351st Bomb Group

1. Check to see that all Pilots know Assignment.
2. Time Schedule:

   GROUP		SQDN.
   Stations –	0830	Stations -	0900
   Start Engines –	0840	Start Engines -	0910
   Taxi -	0850	Taxi -	0920
   Take Off -	0905	Take Off -	0930
   Leave Base -	_____	Leave Base -	____

3. Bomb Loading - Group - Max. [number of] Frag. [Fragmentation] Clusters
   Sqdn. - Max. [number of] 500 lbs.
   Gasoline Loading: [Planes with] Tokyo's - 700 gals. Others - one bomb bag [one Bomb Bay aux. rubber fuel tank]
   Chaff - None
   Nickels [Propaganda Leaflets] - None
   
   
4. Operations - Wing Formation - 94th C.B.W [Combat Wing] 3rd in 1st Division.
   Composite C.B.W. 4th
   Lead Box - 306th  High Box - 351st  Low Box - 306th
   Composite Box - Lead Sqdn. 401st High Sqdn. 351st Low Sqdn. 401st
   
5. Fighter Cover - P-47’s going in, P-51’s at target, P-47’s out to Louvain, Spit’s [Spitfires] rest of the way.
   2nd Div. – Gotha
   3rd Div. – Schweinfurt
   
6. Group Assembly is: Deenethorpe Buncher for Group, Spl. #6 for Sqdn.
7. Navigator -
8. S-2 [Intelligence] –
9. Weather -
10. Special Instructions:
    4 A/C of 3rd Div. equipped with RCM will fly with 40th in Lead of Div. If VHF is interfered with too much, use 6440 for communication. RCM will be turned on to screen assembly and at English coast going out. Will be turned off at enemy coast going in.
    Low box of 94th will assemble at 8,000’ at Splasher 6. Group will assemble at 10,000’ at Deenethorpe. On assembly with 40th, Lead Box will be at 8,000’.
11. Dismissal of all but Pilots and Co-Pilots
12. Composite Group

    Composite Group	Call Sign	Flares	Tail Letter
    306th A	Pepboy Red	RG-RG	H
    306th B	Pepboy Silver	RY	H
    351st Box	Pepboy White	GY	J

    
    

    Group	Call Sign	Flares	Tail Letter
    401st A	Ragweed White	RY [Red Yellow]	S
    457th B	Ragweed Blue	G	S
    351st Composite	Ragweed Pink	R	J & S
    C.B.W [Combat Wing]	Pepboy	RG-RG	H - J
    94th C.B.W. [Combat Wing]	Ragweed	RY [Red Yellow]	J - S
    1st C.B.W.	Goonchild	RR	A - L
    40th C.B.W.	Bullpen	YY	B, G, H
    41st C.B.W.	Fatgal	GG	C, K, P

    
    

13. 	Call Sign	Channel
    U.S. Fighters	___	C (U.S.)
    Bombers	Goldsmith one five (Box); one four (Sqdn.)
    Grnd. Control	Tackline
    R.A.F. Fighters	___	______ (R.A.F.)
    Bombers	___
    Grnd. Control	___

14. Colors of the day:

    Time	Color	Ident.	Challenge
    0700 - 1300	Y - Yr	M	F
    1300 - 1900	RY	D	I

15. Special Instructions -
    
    1. Ships To Monitor Channel "B"- All in C.B.W. except
    2. Ships To Monitor Channel "C"- (U.S.) 7492-B, 1238-A
       Ships To Monitor Channel "C"- 857-H, 748-V
       Ships To Monitor Channel "D"- ___
    3. Let-Down on Splasher # 6
       Let-Down Heading 351 A Splasher 6 to Base
       Let-Down Heading 351 B 295 degrees mag. [Magnetic Compass Heading]
       Let-Down Heading 401 A 280 degrees mag.
       Let-Down Heading 457 310 degrees mag.
       
       Maintain radio silence except in emergency. Green light off, VHF is transmitting.
       Channel B is Group Channel. Sqdn on A.
16. Taxi Plan - Flying Control.
17. Any Questions?

