USAAF 447th Bomb Group
Looking for Relatives - CLICK PICTURES TO ENLARGE THEM
Saturday, December 21, 2013
Friday, November 2, 2012
Henningsen's Crew - 25 August 1944
Found this photo quite by chance last night. The details written along the bottom tell that it was taken from a plane flying with the 94th Bomb Group (H) based at Bury St. Edmunds in Suffolk. Noted also is the date: 25 August 1944; the altitude: 21,500-ft.; and the target: Rechlin.
The date and target caught my eye. This was the same day that Otis and the rest of Bud's crew were shot down over Rechlin. That story was written up by Otis and Bob, the co-pilot on that mission and I have them both. Some years ago, I combined them and found some relevant photos to illustrate the story, then sent the story to what descendents I could find.
However, this picture may be the icing on the cake for this story. The silver specks left of center and a little high is another group of planes that could be 447th B-17s; the two Groups often flew their missions together. Back home in England, their bases were about 5-miles apart. Otis, flying in Bud's crew, may be in one of those planes, plowing their way to the target and to their date with destiny, ditched in the North Sea....68-years ago.
For a crew that had to ditch in WWII, if they survived, the story became the one they told all their lives. It was fairly rare to survive a ditching. Another story and amazing picture can be found here.
To illustrate my earlier story, I used a satellite image to draw the course and note the point of ditching. Matches pretty close to the picture, doesn't it? (Note: Their briefed target that day was the missile base at Peenemünde but, good results reported from the first Groups over that target led to the decision to turn off to Rechlin).
Wow!
Thursday, November 1, 2012
Roy's Ditching Story
This is an abbreviated version of a much longer story I
thought I would share as an illustration of the kind of useful information
transfer that can take place online.
Before the arrival of the net, developing something like this was
essentially impossible. For instance,
until many of the WWII veterans started retiring in the 1980s, most of them
knew very little about the larger story they had once been a part of during the
war. My father, a 21-year old aviator in
1944, built a substantial WWII library and for most of his life, studied the Army Air Force he had
been a part of.
The wide
availability of the net arrived a little late for most of them, but many invested
a huge amount of time and effort in further recording their experiences as young
men. Their communication tools: a phone, mail, and Xerox copies of original
documents.
Roy never
flew with my father’s crew although they did fly their missions during some of
the same months of 1944, from the same Army Air Force base in England. A few years ago, as I went through my
father’s things, I found the beginnings of Roy’s story. It was a 1-½ page typewritten letter and a
few pictures Roy, then 70, sent to my father as his submittal for possible use
in the Group’s reunion history. Roy’s
story wasn’t used; he passed away a year later.
His brief letter
didn’t contain much information, but as I read it I could sense the pride and
strength in the once young eagle’s words.
He included a photocopy of his Goldfish
Club patch and certificate, which suggested that there might be an
interesting story beyond Roy’s words. I
dug into it.
Here is Roy’s
1991 letter as he wrote it:
A Mission Remembered
“One of the most memorable of the thirty missions as a ball
turret gunner was my sixth with the Squadron and the sixty third for the Group.
“May 12, 1944 was to be a day not easily forgotten. Our mission was to destroy a parts and repair
plant, the Focke Wulf, in Swickau, Germany.
“Early in
our flight we were met with heavy German resistance. In spite of the loss of one engine due to
heavy enemy fire and flack, we were able to continue and deliver the bombs
right on target.
“Returning
back to the base was a bit more challenging.
Two more engines were made useless by the constant German fire and
flack. The injured tail gunner managed
to down one enemy plane and I downed two from the ball turret. On orders we’re going to abandon ship. Within a split second our plans were changed
when the injured waist gunner accidentally kicked out another chute as he
jumped. It was decided that we would
ditch in the English Channel.
“As the
plane lost altitude, everything of weight was thrown out (guns, ammo, radio),
anything to make her lighter. The plane
took quite a beating. We now had a B-17
with one engine and a flack ridden bomb bay door which could not be completely
closed, heading for the channel. The
crew had a fatally hit tail gunner and a severely wounded navigator. Under the skilled hands of Lt. William Moses,
the plane skimmed the choppy waters and an unbelievable landing was made.
“Our
surprise of surprises came as those red handles were pulled and only one dinghy
was found put aboard. I have since
learned that a stripe or two was lost due to the oversight).
“The deceased tail gunner was buried with
the fast sinking plane as the others got into the dinghy. The dying
navigator knew I was the only crew member on the outside of the raft,
hanging on rather tight. He asked the
co-pilot that he be buried at sea thereby making room for one more, me. Upon his death, his wish was sadly carried
out and I was helped on board.
“The sight
of an English sea plane coming to our rescue made us more aware of being
attacked by ground troops. We were
closer to the French boarder than first thought. The rescue plane took two rough hits but we
safely boarded and headed out.
“After
being released from the English hospital, where flack was removed and treatment
was given, a week of R&R at Spetchley Park was quite a
welcome change. Then it was back to the
base from where the remaining missions were flown.
