351st Bomb Group

1. Airplane and Crew Assignment Check.
   
   
2. Time Schedule:

   A Box
   Stations   –	0555
   Start Engines –	0605
   Taxi     –	0615
   Take Off   –	0630
   Last Take Off –	0730

   
   
3. Targets:
   Primary: Schweinfurt [Germany] – B.B. [Ball Bearing] Factory - Visual.
   Secondary: Schweinfurt [Germany] – Center of Industrial Area - PFF.
   Last Resort: Any military objective in Germany or any RR Bridge, Marshalling Yard, Troop Concentration, Supply Dump or column of troops on road that can be positively identified and a visual sighting made.
   
   
4. Loading:
   351 “A”: 5 x 1,000 # GP [General Purpose] - 1/10 N [Nose] - 1/40 T [Tail] All A/C.
   351 “B”:
   Composite:
   Nickels [Propaganda Leaflets] in Ship # - None
   Chaff: All A/C will commence release of chaff at one minute before I.P. [Initial Point of Bomb Run] and continue for 13 minutes. Each A/C will carry 312 units.
   
   
5. Gasoline Loading: 2500 gallons
   Remarks: Emergency Airdrome – Woodbridge - 52°05’N-01°24’W.
   Spares turn back at Mid-Channel.
   
   

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

   
   
7. Division Formation:

   Position	CBW [Combat Wing]	Target	Departure Time at Coast
   Lead	1st	Schweinfurt	0811
   2nd [351st] Lead & Low	94 “A”	Schweinfurt	0813
   3rd	94 “B”	Schweinfurt	0815
   4th	41 “A”	Schwabisch/Halle	0817
   5th	40 “A”	Ebelsbach	0819
   6th	41 “B”	Schwabisch/Halle	0821
   7th	40 “B”	Ebelsbach	0823
   8th	41 “C”	Schwabisch/Halle	0825
   9th	40 “C”	Ebelsbach	0827
   2nd Division	12 CBW	Alloch-Neuaubing-Oberpfaffenhofen
   3rd Division		Regensburg/Kempten
   Marauders
   RAF [Royal Air Force]

   
   Remarks: ____
   
   
8. Fighter Cover:

   • [Force]	[Latitude & Longitude]	[Call Sign]
     P-47's	5124-0500	Balance 4-1 Front
     P-47's	5124-0500	Balance 4-2 Rear
     P-38's	4919-0720	Balance 4-3 Front
     P-38's	4919-0720	Balance 4-4 Rear
     P-51's	4914-0830	Balance 4-8 Entire Column

     
     
9. Group Assembly:

   Combat Wing	Box	Altitude	Place
   94 "A"	351st Lead	13,000'	Glatton	Buncher X
   	351st Low	12,000'	Glatton
   	457th High	14,000'	Glatton
   94 "B"	401st Lead	13,000'	Cottersmore	Buncher Y
   	401st Low	12,000'	Cottersmore
   	457th High	14,000'	Cottersmore

   
   
10. Navigator - _____
    
11. S-2 - _____
    
12. Weather - _____
    
13. Special Instructions to Gunners, Bombardiers, and Radio Operators:
    A. Type of Bombing Formation -
    B. Camera A/C to return - "A" Box - H-727, C843 // "B" Box - Y-216, A-238
    Intervalometer settings - Salvo for AP's [Aiming Points]
    Lead & D.L. [Deputy Lead] each box will TO [Take Off] 5' [minutes] early.
    All A/C [Aircraft] will commence release of chaff at 1' [minute] before I.P. [Initial Point of Bomb Run] amd continue for 13' [minutes].
    
    
14. Squadron Leaders and Group Deputy report to Target Room. All but Pilots Dismissed.
    
    
15. (A) Code Words –

    PFF Bombing –	"Out House"
    Visual Bombing -	____
    Authenticator –	"Blue Bell"
    Recall -	"Forward Pass Touchdown"
    Weather Code -	"VBITA"
    Release "CHAFF" -	"Tin Hat"

    
    (B) Call Signs:

    	Call Sign	Flares	Remarks
    351st A	Woodcraft Able Lead	RY [Red Yellow]
    351st Low	Woodcraft Able Low	R [Red]
    401st A	Woodcraft Baker Lead	RY
    401st B	Woodcraft Baker Low	R
    457th A	Woodcraft Able High	G
    457th B	Woodcraft Baker High	G
    Composite
    1st C.B.W.	Swordfish
    40th C.B.W.	Foxhole
    41st C.B.W.	Cowboy
    Composite C.B.W.

