351st Bomb Group

1. Airplane and Crew Assignment Check.
   C.O.’s Comment: ____
   
   
2. Time Schedule:

   High Box
   Stations –	0945
   Start Engines –	0955
   Taxi -	1005
   Take Off -	1020
   Last Take Off -	____

   
   
3. Targets:
   Primary & Secondary: Schweinfurt [Ball Bearing Plant]
   Secondary Suggested Last Resort: Marshalling yards at Coblenz [Koblenz
   Last Resort: Any installation in Germany or A/D [Airdrome] anywhere not near populated areas in occupied countries.
   
   
4. Loading:
   High Box: Incendiaries
   Lead Box: Incendiaries
   Low Box: Incendiaries
   Nickels [Propaganda Leaflets] in Ship # - 975-O (Olson)
   
   
5. Gasoline Loading:
   Tokyos [Planes with extra wing fuel tanks]: 700 gals.
   Non-Tokyos:
   Remarks:
   
   

6. Wing Formation	94th (A) CBW	94th (B) CBW	Comp. Group	Comp. CBW
   Lead	457
   Low	401
   High	351

   
   
7. Division Formation:

   Position	CBW [Combat Wing]	Target	Departure Time at Coast
   Lead	41st	Schweinfurt	1200
   2nd	40th	"	1200
   3rd	1st	"	1204
   4th	94th	"	1204
   5th
   6th
   7th
   8th
   2nd Division		Lechfield	1225
   3rd Division		Augsburg	1212
   Marauders [B-26]
   RAF [Royal Air Force]

   
   Remarks: 1st Div. to fly in CBW [Combat Wing] abreast. 40th & 94th guiding right.
   
   
8. Fighter Cover:

   • [Force]	[Latitude & Longitude]	[Time]
     __ Groups, __	__	__
     __ Groups, __	__	__
     __ Groups, __	__	__
     __ Groups, __	__	__

     
     
9. Group Assembly is:

   Box	Altitude	Place
   Lead	15,000'	Buncher
   High	16,000'	Buncher
   Low	14,000'	Buncher

   
   
10. Navigator - _____
    
11. S-2 - _____
    
12. Weather - _____
    
13. Special Instructions to Navigators, Bombardiers:
    Nav. get control points – also fighter reference points. Code word “FROZEN” Ref. alt. 21,000’
    
14. Squadron Leaders and Group Deputy report to Target Room. All but Pilots Dismissed.
    
15. (A) Code Words –

    PFF Bombing –	___
    Visual Bombing -	Hard Rain
    Authenticator –	Junk Pile
    Recall -	Yoke King Mike Love
    Division Lead	_____

    
    
    (B) Call Signs:

    	Call Sign	Flares	Tail Letters
    351st A	Woodcraft Red	G [Green]	J
    351st B
    401st A	Woodcraft White	R [Red]	S
    401st B
    457th A	Woodcraft Blue	RY	U
    457th B
    Composite
    1st C.B.W.	Swordfish	R-R [Red Red]	A L
    40th C.B.W.	Foxhole	Y-Y [Yellow Yellow]	B G H
    41st C.B.W.	Cowboy	G-G [Green Green]	C K P
    Composite C.B.W.

    (C)

    U.S. Fighters	Denver	(1-1 to 1-8)
    R.A.F. Fighters
    Bombers	Goldsmith One-Four
    U.S. Grnd. Control	Tackline
    R.A.F. Grnd. Control

    Remarks: 2nd & 3rd B/D’s [Bomb Divisions] - 16 Gps. Fighter support.
    
    (D)

    Colors of the Day
    Time	Color	Letter	Challenge
    0800 – 1400	RG	I	G
    1400 – 2000	GG	Z	V
    2000 – 0200	RR	H	N

    
    
    (E) Ships To Monitor [Radio Channels A, B, C & D]
    1. - __
    2. - 1702-A, 7157-N
    3. - 7066-O, 1757-G
    4. - __
       
       
16. Let-Down on Splasher # 6, if overcast.
    351st A 285° Mag. [Magnetic Compass Heading]
    351st B  __° Mag. [Magnetic Compass Heading]
    401st A 270° Mag.
    457th A 285° Mag.
    
