Friday, July 30, 1943 - 386th Bomb Group Mission Number 1.

Friday, July 30, 1943 - 386th Bomb Group Mission Number 1:

Just after midnight, mess personnel were awakened! Two hours later CQ’s roused the Squadron Operations Officers who began waking up crews that were scheduled to fly today. Brass from Third Bomb Wing brought over a couple of photographs of the target, since they were the only ones in the entire command they could not be left with the Group. The photos were shown to lead Bombardier Lieutenant P. Ostrom and Lead Navigator Lieutenant Richard Slein, but only a fleeting glance at them! Shortly after which the photos were carefully rewrapped in their secret envelope and taken back to Third Wing Headquarters by courier.

Most of the crews were eating breakfast by 0230 hours. The bewitching hour of 0300 found pilots, navigators, bombardiers, and gunners in a crowded smoke filled room; chain smokers were out in force. For security reasons all flight personnel had been checked off a list as they entered the briefing room. Captain Mc Kinney was in charge of that operation.

Group Operations Officer Captain Hankey called the briefing to order, only to be greeted with a power failure, all the lights in the briefing room went out! It may have been dark in there but it sure became noisy. Communications staff headed by Lieutenant Levin came to the rescue on the double. Lieutenant William Cook communications officer for the 552nd Squadron worked furiously against time; managed to locate an auxiliary power unit to rig up and generate enough power to illuminate at least part of the briefing room and to run the projector, amid loud cheers from the assembled combat crews.

Our Group Commander Colonel Lester Maitland spoke to the flight crews saying; “I realize I’ve been tough on you during training. I always stressed bombing, gunnery, and formation flying; because it is important when going against a strong enemy air force. This first mission is a culmination of your seven months of hard training; make it a good one and good luck!”

The Third Bomb Wing will attack a target in Holland and another in Belgium that will be in conjunction with Eighth Bomber Command heavy attacks in central Germany. 2nd Group RAF is coordinating attacks on Schiphol, Holland and Lille, France airdromes with our effort. Third Wing Field Order Number18 and 386th Group Field Order Number 5 directs us to hit a target known as Z1101, which is an enemy fighter base located about forty miles inland at Woensdrecht, Holland. The 323rd Bomb Group will be hitting a target in Belgium. Our airdrome has no runways; it has dispersal areas on north half of field and a hangar on the east side. This is an important target because it can handle some sixty-five fighters; thirty single engine fighters are based there. We do expect enemy fighter opposition today!

Captain C.H. Christian from Group Intelligence had this to say about potential enemy fighter opposition. Gilze Rijen twenty-seven miles from target has thirty single engine, fighters along twenty-five twin-engine fighters. Other airfields such as Soesterberg, Arnhem, Amsterdam Schiphol, St. Trond, Merville, and St. Omer; are located from sixty to one hundred-five miles away from target with additional enemy strength estimated to be like one hundred forty-five single engine fighters. All gunners will employ zone of search method in which each gunner searches and defends his assigned zone, based on the position of your aircraft in the formation. Ammunition is maximum combat 50 caliber. Alternately loaded with two armor piercing (black tip), two incendiary (light blue tip), and one tracer (red tip).

We will fly a twenty-four-ship formation, each of our squadrons putting up six planes. All ships are loaded with eight 300-pound general-purpose demolition bombs. Each bomb has two fuses; the nose fuse is set for one-tenth second delay while the tail fuse is set for one-fortieth second delay. Our formation will be made up of four flights of six planes each. Colonel Maitland heads the lead flight or number one. His deputy is Lieutenant Curran, Captain Hanky will be flying with him. High flight or number two flight to be led by Captain Thornton, his deputy is Major Lockhart. Low flight or number three to be headed by Major Beaty, his deputy lead is Lieutenant Bartolain. Lieutenant Dewhurst leads the trailing flight or number four; Lieutenant Hochrein will handle his deputy lead.