    
    (C)

    U.S. Fighters	Balance Four
    R.A.F. Fighters
    Bombers 94 “A”	Vinegrove 4-2
    U.S. Grnd. Control	Colgate
    R.A.F. Grnd. Control

    
    

    Control Points:		Fighter Reference Points:
    1 - English Coast		P - Aachen
    2 - 5148-0351		E - Saarbrucken
    3 - 5056-0621		R - Ludwigshafen
    4 - 4914-0830		I - Wurzburg
    5 - 4919-0720		S - Regensburg
    _____		H - Munich

    
    Remarks: ____
    
    (D)

    Colors of the Day
    Time	Color	Letter	Challenge
    0200 – 0800	RY	F	D
    0800 – 1400	YY	X	P
    1400 – 2000	RY	L	Q

    
    (E) Ships To Monitor [Radio Channels A, B, C & D]
    1. - All A/C monitor except the following:
    2. - A-560 Lead, Z-696 Low
    3. - F-124 Lead, X-926 Low
    4. - All A/C have available
       
    
    
16. Let-Down on Cottesmore Buncher, if overcast.
    351st A Lead  360° Mag. [Magnetic Compass Heading]
    351st B Low  345° Mag. [Magnetic Compass Heading]
    401st A Kings Cliffe Lead  045° Mag.
    401st B Kings Cliffe Low  030° Mag.
    457th A Cottesmore  015° Mag.
    457th B Cottesmore  060° Mag.
    
    
17. Flying Control. –
    1. Taxi Plan.
    2. Emergency Fields. - Woodbridge
    3. Landing Aids.
       
    
    
18. Special Instructions:
    For Roper – CWB Leader is cautioned to be on lookout for 1st CBW which will be coming into Splasher 7 from Cambridge.
    “Old & New Tin Hat” [Old Tin Hat – Regular Chaff] [New Tin Hat – Emergency Chaff]
    Silence on VHF.
    At change of briefed assembly altitude, Leader will announce same every other minute until assembled. on Ch. “A”.
    

1. General Narrative. Twenty-six aircraft, including two flying spares and one PFF ship, took off at 0625 – 0650 hours to fly as the Lead and Low Boxes of the 94th “A” Combat Wing.
    The assembly of the groups and of the combat wing was carried out as briefed. Departure from the assembly point was made on time and on course. The briefed route over England was followed to the left in order to avoid several Third Division formations which were in the process of assembling between the 94th “A” assembly point and the briefed departure point from the English coast. Following the briefed route would have required the formation to pass through this congested area, so a deviation to the northeast of course was made.
    The departure from the English coast was made one minute late, on course. The 1st Combat Wing was scheduled to lead the First Bomb Division, but a VHF conversation between the combat wing air commanders indicated that it was flying behind the 94th “A” Wing. Flares were fired by the lead ship of the 94th “A” Wing in order to establish identification. A double drift to the right was made in order to permit the 1st Combat Wing to pass on the left and take its position at the lead of the Division formation.
    The Third Division was seen to the left of the First Division when it should have been flying in advance of it. The briefed route was closely followed, and the enemy coast was crossed as planned and five minutes behind schedule.
    The Third Division made its turn to the south a short distance inside of the enemy coast. As a result, it crossed over the First Division route. Some difficulty was encountered in flying through the Third Division formation in an attempt to stay on course. The briefed route was followed until 49°19’N-07°20’E [Homburg, Germany] was reached. There it was necessary to make another deviation from course in order to keep away from the Third Division. This deviation is indicated on the Track Chart.
    The 1st Combat Wing was lost in the deviation from course and was not seen again.
    A large cloud bank was encountered just before the IP [Initial Point of Bomb Run] was reached. It was necessary to climb to 28,000 feet in order to get over it. The weather scouting force was called on VHF and the information received that bombing could be done visually 1,000 feet below the briefed altitude of 25,000 feet.
    A let down was made after passing over the previously mentioned cloud bank. It was necessary to go under another cloud layer. The ground was only partially visible through the cloud layer until the target was reached, where visibility was good.
    The combat wing bombed visually at 25,000 feet. Good results are reported.
    After the rally, the formation climbed to 28,000 feet and maintained that altitude until 49°19’N-07°20’E [Homburg, Germany] was reached. There a let-down was started until an altitude of 20,000 feet was reached west of Cologne.
    The briefed route was followed for the remainder of the mission. Flak at the coast was accurate, and two aircraft in the Lead Group were knocked out of formation and had to return to base alone.
    The return to base was made as briefed. An instrument let-down was made on the Cottesmore buncher. Landings were made at 1342 – 1424 hours.
    The low box flew the same route as the high box and encountered the same difficulties. After turning on the IP, the interval was considered to be too small for safe bombing, hence an ess was made which greatly limited the time for setting up the C-1 [Autopilot] a second time. The reaction of the C-1 was jerky and uncontrolled. The pilot has been checked on procedure along with the AFCE [Automatic Flight Control Equipment] of the ship. No definite decision has been made as to the responsibility for the malfunction. The bombsight gyro tumbled several times on the run which caused great difficulty on the bombardier’s part in thoding [sic] his cross hairs on the target. His MPI [Mean Point of Impact] finally became obscured due to smoke and bombs were dropped on previous synchronization. The bombs of the low box missed the assigned target, but hit in the area of the Deutsche Star and Fichtel & Sachs A.G. [Companies].
   
2. Aircraft Not Attacking. Two flying spares, one assigned to each box, returned as planned. There were no failures to attack, although one aircraft, 43-37920, pilot Longa [Formation charts show Ford as pilot of A/C 920], attacked a target of opportunity at Homburg and returned to England with a B-24 Group.
   
3. Aircraft Lost. No aircraft were lost on the Mission of 21 July, 1944.
   
4. Combat Wing Air Commander. Major Leonard B. Roper, flying in aircraft 42-97649, flew as Combat Wing Air Commander of the 94th “A” Combat Wing.
   Lt. Eli S. Fowler, flying in aircraft 44-6078, led the Low Group of the 94th “A” Combat Wing.
   
5. PFF Aircraft: One PFF Aircraft, 42-97649, was used by this group to lead the 94th “A” Combat Wing. No others were loaned to other groups.
   

1. Flight Plan and Log attached.
2. Track Chart attached.
3. Narrative.
   1. T/O at 0626 hours.
   2. Group formed at 0715 hours at 13,000 feet.
   3. Formed CBW [Combat Wing] at Glatton hours at 13,000 feet.
   4. Began climb at 0752 hours.
   5. Reached altitude at 1017 hours.
   6. Weather encountered over England:
      1. Clouds 10/10ths. Tops 6,000 feet.
      2. Visibility 15 miles.
      3. Wind at altitude 300 degrees. 22 knots per hour.
   7. Means of navigation over England. GEE and DR [Dead Reckoning]
   8. Means of checking Metro Winds. Bombsight Drift
   9. Joined task force at 0815 hours at Felixstowe.
   10. Departed English Coast at 0815 hours.
   11. Arrived Enemy Coast at 0850 hours.
   12. Fighter Rendezvous:
       1. Going in: ____ hours.
       2. Coming back: ____ hours.
   13. Wind used for bombing:
       1. 300 degrees.
       2. 22 knots per hour.
       3. How determined: Bombsight Drift
   14. Description of Bomb Run and Method of target Identification:
       1. Reached IP [Initial Point of bomb run] at 1042 hours.
       2. Mag [Magnetic Compass] heading over target 322 degrees.
       3. Altitude over Target 25,000 feet.
       4. Time bombs away 1053 hours.
       5. Method of target identification and weather over target: Visual – Weather Hazy.
   15. Difficulties encountered with Radio, compass, and special equipment: NONE
   16. Gee:
       1. Coordinates of furtherest fix 51°00'N-05°15'E [3.5 miles S of Beringen, Belgium]
       2. Time 1220 hours.
   17. Comments: None.

Group: 351st
Target: Schweinfurt, Germany
Method of Bombing: Visual
Altitude: 24,925’
Direction of Attack: 317° Mag. Heading
Wind Direction: 330°
Wind Velocity: 20 K
Bombardier’s Narrative: Moderate flak over target area. Smoke screen delayed identification of Aiming Point to 150 seconds before Bombs Away. Aiming Point was as briefed. Bombing results were good. C-1 Pilot [Autopilot] was used on the run and a normal turn was made at the Initial Point.

  [Signed:] Elmer R. Robinson, 1st Lt., Air Corps, Lead Bombardier

Bombardier - 1st Lt. Robinson, Elmer R.  Pilot - Major Roper, Leonard B. Navigator - 1st Lt. Washburn, William F.
Aircraft B-17G   J-649  Take-off - 0623 Landed - 1414
Objective - Schweinfurt, Germany.
Aiming Point (MPI) [Mean Point of Impact] - As briefed.
Initial Point - As briefed.
Method of Attack - Group
No. of Attacking A/C in Group: - 12   Composite Group - ____
Number A/C Dropping Bombs by own Sighting Operation: ONE
Deflection and Range Sighting, Group: Lead Ship   Composite Group - ____
Range Sighting only, Group - ____    Composite Group - ____
Bombs, Types and Sizes - 1,000 LB. G.P.’s [General Purpose] & 1 Sky Marker
Number of Bombs Loaded - 5 x 1,000 LB.   Released - Same
Fusing, Nose - 1/10   Tail - 1/40
Synchronization - On
Information at Release Point:

Type of Release - Salvo
Point of Impact If Seen - Good
Mean Temp. Metro -3 Actual -3
Winds - Altitude - 24,925 Ft.  Direction - Metro 210°  Actual 330°  Velocity - Metro 25  Actual 20
Temp C. - Metro -26° C. Actual -24° C.

Group: 351st
Target: Schweinfurt, Germany
Method of Bombing: Visual
Altitude: 24,470’
Direction of Attack: 305° Magnetic Heading
Wind Direction: 312°
Wind Velocity: 36 MPH
Bombardier’s Narrative: Lead Group swung on the I.P. [Initial Point of Bomb Run] but failed to take sufficient interval to uncover causing S’ing. Lead Group had their doors open before we had completed our turn. From the I.P. to half way down the run things were normal except for the C-1 Pilot [Autopilot]. As we completed taking interval I requested that the C-1 Pilot be turned on and that I would center my P.D.I. [Pilot Direction Indicator] for the pilot to set it up. Pilot said that he did not have time to set up the C-1 and that we would make the run manually, due to inability to accurately set up C-1 in limited time.
 All this time I had the M.P.I. [Mean Point of Impact] picked up and things looked good. Toward the end of the run we ran into prop-wash and heavy close flak. The gyro in the sight toppled; almost as soon as I had the gyro again, the Pilot said that we were level and back on course. I looked into the sight but by that time the M.P.I. could not be picked up due to the heavy smoke screen and the smoke from the bombing of the Lead Group.
 Before the gyro toppled the course was killed and also the rate. When we were on course again the M.P.I. could not be picked up. I tried to find it by triangulation and as I could not find anything to synchronize on I dropped them by that method into the smoke, instead of changing my synchronization. At the beginning of the run it looked good so I left it as it was and dropped into the smoke.
 I did not have any control of the ship at any time, so I had to depend on the Pilot to get us back on course after we had been thrown off. I do not think the Pilot put us on the same course we had at the beginning of the run. This being true, could have caused a change of drift and also of ground speed, throwing the bombs away from the smoke on which I had the cross-hairs.
 I think that if we had used the C-1 Pilot we would not have had the trouble holding the original course after the gyro toppled. The C-1 Pilot’s reaction would have been more accurate in pulling the ship back on its original heading and any last minute corrections could have been made quicker and smoother.