    
17. Flying Control. –
    1. Taxi Plan.
    2. Emergency Fields.
    3. Landing Aids.
       
       
18. Special Instructions:
    Code word for emergency discharge of chaff is “True Love.”
    Note: 1,000 ft. difference in assembly altitudes instead of 1,500 ft.
    Weather ship call sign “Callus S-Sugar”
    

1. General Narrative. Twenty aircraft, including two flying spares, took off as scheduled and made a buncher assembly over Deenethorpe. The group formation at the time of take-off is shown on the following diagram. No trouble was experienced in forming the group. The Combat Wing Leader informed the High Group Leader that he would leave Point X six minutes late and go directly to Point Z. The High Group started getting in formation as Point X was left, and was in formation at the point of departure from the English coast.  The High Group took interval for bombing at the IP. A good formation was held on the bombing run. The rally and reforming of the combat wing was made without difficulty. Enemy fighters attacked the 94th Combat Wing ten minutes before the target. The High Group had three direct attacks. Flak at the target was heavy, and light flak was encountered over the enemy coast on the route out.  The Combat Wing Leader gave the High Group permission to proceed to base alone shortly after mid-channel was reached. No difficulty was encountered in the trip back to base. The High Group Leader reported that no difficulties were encountered on the mission, and praised the Combat Wing Leader for doing a good job.
   
2. Aircraft Not Attacking. Twenty aircraft took off, nineteen of which were dispatched. Aircraft 42-30499, pilot Lt. Viste, returned as planned. Aircraft 42-31721, pilot Lt. Chalmers, returned as planned. These two aircraft were scheduled as flying spares and both were dispatched. Aircraft 42-97202, pilot Lt. Keese, returned from over Deenethorpe when the #4 prop ran away. Aircraft 42-37714, pilot Lt. McIntyre, returned from a point two miles south of Brussels when the #3 turbo ran away. This aircraft was dispatched. The remaining sixteen aircraft, with the exception of one which jettisoned its bombs, continued to attack the primary target in the formation indicated on the following diagram.
3. Aircraft Lost. Aircraft 42-37827, pilot Whitchurch, was attacked by enemy aircraft between the IP and the target. The aircraft fell out of formation, but then regained its position after having jettisoned its bombs. It continued with the formation until after bombs were away, and then peeled off. It was last seen below the formation with friendly fighters escorting it.
   
   
4. Group Leader. Captain Leslie S. Cruthirds, in aircraft 42-31879, led the High Group formation.
   
   

1. Flight Plan and Log attached.
2. Track Chart attached.
3. Narrative.
   1. T/O at 1020 hours.
   2. Group formed at 1115 hours at 16,000 feet.
   3. Formed CBW [Combat Wing] at 1155 hours at 16,000 feet.
   4. Began climb at 1140 hours.
   5. Reached altitude at 1205 hours.
   6. Weather encountered over England:
      1. Clouds 6/10ths. Tops 14,000 feet.
      2. Visibility 5 miles.
      3. Wind at altitude 240 degrees. 40 knots per hour.
   7. Means of navigation over England. PILOTAGE
   8. Means of checking Metro Winds. Pilotage
   9. Joined task force at 1025 hours at SE of Clacton [Clacton–on-sea].
   10. Departed English Coast at 1205 hours.
   11. Arrived Enemy Coast at 1231 hours.
   12. Fighter Rendezvous:
       1. Going in: 1245 hours.
       2. Coming back: 1420 hours.
   13. Wind used for bombing:
       1. 105 degrees.
       2. 20 knots per hour.
       3. How determined: Pilotage
   14. Description of Bomb Run and Method of target Identification:
       1. Reached IP [Initial Point of bomb run] at 1408 hours.
       2. Mag [Magnetic Compass] heading over target 130 degrees.
       3. Altitude over Target 21,000 feet.
       4. Time bombs away 1414½ hours.
       5. Method of target identification and weather over target: Triangulation of river, P.E. and junction of same.
          5/10th Stratus at 14,000’. 3-5 miles vis. [visibility]
   15. Difficulties encountered with Radio, compass, and special equipment: NONE
   16. Gee:
       1. Coordinates of furtherest fix ____
       2. Time ____ hours.
   17. Comments: ____