1. General Narrative. Nineteen (19) aircraft of the 351st Bomb Group took off at 0905, assembled over Deenethorpe Buncher as briefed. Arriving at Podington, the 40th Combat Wing was identified and the High Group fell in a trailing position. The 40th Combat Wing Leader departed on time with both the High and Low Groups in trail. At this time, a cloud layer, which extended from 12,000 feet to 20,000 feet was encountered. There was sufficient visibility to maintain a group formation, but not enough for a combat wing.  The High Group continued to climb on the briefed course, breaking out at 20,000 feet over Clacton [-on-Sea] at 1053 hours. Continuing on course, the Group again identified the Combat Wing Leader and moved up into position. The Combat Wing was in good formation shortly after reaching enemy territory.  Prior to the IP, interval was taken, and the target was successfully bombed. The Group formation while bombing was good. Due to the fact that an engine in the lead could not be feathered, rally after bombing was never accomplished by the High Group. In spite of constant calls to the Combat Wing Leader asking him to slow down, the High Group gradually fell behind. However, the Lead Group could be seen at all times. Upon arriving at the Channel, the Low Group called asking permission to leave the Combat Wing.  Flak was heavy and accurate on the return trip due to the fact that we were north of the briefed course and crossed over Cologne.  Fighter opposition to our Group was slight but, in general, was very determined.
2. General Narrative, Composite Group. Seven aircraft of the 351st Bomb Group took off at 0903 and formed the High Squadron of the Low Box of the 94th Combat Wing Formation. Route to the target was uneventful and the briefed course was followed closely. Between the IP [Initial Point of Bomb Run] and the target, it became obvious that the primary was obscured by 10/10 undercast, and that a target of opportunity would have to be chosen. The Wing Leader varied his course slightly, heading for Magdeburg. Interval was taken and the high squadron of the low group bombed on the low group leader. Good results are reported.  The route out from the target was somewhat north of the briefed route.
3. Aircraft Not Attacking. Nineteen (19) aircraft took off and formed the High Box of the 40th Combat Bomb Wing as indicated on the attached diagram. One (1) of these, A/C 42-3517, was not dispatched. This ship returned early because of low oil pressure on the #2 Engine, according to the Pilot. The ship was ground checked and oil pressure dropped to zero PSI. A new oil pump is being installed. A/C 42-39849, dispatched, returned early because the #1 Engine blew the #2 Cylinder from the engine housing. A/C 42-37780, dispatched, returned early because the Ball Turret Gunner fainted from lack of oxygen. Investigation disclosed the Gunner’s mask did not fit properly. The remaining sixteen (16) aircraft bombed the target.
4. Aircraft Not Attacking, Composite Group. Seven (7) aircraft took off and formed the high squadron, low group of the 94th Combat Bomb Wing. One of these, the squadron leader, (A/C 42-3542) returned early because of an oil leak in the #4 Engine, according to the Pilot’s report. Investigation disclosed that the rubber gasket under the filler cap was curled under the cap, allowing some oil to leak out. The remaining six (6) aircraft bombed the target of opportunity and returned to England safely.
5. Lost Aircraft. A/C 42-39857 is reported missing in action shortly after the Target had been bombed. It is not known for certain whether this ship was the victim of enemy fighters or ground defenses. A/C 42-31612, reported missing in action, was last seen near the enemy coast on the route out. It is reported that the ship was losing altitude rapidly and it is not known whether the crew ditched or crash landed in enemy territory. It is the consensus of opinion that this ship was a victim of anti-aircraft defenses.
6. Lost Aircraft. No aircraft of the high squadron of the low group, the 94th Combat Wing are missing.

1. The 351st High Group assembled at the Deenethorpe Buncher and departed on time. Arriving at Podington, we identified our combat wing and fell in a trailing position. The 40th Combat Wing Leader departed on time with both high and low groups in trail. At this time, we ran into a cloud layer which extended from 12,000 to 20,000 feet. There was sufficient visibility to maintain a group formation but not enough to see the group ahead.
2. We continued our climb and briefed course breaking out at 20,000 feet at Clacton [-on-Sea]. Continuing on our course, we again identified our Combat Wing Leader and moved up into position. The Combat Wing was in good formation shortly after reaching enemy territory.
3. Prior to the IP, we took our interval and successfully bombed the target. The Group formation while bombing was good. Due to the loss of an engine in the lead ship, which could not be feathered, rally after bombing was never accomplished by the high group. In spite of constant calls to the Combat Wing Leader asking to slow down, we gradually fell behind. However, we could at all times see the lead group ahead. Upon arriving at the channel, the Low Group called us, asking permission to leave the Combat Wing.
4. Flak was heavy and accurate on the return trip due to the fact that we were north of the briefed route.
5. Fighter opposition to our Group was slight but in general was very determined. Two of our aircraft are reported missing.

1. Flight Plan and Log attached.
2. Track Chart attached.
3. Narrative.
   1. T/O at 0908 hours.
   2. Group formed at 0926 hours at 10,300 feet.
   3. Formed CBW at 1205 hours at 20,000 feet.
   4. Began climb at 1035 hours.
   5. Reached altitude at 1100 hours.
   6. Weather encountered over England:
      1. Clouds 8/10ths. Tops 8,000 feet.
      2. Visibility - ___ miles.
      3. Wind at altitude 70 degrees. 80 knots per hour.
   7. Means of navigation over England. Radio, DR [Dead Reckoning], Gee and Pilotage
   8. Means of checking Metro Winds. Gee and Pilotage
   9. Joined task force at 1205 hours at 51°42’N-04°36’E [Moerdijk, Netherlands]
   10. Departed English Coast at 1053 hours.
   11. Arrived Enemy Coast at 1613 hours. [An obvious error]
   12. Fighter Rendezvous:
       1. Going in: 1115 hours.
       2. Coming back: 1405 hours.
   13. Wind used for bombing:
       1. 70 degrees.
       2. 80 knots per hour.
       3. How determined: ___
   14. Description of Bomb Run and Method of target Identification:
       1. Reached IP [Initial Point of bomb run] at 1418 hours.
       2. Mag [Magnetic Compass] heading over target 004 degrees.
       3. Altitude over Target 21,000 feet.
       4. Time bombs away 1427 hours.
       5. Method of target identification and weather over target: Pilotage, Broken, Scattered, 8,000’
   15. Difficulties encountered with Radio, compass, and special equipment: Deenethorpe – Poor  Compass and Gee - Good .
   16. Gee:
       1. Coordinates of furtherest fix 51°42'N-04°41’E [2 miles East of Moerdijk, Netherlands]
       2. Time 1215 hours.
   17. Comments: Could not form wing till well over enemy coast due to poor weather.

Group: 351st High
Target: Airfield, Bernburg, Germany.
Method of Bombing: Group
Altitude: 19,400 feet
Wind Direction: 336°
Wind Velocity: 92 MPH
Direction Of Attack Magnetic Heading: 004°

1. The 351st Group flying in high position of 40th Combat Wing reached the I.P. at 1420. Proper interval for bombing was taken and an [assumed?] I.P. was made. An effort to maneuver into a position in order that the approach might be made into a direct head-wind was made. Result of this maneuver was that the drift was reduced to 4° Right. The bombs were released with no difficulty encountered at 1427 on a magnetic heading of 004°. A Squadron of the 351st carrying 500 lbs. G.P. AN-M43 formed the High Squadron, Low Box for the 94th Combat Wing and dropped on the city of Magdeburg.