“Before
leaving for the U.S., I was presented
with a patch and a card making me a member of the Gold Fish Club. On the way
home I truly felt exactly what belonging to the “Lucky Bastard’s Club” made me.
. .
“Upon
graduating in Larado from gunnery instructors school, it was on to Westover Field, Massachusetts. Assignment at the Range ended about the time
of V.J. Day. Honorably discharged at Ft. Devens, I headed for Toledo with a new
“Ruptured Duck” and a promise that was fulfilled six months later when a New England gal became my
wife. Looking back there is no doubt, I
had the privilege to fly with a great crew that day. As anyone reading this has experienced…some
days were a bit easier than others but it’s great that I’m here to write this
and that you are here to read it. So it
surely was a good cause after all…God bless America.
Roy Roesch - 1991
Roy’s letter was puzzling in that he didn’t
name any members of his crew. A bomber
crew was typically a very tight-knit unit, but in Roy’s case, as I discovered
later, he was flying as a replacement with this crew…so, he didn’t know any of
the others. He had a story he wanted to
tell, but it was really hard to figure out from his letter just what it
was. This is not uncommon when you read
old accounts, or more recent accounts written by older men…we all tend to lose
our sharp recollections over time.
However, I recognized the specialized terminology from having
studied my father’s AAF service.
There are
so many similar stories that time doesn't permit developing them unless they touch
my father’s experience. Roy’s halting story intrigued me. Within a few hours online, I had the names of
the crew and a very narrow idea of what had occurred. Within a couple of weeks I had the Missing
Air Crew Report from Maxwell AFB and a much better understanding of the story. Of the 10-man crew, 7 had been rescued, 2
killed, 1 bailed out and taken prisoner; and the rescue planes had come under
fire from the shore about 4000-yards distant.
This was a far more dramatic event than most similar ditchings with
which I was familiar.
After
taking the story as far as I could in 2007, I wrote up a brief piece summarizing
the information I had, and posted an inquiry to one of the WWII Air Force
forums. Almost 4-years passed before the
first response came in. It was Jim’s
daughter and she knew less than I did about her father’s ditching experience,
except that it had happened.
About a
year later, after 5-years had passed, a great nephew of the “deceased tail gunner” and the pilot’s
son got involved by comparing their notes and pictures. The MACR contained a real collection of
documents that included reports from nearby aircraft, from a German POW camp,
and from several of the rescued crewmen themselves.
Roy’s crew
had been seriously shot up over the target, torn up further by Luftwaffe
fighter attacks on the way out, and ultimately they ditched just offshore. Unlike most ditched aircraft where the crew
was killed, 7 of Roy’s crew managed to survive the ditching and escape capture
aboard a rescue plane as it came under fire from the nearby shore. As a result of the "deceased tail gunner's" distraught
father being very persistent in seeking the details of his son’s death, the MACR
was filled with far more information than are most others. There are lengthy
personal letters from several crewmen describing what had happened in much more detail than Roy wrote in 1991.
Quite a bit more could be developed about these crews and this particular
mission. For instance, other researchers
are working on the details of the mission itself and of individual unit
locations. It is known that the
Luftwaffe fighters had repeatedly attacked Roy's bomber stream in their devastating
10-abreast frontal attacks. At this point in the war, these attacks were rare--the Luftwaffe had been severely damaged earlier in the year during "Big Week."
The following is a page from Don Jones’ personal journal describing Roy’s May 12, 1944, mission from Don's perspective flying in a nearby B-17…it was found quite by chance as I was preparing
this essay. These are his words,
verbatim, as he wrote them into his journal after returning to base from the
mission…it’s poignant to think that as he was writing these words, Roy and what
was left of his crew were just being recovered from the English Channel:
“We
started out this morning at 8 O’clock, flying our own
ship (400) as #5 in the lead. Our route
was between Dunkirk and Ostend. A little way in enemy territory, we picked up
a few of our escort (P47’s). Then about
half-way to the target, bombardier calls out about 10 e/a which attacked from 12:30 high.
They passed thru us not making any hits, or us on them either. P47’s jumped, leaving us without dropping
bombs on us (no effects seen) and attacked following wing. That wing was lit up like a Christmas tree
with 20 mm cannon fire. I saw at least
10-12 B-17’s blow up or else go down out of control. It was a horrible sight. About 5 minutes later about 15 e/a passed
thru our formation, causing one ship in high group to blow up, and a few other
planes to feather props. This was
another head-on attack. From then on to
the target we were not bothered by e/a, but were also without visible fighter
support. Our bombs were dropped over
primary target O.K., and from what I could see results were not good. However, the other group really plastered the
aircraft plant. There was no flak there,
but during the day we ran into scattered stuff, none of it accurate. After the target, we picked up some P-38’s
which “S” –ed overhead. At that time we
were attacked by 12 ME 109’s from 1 O’clock, a little
high. The escort didn’t seem to pay a
bit of attention to them, which burned us up.