Group: 351st High Box
Target: Schweinfurt, Germany
Method of Bombing: Visual
Altitude: 21,000’
Direction of Attack: 130° Mag. Heading
Wind Direction: 100°
Wind Velocity: 12 MPH
Bombardier’s Narrative: We reached the briefed I.P. and took a magnetic heading of 130° for the target. No trouble was encountered on the bomb run. The briefed A.P. was sighted on and synchronization was good. “Bombs Away” took place at 1412½ with good results observed.

[Signed:] Robert E. Lee, 1st Lt., Air Corps, Lead Bombardier

Bombardier - 1st Lt. Robert E. Lee  Pilot - Capt. Leslie S. Cruthirds Navigator - 1st Lt. Edward L. Sullivan
Aircraft B-17G   879-Q  Take-off - 1020 Landed - 1715
Objective - Ball Bearing Plant – Schweinfurt, Germany
Aiming Point (MPI)[Mean Point of Impact] - V.K.F. Werk II
Initial Point - ___
Method of Attack - Group
No. of Attacking A/C in Group: - 17   Composite Group -
Number A/C Dropping Bombs by own Sighting Operation:
Deflection and Range Sighting, Group: 1 Composite Group -
Range Sighting only, Group - 1      Composite Group -
Bombs, Types and Sizes - M47 A1 100 LB. I.B. [Incendiary Bomb] & 1 Sky Marker
Number of Bombs Loaded - 42   Released - 42
Fusing, Nose - Instantaneous   Tail - ___
Synchronization - ON
Information at Release Point:

Type of Release - Train
Point of Impact If Seen - Good
Mean Temp. Metro -6.5 Actual -6.5
Winds - Altitude - 21,000 Ft.  Direction - Metro 250°  Actual 100°  Velocity - Metro 20  Actual 12
Temp C. - Metro -27° C. Actual -26° C.

1. This Group furnished the High Box. Bomb load was M47 A1 I.B.’s and type of release was minimum.
2. The following malfunctions were reported.
   1. A/C 193-P Position 3, Element 2, High Squadron, Pilot – Roehlk, and Bombardier – Dudas dropped 180 seconds late. Bomb bay doors failed to open and had to be cranked down. Armament ground check reveals no malfunction and ship is to be rechecked at high altitude.
   2. A/C 038-R Position 1, Low Squadron, Pilot – McClelland, and Bombardier – Martin dropped two (2) seconds late. Intervalometer dropped only two bombs and remainder had to be salvoed. Armament ground check reveals no malfunction and ship is to be rechecked at high altitude.
3. The target was the V.K.F. Ball Bearing plant at Schweinfurt, Germany. The target is well hit with an incomplete pattern of 1,800 feet by 3,600 feet.

1. The target was the V.K.F. (Werk II) ball bearing plant at Schweinfurt, Germany. Photo coverage was good but there were dense smoke clouds in the target area. This smoke seemed to come from the Kugelfischer plant.
2. The concentration of IB’s from this group fell into the target area. A definite pattern cannot be plotted but bursts can be seen over an area 3,600 feet by 1,800 feet. This area extends from the marshalling yard through the Fichtel and Sachs plant and into the V.K.F. Werk II. A definite MPI [Mean Point of Impact] cannot be plotted. Late photos show evidence of fire in the corner of the main Fichtel and Sachs machine shop.

1. Fifty (50) parcels of G-34 leaflets were dropped from the IP [Initial Point of Bomb Run] to the target.
2. Preliminary photo evidence shows a great amount of smoke in the target area with flashes from incendiary bombs from this Group discernible. Crews reported heavy clouds of smoke rising from the target area.
3. From 50 to 100 ME 109’s and FW 190’s were encountered by this Group flying a High Box of the CBW [Combat Wing]. Heavy head-on attacks by both types and from all levels were made from 1315 hours to approximately 1350 hours between 50°00’N-07°00’E [NE of Trier, Germany], and 49°40’N-08°20’E [just N. of Worms, Germany]. Enemy fighters flew in formation similar to that of the escort then came in in groups of six to twenty firing 20 mm. and some rockets in an effort to saturate the bomber defenses. The second series of attacks was in the general target area between 1400 and 1430 hours. These attacks were of the same type. Colorings were black and white stripes on the wings and fuselage, silver, dark green with yellow and light green wings, and many had yellow or red noses, red diamonds on the cowlings, and even American markings. At least one in-line FW 190 was observed and some 20 mm. shells seemed to explode with a green flash. Many of the E/A [Enemy Aircraft] looked quite new and a very few attacks were made from the tail. Claims are for 2 E/A destroyed, 1 probably destroyed and 3 damaged.
4. Flak at Nieuport [Nieuwpoort] and Ostend was meager and only fairly accurate for our formation on the way in, but on the way out extremely accurate continuous following was fired from this area. Moderate fairly accurate flak was fired from Liège, where both black and white bursts were observed, and less accurate flak was seen over Brussels. At Traben-Trarbach flak was meager but quite accurate. Flak from Worms was intense but inaccurate for our formation. At the target intense and very accurate black and white bursts, probably continuous following, were thrown up into our formation. There was no other flak on the way out except at the coast.
5. Weather over France was 2 to 3/10’s clouds with quite a bit of ground haze, this increasing to about 6/10’s in the target area. Clouds did not prevent visual bombing.
6. There were no observations of military importance.
7. No PFF units were employed by this Group. Fighter support was generally as briefed and effective but there were periods when friendly fighters seemed to be outnumbered by E/A and could not provide adequate support. Our A/C 827-J was hit by 20 mm. shells a little before the IP, the shell knocking away a good deal of the vertical stabilizer. He fell out of formation, jettisoned his bombs shortly after the IP, rejoined the formation, flew over the target, then peeled off. The last seen of him was shortly after the target when he was still under control and accompanied by P-51 escort. Following are reports on friendly B-17’s observed going down: what is believed to have been a ship from the 401st Group was seen going down about the IP and six parachutes were observed. Another was seen going down at 49°45’N-09°00’E. [N. of Michelstadt, Germany], and two chutes were observed. Another was seen to blow up near Dunkirk after having been hit by flak; no chutes were seen. Several other B-17’s were observed going down but neither time nor location was recorded.

1. The tactics of enemy aircraft have been adequately covered in paragraph 3 of the Narrative Teletype [Intelligence S-2 Report]. No further report is forthcoming.

[Signed:] Charles A. Hillway, 1st Lt., Air Corps, E/A Tactics Officer

1. Target: Assigned - Schweinfurt, Germany Bombed - Schweinfurt, Germany
2. Route as Flown. - 3 miles N. of briefed route to I.P.; as briefed to target and back.
3. Weather Conditions - A. at Target. - 4/10 cloud  B. En route - to 5/10 cloud
4. Were our A/C "Seen" or "Unseen" targets? (a) At Target - probably seen (b) Enroute - probably seen
 Any Condensation Trails? - Light, non-persistent.
5. Description of Flak, including type of Fire Control: Intense, accurate, black and white continuous following. Some crews reported being within range of guns from shortly after the I.P. until about ten minutes after bombs away; another crew commented that installations covered a larger area than indicated on flak map.
6. Flak encountered or observed en route. (In the order experienced) -
 Nieuport [Nieuwpoort] – 1231, 21,000 – meager, inaccurate.
 Courtrai – 1238, 20,000 – meager, height good, deflection poor.
 Brussels – 1259, 20,300 – meager, inaccurate.
 A/F [Air Field] near Namur – 1301, 21,000 – meager, inaccurate.
 Liege – 1305, 20,800 – moderate, fairly accurate.
 Traben-Trarbach – 1312, 20,800 – meager, accurate.
 Worms – 1545, 21,000 – meager, height good, deflection poor.
 Charleroi – 1546, 21,000 – meager, out of range to the left.
 Nieuport [Nieuwpoort] – 1607, 21,000 – meager, very accurate.
 All flak appeared to be continuous following.
7. Was Chaff carried? - No How discharged? ___
8. Position of Group - High
9. Group – 351 A/C over enemy terr. – 17 A/C damaged – 16 A/C lost to flak – 0 Time over Target – 1412½ Time of bombs away – 1412½ Height – 21,000’ Axis of attack – 130° Bomb run – 125 sec.
10. Comments - Phenomena: None