[Signed:] Harvey H. Wallace, Captain, Air Corps, Lead Bombardier

Bombardier - Capt. Wallace, Harvey H.   Pilot - 1st Lt. Gaylord, Ronald A. Navigator - 1st Lt. Mahaffey, J. D.
Aircraft # B-17G 0825  Take-off - 0905 Landed - 1718
Objective - Airfield, Junkers Motorworks, Bernburg, Germany
Aiming Point (MPI)[Mean Point of Impact] - Airfield
Initial Point - ___
Method of Attack - Group
No. of Attacking A/C in Group: - 19   Composite Group -___
Deflection and Range sighting, Group - 351st   Composite Group - ___
Range Sighting only, Group - ___   Composite Group - ___
Bombs, Types and Sizes - 20 lbs. AN-M41
Number of Bombs Loaded - 38 Cluster   Released - 38
Fusing, Nose - ___    Tail - ___
Synchronization - On
Information at Release Point:

Type of Release - Train
Point of Impact If Seen - Yes
Mean Temp. Metro -17 Actual -17
Winds - Altitude - 20,000 Ft.  Direction - Metro 50°  Actual 336°  Velocity - Metro 69  Actual 92
Temp C. - Metro -35° C. Actual -35° C.

1. The target was the aerodrome of the Junkers Flugzeug at Bernburg, Germany. Photo coverage was fair but incomplete as only two ships with cameras returned to base.
2. The pattern of fragmentation bombs dropped by this Group starts at the intersection of the two runways and runs for 2,894 feet toward the Northern area and is 1,482 feet wide. There are parked aircraft in this area and at least five of these have been hit. The eastern side of the aerodrome is smoke covered from GP bombs. Fragmentation bombs from another Group can be seen in the fields beyond the aerodrome.
3. Photo coverage for the composite squadron is poor and incomplete. Bombs away can be seen and the target definitely identified as Magdeburg. A few bursts can be seen in the river, but heavy clouds prevent other bursts from showing.

1. No leaflets were carried.
2. Photo evidence establishes that bombs from this Squadron are directed on Magdeburg. No definite MPI can be plotted but the bombs are falling on the city.
3. About 50 E/A, ME 109’s, ME 110’s, ME 210’s and FW 190’s, followed our formation more or less all the way over enemy territory. The most intense attacks came about 1230 on course before reaching the target. Attacks were all around the clock, but the most were made from the nose, from below, at 10, 11, and 1 o’clock, and from the tail at 6 o’clock. The ME 210’s had white stripes on the top of the fuselage, resembling markings of P-38’s. FW 190’s seemed to be firing rapid-fire 20 mm. cannon.
4. Flak was first encountered near Rotterdam at 1200 hours at 20,000 feet; it was intense and good for altitude but poor for deflection. While flying north of the Ruhr on the way in our crews observed an intense barrage well to their right. At the target, Magdeburg, at 1425 hours, at 19,800 feet intense and very accurate flak was met. Near Rotterdam on the way out at 1600 hours at 20,000 feet intense flak which was good for altitude and fair for deflection was encountered.
5. Weather prevented bombing of the primary assigned; at Magdeburg clouds were about 5/10ths. Visual bombing was possible.
6. Fighter support was scanty. A few fighters were seen near the target, but the briefed support was not seen. Two crews report 6 B-17’s blowing up: one report is that they were hit by silver FW 190’s. Two of our A/C from this Squadron landed elsewhere, with two men dead aboard one.

1. No leaflets were carried.
2. Photo evidence shows very good bombing of the primary. Bombs cover the A/F, on which many E/A are seen parked.
3. About 25 to 50 enemy fighters, FW 190’s, ME 109’s, ME 110’s, ME 210’s, JU 88’s and FW 189’s, were reported by this Group. Not many attacks were made on A/C of this Group but those that were made were reported between 1330 and 1600. Aside from attacking stragglers, some came through from high at 12 o’clock doing a split “S” out of the formation; four FW 190’s came in in echelon, two turning off to attack at 1:30 and the other two at 4:30. One S/E fighter came through low at 2 o’clock and turned around and came back high at 7:30. The four FW 189’s reported were painted silver and were firing rockets. The ME 109’s had white nose markings resembling the P-51’s. Some FW 190’s had yellow wings and some were painted black. One FW 189 was painted like the P-38’s.
4. Flak was first encountered near Rotterdam at 1206, where it was moderate and inaccurate. At 1251 near Dorsten at 22,000 feet intense flak, good for height but poor for deflection, was encountered. Over Münster at 22,000 feet at 1310, flak was moderate to intense and fairly accurate for height but poor for deflection. At 1330, moderate inaccurate flak was fired at our formation at 22,000 feet. Flak over the target at 1427 was meager and only fairly accurate. Coming back over the Ruhr in the vicinity of Cologne at 22,000 feet, flak was naturally intense and accurate. Flak was also encountered at Gladbach at 1550, where it was intense and accurate. Over Overflakkee at 1620 moderate, fairly accurate flak was encountered.
5. 4/10’s clouds permitted visual bombing in the target area.
6. Two barges, heavily loaded, followed by two more which appeared to be tied together, which in turn were followed by 7 to 8 small boats were observed at 51°40’N-04°16’E.
7. Fighter support was good until after leaving the target. After that none was seen, probably because the CW did not follow the briefed course home. A/C 857-H was last seen going down over the target; A/C 612-B has not reported to this base and is believed lost. The crew of A/C 882-F bailed out over England near Thetford; all men are safe. A/C 023-P crash-landed at Framlingham; the Pilot was wounded and the A/C was returned by the Co-Pilot. Two B-17’s were reported shot down just after target. Their markings were Triangle “K”, D-502 and Triangle “L”, M-009. A B-17 E or F bearing the letter marking Triangle “K” was observed following the formation some distance off the wing during which time heavy flak was encountered. After flak had ceased ship was not observed again.