First Lieutenant Economidis covered bombing techniques. The synchronized method will be employed on this mission. Eight Norden Bomb Sights will be carried. One bomb sight to each of the element leader’s aircraft. The lead aircraft sight is synchronized for range and deflection while other aircraft with sights synchronized for range only. Aircraft without sights will toggle on their element leaders. The Automatic Bombing Approach system is not provided in our aircraft so manual approach will be used. Evasive action will be directed by lead bombardier from Initial Point (I. P.) up to the start of bomb run.

Lieutenant E. F. Raper doled out navigation information. The route out is from base to Orfordness, where we rendezvous with eight squadrons of RAF Spitfires at 12,000 feet. Then on to enemy landfall 51 Degrees 40 Minutes North, 03 Degrees 33 Minutes East to target. Lead flight will bomb at 12,000 feet; make a 185-degree right turn off target and head for Goes. Then a slight dogleg left to 51 Degrees 40 Minutes North, 03 Degrees 33 Minutes East, leaving enemy territory at 10,000 feet. Continue let down across North Sea making English landfall at Ordfordness, then back to base.

The flak situation is this, Zierikzee, Tholen, and Haamstede are north of route and are defended by heavy type flak. The target has a single heavy six gun position one and three-quarter miles south of the target. There are sixteen to twenty light type flak positions covering the perimeter of the target airfield. There are two flak towers with automatic firing located one and one-quarter miles southwest and one and three-quarter miles south of your target. They will be on the inside of your right turn off the bomb run, so do not cut that turn too soon. On the other hand do not swing too wide because Domberg, Vlessegen, and Westkapelle are defended by heavy type flak south of your route. Eight miles south of target begins the defended area of Antwerp with relatively heavy flak so avoid it on route back!

First Lieutenant Arthur W. Anderson gave the weather forecast covering period from 0500 to 0800 hours. Take off time at 0530 hours, no clouds with visibility two miles in haze. The route out, no low clouds until ten miles off coast of England. Then becoming overcast with stratus and stratocumulus. Breaking up again and becoming two-tenths up to three-tenths over the Continent, visibility one to two miles in haze. The target area will have two-tenths or so thin stratus which appears to be dissipating rapidly. Visibility one mile or less in thick haze and fog, up to three-tenths cirrus above 25,000 feet. The return route will be about the same as route out except clouds over the North Sea should be breaking up. Back at base, no clouds with visibility about three miles at time of our landing. Temperature at 12,000 feet will be Zero Degrees Centigrade with a wind from 270 Degrees at 20 to 25 m.p.h. High tide at 0217 and low tide 0842 hours with an eleven-foot drop.

First Lieutenant Elliott Levin gave a run down on communications, which was next on the agenda. The squadron call signs are as follows: 552nd PEERATE, 553rd HAYSEED, 554th HILLBRO, and 555th TWODROP. Bomber to bomber over England on 6440 K.C. outside of England on 5295 K.C. Bomber to fighter on VHF Channel B. VHF bomber call sign is OUTSHINE. VHF fighter call sign is CRISIS. Ground Control call sign is BASTO. Splasher Beacons in use 4A, 5B, and 7D. Auxiliary airdrome is Wattisham, call sign is HALCONE, HE/DF on 4215 K.C.

Personnel equipment such as parachutes and Mae Wests will be at the aircraft. All squadrons will have transportation available at the briefing room. Captain called for a watch synchronization; ten second count down and “HACK” The airmen dramatically emptied their pockets of personal items, wallets, photos, and the like into a bag to be retrieved after they return. In exchange they were handed escape kits containing high energy food, a dime size compass, and a cloth map of the Continent. Also a packet of escape money as they filed out of the briefing room. Next they climbed into appropriate trucks which took them out to the airplanes.

Flight crews were deposited at their respective aircraft and they quickly set about checking radios, engineers and pilots made the usual walk around inspection of the ship while the co-pilot looked over the Form 1-A in the cockpit. Later engineers were up on the wings checking fuel tanks; seeing if they had been topped off to a full 962-gallon capacity, also for security of fuel tank covers. High lift developed on top of the wings at 200 m.p.h. can suck out a lot of fuel if a tank cover were to come off!