    508th Sq.
A/C 757-G Would like more rations in ship. – All Crew members.
 Better food in Enlisted Men’s Mess. – All EM.[Enlisted Men]
 Put drinking water in ship. – Lt. Crowe.
A/C 305-L Would like more cookies and Hershey Bars. Do not have enough food. – All crew members.

    509th Sq.
A/C 914-S Lead Navigator did excellent job. – Lt. Fedor.
A/C 193-P We should have two pairs of binoculars, one in nose and one in tail, to observe other ships in formation.
 We would like to have mail room open when we come back from missions!
 Electrical bomb bay doors are not worth a damn; we had to crank them open today and they never open quickly enough for an emergency. (These three comments by Lt. Roehlk).

    510th Sq.
A/C 196-M Not enough cookies in plane. – Lt. Scarlett.
 We want more eggs for breakfast. – Whole Crew.

1. Abortives:
   1. Airplane No. 42-30499, 509th Squadron, returned early as planned.
   2. Airplane No. 42-97202, 509th Squadron, returned early because #4 propeller ran away, according to the Pilot’s statement. Investigation revealed faulty #4 propeller governor.
   3. Airplane No. 42-31721, 510th Squadron, returned early as planned.
   4. Airplane No. 42-37714, 510th Squadron, returned early because #2 supercharger ran away according to the Pilot’s statement. Airplane was ground and flight checked at altitude and no defects were discovered.
2. Battle Damage:
   1. Airplane No. 42-97157, 508th Squadron. One flak hole left side of dorsal fin. One flak hole through fuselage forward of tail gunner’s compartment. Rear tail wheel and tire hit by flak.
   2. Airplane No. 42-31757, 508th Squadron. Skin damage by flak to right side of vertical stabilizer. Skin damage to right side of dorsal fin. Flak hole in left bomb bay door. Plexi-glass nose damaged by flak. Flak damage to right elevator and trailing edge of stabilizer.
   3. Airplane No. 42-97305, 508th Squadron. Fabric of right elevator torn by flak. Flak hole top of right wing tip damaging spar. Flak hole top of left wing tip. Skin damage to both sides of vertical stabilizer by flak.
   4. Airplane No. 42-31879, 508th Squadron. Flak hole left bomb bay door. Two flak holes through LH wing panels. Rudder fabric damaged by flak. De-icer boot split right wing leading edge by flak. Flak hit #3 nacelle, grazing hydraulic line and cutting stiffener. Skin damage to underside of #3 nacelle by flak. Two skin holes underside right inboard wing panel. Right aileron fabric damaged by flak. Small flak holes underside of RH stabilizer damaging skin and stiffener.
   5. Airplane No. 42-31702, 508th Squadron. Flak hole underside RH inboard wing panel, hit diagonal wing brace. Flak hole underside LH inboard wing panel between #1 and #2 nacelles, clipped fuel hose. Two small flak holes right bomb bay door. Small flak hole underside of fuselage, left of left bomb bay door.
   6. Airplane No. 42-97066, 508th Squadron. Flak hole underside #1 nacelle, skin damage only. Skin damage to underside of RH inboard wing panel by flak. Skin damage by flak to #2 cowling. Skin damage to RH inboard panel by flak.
   7. Airplane No. 42-97193, 509th Squadron. Entire right wing, both panels, badly damaged by explosion of 20 mm. shell, bending entire wing, popping rivets, and damaging spars. Flak damage to plexiglass nose. Flak hole through left aileron. Flak hole #2 cowl.
   8. Airplane No. 42-39914, 509th Squadron. Flak hole right bomb bay door. Flak hole underside of fuselage rear of tail gunner’s compartment emerging out left side of fuselage.
   9. Airplane No. 42-31725, 509th Squadron. Two flak holes underside of RH wing panel inboard, near leading edge. One flak hole through right aileron. One flak hole underside of left wing tip. One flak hole through left aileron. One flak hole through LH inboard wing panel just forward of trailing edge. Two flak holes underside #3 nacelle. Two flak holes left side of fuselage under waist window. One flak hole top of LH wing panel.
   10. Airplane No. 42-31975, 510th Squadron. Flak hole through LH elevator, damaging fabric. Two 20 mm. holes at stations 4 and 5, damaging circumferential stiffeners. One flak hole leading edge of RH inboard wing panel, damaging de-icer boot fairing. Flak hole underside LH wing inboard panel rear of leading edge between #1 and #2 nacelles. Flak damage to #4 cowl flap. Two flak holes through rudder. Large 20 mm. hole and several small holes from explosion through fuselage right and left sides of fuselage rear of waist windows, damaging circumferential stiffeners, electric wiring, control cables, longerons and tail strut.
   11. Airplane No. 42-39853, 510th Squadron. One flak hole through RH wing inboard panel. One flak hole through rudder. Two flak holes through left side of fuselage, hitting stringer, LH inboard bomb rack and the panel at station 4.
   12. Airplane No. 42-30857, 510th Squadron. Two flak holes left bomb bay door came out through top of radio room. One flak hole underside RH wing panel inboard between fuselage and #3 nacelle. Flak hole through RH elevator damaging fabric and metal.
   13. Airplane No. 42-38038, 510th Squadron. Two empty shell case holes top of LH inboard wing panel leading edge and rear of leading edge. Two flak holes side of #3 nacelle damaging intercooler duct, filter, oil tank, mount for relay, plate aft of mount. One flak hole underside of LH wing tip. Flak hole in bombardier’s window. Flak hole through Co-Pilot’s windshield. Flak hole top of RH inboard wing panel near #4 nacelle.