1.Target: Assigned - Bernburg, Germany Bombed - Bernburg, Germany
2. Route as Flown. - Overflakkee – Wiedenbrück – Schraplau – Target – Turn north of Aschersleben to Ballenstedt - Nordhausen – Treysa – Cologne – Weert – Overflakkee.
3. Weather Conditions - A. at Target. - 4/10ths cloud  B. En route - 3-5/10 cloud from mid-channel to 06° east. 7-9/10ths from 06° to 09° east, breaking to about 4/10 east to target area. Route back same as route out.
4. Were our A/C "Seen" or "Unseen" targets? (a) At Target - seen (b) Enroute - unseen.
Any Condensation Trails? - No contrails.
5. Description of Flak, including type of Fire Control: Meager. Reports on accuracy vary; most of them agree that bursts were inaccurate, a few say that they were fairly accurate, and some accurate for height but poor for deflection. Type of fire control is not definitely known. Probably continuous following.
6. Flak encountered or observed en route. (In the order experienced) -
Rotterdam, 1200, 20,000’, intense, height good, deflection poor.
Near Dorsten, 1251, 22,000’, intense, height good, deflection poor – barrage.
Munster, 1310, 22,000’, moderate, height good, deflection poor.
Bielefeld, 1330, 22,000’, moderate, observed several miles to left.
Cologne Area, 1515, 22,000’, intense, height good, deflection good – black and white.
Gladbach. 1550, 22,000’, intense, height good, deflection good.
Rotterdam, 1610, 21,000’, moderate, height good, deflection good.
Overflakkee, 1620, 21,000’, moderate, height good, deflection poor.
7. Was Chaff carried? - No How discharged? ___
8. Position of Group - High Group of Composite CBW (with 2 Groups of 40th CBW)
9. Group – High A/C over enemy terr. – 16 A/C damaged – Not Yet Available A/C lost to flak – 2 (Flak believed primary cause of loss.) Time over Target – 1427 Time of bombs away – 1427 Height – 22,000’ Axis of attack – 04 Degrees Bomb run – 50 seconds
10. Comments - Phenomena: None

1.Target: Assigned - Oschersleben Bombed - Magdeburg
2. Route as Flown. - Overflakkee – Wiedenbrück – Ellrich – Oschersleben – S. of Magdeburg – Magdeburg – left turn to Quedlinburg – Nordhausen – Treysa – Cologne – Weert – Overflakkee.
3. Weather Conditions - A. at Target. - Oschersleben obscured; Magdeburg 4/10ths  B. En route - 3-5/10ths cloud from mid-channel to 6° east. 7-9/10ths from 6° to 9° east, breaking to about 4/10ths.
4. Were our A/C "Seen" or "Unseen" targets? (a) At Target - seen (b) Enroute - unknown
Any Condensation Trails? - No
5. Description of Flak, including type of Fire Control: Oschersleben – none Magdeburg – intense, accurate for height and deflection.
6. Flak encountered or observed en route. (In the order experienced) -
Rotterdam – 1200, 20,000’, intense, height good, deflection poor.
North of Ruhr, going in – intense barrage observed to the right over the Ruhr.
Near Rotterdam – 1600, 20,000’, intense, height good, deflection fair.
7. Was Chaff carried? - No How discharged? ___
8. Position of Squadron - High Squadron, Low Box, 94th CBW
9. Details: Group – 351st High Sq., Low Box A/C over enemy terr. – 6 A/C damaged – Not Yet Available A/C lost to flak – None  Time over Target – ___ Time of bombs away – 1425 Height – 19,800’ Axis of attack – ___ Bomb run – 50 sec.
10. Comments - Phenomena: None

1. Following are the comments made at interrogation after the mission of this date:
508th Squadron:
A/C 702-A: Why go so slow after leaving target? Why go over Ruhr coming out? - Lt. Dixey
509th Squadron:
A/C 032-P: There was no fighter escort. – Whole Crew.
A/C 384-T: Formation was lousy. Not enough time was allowed for formation over Splasher. – Lt. Berardi.
510th Squadron:
A/C 835-N: Escort was present only to and over target, - no Spits. — Whole Crew.
A/C 721-S: Poor navigation throughout entire mission; hit flak frequently. – Lt. Chalmers.
A/C 714-T: “Let’s stay out of Ruhr on way home”. – Lt. Peters.

[Signed] Robert P. Ramsey, Captain, Air Corps, Group S-2 [Intelligence]

1. Following is a summary of the hot news reported by crews flying the mission of this date:
A/C 748-V, 511th Squadron, flying at 12,000 feet, reported seeing at 1640 an object in the water – which was believed to be a dinghy – approximately twenty miles off the English Coast from Clacton [-on-Sea]. A single ship, apparently a shore patrol boat, was seen heading for the dinghy at a distance of three to four miles from it, and farther back a convoy of about thirty-five ships also headed in the same direction.
A/C 612-B, Lt. Ritzema, pilot, was seen by several crew members to be losing altitude fast over the vicinity of the Belgium Coast, the majority believing the plane was going down fast over the water between 51° 47’ North, 3° 55’ East and the English Coast. No other more definite information as to its location was given.

[Signed:] Robert P. Ramsey, Captain, Air Corps, Group S-2 [Intelligence]

1. Abortives:
   1. Airplane No. 42-3517, 508th Squadron, returned early because of low oil pressure on #2 Engine, according to the Pilot. Aircraft was ground checked and oil pressure dropped to 0 PSI. At present, a new oil pump is being installed.
   2. Airplane No. 42-39849, 508th Squadron, returned early because #1 Engine blew #2 cylinder from the engine housing.
   3. Airplane No. 42-37780, 511th Squadron, returned early because the ball turret gunner fainted from lack of Oxygen. Investigation disclosed the gunner’s mask did not fit properly.
2. Battle Damage:
   1. Airplane No. 42-31702, 508th Squadron. One flak hole through RH outer wing panel near connection. One flak hole underside LH outer wing panel, damaging Tokyo tank. One flak hole underside LH inner wing panel between #2 nacelle just rear of leading edge. One flak hole in fuselage under waist window. Flak entered navigator’s compartment from left side, damaging “G” wiring, cutting Oxygen lines and making a hole in #3 bulkhead between Pilot’s and Navigator’s compartment.
   2. Airplane No. 42-39835, 510th Squadron. Two flak holes in LH stabilizer near leading edge, damaging spar. One flak hole in fuselage (LH side) just forward of stabilizer. One flak hole in trailing edge of LH wing inboard panel near fuselage. Two flak holes through LH outboard wing panel. Fourteen flak holes through RH wing, both inboard and outboard panels. One flak hole through LH side of fuselage above waist window. One flak hole through navigator’s compartment. Four flak holes leading edge LH wing inboard panel between fuselage and #2 nacelle. One flak hole in #3 nacelle, cut ignition lead. One flak hole leading edge RH wing near #4 nacelle. One flak hole #1 nacelle damaging push rod cover #2 cylinder. One flak hole underside LH wing panel damaging #4 main tank. Six flak holes underside of fuselage rear of ball turret. One flak hole in each bomb bay door. One flak hole underside of fuselage forward of navigator’s escape hatch. One flak hole through rudder. One flak hole leading edge of vertical stabilizer. One flak hole right side of fuselage rear of waist window damaging rudder trim tab. One flak hole underside RH inboard wing panel rear of #3 nacelle puncturing gas hose and spar.
   3. Airplane No. 42-37714, 510th Squadron. One flak hole in and through LH stabilizer damaging stiffener. One flak hole through RH stabilizer. One 20mm. hole through LH inboard wing panel forward of trailing edge. One flak hole leading edge LH outboard wing panel near connection. One flak hole plexiglass nose section. Five flak holes in both bomb bay doors. One flak hole underside of LH inboard wing panel. One 20 mm. hole through vertical stabilizer forward of elevator (rudder). One flak hole left side of fuselage near top. One flak hole right side of fuselage rear of Right wing.
   4. Airplane No. 42-31721, 510th Squadron. One flak hole through RH elevator. One flak hole through LH inboard wing panel damaging Tokyo tank. One flak hole underside of LH inboard wing panel. One flak hole leading edge of LH wing panel shot away landing light.
   5. Airplane No. 42-38038, 510th Squadron. One flak hole through RH wing tip. One flak hole leading edge of LH wing inboard panel near #1 nacelle. Flak hole #3 nacelle and flak hole #4 nacelle. One flak hole underside of tip of LH vertical stabilizer. One flak hole through LH vertical stabilizer just rear of leading edge. One flak hole through Left waist window. One flak hole through rudder. One flak hole underside of fuselage forward of navigator’s escape hatch.
   6. Airplane No. 42-37825, 511th Squadron. Three flak holes in vertical stabilizer. One flak hole in right wing tip. One flak hole right wing, inner panel. #3 propeller nicked by flak. #8 cylinder, #3 engine nicked by flak. Two flak holes through left wing tip. One flak hole rear of #1 nacelle. One flak hole under left wing. Two flak holes right of co-pilot’s comp.
   7. Airplane No. 42-97492, 511th Squadron. One flak hole right wing, damaging rib. One 20 mm. hole left wing, damaging main spar, fuel tank, two spars to rear of fuel tank. Skin damage under left wing by flak. One flak hole left wing near tip. One flak hole in #1 engine, damaging push rod housing. Skin damage near chin turret, left side. Flak holes in left and right elevators. One flak hole in rudder. One flak hole in fuselage right of fuselage and radio room. One flak hole in plexiglass nose section.
   8. Airplane No. 42-31748, 511th Squadron. One flak hole in left wing tip. Two flak holes leading edge of left wing, damaging main spar. Three flak holes trailing edge of right wing damaging rib. Three flak holes in vertical stabilizer. Two flak holes in right horizontal stabilizer. Three flak holes in left horizontal stabilizer. Three flak holes through waist. One flak hole in plexiglass nose. One flak hole in right landing light.
   9. Airplane No. 42-31238, 511th Squadron. One flak hole in plexiglass of chin turret. One flak hole below navigator’s right window. One flak hole below co-pilot’s window. One flak hole in right bomb bay door. One flak hole in bottom of right inner wing panel. One flak hole in right outer wing panel, in trailing spar. Five flak holes in right horizontal stabilizer. Two flak holes through fabric of right elevator. Three flak holes in left horizontal stabilizer. One flak hole in left side of fuselage, waist position. One flak hole in top of left inner panel. One flak hole through right flap. One flak hole through tail gunner’s compartment floor. Brace damaged behind #3 nacelle. One flak hole in #2 feeder tank panel. One flak hole in bottom of left inner panel. One flak hole through trailing edge of left flap. One flak hole in bottom of left outer panel.