From then on the rest of the mission was without incident. Our crew made no claims on e/a, and I saw
only one fighter go down. Peters
(co-pilot) and Prendergast (navigator) flew with us, otherwise complete
crew. Flying time was 8 hrs. about 6 ½
on oxygen. No damage to our ship.
This was a
helluva mission, and made me admire those old timers that flew without
escort (note: just a few months earlier in 1943). The Luftwaffe still packs a
mighty wallop, if they want to come up and fight. On visual missions, like today, we are going
to see a lot more of ‘em. (Hope not!!!)”
Most
recently, and most astoundingly, one of the current descendents researching
this story of his great uncle (the deceased tail gunner), found on eBay a picture of a
lone B-17 shown in a large, but clear Army photograph. He bought it knowing only from its markings,
that the plane is from his great uncle’s Group.
He sent a copy of it to me after he received it.
I was able to isolate the plane and enlarge the clear
image. The tail number identifies the
aircraft as being Roy’s plane ! And the lower border nomenclature
reveals that the mission is the one that Roy’s story tells. You can clearly see
smoke trailing from the off-side, outboard (#4) engine, #3 appears to be feathered, and there is visible damage on the horizontal
stabilizer. As related in the accounts, this plane was shot to hell.
They were
still aloft, by themselves at this point, in slow descent heading for their date with destiny. And this is a fantastic story that began with
a single posting to the net, about 5-years ago. None of the survivors ever saw this picture...the story now belongs to their descendents.
Tears in my eyes? You bet.
Friday, March 4, 2011
A Stranger and Alone
“A Stranger and Alone”
by PFC John M. Behm (1944)
We are the insolent invaders with many uniforms
Who have come to England from far away
Bringing gifts of chewing gum and Chesterfields .
We are the harsh strangers—the vain, hearty foreigners,
The aliens thoughtlessly trampling your calm vineyards.
The slim colored boys send our heavy trucks
Screaming along your narrow roads.
The big tanks rip up the pavings
Of your ancient towns.
The jeeps and weapons carriers
Do fifty-five around your Z-shaped curves.
The half-tracks hold your traffic up for hours.
The countryside rings
With the blare and whirl of our machines.
We are loud and fast and wild and lusty.
We are drunken, proud, hard, and potent.
We could drink your island dry if you would let us.
We are the terrible, mischievous warriors
From far away.
We are, I’m afraid,
Just a little bestial
For your highly tempered tastes.
But England ,
Understand us!
Though we sneer and boast in the pubs,
Consuming your beer and belittling your glory,
We tremble and are afraid in the streets
Before the blind audience of closed doors.
We are young men whose roots
Have been left far behind
In strange places called Brooklyn and Sacramento and
We have been torn from the soil where we grew
And flung like exiles across an ocean
To a land we never dreamed of.
We are bewildered and weary,
Lonely to the point of madness,
And if we shout and curse
Through our quiet dreams,
Forgive us.
We are merely looking for a way to go home.
Thursday, November 11, 2010
Friday, June 25, 2010
Winning Your Wings
This is a 1942 AAF recruiting film starring a very young Lt. James Stewart. This film had a tremendous impact on hundreds of thousands young men as it told of a reduction in education requirements for aviation cadet candidates. This reduction opened the possibility of flying to a huge new recruit pool just as WWII began.
Monday, June 21, 2010
Lt. Col. Charles H. Bowman
In doing some reading about the Army Air Corps of WWII, I’ve encountered many poignant stories of young men who flew the bombers from England against Hitler’s fortress Europe. If you ever heard a WWII veteran say that the real heroes are the ones who didn’t come home, these were some of the young men to whom those veterans were referring.
Charles Henry Bowman was a high potential young man from Casper, Wyoming. Shortly after he graduated from high school his father died, leaving Charles’ kid sister and mother alone. Charles was selected for an appointment to West Point and despite the trauma of losing his father, accepted his appointment.
He went on to become a member of the USMA Class of 1939. In keeping with tradition, his roommate wrote a short description of Charles for the West Point yearbook, noting that Charles had the patience of Job, a subtle sense of humor, and was a good dancer.
After his commissioning as a second lieutenant, Charles volunteered for the Air Corps and undertook pilot training as the United States began its military build up prior to WWII. Just after Pearl Harbor Charles served for several months in Australia and Java against the Japanese.
West Point graduates formed the professional core of many of the bomb groups based in England and pilots like Charles who had a few years of service before WWII were well on their way to achieving higher rank than most of the cadet airmen that soon followed them. By 1943 Charles was a 28-year old lieutenant colonel, the 447th deputy group commander, and a B-17 command pilot.
In January 1944, the target was the machine and munitions works at Brunswick and Charles was scheduled to lead the group of 35-planes. However, his plane developed engine trouble and he returned to the base for a replacement. Unable to catch up with his own group he joined another group that was trailing behind his own.
Near Rehburg a Luftwaffe JU-88 flown by Bruno Rupp slipped in behind Charles’ B-17 and launched a rocket. