J*, 7774–N*, 9849–V*, 9858–G, 6151–M*(5)
    Sqdn 509th A/C: 0499–Q*, 3542–V*, 9860–M, 9861–X(4)
    Sqdn 510th A/C: 7714–T*, 9762–D, 3093–K(3)
    Sqdn 511th A/C: 9877–X, 9857–H*, 9761–D*, 7825–Q*, 1179–B*(5)
      * Indicate A/C with Tokyo Tanks
  2. Target: Z-201
  3. W/T Operational Call Sign of each Squadron:
    Squadron508 Call SignTAU DaisychainSquadron510 Call SignUFK Paramount
    Squadron509 Call SignPCA RidingwhipSquadron511 Call SignNHU Thickfrost
  4. Lead Box: Taxi – 0715;     Take-Off – 0730;     E.T.D. Over Field – At take-off
  5. Low Box: Taxi – 0730;     Take-Off – 0745;     E.T.D. Over Field – At take-off
  6. Time:Height:  Place of crossing English Coast OUT:
    094510,000 Ft Portland Bill
  7. Time:Height:  Place of Recrossing Enemy Coast:
    141815,000 Ft 48°50'N-03°10'W
  8. Time:Height:  Place of crossing English Coast IN:
    15075,000 Ft Portland Bill
  9. E.T.R.(Estimated Time of Return): 1620 Hours
  10. MF/DF [Medium Frequency/Direction Finder] Section: "E"
  11. Bomb load of Each A/C: Lead Box
    508 Squadron: 12 x 500 pound G.P.[General Purpose], Fuse - 1/10 Nose, 1/100 Tail
    509 Squadron: 12 x 500 pound G.P., Fuse - 1/10 Nose, 1/100 Tail
    510 Squadron: 12 x 500 pound G.P., Fuse - 1/10 Nose, 1/100 Tail
    511 Squadron: 12 x 500 pound G.P., Fuse - 1/10 Nose, 1/100 Tail
  12. Bomb load of Each A/C: Low Box
    508 Squadron: 12 x 500 pound G.P., Fuse - 1/10 Nose, 1/100 Tail
    509 Squadron: 12 x 500 pound G.P., Fuse - 1/10 Nose, 1/100 Tail
    510 Squadron: 12 x 500 pound G.P., Fuse - 1/10 Nose, 1/100 Tail
    511 Squadron: 12 x 500 pound G.P., Fuse - 1/10 Nose, 1/100 Tail
    A/C without Asterisks carrying 6 x 500 G.P. 1/10 Nose - 1/100 Tail (Due to 1 Bomb Bay Tank)
  13. Fuel Load of each A/C: Tokyo A/C 2500 Gallons - Non-Tokyo A/C 2100 Gallons
  14. Group Leader:
    a. Lead box: Name: William A. Hatcher Rank: Col. A/C: A-7731 Sqdn. 508th
  15. b. Low box: Name: Nicholas M. Lynch Rank: 1st Lt A/C: J-7827 Sqdn. 508th
  16. Passengers, if any: (Full Name, Rank, A/C and Squadron Passenger flying with)
    None
  17. Actual Times Off and Return by Squadrons and A/C Letters:
  18. Lead Box
    SquadronA/C No. & LetterA.T.O.A.T.R.SquadronA/C No. & LetterA.T.O.A.T.R.
    5087731–A0733[Shot Down]5093120–O0811 
    9882–LF.T.O. 7845–F0743 
    3517–O0740 9760–M0741 
    3141–H0752½ 7832–N0738 
      9630–S0740½[Shot Down]
      5756–R0739 
          
    5103495–C0733½[Shot Down]5113509–Z0744 
    9948–B0735[Shot Down]5824–S0742 
    3523–M0735½ 1238–A0742½ 
    9835–N0736    
    9823–O0737[Shot Down]   
          
  19. Low Box
    SquadronA/C No. & Letter A.T.O.A.T.R.SquadronA/C No. & LetterA.T.O.A.T.R.
    5087827–J0750 5090499–Q0745 
    7774–N0756[Abandoned over England]3542–V00803 
    9849–V0753 9860–W0801 
    9858–G0754 9861–X0755 
    6151–M0755[Crash Landed]   
          
    5107714–T0751½ 5119877–X0758[Ditched]
    9762–D0750½ 9857–H0758½ 
    3093–K0800[Crash Landed]9761–D0757 
       7825–Q0817 
       1179– B0759[Shot Down]
          

    Report Compiled By Rocky Civizzio, T/Sgt.



Formation Chart:
Lead Group Formation Take–Off
510th Squadron
Blaylock–Hatcher
A/C # 42-37731 A
Saville
A/C # 42-3495 C
Wells
A/C # 42-29948 B
Kelley–McCluskey
A/C # 42-3523 M
Eickhoff
A/C # 42-39835 N
Bender
A/C # 42-39823 O
511th Squadron508th Squadron
Robertson
A/C # 42-3509 Z
Watson
A/C # 42-37832 N
McCarthy
A/C # 42-5824 S
Turbyne
A/C # 42-31238 A
Smith
A/C # 42-29630 S
Seaman
A/C # 42-3141 H
Pryor
A/C # 42-3120 O
McCafferty
A/C # 42-3517 O
Bartzocas
A/C # 42-37845 F
Logan
A/C # 42-39760 M
Kogelman
A/C # 42-5756 R


Lead Group Formation Over Target
510th Squadron
Blaylock–Hatcher
A/C # 42-37731 A**
Saville **
A/C # 42-3495 C
Wells **
A/C # 42-29948 B
Kelley–McCluskey
A/C # 42-3523 M
Eickhoff
A/C # 42-39835 N
Bender **
A/C # 42-39823 O
511th Squadron508th Squadron
Robertson
A/C # 42-3509 Z
Watson
A/C # 7832 N
McCarthy
A/C # 42-5824 S
Turbyne
A/C # 42-31238 A
Smith **
A/C # 42-29630 S
Seaman
A/C # 42-3141 H
Pryor
A/C # 42-3120 O
McCafferty
A/C # 42-3517 O
Bartzocas
A/C # 42-37845 F
Logan
A/C # 42-39760 M
Kogelman
A/C # 42-5756 R

** A/C shot down by Flak or damaged by Flak and lost to E/A.


Formation Chart:
Low Group Formation Take–Off
510th Squadron
Lynch–White
A/C # 42-37827 J
Grunow
A/C # 42-37714 T
Knapp
A/C # 42-29762 D
Case
A/C # 42-30499 Q
Chalmers
A/C # 42-3093 K
Procak
A/C # 42-3542 V
511th Squadron508th Squadron
Sherman
A/C # 42-37825 Q
Fuller
A/C # 42-6151 M
P. Anderson
A/C # 42-39857 H
Litsinger
A/C # 42-39761 D
Rhode
A/C # 42-29861 X
Apperson
A/C # 42-37774 N
Jones
A/C # 42-29877 X
Garner
A/C # 42-39849 V
Mears
A/C # 42-29860 W
Putman
A/C # 42-31179 B
Roper
A/C # 42-29858 G


Low Group Formation Over Target
510th Squadron
Lynch–White
A/C # 42-37827 J
Grunow
A/C # 42-37714 T
Knapp
A/C # 42-29762 D
Case
A/C # 42-30499 Q
Chalmers
A/C # 42-3093 K
Procak
A/C # 42-3542 V
511th Squadron508th Squadron
Sherman
A/C # 42-37825 Q
Fuller
A/C # 42-6151 M
P. Anderson
A/C # 42-39857 H
Litsinger
A/C # 42-39761 D
Rhode
A/C # 42-29861 X
Apperson
A/C # 42-37774 N
Jones **
A/C # 42-29877 X		 
Mears
A/C # 42-29860 W
Putman **
A/C # 42-31179 B		 
Garner
A/C # 42-39849 V

** A/C shot down by Flak or damaged by Flak and lost to E/A.



Missing Air Crew Report (MACR):

A/C# 42-37731   TU-A  Pilot: Major John R. Blaylock,  A/C's 12th Mission   MACR # 1984


Aircraft Loss Circumstances:

[A report filed in the MACR gives this account:]
A/C 42-37731 feathered number one engine just after bombs away over the Cognac Chateaubernard airdrome and 2 minutes later the wheels were let down. The plane fishtailed to indicate it was abortive. After peeling off, it started losing altitude with number 4 engine now smoking and was last seen about 1000 feet below the formation just after leaving the target.



Individual Accounts of Crewmen Fates:
  • Pilot - Major John R. Blaylock - Killed when parachute failed to open.
  • Co-pilot - Colonel William A. Hatcher Jr. - From: Ohio, POW at Stalag 7A Moosburg Bavaria 48-12 (Work Camps 3324-46 Krumbachstrasse 48011, Work Camp 3368 Munich 48-11), Returned to Military Control, Liberated or Repatriated.
  • Navigator - Captain Jack E. Danby - From: Idaho, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Asst. Navigator - 2nd Lt. James A. Taylor - Killed in Action
  • Bombardier - Captain John W. Smith - From: Louisiana, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Top Turret Gunner - S/Sgt William S. Maupin, Jr. - From: Texas, POW at Stalag Luft 3 Sagan-Silesia Bavaria (Moved to Nuremberg-Langwasser) 49-11, Returned to Military Control, Liberated or Repatriated.
  • Radio Operator - T/Sgt Edward C. Kase - From: Indiana, POW at Dulag Luft Grosstychow Dulag 12, Returned to Military Control, Liberated or Repatriated.
  • Left Waist Gunner - T/Sgt Adam J. Fischer - From: California, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Right Waist Gunner - T/Sgt Roger Blaser - From: New York, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Ball Turret Gunner - S/Sgt Joseph R. Quiles - From: New York, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Tail Gunner - Captain Edward C. Boykin, Jr. - Killed in Action


Burial Records:

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


  • Pilot - Major John R. Blaylock, Buried at Arlington National Cemetery, Arlington, Arlington County, Virginia.
    Plot: Sec: 12, Site: 4043
  • Navigator - 2nd Lt. James A. Taylor, Burial: Lacon Cemetery, Lacon, Marshall County, Illinois.
  • Tail Gunner - Captain Edward C. Boykin Jr., Burial: Blandford Cemetery, Petersburg, Virginia.
    Plot: Ward B-NG, Square 8, Sec 1-4


Click on Photo to Enlarge


Description of what happened to this crew, which is printed in the book "The 351st Bomb Group in WWII" written by Ken Harbour & Peter Harris. Used with permission.

 "From 40 to 50 enemy planes were seen. Starting in the area of Bordeaux, they continued attacking until within 30 minutes from the English coast. Flak at Cognac was intense and extremely accurate.

 Despite being hit [by flak], Colonel Hatcher’s plane, 42-37731, completed the bomb run and dropped on the target. Captain Jack Danby was on the lead ship to check out a new lead navigator, Lt. Taylor. As they neared the target, Danby went forward [in the nose of the plane] to assist [the bombardier], Captain Smith, with identification [of the target]. As he did so the flak began and the ship was instantly hit. They managed to complete the bomb run by which time they had sustained another direct hit. As efforts to contact Captain Boykin in the tail failed, one of the waist gunners crawled back to see what had happened. Part of the tail section was gone and Captain Boykin was dead. The ship was hit again and Lt. Taylor [the navigator in the nose of the plane] slumped to the floor, mortally wounded. He died in Captain Danby’s arms as he tried to administer medical aid. By this time the starboard [right] inboard engine [#3] had been partially shot off and was burning badly. The abandon aircraft order was given and up front Colonel Hatcher and Major Blaylock bailed out, followed by Captains Smith and Danby.

 Colonel Hatcher and the two captains were immediately captured as they landed on the very edge of what must have been the only German military camp in western France. Major Blaylock’s parachute did not open."



A/C# 42-39823   TU-O   ""Iron Ass""   Pilot: 1st Lt. Marvin H. Bender, A/C's 8th Mission   MACR #1983


 Aircraft Loss Circumstances:

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

 "Lt. Marvin Bender’s crew was forced to bail out when 42-39823 was crippled by flak. Lts. Wilcox and Freeman and Sgt. E. Anderson were befriended by French partisans and evaded capture. However, the rest of the crew was captured."

Individual Accounts of Crewmen Fates:
  • Pilot - 1st Lt. Marvin H. Bender, From: Wisconsin, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Co-pilot - 2nd Lt. William J. Grupp, From: New York, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Navigator - 2nd Lt. Harold O. Freeman, Escaped continental Europe and returned to England.
  • Bombardier - 2nd Lt. Robert B. Wilcox, Escaped continental Europe and returned to England.
  • Top Turret Gunner - S/Sgt Francis E. Anderson, Escaped continental Europe and returned to England.
  • Radio Operator - Sgt Francis W. Rollins, From: Ohio, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria, 48-15, Returned to Military Control, Liberated or Repatriated
  • Left Waist Gunner - S/Sgt Harold F. Long, From: Pennsylvania, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Right Waist Gunner - Sgt Veikko J. Koski, From: Minnesota, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Ball Turret Gunner - S/Sgt Levi H. Collins, From: Texas, POW at Stalag Luft 4 Gross-Tychow (formerly Heydekrug) Pomerania, Prussia (moved to Wobbelin Bei Ludwigslust) (To Usedom Bei Savenmunde) 54-16, Returned to Military Control, Liberated or Repatriated.
  • Tail Gunner - S/Sgt Lawrence R. Anderson, From: New York, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.



A/C# 42-3495   TU-C      Pilot: 1st Lt. Ralph M. Saville, A/C's 9th Mission   MACR #1981


 Aircraft Loss Circumstances:

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

 "Lt. Saville’s ship, 42-3495, was badly hit and he sounded the alarm bell. The crew jumped, but Lt. Saville and Lt. Bill Playford, copilot, stayed with the doomed ship in a desperate attempt to aid the ball turret gunner, T/Sgt. John Myrick, who was seriously injured and unable to jump. They skillfully effected the crash landing in Vichy, France and eventually escaped over the Pyrennes, but T/Sgt. Myrick died of his wounds and was buried in France."
[Documents in the MACR report that Myrick along with waist gunner Kelley escaped across the Pyrenees and suffered frozen feet. He was treated in a London Hospital and returned to the U.S.]



Individual Accounts of Crewmen Fates:
  • Pilot - 1st Lt. Ralph M. Saville, Escaped continental Europe and returned to England.
  • Co-pilot - 2nd Lt. William E Playford, Escaped continental Europe and returned to England.
  • Navigator - 2nd Lt. Raymond E Light Jr, From: Washington, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Bombardier - 2nd Lt. Alphonse J Elsaesser, From: Ohio, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Top Turret Gunner - T/Sgt Gilbert L Morris, Escaped continental Europe and returned to England.
  • Radio Operator - T/Sgt George R Leonard, Escaped continental Europe and returned to England.
  • Left Waist Gunner - S/Sgt George F Kelley Jr, Escaped continental Europe and returned to England.
  • Right Waist Gunner - S/Sgt Sidney C Pulver, From: Connecticut, POW at Stalag 9C Bad Sulza Saxe-Weimar 51-11, Returned to Military Control, Liberated or Repatriated.
  • Ball Turret Gunner - S/Sgt John R Myrick, Died of wounds.
  • Tail Gunner - S/Sgt Irvin Gassaway, Escaped continental Europe and returned to England.



A/C# 42-31179 DS-B  "Stinky Weather"   Pilot: 2nd Lt. Warren L. Putman, A/C's 2nd Mission   MACR #1980


 Aircraft Loss Circumstances:

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

 "Two other ships went down in the target area. Lt. Putnam and crew were forced to abandon 42-31179 when it caught fire."
A document in the MACR report written by Sgt Gibson says, "On the way back from mission, while crippled by flak, we were attacked by fighters and plane began to burn. Crew was ordered to bail out." Sgt Gibson was befriended by the French underground but was captured in Toulouse, France. The plane crashed at Kervers, France. The men who were killed were initially buried at the French Garrison Cemetery, Lannion, France.



Individual Accounts of Crewmen Fates:
  • Pilot - 2nd Lt. Warren L. Putman - Killed in Action
  • Co-pilot - F/O Thomas A. Irvine - Killed in Action
  • Navigator - 2nd Lt. Irving J. Shwayder - Escaped continental Europe and returned to England.
  • Bombardier - 2nd Lt. Jack R. Wood - From: California, POW at Stalag Luft 3 Sagan-Silesia Bavaria (Moved to Nuremberg-Langwasser) 49-11, Returned to Military Control, Liberated or Repatriated.
  • Top Turret Gunner - Sgt. Ray E. Prater - Killed in Action
  • Radio Operator - S/Sgt. Wesley F. Greene - From: North Carolina, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Left Waist Gunner - Sgt. John J. Gilson Jr. - From: New York, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Right Waist Gunner - Sgt. Robert O. Diehl - From: Ohio, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Ball Turret Gunner - Sgt. Albert R. Custer - Killed in Action
  • Tail Gunner - Sgt. Jack D. McKinney - From: Texas, POW at Undefined Camp, Returned to Military Control, Liberated or Repatriated.


Burial Records:

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


  • Pilot - 2nd Lt. Warren L. Putman, From: Montana, Date of Death: December 31, 1943, Buried: Plot N Row 1 Grave 17, Brittany American Cemetery, St. James, France. Awards - Purple Heart, Air Medal
  • Co-Pilot - F/O Thomas A. Irvine, Buried: Belle Vernon Cemetery, North Belle Vernon, Westmoreland County, Pennsylvania, Plot: Section 05 Lot 144 Grave 8
  • Top Turret Gunner - Sgt. Ray E. Prater - From: Illinois, Date of Death: December 31, 1943, Buried: Plot O Row 5 Grave 23, Brittany American Cemetery, St. James, France. Awards - Purple Heart
  • Ball Turret Gunner - Sgt. Albert R. Custer - From: Ohio, Date of Death: December 31, 1943, Buried: Plot J Row 16 Grave 10, Brittany American Cemetery, St. James, France. Awards - Purple Heart, Air Medal


Click on Photo to Enlarge





A/C# 42-29948   TU-B   "Jenny"   Pilot: 1st Lt. Homer B. Wells, A/C's 30th Mission   MACR #1979


 Aircraft Loss Circumstances:

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

 "Lt. Wells, in 42-29948, losing fuel from holed tanks and with only one engine operating, was forced to ditch just off the French coast. Fortunately they were all quickly rescued by a French fishing boat."



Individual Accounts of Crewmen Fates:
  • Pilot - 1st Lt. Homer B. Wells, From: District of Columbia, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Co-pilot - 2nd Lt. Frederick G. Pugsley, From: New York, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Navigator - 2nd Lt. Arnold J. Kline, From: Pennsylvania, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Nose Gunner/Bombardier - S/Sgt. Warren G. Maney, From: North Carolina, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Top Turret Gunner - S/Sgt. Kenneth D. Cook, From: Missouri, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Radio Operator - T/Sgt. Fred H. Wright, From: Massachusetts, POW at Stalag Luft 3 Sagan-Silesia Bavaria (Moved to Nuremberg-Langwasser) 49-11, Returned to Military Control, Liberated or Repatriated.
  • Left Waist Gunner - S/Sgt. Charles M. Brown, From: West Virginia, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Right Waist Gunner - Sgt. Glenn L. Gienau, From: Illinois, POW at Stalag Luft 3 Sagan-Silesia Bavaria (Moved to Nuremberg-Langwasser) 49-11, Returned to Military Control, Liberated or Repatriated.
  • Ball Turret Gunner - Sgt. Ernest G. Balsis, From: Connecticut, POW at Undefined Camp, Returned to Military Control, Liberated or Repatriated.
  • Tail Gunner - Sgt. Newlin R. Happersett, From: California, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.



A/C# 42-29877   DS-X   "Speed Ball"   Pilot: 2nd Lt. Albert E. Jones, A/C's 24th Mission   MACR #1982


 Aircraft Loss Circumstances:

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

 "Lt. Albert Jones, flying 42-29877, Speed Ball, had escaped damage by flak and left the target area with the main force. German fighters attacked the formation as it flew back over the Brest Peninsula and some persisted in these actions to within 30 miles of the English coast. During these attacks, 42-29877 was hit. One engine was put out of action, another suffered a serious loss of power and Sgt. Bittner, the tail gunner, was severely wounded."

 "Lt. Jones was forced to ditch his crippled ship at approximately 1430 hours some 12 miles north of Guernsey; the nine surviving crewmembers taking to the life rafts. Lt. Charles Bronako, the bombardier, recalled a British fighter circling their ditched aircraft shortly before she sank beneath the waves and spirits rose in the belief that rescue would soon arrive. Sadly this was not to be and as the short winter daylight drew to a close, the crew, in their now saturated clothing, huddled together for warmth against the bitter cold of the winter’s night."

 "Throughout the night of December 31, 1943 and into the morning hours of January 1, 1944 the nine survivors of Speed Ball’s crew struggled against the elements in an open life raft on the bitterly cold sea. Sometime between 2200 hours and midnight Lt. Dearborn, the navigator, succumbed to exposure; his body being committed to the deep, with all the dignity possible under the circumstances, by his fellow airmen. During this time, the tide turned and by the early hours of the morning the life rafts were being carried towards the northwest coast of Guernsey, close in fact to where Lt. Willis Smith and his crew had landed some hours previously. The life rafts grounded on an exposed reef, said to have been the Saut Rocher, and the drenched airmen thankfully climbed upon the rocks and tried to alert the attention of the Germans by firing flares at half-hourly intervals. Little seems to have been done to effect the rescue of the stranded men by the occupying force who could not have failed to see the flares."

 "By 0630 hours the rapidly rising tide began washing over the reef. Sgt. Carl Bekken, the ball turret gunner, who had taken off his life vest to use as a pillow on the rocks, was swept away at 0650 hours, followed shortly afterwards by the rest of the men. Now, weakened by exposure, they became the playthings of the waves. Only Lt. Kenneth Vaughn and Lt. Charles Bronako survived to be washed ashore by the surf where they were found by German soldiers. Following treatment they were taken to the “Happy Landings Hotel.”

[In a telephone conversation with Kenneth L. Vaughn in 2014 he said that after recuperating from their ordeal in the Channel, Bronako and he were taken by train to Paris on their way to a German POW Camp. As the train approached the outskirts of Paris, Bronako jumped off the train and escaped. He was free for about three months before he was betrayed, recaptured and sent to a POW camp.]



Individual Accounts of Crewmen Fates:
  • Pilot - 2nd Lt. Albert E. Jones - Killed in Action
  • Co-pilot -2nd Lt. Kenneth L. Vaughn - From: Pennsylvania, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Navigator - 2nd Lt. Alfred L. Dearborn - Killed in Action
  • Bombardier - 2nd Lt. Charles A. Bronako - From: Ohio, POW at Stalag Luft 3 Sagan-Silesia Bavaria (Moved to Nuremberg-Langwasser) 49-11, Returned to Military Control, Liberated or Repatriated.
  • Top Turret Gunner - S/Sgt. David H. Van Dyke - Killed in Action
  • Radio Operator - S/Sgt. William J. Brennan - Killed in Action
  • Left Waist Gunner - S/Sgt. Casimir Pavlic - Killed in Action
  • Right Waist Gunner - Sgt. Michael T. Morey - Killed in Action
  • Ball Turret Gunner - Sgt. Carl Q. Bekken - Killed in Action
  • Tail Gunner - Sgt. Raymond F. Bitner - Killed in Action


Burial Records:

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


  • Pilot - 2nd Lt. Albert E. Jones - Burial: West Thompson Cemetery, Thompson, Windham County, Connecticut, USA
  • Navigator - 2nd Lt. Alfred L. Dearborn - From: Illinois, Date of Death: December 31, 1943, Memorialized: Tablets of the Missing, Cambridge American Cemetery, Cambridge, England. Awards - Purple Heart, Air Medal
  • Top Turret Gunner - S/Sgt. David H. Van Dyke - From: Pennsylvania, Date of Death: December 31, 1943, Memorialized: Tablets of the Missing, Cambridge American Cemetery, Cambridge, England. Awards - Purple Heart, Air Medal
  • Radio Operator - S/Sgt. William J. Brennan - No burial records could be located.
  • Left Waist Gunner - S/Sgt. Casimir Pavlic - From: Louisiana, Date of Death: December 31, 1943, Memorialized: Tablets of the Missing, Cambridge American Cemetery, Cambridge, England. Awards - Purple Heart
  • Right Waist Gunner - Sgt. Michael T. Morey - From: Pennsylvania, Date of Death: December 31, 1943, Buried: Plot B Row 2 Grave 36, Normandy American Cemetery, Colleville-sur-Mer, France. Awards - Purple Heart, Air Medal
  • Ball Turret Gunner - Sgt. Carl Q. Bekken - Burial: Bloomer City Cemetery, Bloomer, Chippewa County, Wisconsin, USA
  • Tail Gunner - Sgt. Raymond F. Bittner - From: Pennsylvania, Date of Death: December 31, 1943, Memorialized: Tablets of the Missing, Cambridge American Cemetery, Cambridge, England, Awards - Purple Heart


Click on Photo to Enlarge





A/C# 42-29630   RQ-S   "Piccadilly Commando"   Pilot: 2nd Lt. Willis D Smith Jr., A/C's 30th Mission   MACR #1985


 Aircraft Loss Circumstances:

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

 "Soon after bombs away, 42-29630, Piccadilly Commando, flown by Lt. Willis Smith, shuddered as a heavy caliber shell burst close by, knocking out one of the engines and damaging the oxygen and electrical systems. Immediately the plane lost speed and altitude but no crewmembers were injured."

 "Lt. Smith headed ‘630 out into the Bay of Biscay along with the rest of the formation, but because of the battle damage she steadily fell behind along with the rest of the stragglers. Inevitably, the German fighters began attacking the damaged aircraft as they struggled northwards on the long flight back to their bases. Without the concentrated firepower of the formation to help protect them, several of the bombers fell victim to their onslaughts. The crew of Piccadilly Commando knew it was only a matter of time before the fighters turned their attention to them."

 "They were not to be kept waiting long, but if the Luftwaffe pilots had thought it was going to be an easy kill, then they were in for a surprise. Piccadilly Commando and her crew still had a great deal of fight in them and although repeated attacks were made on the ship, it was at least two of the Luftwaffe, which went down in flames, and not the battle scarred bomber. For the second time that day the crew had emerged unscathed. She had, however, received many more hits, which resulted in the loss of a second engine, further reducing her airspeed. Consequently, the aircraft continued to lose altitude at a steady rate. Strong headwinds too, were having a serious affect on her performance and as they passed over the North Brittany coast it became all too obvious that she would not have sufficient fuel left to complete the Channel crossing."

 "As they headed out over the cold grey waters, Lt. Smith gave the order to lighten the ship. Soon the crew was busy throwing out everything which was detachable such as machine guns, radio tuning units, frequency meters, flak suits, etc. From his radio room, Sgt. Stephen Bodnar observed Sgt. Carl Linblad throwing his .50 caliber machine gun out the left waist window and watching it to see how bug a splash it made when it hit the sea. When he mentioned this to Carl later he had no recollection of his action. The nine men then assembled in the radio room while Sgt.Bodnar pounded out an SOS together with the aircraft’s position on his Morse key. He managed to get a feeble reading on the output meter but cannot be certain if the Allied aircraft they saw later had responded to his call or that of some other bomber experiencing difficulties."

 "In the cockpit, Lt. Smith with the aid of Lt. Harlan Bixby, copilot, concentrated on the task of setting the big bomber safely down in the water. Coming up to starboard he could see the island of Guernsey and decided to put down as close as possible to the shore to afford his crew the best chance of being rescued, albeit by the enemy. Piccadilly Commando was now down to a few hundred feet above the waves as she flew slowly up the west coast of the island, when suddenly a new hazard faced the crew. The coastal defenses plus the Luftwaffe light and medium flak opened fire on the dying aircraft and subjected her to an intense barrage as she descended slowly towards the sea. Yet again their luck held and although it seems certain that the aircraft must have been hit, incredibly her crew once again escaped serious injury."

 "When the alarm bell was sounded, the nine men took up their ditching positions and waited. The first impact was very gentle, little more than a slight drag, but the second was heavier followed by rapid deceleration. Seconds later the cold salt water was flooding in and the airmen began to evacuate through the hatch in the roof of the radio compartment. Lts. Smith and Bixby seem to have experienced considerable difficulty in exiting through the cockpit windows, but eventually joined the rest of the crew in the sea."

 "Only one of the life rafts inflated, the other perhaps having been damaged by the various attacks on the bomber. The non-swimmers were placed in the raft while the others hung on to the side ropes. One of the last to leave the sinking craft was Sgt. Norman St. Pierre who ran the length of the wing before diving into the sea and joining his companions. Sadly, they watched Piccadilly Commando settle lower in the choppy water, then amid the noise of snapping control cables, she broke in half and slid under the waves to her last resting place many fathoms below. Lt. Smith had done a magnificent job in the face of appalling difficulties in successfully ditching his severely damaged bomber, which at the last moment had lost all power, in a choppy sea and under an intense barrage of gunfire."

 "A combination of wind and tide drove the raft toward the dangerous rocky coast and it was not long before it grounded upon a reef of rocks some 300 yards off shore. Here the men landed and climbed up the rocks out of reach of the waves. Once there, they tried to attract the attention of some troops nearby with their shouts and by firing flares. Shortly afterwards they became aware of automatic and small arms fire being directed towards the reef and quickly took cover, believing that it was being aimed at them. They later realized the target was an Allied fighter aircraft which was circling the reef, presumably assessing their situation."

 "After a long wait on their cold and windy ledge they sighted a small patrol boat heading in their direction which eventually stopped a short distance away. A life raft was then launched from it and paddled to the reef from where it conveyed two men per trip to the waiting boat. Once the rescue was completed the vessel set a course which took it around the northern tip of Guernsey, down the east coast and into the safety of St. Peter Port Harbor. Darkness had fallen by the time the airmen came ashore. They were met, Sgt. Bodnar recalls, by a German Officer dressed in a long black leather coat who, after some discussion, informed the men that they would be taken to the “Happy Landings Hotel.”

Individual Accounts of Crewmen Fates:
  • Pilot - 2nd Lt. Willis D. Smith Jr., From: California, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Co-pilot - 2nd Lt. Harlan B. Bixby, From: Wisconsin, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Navigator - 2nd Lt. Richard W. Speers, From: Utah, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Bombardier - 2nd Lt. William W. White, From: Minnesota, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Top Turret Gunner - S/Sgt John L Norris, From: Massachusetts, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Radio Operator - S/Sgt Stephen J Bodnar, From: New Jersey, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Left Waist Gunner - Sgt Carl W. Lindblad, From: Illinois, POW camp where he was held is not defined in the National Archives POW database. Returned to Military Control, Liberated or Repatriated.
  • Right Waist Gunner - S/Sgt Norman J. St. Peter, From: Maine, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Ball Turret Gunner - Sgt Clarence J. Begin, From: Michigan, POW at Stalag 17B Braunau Gneikendorf Near Krems, Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Tail Gunner - S/Sgt Charles Knothe, From: New Jersey, POW at Stalag Luft 3 Sagan-Silesia Bavaria (Moved to Nuremberg-Langwasser) 49-11, Returned to Military Control, Liberated or Repatriated.

 [Killed in Action - 15]
 [Prisoner of War - 42]
 [Escaped and Returned - 10]

The above records were obtained at the National Archives Records Administration and have been declassified by authority NND 745005
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