Ground crews were busy removing landing gear ground locks and Pitot tube covers, storing canvas nose-cockpit, and gun turret covers. Auxiliary ground power units were plugged in and were chugging away as a sure sign they were ready to assist the engine start up. At the appointed time pilots called out, “Clear” as inertia type starter whine built up followed by the familiar squeal of engagement. Then a hesitant cough from the engine and belches of blue-gray clouds of smoke emitting from engine exhaust stacks. Finally a thunderous roar as all eighteen cylinders of the 2,000 horse power Pratt and Whitney R-2800 radial engines responded to throttle causing those thirteen-foot diameter propellers to produce mild tornadoes behind the airplanes!

After engine run up and a few final instrument checks the planes began to taxi out and move along the airdrome perimeter track in trail. They came from two directions and met at the head of the active runway. Captain Thomas White would be flying the lead ship today and Colonel Maitland was in the right seat of their plane, “TEXAS TARANTULA” 118284 RU-M. They moved into position on the runway and held awaiting a light signal from the air traffic control crew. A green light came on and they began the take off run, lifting off at 0525 hours. The other planes lining up behind took off in approximate thirty second intervals with a standard left turn and then climbing out at 175 m.p.h.

Lieutenant R.D. Williamson was the pilot of, “TWO WAY TICKET” 131602 AN-T; he was third to the last making his take off run. The ship came off all right and his co-pilot pulled up the landing gear, the airspeed was indicating 140 m.p.h. at an altitude of 100 feet when he felt the ship sag to the right! His right side engine lost r.p.m. rapidly, he tried to trim the ship for single engine operation but it did not respond and began to settle. That old flying school advice must have flashed through his mind: “When power fails on take off, keep your wings level, pick out something soft and cheap - then head for it!”

The aircraft mushed and the starboard horizontal stabilizer struck a pole and a tree about twenty feet above the immediate terrain. The impact ripped off about two thirds of the stabilizer and the entire elevator on the right side. The ship quit flying and plopped down hard into a ploughed field just short of a mile off the end of the runway. The forward belly buckled upward which sheared bolts at fuselage station 230 splice joint aft end of the navigator-radio compartment. The fuselage split open and wrenched around to the right which in turn allowed the eight 300 pound bombs to spill out in an approximate 100 foot radius. Both engines were torn off at the fire wall and tumbled rearward out from under the wings. The plane was a complete wash-out, luckily no fire or explosion resulted. The crew members received many minor cuts and bruises, however the worst injury was sustained by the pilot - a broken finger! The last two bombers had roared over the crash site and were now about the business of trying to catch up with the group formation as it took shape circling above the base at Boxted.

Twenty-three bombers droned overhead, it was nearly an hour since the lead ship had taken to the air; hundreds of ground members watched as the diamond shaped formation of Martin B-26 Marauders headed out for their rendezvous with destiny. The formation was flying at 12,000 feet about twelve miles or so out over the North Sea as low clouds began forming several thousand feet below. A bit later scheduled test firing commenced throughout the formation, all proved satisfactory. However the pilots did not fire their fuselage package guns at this time.

The 11 Group RAF Spitfires escort began showing up in force, two squadrons of Mark V’s flying out of Kenley made up the close escort on both sides of the bomber formation. Forward target support was some distance ahead flying their Mark IX’s at 24,000 feet. They came out of North Weald with two squadrons of Spits. Two more squadrons of Spitfire Mark V’s from Stanton were the escort cover crisscrossing above the bombers. Above them were two squadrons of Mark IX’s from Hornchurch. They were the high cover with specific orders to keep in visual contact with the escort cover at all times. The total number of Spitfires taking part was estimated at ninety-six aircraft.

The formation had reached the navigation point of 51 Degrees 40 Minutes North, 03 Degrees 33 Minutes East; geographically that put them mid way between Schouwen Island on the left and Walcheren Island on the right. At this point they were approximately eight miles off the coast Noord Beveland where enemy landfall would be made. The formation leader commenced evasive action, the idea being to mess up the tracking procedure of enemy anti-aircraft gunners in the area. The ensuing legs of evasive action set up an undetected progression factor, which carried the aerial armada to the south of course. As a result enemy landfall was made five miles to right of correct landfall according to Colonel Maitland’s reckoning! The formation corrected course and continued on for some twenty miles still using evasive action, light type flak came up at them, probably 37mm, but was considered as inaccurate.

Evasive action ceased and bomb bay doors came open as the twenty-five second bomb run began. Heavy type black bursts fired from a six-gun position located one and three-quarter miles northwest of target airdrome provided an unnerving reception for the raiders. It was moderate in amount and fairly accurate, with the fourth flight catching most of it. Lieutenant Haber flying, “ELMER” 131577 AN-Y number three ship in the Fourth flight took a hit on top of the forward fuselage. Lieutenant Hochrein flying,”RAT POISON” 131606 AN-S received a hit on left hand bomb bay door along with a flak hit on a left side propeller cuff, also numerous strikes on the left side of vertical tail surface.

Lead Bombardier Lieutenant Paul F. Ostrom could not see the target through his bombsight! The morning sun at a relatively low angle coupled with heavy haze extending to 5,000 feet or more set up a light refraction situation that was impossible to cope with on a 95 degree heading. Colonel Maitland ordered the formation to continue on the heading for fifteen miles which brought them very close to the town of Hoogstraeten, at that point the formation executed a 185 degree turn for a second run at the target. Air speed was 200 m.p.h. on a heading of 280 degrees at altitude of 12,000 feet, time was 0704 hours.

The bomb bay doors had now been open for some six to eight minutes as the formation came up on the target for the second time. Heavy type black flak bursts began to appear and it was somewhat more accurate this time! The lead flight and high flight did not release their bombs. Low flight leader Major Beaty flying his ship. “SON-OF-SATAN” 131613 YA-Y was on a heading of 296 degrees as his Bombardier Lieutenant William Leirevaag picked up the target in his bombsight, which was synchronized for range only. All other ships in the low flight released on his cue! Lieutenant Dewhurst flying a ship called, “DINAH MIGHT” 131576 AN-Z led flight number four at an altitude of 10,500 feet over the target which they also bombed. The low flight and the forth flight dropped a total of 88 bombs on northern edge of a dispersal area and on some buildings. Accurate observation of bombing results were obscure by haze but was believed to be fair to good!

Flak was scoring hits on the high flight led by Captain Charles Thornton flying his plane called, “CRESCENDO” 131644 RG-C. His right side elevator trailing edge was torn. Lieutenant Bud Lambert flying, “DANNY BOY II” 134987 RG-K took a hit on the top center portion of his right wing while flying in number three position in the high flight. Another pilot, Lieutenant Steven Danforth flying, “HAZARD” 134958 RG-F in number five position high flight received a flak cut in right side leading edge where the wing joins the fuselage. Lieutenant Robert Saltsman, pilot of, “GRIM RAPER II” 134888 YA-L was flying in number six position in the fourth flight; the very last ship in the formation, sometimes referred to as, “TAIL END CHARLIE!” His tail gunner Staff Sergeant Clyde Lee called on intercom and said, “There’s a ship dropping back and he’s in trouble!” The gunner continued surveillance and informed his pilot as changes occurred.

The formation made a scheduled course change in the form of a dogleg left near the town of Goes, twenty miles northwest of Woendrecht. The turn enabled Lieutenant Saltsman to look down about a 30 degree angle and off to the left at which time he saw the flak disabled aircraft nearly a mile back and approximately 2,000 feet lower than the formation. It was difficult to see clearly because of the sun shining on top of the heavy haze in the area.

The Spitfire escort flying off to the sides and above the bombers did not detect a mixed bag of Focke-Wulf 190’s and Messerschmitt 109’s; some fifteen in number climbing up out of the heavy misty light refracted sky! The FW-190’s came in low from 6 o’clock position making straight for the straggling bomber named, “WOLF” 131597 AN-V. Tail Gunner Staff Sergeant J.F. Cuthbertson opened fire with his twin fifties on the enemy fighters. Both German fighter pilots let go with machine guns and 20mm cannon fire; tracers were flying freely in both directions. The right engine of the B-26 burst into flame as the enemy planes broke away to attack the main formation. Two Me-109’s made a pass at the stricken bomber; top turret gunner Staff Sergeant James Young was seen to continue firing at the attacking aircraft as his plane slipped away to an estimated altitude of 5,000 feet!

To inhibit a spin possibility, Pilot Lieutenant Zimmerman put the landing gear down with the hope it would help stabilize his plane which was rapidly showing signs of kicking over into a spin. It was to no avail, seconds later the ship lurched over into a slow spin! Lieutenant Cyrus Eaton was flying as an observer pilot standing on the flight deck just back of the two pilots. He dropped to the cockpit floor and slid open the two floor boards that covered the nose well; which by virtue of the extended nose wheel strut was now clear. He dove into the opening head first, egress was most difficult due to the G-Force build up as the spin tightened. It was like being pasted to the interior of the nose well - suddenly he was free of the aircraft’s influence and found himself tumbling in the air. He pulled his rip cord and the canopy blossomed with a snap. Continuing its downward spin, the flaming sixteen-ton bomber and its gallant crew plunged into the bay creating a tall geyser of water at 0706 hours! No debris of any kind was observed floating on the surface off the coastline of Holland. The Zimmerman crew: First Lieutenant G.F. Zimmerman. Second Lieutenants R.S. Molnar, S.D. McCollum, and C.S. Eaton, Jr. Staff Sergeants Y.P. Young, Jr., P.V. Bragg, and J.F. Cuthbertson.

An attacking FW-190 went after, “GRIM RAPER II” in number six position in the fourth flight at approximately 0706 hours. The fighter came from 6 o’clock position firing its guns and rolling upside down about 200 yards out, a bullet smashed through the vertical fin of the bomber. Tail gunner Staff Sergeant Clyde Lee had fired a burst 300 yards and then firing at 150 yards. The enemy plane began smoking, followed by spurts of flame as it dove away toward the low flight. Staff Sergeant John T. Mc Queeney tail gunner on, “HELL’S BELLE” 131623 YA-T flown by Lieutenant Floyd Blackburn was in number six position of the low flight. Mc Queeney picked up the Jerry at 200 yards, although smoking and weaving he was still firing his guns at the bomber. The tail gunner rattled off three hundred-fifty rounds at the fighter, it fell burning, completely out of control!

After making a pass at number four flight another FW-190 headed for the low flight. Lieutenant James Wilson was flying his ship called, “MAN-O-WAR” 131619 YA-J in number five spot. His tail gunner Staff Sergeant James Dugan opened fire at the enemy ship at 600 yards, those four 20mm wing canon belching fire back at him were certainly intimidating! The enemy came on - at 300 yards Dugan knocked off some cowling. Tail gunner Mc Queeney in the ship next to Dugan joined in the fight, with both of the men blazing away at 200 yards the FW-190 still bored in. Instantly there was a violent explosion about 50 yards behind the B-26’s, the German fighter had blown up, a wing came off and the ship went into a flat spin throwing parts in all directions. The pilot was not seen to get out as the burning mass fell earthward!

Two more FW-190’s were engaged by Staff Sergeant Mc Queeney, they came in low from 500 yards with no effect at all on the bombers. Mc Queeney fired at 400 yards range and they broke off the attack, the second fighter was smoking pretty good! An Me-109 attacked the fourth flight just after another FW-190 made a pass. The Me-109 came out of the sun and opened fire on number six ship piloted by Lieutenant Saltsman, his tail gunner Clyde Lee fired four bursts starting at 400 yards. The enemy broke away at 100 feet flaming and smoking. The plane dipped down and was engaged by Staff Sergeant M. C. King tail gunner in the lead ship flown by Lieutenant Dewhurst in the fourth flight.

From there the enemy flew passed the high flight and up to the lead flight; ship number four, “CLOUD HOPPER 2ND “ 131763 RU-O was flown by Lieutenant Emmet Curran; his tail gunner Staff Sergeant Robert E. Dall scored hits with four bursts at 400 yards. The Me-109 circled back and passed through the center of the bomber formation where it was fired upon by ship number two in the low flight, “HELL’S FURY” 131625 YA-R flown by Lieutenant Raymond Sanford. His tail gunner Staff Sergeant Herbert M. King raked the enemy plane with a burst of fire. The enemy went out between the lead and high flight; it was last seen diving in smoke and flames!

Still another Me-109 approached ship number six in the fourth flight (Lieutenant Robert Saltsman) from 6 o’clock low firing from 600 yards out. Answering the enemy fire was Staff Sergeant Clyde Lee firing two short bursts at 400 yards which broke off a piece of the horizontal stabilizer of the Messerschmitt. Lieutenant Hochrein flying number four in the fourth flight heard his tail gunner Private P.V. Suway firing two long bursts, the gunner made hits on the fuselage of the enemy plane at 700 down to 300 yards.

Another pilot, Lieutenant L.E. Haber was flying, “ELMER” 131577 AN-Y in number three position of the fourth flight, his tail gunner Staff Sergeant R.L. Chadburn fired 500 or so rounds scoring hits at 500 yard range. Tail gunner Staff Sergeant M.C. King flying with Lieutenant Dewhurst fired two bursts at 350 yards scoring hits in the nose and belly. Staff Sergeant J. Dunn waist gunner on the same ship made hits with two short bursts at 200 yards. The enemy plane passed between the fourth flight and high flight near ship number six, “MARGIE” 134970 RG-L flown by Flight Officer John Albers. His tail gunner Sergeant Mc Graw and waist gunner Staff Sergeant Thomas S. Upton engaged it from 300 yards and 190 yards respectively. The enemy plane went down out of control in smoke and flames!

Captain Charles Thornton was leading the high flight as his co-pilot Lieutenant Anderson glanced off to his right, he called on intercom to alert the crew to the fact a FW-190 was coming in firing from 250 yards at the 2 o’clock low position. His waist gunner Staff Sergeant Myron O. Mc Kim takes up the narration: “I grabbed the gun on the right but it was too late; as he went under us I grabbed the left waist gun and opened fire but the tracers were behind the fighter. I fixed my lead right and caught him right above where the wing joins the fuselage. He started smoking and then burning, and then went into a dive!” End of gunner’s statement. Captain Thornton looked out of his left side pilot window and said, “This plane was on fire badly and went down burning all over. I last saw him out of control not over 200 feet from the water, and pilot did not get out! End of pilot’s statement.

Lieutenant Paul Bartolain was flying, “MISS MURIEL” 134948 YA-K in number four slot of the low flight. A FW-190 singled out his ship for attack coming in from 10 o’clock at 500 yards firing and slowly rolling over and going out at the 7 o’clock position. It was picked up by waist gunner Staff Sergeant Herbert T. Tanner firing at 200 yards, also joining in was his tail gunner Staff Sergeant Russell H. Orwig who continued to fire out to about 600 yards. When last seen it rolled over and went toward the water smoking as a Spitfire followed it down. The Spitfires were now darting in several directions looking for more German planes. It was extremely frustrating for them because the German pilots chose to fly up out of the murk and attack the bombers from underneath.

One Me-109 headed in at the 7 o’clock position passing under the number four flight, the enemy pilot slid in between 4 o’clock and 5 o’clock position behind the lead flight where he joined up with yet another Me-109. Major Charles Lockhart was flying, “WINNIE” 131617 RG-A in number four spot in the high flight. His waist gunner Staff Sergeant Andrew HOAGLAND shot up an entire can of ammo at the enemy ships from his left side waist gun. They passed through and under the bombers, then going out between 10 and 11 o’clock position. One of them made a turn below the formation and made a second pass from 6 o’clock with Lieutenant Dewhurst flying lead in the fourth flight picking up a bullet hole in his rudder and left elevator. For the twenty-three bombers air battle lasted from four to five minutes with some fifteen enemy fighter planes - and now it was over. The 386th bomber gunners made a very good accounting of themselves!

The formation was now well out over the North Sea as the lead and high flight opened bomb bay doors and jettisoned their bombs into the water from an altitude of 10,000 feet. They continued a slow let down until they reached a scheduled altitude of 6,000 feet; now somewhat south of prescribed route, they made English landfall at Harwich. From there it was due west nineteen miles to base. The flights of six planes broke off to set up their landing sequence. The first man landed at 0744 and the last ship came in at 0800 hours.

The interrogation room was a noisy and crowded with twenty-two crews telling their stories of what happened on the Group’s first day of air combat action. A large number reported seeing Lieutenant Zimmerman’s plane shot down. The Bartolain crew stated the ship crashed into the water at 0706 hours. They also had a complaint about their own plane; a tail fuse pin had been pulled prior to take off by person unknown! The cotter pin with tag was found on the cat walk in the bomb bay. The Perkins crew saw some gray camouflaged FW-190’s. The right engine cylinder head temperature gage went out on the Blackburn crew’s aircraft.

The Curran crew and Captain Hankey said the formation went about fifteen miles too deep before turning after missing the target on the first run. Danforth crew said the bomb bay doors were left open for six to eight minutes because of two runs made over the target! Sandford crew reported seeing fighters come in one minute after bomb release. Some fighters were light blue and yellow. The crew had some radio problems also; number three transmitter for intercom not satisfactory and VHF set did not seem to be working. One turret gun not functioning. Windshields must be cleaned. Either take the glass window out of the tail or put a larger one in, gunner’s view is blocked at some angles as it is now!

The Albers crew saw a FW-190 with a red engine cowl. All of us gunners need more aircraft recognition, about four gunners turned loose on a Spitfire! The Thornton crew said the formation made enemy landfall five miles south of prescribed course. Also thought lead element did not take sufficient evasive action. Saw one FW-190 which was black in color. Colonel Maitland crew said they jettisoned their bombs on the way back over the North Sea. Also reported the 522 radio set was very noisy, and one compass was out of order. Splasher Beacon reception was weak and VHF very noisy. The Hillis crew would like to have more time devoted to target recognition material. Dewhurst crew reported seven vessels going southeast. Light cargo vessels about one mile off coast on return flight about four miles southeast of Harwich.

The method of defense search, and firing proved successful with some 9,839 rounds of ammunition fired at enemy fighters with the following results: Two enemy planes destroyed, two probably destroyed, and two others damaged; credit was listed as follows: Staff Sergeant M.O. Mc Kim 552nd Squadron, one FW-190 destroyed. In the 555th Bomb Squadron Staff Sergeant J.T. Mc Queeney and J.J. Dugan shared credit for one FW-190 destroyed. Staff Sergeants C.E. Lee 553rd Squadron and J.T. Mc Queeney from the 555th Squadron, shared one FW-190 probably destroyed. J.T. Mc Queeney also received credit for one FW-190 damaged. Staff Sergeants C.E. Lee and M.C. King members of the 553rd Squadron along with R.E. Dall 554th Squadron and H.M. King 555th Squadron all shared in one Me-109 damaged. Staff Sergeant T.S. Upton and Sergeant W.V. Mc Graw 552nd Squadron , also Staff Sergeants J. Dunn, M.C. King, C.E. Lee, R.L. Chadburn and Private Suway 553rd Squadron all shared one Me-109 probably destroyed.

The losses for the Group were one B-26 shot down with seven men missing in action. One B-26 destroyed in take off crash, crew had minor injuries. The 386th had the dubious honor of being the first B-26 outfit to have a plane shot down from medium altitude by German planes, but then on the other hand they were the first B-26 Group to shoot down a number of German fighter planes! Another bombing mission was scheduled for 1900 hours but was cancelled at 1034 hours by order of Colonel Anderson from Third Bomb Wing.