   TOTAL A/C DAMAGED		MAJOR DAMAGE		MINOR DAMAGE		BY FLAK		BY Flak & Friend		BY FLAK & FIGHTER
   13		2		11		10		1		2

1. The following armament malfunctions and failures were reported upon completion of the Mission of 13 April, 1944.
   1. A/C 42-38038 – The intervalometer dropped three bombs, and the bombardier had to salvo the rest. The ship checked out satisfactorily on the ground.
   2. A/C 42-97193 – (Electrical Ship) The bombardier reports that the bomb bay doors were inoperative with the door switch and the bombardier’s salvo switch. The doors were cranked down and the bombs dropped with the pilot’s salvo switch. The ship was checked by the Group armament officer, and checked out perfectly on the ground. It will be tested at high altitude before its next mission.
   3. A/C 42-97066 – The extractor stop on the right ball turret gun broke.

1. The Station Ordnance Officer has reported the expenditure of 25,815 rounds of Caliber .50 ammunition on the Mission of 13 April, 1944.

1. The following data indicates the disposition of bombs on the Mission of this date:

1. Following interrogation the following deficiencies and disabilities were determined.
2. Negative report is submitted.

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

Aircraft No. 31721 Squadron - 510   Pilot - Chalmers
Time of Abortive - 1224  Location when Aborted - 51°16’N-02°20’E [North of Dunkirk over water]
Reason - Flying spare – Group & Wing complete.
Disposition of Bombs: Brought Back
Altitude At Time of Aborting: 19,000’  
Enemy Opposition Encountered - None
Remarks:
[Signed] Robert P. Chalmers



Aircraft No. 97202 Squadron - 509   Pilot - Keese
Time of Abortive - 1110  Location when Aborted - Over Deenethorpe
Reason - #4 Prop. ran away.
Disposition of Bombs: Landed with bombs.
Altitude At Time of Aborting: 16,000’  
Enemy Opposition Encountered - None
Remarks: Unable to control RPM on #4 engine. First trouble encountered on climb at 12,000 ft. and it kept getting worse the higher we went.
[Signed] Alwyn I. Keese