   TOTAL A/C DAMAGED		MAJOR DAMAGE		MINOR DAMAGE		BY FLAK		BY FLAK & FIGHTER
   9		4		5		7		2

1. Abortives:
   1. Airplane No. 42-3542, 509th Squadron, returned early because of an oil leak in the #4 engine, according to the Pilot’s statement. Investigation disclosed that the rubber gasket underneath the filler cap was curled under the cap, and only one gallon had leaked out.
2. Battle Damage:
   1. Airplane No. 42-29860, 509th Squadron. One flak hole leading edge of LH horizontal stabilizer. One flak hole through RH horizontal stabilizer and one flak hole through leading edge of RH horizontal stabilizer. One fifty caliber burst through RH horizontal stabilizer, necessitating change. One flak hole in plexiglass nose. One 3” flak hole in trailing edge LH inboard wing panel damaging flap control cables.
   2. Airplane No. 42-38032, 509th Squadron. Two large flak holes under side of fuselage rear of ball turret. One flak hole leading edge of LH horizontal stabilizer. One flak hole in booster pump cover underside RH wing. 2” flak hole #4 fuel tank underside RH inboard wing panel. 2" flak hole #2 oil cooler fairing. One 2” flak hole left side of tail gunner’s compartment. One flak hole leading edge of dorsal fin. One flak hole in fuselage above trailing edge of LH wing.

   TOTAL A/C DAMAGED		MINOR DAMAGE		BY FLAK		BY FLAK & FRIEND
   2		2		1		1

1. The following information has been compiled from the Bombardier’s Narrative Report, Preliminary Damage Report of this Group and Armament Report.
2. The 351st High Group bombed the Junkers Flugzeug Aerodrome at Bernburg, Germany while the High Squadron in the Composite Group bombed the city of Magdeburg, Germany.
   1. Ship 835-N No. 2 position, No. 2 Element, High Squadron, High Group, Pilot Hopkins, Bombardier Habecker had to “salvo” bombs from two stations with a delayed release of same of two (2) seconds. Armament ground check reveals no malfunction and error is contributed to high altitude deficiency.
3. All ships were in fair formation on the bombing run and photo cover for the Aerodrome at Bernburg was fair. The pattern measures 1,482 feet by 2,894 feet on the briefed target area and at least five parked aircraft can be seen to have been hit. Plot coverage for the Composite Group is poor and smoke by the bombs of previous groups obscure the strikes of our bombs.

1. The following armament failures and malfunctions were reported upon completion of the mission of 22 February, 1944 for aircraft flying in the High Group of the 40th Combat Bomb Wing.
   1. A/C 42-31238 – Right front latch in the radio hatch broke and hatch fell to the floor.
   2. A/C 42-39853 – Bulb burned out in K-3 Sight.
   3. A/C 42-39835 – Three (3) stations failed to release electrically. Two (2) of these stations were salvoed. Bombardier released last station by hand in bomb bay. The bombing system checks O.K. on the ground.
   4. A/C 42-97492 – Bomb bay doors failed to open electrically. Doors were cranked down and bombs were salvoed. Bomb bay doors check O.K. on ground.
   5. A/C 42-38038 – Bomb bay door handle stuck. Doors were cranked open and bombs released electrically. Checks O.K. on the ground.
   6. A/C 42-31721 – Salvoed six (6) bombs on left outboard rack. Bomb bay doors would not close electrically. Ship checks out O.K. on the ground.
   7. A/C 42-31702 – Salvoed bombs. Ship checks out O.K. on the ground.
2. The following armament failure and malfunction was reported upon completion of the mission of 22 February, 1944 for aircraft flying in the high squadron of the low combat box in the 94th Combat Wing.
   1. A/C 42-5823 – Bombardier claims no electrical release and salvoed entire load. Investigation reveals one station released electrically and the other salvoed. It is possible that the bombardier had switch in select position instead of train.

1. The Station Ordnance Officer has reported an estimated expenditure of 52,135 rounds of caliber .50 ammunition on the mission of 22 February, 1944. This figure includes 9,000 rounds expended by each of three (3) aircraft (42-31612, 42-39857, 42-31882) which are missing in action.

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

1. Following is the disposition of bombs on the Mission of 22 February, 1944

1. Following is the disposition of bombs on the Mission of 22 February, 1944

1. Gallonage and Flight Time.

1. Following are deficiencies and disabilities as determined by interrogation:
509th Bombardment Sq.
A/C 032 Muff burned out. – Lt. Neuberg.
A/C 860 Right Shoe burned out. – Sgt. Swarthout.
511th Bombardment Sq.
A/C 825 Suit Type F-2 and Shoes Type F-2 burned out. – Lt. Richardson.
A/C 748 Right Shoe burned out. – Sgt. Kramer.
A/C 238 Oxygen Mask A-14 Froze. – Sgt. Hildenbrand.
Oxygen Mask A-14 Froze. – Sgt. Martin.
A/C 835 Oxygen System Leaks, possible damage done by Flak. – Lt. Hopkins.

[Signed:] Ernest J. Cater, 1st Lt., Air Corps, Group Equipment Officer

Aircraft No. 9849-V Squadron - 508-High 94th CBW  Pilot - Lt. Rohde
Time of Abortive - 1212 Location when Aborted - 51°45’N-4°55’E [Near Nieuwendijk, Netherlands]
Reason - Lost #1 Engine, other superchargers erratic.
Enemy Opposition Encountered - Flak
[Signed] Keith G. Rohde
Altitude When Aborted: 22,400’  Disposition of Bombs: Salvo in Channel


Aircraft No. 3542-V Squadron - 509th Hi Sqn. Lo Grp. 94th CBW  Pilot - Lt. Brooksby
Time of Abortive - 1130 Location when Aborted - Near enemy coast 51°41’N-02°55’E [About 60 miles WSW of Rotterdam, Netherlands]
Reason - Losing oil from No. 4 engine.
Enemy Opposition Encountered - None
[Signed] M. A. Brooksby 1st Lt. A.C.[Air Corps]
Altitude When Aborted: 18,000  Disposition of Bombs: Not dropped