  [Signed:] John W. Heck, 2nd Lt., Air Corps, Lead Bombardier, Low Box, 94th “A” CBW

Bombardier - 2nd Lt. Heck, John W.   Pilot - 1st Lt. Fowler, Eli S. Navigator - 2nd Lt. Levinson, Seymour R.
Aircraft # G-078  Take-off - 0625  Landed - 1415
Objective - Schweinfurt, Germany
Aiming Point (MPI) [Mean Point of Impact] - As briefed.
Initial Point - As briefed.
Method of Attack - Group
Number of Attacking A/C in Group - 12    Composite Group - ____
Number A/C Dropping Bombs by own sighting operation - ONE
Deflection and Range sighting, Group - Lead Ship   Composite Group - ____
Range Sighting only, Group -    Composite Group - ____
Bombs, Types and Sizes - 1,000 LB. G.P.’s
Number of Bombs Loaded - 5    Released - Same
Fusing, Nose - 1/10    Tail - 1/40
Synchronization - Bombed by Triangulation.
Information at Release Point:   Smoke obscured M.P.I. [Mean Point of Impact]

Type of Release - Salvo
Point of Impact If Seen - No
Mean Temp. Metro -3 Actual -3
Winds - Altitude - 24,470 Ft.  Direction - Metro 210° Actual 312° Velocity - Metro 25 Actual 36
Temp C. - Metro -26° C. Actual -24° C.

1. The target for the two boxes of this group was the V.K.F. (Werk II) ball bearing plant at Schweinfurt, Germany. Photo cover was complete for both boxes but smoke and haze make accurate assessment impossible.
2. The bombs of the lead box fell in a heavy concentration on the target. The entire area is covered with bursts with the heat treatment shop, two machine shops, administrative offices, and the store and packing departments receiving the heaviest concentration. Smoke prevents the plotting of direct hits but damage should be heavy. The pattern is 1,960 feet by 1,764 feet with the center of the pattern on the MPI [Mean Point of Impact].
3. The bombs of the low box fell in a scattered pattern in the area of the Deutsche Star and Fichtel and Sachs A.G. A small concentration landed on or near a large machine shop and bursts can be seen near an assembly shop. Other bombs fell into a small residential area. The pattern is 2,296 feet by 2,200 feet with the center of the pattern 2,460 feet over the MPI.

1. No leaflets were carried on today’s mission.
2. Bombs of the lead group, which bombed visually, fell on the area of the briefed MPI and damage should be heavy. Bombs of the low group, which bombed visually but had difficulty in sighting because of the smoke from previous bombing, fell a little over the briefed MPI and into the Fichtel Sachs area. Considerable damage should be caused there.
3. Nil. No claims. [of Enemy Aircraft Shot Down]
4. Flak at the target was intense and accurate for both height and deflection. Continuous following fire control was used. There was moderate, fairly accurate flak at Breda, meager inaccurate at Saarbrucken, Karlsruhe, and Speyer. Intense flak, good for height but several miles off in deflection, was observed over Mannheim. Meager inaccurate flak was encountered at Aachen. The most accurate flak encountered throughout the mission was in the area of Roosendaal, where several of our ships were damaged by moderate continuous following fire.
5. The target area was clear of clouds, but visual sighting was made difficult by the presence of haze and a smoke screen at the primary target.
6. One A/C reports that the A/D [Airdrome] at Vogelsang was protected by about 50 barrage balloons and that there appeared to be several new buildings there.
7. One PFF A/C flew as lead ship of the combat wing, but was employed only as a navigational aid. Fighter support was very good at all times.

1. Target: Assigned - Schweinfurt Bombed - Schweinfurt
2. Route as Flown. - As briefed.
3. Weather Conditions - A. at Target. - Hazy  B. En route - 8/10 clouds to 3-4/10 inland
4. Were our A/C "Seen" or "Unseen" targets? (a) At Target - seen (b) Enroute - seen
 Any Condensation Trails? - Yes
5. Description of Flak, including type of Fire Control: Intense continuous following, accurate for both height and deflection.
6. Flak encountered or observed en route. (In the order experienced) -
 Breda, 0856, 20,000’ - Moderate, fairly accurate.
 Saarbrucken, 1000, 24,000’ - Meager, low and to the right.
 Karlsruhe, 1016, 25,000’ - moderate, observed.
 Speyer, 1016, 24,500’ - Moderate, height good, deflection poor.
 Mannheim, 1120, 25,000’ - Intense, height good, deflection poor.
 Aachen, 1204, 19,000’ - Meager, height good, deflection poor.
 Roosendaal, 1231, 19,000’ - Moderate, extremely accurate continuous following. Several of our ships were damaged at this point, where flak was accurate from the first burst.
7. Was Chaff carried? - Yes How discharged? As briefed.
8. Position of Group - and Low, 94th “A” CBW
9. Group – Lead A/C over enemy terr. – 12, A/C damaged – 10, A/C lost to flak – 0, Time over Target – 1053, 
Time of bombs away – 1053, Height – 25,000’, Axis of attack – 322° Mag., Bomb run – 3 min.
 Group – Low A/C over enemy terr. – 12, A/C damaged – 3, A/C lost to flak – 0, Time over Target – 1053, 
Time of bombs away – 1053, Height – 24,200’, Axis of attack – 305° Mag., Bomb run – 15 sec.
10. Comments - Phenomena: None

    509th Squadron:
A/C 108-Y: Squadron leader did poor job – too erratic. – Lt. Walker.
A/C 926-X: Reason for 12 ship formation? – Lt. Mertzlufft.
A/C 492-B: Leader of Low Group tried to cross under Lead in clouds and contrails before the IP. – Lt. Whitaker.
A/C 156-R: It is a very bad practice to come back on the same route as the route in. – Captain Downing.
A/C 238-A: Why can’t we stay at altitude until we are over Channel? Don’t like going over A/F [Airfields] in France. – Lt. Hibbard.

    510th Squadron:
A/C 082-B: Germans know the route that we always follow; get new route. – All Officers.
A/C 576-C: Sharp turns and leveling off should be announced by Group Leader; when he levels off after climbing without warning, it is very hard to keep formation, – Lt. Hillebrand.
A/C 557-K: Try to get transportation to planes sooner. – Lt. Fultz.
A/C 124-F: No more 12 ship formations to Germany; too easy for flak gunners to concentrate. – Lt. Porter.
A/C 512-S: Route out should not be same as route in – flak gunners just get set and wait for us. – Lt. Keller.

1. Abortives and Flying Spares:
   1. Airplane No. 42-97258, 508th Squadron, returned early as planned. (Reason: Flying Spare).
   2. Airplane No. 42-107046, 511th Squadron, returned early as planned. (Reason: Flying Spare).
2. Battle Damage:
   1. Airplane No. 43-37557, 508th Squadron. Flak skin damage to underside of left stabilizer. Flak hole #1 nacelle, damaging exhaust stack. Two flak holes left side of tail section.
   2. Airplane No. 42-97843, 508th Squadron. Two flak holes through right stabilizer. Flak skin hole through left wing tip. Flak entered right bomb bay door and damaged main spar. Two flak holes underside left inboard wing panel. Skin damage to nose section by flak. Skin and corrugation damage by flak to top side of left wing inboard panel.
   3. Airplane No. 43-37920, 508th Squadron. Numerous flak holes through right elevator. Flak skin damage to underside of right aileron. Flak hole underside left inboard wing panel, damaging #1 main tank. Flak hole underside right inboard wing panel, damaging feeder tank. Skin damage by flak to left bomb bay door and fuselage left of door. Small skin hole by flak forward of navigator’s escape hatch.
   4. Airplane No. 42-31711, 508th Squadron. Right landing light hit by flak. Two flak holes left wing damaging Tokyo tank and main spar. Two flak holes right wing damaging fuel tank and booster pump and waste gate and exhaust pipe of #3 nacelle. Three flak holes through vertical stabilizer. Flak damage to right aileron, and #3 oil cooler hit by flak causing loss of oil and engine failure. Numerous small flak holes throughout the airplane causing skin damage.
   5. Airplane No. 42-97926, 509th Squadron. Flak hole underside of right outboard wing panel, damaging skin, corrugation and stiffeners.
   6. Airplane No. 44-6156, 509th Squadron. Flak hit right side of fuselage, damaging radio equipment. Flak hit top of Pilot’s compartment, skin damage only. Two flak holes leading edge of left wing.
   7. Airplane No. 44-6078, 509th Squadron. Flak hole right elevator, broken channel. Flak hole through vertical stabilizer. Three flak skin holes top of right wing. Three flak skin holes top of left wing. Flak hole through left aileron. One flak hole leading edge of each wing. One flak hole #1 nacelle.
   8. Airplane No. 42-97216, 509th Squadron. One flak hole top of right wing inboard panel. Flak hole top of left wing tip. Three flak holes leading edge of right wing.
   9. Airplane No. 44-6082, 510th Squadron. Two flak holes through left wing, skin and corrugation damage. Two flak holes underside of left wing, skin damage only. Flak hole through right wing tip. Two flak holes in #3 nacelle. One flak hole in fairing between right bomb bay door and wing, damaging bulkhead. Flak damage to #4 nacelle, damaging #1 cylinder push rod. Flak hole through left wing damaging Tokyo tank.
   10. Airplane No. 42-102955, 510th Squadron. Small flak hole through left stabilizer, skin and channel damaged. Flak hole in fairing of left wing underside. Skin and fairing damaged. Flak hole in right inner wing panel underside, skin, corrugation and tank damaged. Flak hole in left bomb bay door. Skin, stringer, instrument lines, electrical and bulkhead damaged. Flak hole in left outer wing panel, skin, corrugation and Tokyo tank were damaged. Small flak hole in left side of tail gunner compartment, skin damage only. Small flak hole on side of fuselage near co-pilot’s windshield, skin damage only.
   11. Airplane No. 42-31560, 510th Squadron. Small flak hole through left elevator fabric. Small flak hole in right elevator, fabric and former damaged. Flak hole through left wing outer panel, skin corrugation and spar damaged. Flak hole through left wing outer panel near connection of sections, skin corrugation, Tokyo tank and spar damaged. Flak hole through right wing inner panel, skin, corrugation and fuel tank damaged. Flak hole on top of #3 nacelle, skin and electrical wiring damaged. Flak hole on top of #4 nacelle, skin, hydraulic system and filter damaged. Flak hole through rudder fabric. Flak hole on outside of #1 nacelle skin, accessory cowl, fire wall, magneto, and oil line damaged.
   12. Airplane No. 42-107124, 510th Squadron. Flak hole in leading edge of right wing outer panel, skin corrugation and spar were damaged. Four small flak holes through right wing outer panel, skin, corrugation and spar and Tokyo tanks damaged. Flak hole through right wing flap, skin and brace damaged. Two small flak holes through plexi-glass nose section. Flak hole in the fairing of left wing underside, skin, spar, fairing and heater duct damaged. Small flak hole through aft of left bomb bay door, skin damage only. Small flak hole through flap behind #1 engine, skin and corrugation damaged. Flak hole through left wing trailing edge near aileron. Skin, compression members damaged. Flak hole in left life raft compartment, skin, raft, and bulkhead damaged. Small flak hole through right elevator, fabric and former damaged.
   13. Airplane No. 43-37512, 510th Squadron. Flak hole through window on left side of navigator’s compartment. Flak hole in left radio room window. Flak hole on left side of fuselage aft of waist window. Skin, circumferential and oxygen line damaged. Small flak hole through right wing tip. Flak hole through the right flap behind #4 engine, skin and stringers damaged. Flak hole underside of #3 engine, skin damage only. Small flak hole between #1 and #2 Engines underside of wing, skin and booster pump line damaged. Flak hole through left wing tip. Small flak hole through left wing near aileron. Skin and stringers damaged.
   14. Airplane No. 42-97649, 511th Squadron. Two inch flak hole in tail section. Skin, former and oxygen line damaged. Two inch flak hole through vertical fin, skin damage only. Flak hole in left bomb bay door, skin and former damaged. Flak hole in right wing outer panel near connection of sections, skin, corrugation and Tokyo tank damaged. Two small flak holes through right wing outer panel near aileron, skin damage only. Flak hole through right wing inner panel between #3 and #4 nacelle, skin, corrugation, flak control rod and compression members damaged. Two small flak holes in trailing edge of left wing inner panel, skin and flak control hinge damaged. Flak hole on top of #1 engine nacelle, skin, corrugation, intercooler, high tension cable and oil vent line damaged. Flak hole through left elevator. Fabric damage only.
   
   

   TOTAL A/C DAMAGED		MAJOR DAMAGE		MINOR DAMAGE		DAMAGED BY FLAK
   13		5		8		13

1. The following armament failure was reported on the Mission of 21 July, 1944:
   1. A/C 42-31711 – The bombardier salvoed and one bomb hung up. The emergency release in the bomb bay was tried, but the bomb did not release, and was returned to base. The A-2 release has been replaced. (Mechanical Failure)

Aircraft No.107046  Squadron - 511   Pilot - Lt. Strange
Time of Abortive - ____  Location when Aborted - Enemy Coast
Reason For Abortive - Spare
Disposition of Bombs: Returned.
Altitude At Time of Aborting: 20,000’
Enemy Opposition Encountered - None
Remarks: F/S [Flying Spare]
[Signed] Wilson R. Strange



Aircraft No. 258 Squadron - ___   Pilot - Edwards
Time of Abortive - 0840  Location when Aborted - Enemy Coast
Reason For Abortive - Flying Spare
Disposition of Bombs: Brought Back
Altitude At Time of Aborting: 20,000’
Enemy Opposition Encountered - ____
Remarks: ____
[Signed] Harold W. Edwards, 2nd Lt.

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

   a. 94th "A" Combat Wing   Lead Group
   Sqdn 508th A/C: L–7920, N–7727, F–1711, C–7843, K–7557, (P–7258 Spare)
   Sqdn 509th A/C: [None]
   Sqdn 510th A/C: P–2955, A–1560, C–2576, B–6082, F–7124, S–7512
   Sqdn 511th A/C: J–7649
   P.F.F. Sqdn ___ A/C: ____

   
   

   b. 94th "A" Combat Wing   Low Group
   Sqdn 508th A/C: [None]
   Sqdn 509th A/C: G–6078, P–7193, Z–7696, R–6156, Y–6108, U–7216, L–7676, X–7926
   Sqdn 510th A/C: [None]
   Sqdn 511th A/C: X–7571, B–7492, A–1238, Y–7216, (Z–7046 Flying Spare)

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

   Squadron	508 [Call Sign]	W/T TLA R/T CARLTON		Squadron	510 [Call Sign]	W/T KFP R/T TIPSTAFF
   Squadron	509 [Call Sign]	W/T LOD R/T HOTMINT		Squadron	511 [Call Sign]	W/T PUS R/T PARTNERSHIP

4. a. Lead Box: Taxi – 0615; Take-Off – 0630; E.T.D. Field – 0630
   b. ____ Box: Taxi – ____; Take-Off – ____; E.T.D. Field – ____

5. Time:	Height:	Place of Crossing English Coast: (OUT)
   0813	15,000 Ft	Felixstowe

6. Time:	Height:	Place of Crossing Enemy Coast: (IN)
   0845	20,000 Ft	51°48'N-03°51'E [Visschershoek, Netherlands]

7. Time:	Height:	Place of Crossing Enemy Coast: (Out)
   1244	20,000 Ft	51°48'N-03°51'E [Visschershoek, Netherlands]

8. Time:	Height:	Place of Crossing English Coast: (IN)
   1316	5,000 Ft	Felixstowe

9. E.T.R.(Estimated Time of Return) Base: 1343 Hours
10. MF/DF [Medium Frequency/Direction Finder] Section: "N"
11. Bomb load of Each A/C: 94th Combat Wing "A" Lead Group
    508 Squadron: 5 x 1000# GP [General Purpose] 1/10 Nose x 1/40 Tail [Fuses]
    509 Squadron: [None]
    510 Squadron: 5 x 1000# GP [General Purpose] 1/10 Nose x 1/40 Tail [Fuses]
    511 Squadron: 5 x 1000# GP [General Purpose] 1/10 Nose x 1/40 Tail [Fuses]
    
    
    Bomb load of Each A/C: 94th Combat Wing "A" Low Group
    508 Squadron: [None]
    509 Squadron: 5 x 1000# GP [General Purpose] 1/10 Nose x 1/40 Tail [Fuses]
    510 Squadron: [None]
    511 Squadron: 5 x 1000# GP [General Purpose] 1/10 Nose x 1/40 Tail [Fuses]
12. Fuel Load of each A/C: 2500 Gallons
    
13. Group Leader:
    a. "A" Lead Box: Name: L.B. Roper Rank: Major A/C: J-7649  Sqdn. 511th
    b. "A" Low Box: Name: E.S. Fowler Rank: 1st Lt. A/C: G-6078 Sqdn. 509th
14. Passengers, if any: (Full Name, Rank, A/C and Squadron Passenger flying with)
    None
15. PFF A/C: J-7649 - 511th Sqdn. Flying with 351st Group
    

Report Compiled By Batinchok, Cpl.