Aircraft No. 30499 Squadron - 509   Pilot - Viste
Time of Abortive - 1226  Location when Aborted - French Coast
Reason - It was impossible to control #2 Turbo. With turbo, MP [Manifold Pressure] would surge up to 60”. Without turbo, MP [Manifold Pressure] was only 18” at 19,000’.
Disposition of Bombs: Brought them back.
Altitude At Time of Aborting: 19,000’  
Enemy Opposition Encountered - None
Remarks: (Flying Spare)
[Signed] Gerald D. Viste



Aircraft No. 37714 Squadron - 510   Pilot - McIntyre
Time of Abortive - 1255  Location when Aborted - 2 mi. South of Brussels.
Reason - #2 turbo ran away, & could only get 15” M.P. [Manifold Pressure] from engine without turbo running away.
Disposition of Bombs: Salvoed in Channel
Altitude At Time of Aborting: 20,000’  
Enemy Opposition Encountered - Accurate flak – at Brussels and also between Dunkirk & Ostend.
Remarks: Battle damage to rear waist by flak, holes in fuselage where flak went through fuselage at bottom & came out through the top of fuselage.
[Signed] George P. McIntyre

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

   a. 94th Combat Wing   High Group
   Sqdn 508th A/C: 1879–Q, 1702–A, 7657–N, 7305–L, 7066–O, 1757–G
   Sqdn 509th A/C: 9914–S, 7202–Z, 7125–L, 3542–V, 7169–N, 7193–P, 0499–Q Spare
   Sqdn 510th A/C: 8038–R, 7714–T, 9853–P, 0857–J, 7196–M, 1975–O, 1721–S
   Sqdn 511th A/C: None

   
   
2. Target: GZ-2707
   
3. W/T and R/T Operational Call Sign of each Squadron:

   Squadron	508 [Call Sign]	W/T NQZ R/T SEAGREEN		Squadron	510 [Call Sign]	W/T TKU R/T RANGER
   Squadron	509 [Call Sign]	W/T KFT R/T CUPPING		Squadron	511 [Call Sign]	W/T LOO R/T UNCLASP

4. "A" High Box: Taxi–1005; Take-Off –1020; E.T.D. Field–1020
   
5. >

   Time:	Height:	Place of crossing English Coast: (OUT)
   1204	19,000 Ft	Clacton

6. Time:	Height:	Place of Recrossing Enemy Coast: (IN)
   1228	21,000 Ft	51°07'N-02°40'E [Koksijde, Netherlands]

7. Time:	Height:	Place of Recrossing Enemy Coast: (Out)
   1606	21,000 Ft	51°07'N-02°40'E [Koksijde, Netherlands]

8. Time:	Height:	Place of crossing English Coast: (IN)
   1628	10,000 Ft	Clacton

9. E.T.R.(Estimated Time of Return) Base: 1653 Hours
10. MF/DF [Medium Frequency/Direction Finder] Section: "N"
11. Bomb load of Each A/C: "A" High Box
    508 Squadron: Maximum [Number of] M-47A1 [Incendiary]
    509 Squadron: Maximum [Number of] M-47A1 [Incendiary]
    510 Squadron: Maximum [Number of] M-47A1 [Incendiary]
    511 Squadron: None
    
    
    
12. Fuel Load of each A/C: 2400 Gallons
    
13. Group Leader:
    a. High Box: Name: L.S. Cruthirds Rank: Capt. A/C: 1879-Q  Sqdn. 508th
    
14. Passengers, if any: (Full Name, Rank, A/C and Squadron Passenger flying with)
    None
15. Actual Times Off and Return by Squadrons and A/C Letters:
16. 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	1879–Q			509	9914–S
    	1702–A				7202–Z
    	7157–N				1725–L
    	7305–L				3542–V
    	7066–O				7169–N
    	1757–G				7193–P
    					0499–Q	Spare
    510	8038–R			511
    	7714–T
    	9853–P
    	0857–J
    	7196–M
    	1975–O
    Spare	1721–S

    Report Compiled By John Maksimik, S/Sgt.
    
    [This report does not include A/C 42-37827 J in the 508th Squadron, which was Missing in Action.]

 Sixteen planes, flying a high box, completed the mission to Schweinfurt. They were led by Captain Cruthirds and Lt. McCafferty, with Lt. Sullivan as navigator and Lt. Lee as bombardier. Bombing was good and fighter opposition stiff. About 50 to 100 ME 109s and FW 190s were encountered. They flew in simulated escort formation in groups of six to twenty, attacking from mostly head-on, firing 20mm cannon and rockets.
 42-37827, piloted by Lt. Whitchurch, was hit by 20mm shells near the I.P. [Initial Point of Bomb Run]. Part of the vertical stabilizer was shot away. Lt. Whitchurch dropped his plane out of formation, jettisoned his bombs, and rejoined the formation. He flew over the target, then peeled off and was last seen apparently still under control and accompanied by P-51s. There was considerable flak at the target. Fifteen planes were damaged by flak and fighters.

• A/C# 42-37827   YB-J  Pilot: Whitchurch     A/C's 24th Mission   MACR # 3863

  Aircraft Loss Circumstances:

   An eyewitness account, which was included in the MACR, states: "I, Clyde J. Risinger, Tail Gunner of 725 was flying with the 509th Bombardment Squadron, 351st Bombardment Group, on 13 April 1944, on the mission to Schweinfurt, Germany. About an hour before the target, we were attacked by six ME 109's, which succeded in blowing off half of the right stabilizer of the plane No. 42-37827, pilot 2nd Lt. Gilbert W. Whitchurch. Due to this damage he was forced to drop out of the formation, but was able to pull up into position again. He did this several times. About five minutes before bombs away he salvoed his bombs. When over the target, I saw him leave the formation completely and start to descend. This was all I saw."
  [Signed] Clyde J. Risinger, S/Sgt.
   This was the crew's 2nd mission.

  Individual Accounts of Crewmen Fates:
  • Pilot - 2nd Lt Whitchurch, Gilbert W., From Oklahoma, POW at Dulag Luft Grosstychow Dulag 12, Returned to Military Control, Liberated or Repatriated.
  • Co-pilot - 2nd Lt Sylvester, Eugene, From Missouri, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Navigator - 2nd Lt Wilbur, Newton C., From Connecticut, POW at Stalag Luft 1 Barth-Vogelsang Prussia 54-12, Returned to Military Control, Liberated or Repatriated.
  • Bombardier - 2nd Lt. Richard M. Cox, From California, Killed in action. Cause of death was listed as fracture of the skull. The pilot, Whitchurch, in a statement in the MACR said, "My Co-pilot told me he found Lt. Cox dead under half-opened chute near where he (Co-pilot) landed in his chute." He was initially buried in the cemetery of Oberelsbach.
  • Top Turret Gunner - S/Sgt Gowen, Frederick W., From Maine, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Radio Operator - Sgt Boyarko, Andrew Jr., From Ohio, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Left Waist Gunner - Sgt Vester, Frederick R., From Ohio, POW camp name undefined in National Archives records, Returned to Military Control, Liberated or Repatriated
  • Right Waist Gunner - Sgt Turner, Maurice W., From Florida, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Ball Turret Gunner - Sgt Luse, Donal F. Jr., From Pennsylvania, POW at Stalag 17B Braunau Gneikendorf Near Krems Austria 48-15, Returned to Military Control, Liberated or Repatriated.
  • Tail Gunner - Sgt Mondragon, Robert, From Texas, POW at Dulag Luft Grosstychow Dulag 12, Returned to Military Control, Liberated or Repatriated.
  Burial Records:
  

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

  • Richard M. Cox, Buried Plot K Row 48 Grave 28, Lorraine American Cemetery, St Avold, France

  

  
  Click on Photo to Enlarge
  
  
   [Killed in Action - 1]
   [Wounded in Action - 0]
   [Prisoner of War - 9]