A B-17 named, “PATCHES” aircraft number 848 landed at Boxted at 1139 hours. Five of its crew members were wounded and were sent to Watersham Hospital. The plane was parked on the grass just north of the taxiway by the large hangar located to the right of our Group Headquarters. Staff Sergeant James Wilkie and the author took a tour the heavy bomber, there was much evidence of blood letting near the starboard side waist window. We could see daylight showing through the hundreds of holes in the fuselage caused by flak and 20mm fragmentation hits! There was a very large hole clear through the left wing panel. A 20mm cannon shell had hit dead center between the twin guns in the ball turret. The Norden Bomb Sight had been removed to the bomb sight vault for storage on this base. A Third Bomb Wing crew had removed all of the bombs from the early morning B-26 crash site, at 1630 this Group began gathering up all of the B-26 wreckage for salvage.

All flying activity ended at 2230 hours. The Group received word the 323rd Bomb Group early morning mission to Belgium had been recalled because RAF fighter support was not available. The probable reason for that was the fact the RAF Fighter Command allotted an estimated ninety-six Spitfires to escort the 386th Bomb Group’s twenty-four planes and had no Spitfires prepared for use with the 323rd Bomb Group! Six K-21 strike photo cameras had been prepared to record bombing results of this mission. However for some unexplained reason none were installed in the designated aircraft!

The following information was related to the author by Major Thomas B. Haire who was an S-2 Officer in the 552nd Bomb Squadron, 386th Bomb Group: A drama was still unfolding on the waters off the coast of Holland. After parachuting from the burning B-26, Lieutenant Cyrus Eaton had landed in the water off Bergen op Zoom. A Dutch fishing boat Captain saw him and came over to pluck the young aviator from the chilling water. The boat crew put him into a fish holding tank and covered him over with fresh caught fish. Very shortly thereafter a German patrol boat drew along side and soldiers boarded the fishing vessel. They gave the craft a thorough inspection, even probing the fish tank with a pitchfork, but did not find the airman! Sometime after the Germans departed, the boat crew took the pilot out of the smelly fish tank and gave him a bath to remove the strong fish odor. The boat returned to its regular dock a bit after midnight, however the Germans were on the dock as the fishing crew came in. The 553rdSquadron member was taken into custody by the enemy soldiers and led away.

None of the returning flight crews had reported seeing any open parachutes when the Zimmerman plane went down. Group S-2 Officer First Lieutenant Thomas B. Haire had filed a report stating the crew was missing in action. No reports were received through normal channels confirming any of the Zimmerman crew had become P.O.W.’s; and the International Red Cross had nothing to report on the matter. Several months went by and The Group changed their status to killed in action!

Cyrus S. Eaton, Sr. was a powerful industrialist and one of America’s twenty wealthiest men. It is reputed he gave millions of dollars to the presidential campaigns of Franklin D. Roosevelt. Many months had passed but the elder Eaton simply refused to believe that he son was dead! Being a determined man, he used his influence and persuasive powers to obtain facts concerning the status of his son. The 386th Bomb Group was to feel the pressure; requests began to arrive from the Pentagon. Later requests came from The White House with orders that all information be sent directly to that source! Luckily fate intervened to resolve the tense situation. The Red Cross was finally able to establish through their efforts that Cyrus S. Eaton, Jr. was indeed alive and a prisoner of war in Germany!

COMMENDATION
After Group’s first operational mission against Woensdrecdt Airfield, 30 July 9143, from Commanding General, Third Bomb Wing: Congratulations to you and your gallant combat crews and all the others of the 386th on your first operation against the enemy. The job was well done and typifies the growing strength of the Third Bomb Wing.

Candee

Addendum: It was later learned that the Lieutenant G.E. Zimmerman crew had been shot down by a FW-190 pilot - Feldwebel Karl Willus. The enemy pilot filed a combat report stating he shot down a Boston type aircraft, (Douglas A-20) at 0705 hours, July 30, 1943. Location given was Northwest of Antwerp. He had mistakenly identified the plane because he had never seen a Martin B-26 up to that point. At the time he was assigned to the 2./ JG 26 on the Channel Front. It was his 34th victory. August 4, 1944 he was killed during an air battle with an American fighter pilot flying a P-47 over Holland; just after Karl Willus had shot down his 50th plane - a B-24 Liberator. His FW-190 was seen to spin down, crash into the ground, and explode!

Chester P. Klier
Historian, 386th Bomb Group



Chester P. Klier Historian, 386th Bomb Group