Aircraft No. 7780-G Squadron - 511th – High Box – 94th CBW  Pilot - Lt. Nay
Time of Abortive - 1132  Location when Aborted - 51°50’N-03°43’E [25 miles West of Rotterdam, Netherlands]
Reason - Ball turret gunner passed out from lack of oxygen. Ball turret leaks. Could not catch formation at enemy coast.
Enemy Opposition Encountered -
[Signed] Benjamin F. Nay, Jr.
Altitude When Aborted: 22,000'  Disposition of Bombs: Kept
[Handwritten in] Personnel Abortive


Aircraft No. 3517-O Squadron - 508th High Box 94th CBW  Pilot - Lt. Roper
Time of Abortive - 0910 Location when Aborted - Over field – on takeoff
Reason - Oil pressure on #2 Eng. Dropped to 20# & Engine was feathered.
Enemy Opposition Encountered - None
[Signed] Richard J. Roper 1st Lt. A.C.[Air Corps]
Altitude When Aborted: 500'  Disposition of Bombs: Brought back.

Additional information sheet attached to above Abortive Aircraft Form.
Before take off.
 Engine - Warmup O.K.
 Supercharger – Warmup O.K.
 Props - O.K.
 Engine #2
  Oil Pressure – 60#
Take off.
 During run
 #2 Engine Supercharger Run Away
 #2 Engine Oil Pressure dropped to 40#
Air Borne.
 #2 Engine oil Pressure dropped to 20#
 #2 Engine oil temp. 160°
 #2 Engine feathered
Called for Instruction.
 Tried to unfeather - failed

1. Last Four numbers and Call Letter of A/C in each Squadron:

   a. Composite C.B.W. [Combat Wing] High Group
   Sqdn 508th A/C: 8023–P, 9849–V, 0994–T, 1702–A, 3517–O, 9882–L*
   Sqdn 510th A/C: 9853–P, 8028–Q, 7714–T, 9835–N, 8038–R, 1612–B, 1721–S
   Sqdn 511th A/C: 7825–Q, 1238–A, 7492–B, 1882–F, 1748–V, 9857–H, 7780–G

   
   

   b. 94th C.B.W. [Combat Wing] High Sqdn. Low Group
   Sqdn 508th A/C: 5823–C
   Sqdn 509th A/C: 3542–V, 9860–W, 7832–N, 1384–T, 8032–P, 7845–F

   
   * Designates Non-Tokyo A/C
2. Target: (A) GY4835 (B) GY4801
   
3. W/T and R/T Operational Call Sign of each Squadron:

   Squadron	508 Call Sign	W/T RFR R/T Daisychain		Squadron	510 Call Sign	W/T TNT R/T Paramount
   Squadron	509 Call Sign	W/T PDT R/T Ridingwhip		Squadron	511 Call Sign	W/T SAV R/T Thickfrost

4. High Box: Taxi – 0850;     Take-Off – 0905;     E.T.D. Over Field – 0905
5. Low Sqdn: Taxi – 0920;     Take-Off – 0930;     E.T.D. Over Field – 0930

6. 	Time:	Height:	Place of crossing English Coast OUT:
   [High Box]	1045	13,000 Ft	Clacton
   [Low Sqdn]	1045	12,000 Ft	Clacton

7. 	Time:	Height:	Place of Recrossing Enemy Coast:
   [High Box]	1603	21,000 Ft	51°08'N-02°40'E [On the coast 4 miles NE of DePanne, Belgium.]
   [Low Sqdn]	1558	20,000 Ft	51°08'N-02°40'E [Same as above.]

8. 	Time:	Height:	Place of crossing English Coast IN:
   [High Box]	1627	9,000 Ft	Clacton
   [Low Sqdn]	1622	8,000 Ft	Clacton

9. E.T.R.(Estimated Time of Return): [High Box] 1655 Hours [Low Sqdn] 1651 Hours
10. MF/DF [Medium Frequency/Direction Finder] Section: "G"
11. Bomb load of Each A/C: High Box
    508 Squadron: Max. [38] 20# Cluster Fragmentation Bombs
    510 Squadron: Max. [38] 20# Cluster Fragmentation Bombs
    511 Squadron: Max. [38] 20# Cluster Fragmentation Bombs
12. Bomb load of Each A/C: Low Squadron
    508 Squadron: Max. 500# G.P.[General Purpose] Fuse - 1/10 Nose, 1/40 Tail
    509 Squadron: Max. 500# G.P.[General Purpose] Fuse - 1/10 Nose, 1/40 Tail - 8032-P carrying Delay Action
    
13. Fuel Load of each A/C:
    A/C with TOKIO TANKS: 2300 Gallons A/C without TOKIO TANKS: 2100 Gallons
14. Group Leader:
    a. High box: Name: D.A. Gaylord Rank: 1st Lt. A/C: 7825-Q Sqdn. 511th
15. b. High Sqdn.: Name: M.A. Brooksby Rank: 1st Lt. A/C: 3542-V Sqdn. 509th
16. Passengers, if any: (Full Name, Rank, A/C and Squadron Passenger flying with)
    
17. Actual Times Off and Return by Squadrons and A/C Letters:
18. High Box

    Squadron	A/C No. & Letter	A.T.O.	A.T.R.	Squadron	A/C No. & Letter	A.T.O.	A.T.R.
    508	8023–P			510	9853–P
    	9849–V				8028–Q
    	0994–T				7714–T
    	1702–A				9835–N
    	3517–O				8038–R
    	9882–L				1612–B
    					1721–S
    511	7825–Q
    	1238–A
    	7492–B
    	1882–F
    	1748–V
    	9857–H
    	7780–G

19. High Sqdn. Low Box

    Squadron	A/C No. & Letter	A.T.O.	A.T.R.	Squadron	A/C No. & Letter	A.T.O.	A.T.R.
    508	5823–C			509	3542–V
    					9860–W
    					7832–N
    					1384–T
    					8032–P
    					7845–F

    Report Compiled By Leo A Curley, T/Sgt.
    
    

Sixteen planes, led by Lt. Gaylord and Lt. Smith with Lt. Mahaffey as navigator and Captain Wallace as bombardier, flew the high box of the 94th Combat Wing. Another six planes flew in the high squadron of the low box. The high box did an excellent job of bombing the airfield at Bernberg, while the low box bombed Magdeburg as a target of opportunity when they found the primary target obscured by cloud. About 25 to 50 enemy fighters of various types were seen. They lay in wait to pick off stragglers, but made an occasional attack through the formation. Flak at the target was negligible, but for some reason the return trip was made over the Ruhr Valley where an intense and accurate flak barrage was thrown up.
 Lt. Pugh in 42-39857 was shot down by fighters over the target, but Lt. Ritzema’s plane, 42-31612, fell victim to the Ruhr flak. Lt. Mears in 42-31882 was unable to land due to damaged landing gear. Mears pointed the plane towards the east. He and his crew bailed out over Norfolk. The plane crashed into the North Sea. Lt. Watson was forced to crash land 42-38023 at Framlingham. 42-38038 [42-38028], piloted by Lt. Winton, had been hit in the nose section by cannon fire which killed the navigator, Lt. John R. Jonaitis, and the bombardier, Lt. David J. Van de Walle. The plane crash-landed at Wittering without hydraulics and brakes.

• A/C# 42-39857 DS-H "Belle Of The Ball" Pilot: Lt. Pugh A/C's 16th Mission MACR # 2656

  Aircraft Loss Circumstances:

  Lt. Pugh in 42-39857 was shot down by fighters over the target.

  Individual Accounts of Crewmen Fates:
  • Pilot - 2nd Lt. Pugh, John H., from Arkansas, POW at Stalag 4D Torgau (Elbe) Sachsen, Prussia 51-13, Returned to Military Control, Liberated or Repatriated.
  • Co-pilot - 2nd Lt. Hart, Robert M., from California, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Navigator - 2nd Lt. Schmitz, William J., from Wisconsin, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Bombardier - 2nd Lt. Gilbert, Richard J., from Illinois, POW at Oflag 9A/H Spangenberg-Kassel Hessen-Nassau, Prussia 51-09, Returned to Military Control, Liberated or Repatriated.
  • Top Turret Gunner - Sgt. Priode, Ralph D., from Ohio, 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.
  • Radio Operator - Sgt. Sauer, John D., from California, POW at Stalag 9C Bad Sulza Saxe-Weimar 51-11, Returned to Military Control, Liberated or Repatriated.
  • Left Waist Gunner - Sgt. Mustacchia, Nicholas, from New Jersey, POW at Stalag Luft 6 Heydekrug (Closed) Moved to Stalag 4 Grosstychow East Prussia 54-20, Returned to Military Control, Liberated or Repatriated.
  • Right Waist Gunner - S/Sgt. Quinn, Adam W., from Pennsylvania, 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.
  • Ball Turret Gunner - Sgt. Guest, Isaac G., from Louisiana, 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 - Sgt. Gibson, Carter, from Illinois, POW at Stalag Luft 4 Gross-Tychow (formerly Heydekrug) Pomerania, Prussia (moved to Wobbelin Bei Ludwigslust) (To Usedom Bei Savenmunde) 54-16, European Theatre: Germany Returned to Military Control, Liberated or Repatriated.
  
  
  
  
  

• A/C# 42-31612  TU-B Pilot: 1st Lt. Ritzema A/C's 8th Mission  MACR #2657

   Aircraft Loss Circumstances:
  

  Lt. Ritzema’s plane, 42-31612, fell victim to the Ruhr [valley] flak.

  Individual Accounts of Crewmen Fates:
  • Pilot - 1st Lt. Ritzema, William H., from Michigan, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Co-pilot - 2nd Lt. Straw, Paul D., from Kansas, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Navigator - 2nd Lt. Shuss, Robert V., from Pennsylvania, POW at Stalag 9C Bad Sulza Saxe-Weimar 51-11, Returned to Military Control, Liberated or Repatriated.
  • Bombardier - 2nd Lt. Wolfe, Lorin A., from California, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Top Turret Gunner - S/Sgt. Stewart, Richard H., from Virginia, 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.
  • Radio Operator - T/Sgt. DeMarco, Frank J., from New York, Killed In Action.
  • Left Waist Gunner - Sgt. Zundel, John H., from Ohio, POW at Stalag 6G Bonn Rheinland, Prussia 50-07, Returned to Military Control, Liberated or Repatriated.
  • Right Waist Gunner - Sgt. Duran, Octavio A., from California, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Ball Turret Gunner - Sgt. Leach, William H., from Missouri, 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 - Sgt. Pearson, Donald C., from California, 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.
  Burial Records:
  

  The burial records below courtesy of Findagrave.com

  
  
  • Radio Operator - T/Sgt. DeMarco, Frank J., Buried at Long Island National Cemetery, East Farmingdale, Suffolk County, New York, Plot: K 0 20651
  
  
  

• 2nd Lt. Jonaitis, John R.   Navigator on 42-38028, Killed In Action on the mission of 22 Feb 1944.
  Buried: Saint Casimir Catholic Cemetery, Chicago, Cook County, Illinois, Plot: Sect 22 Lot 334 Gr 1E
• 2nd Lt. Van de Walle, David J.   Bombardier on 42-38028, Killed In Action on the mission of 22 Feb 1944.
  Buried: Fairview Cemetery, Mishawaka, St. Joseph County, Indiana.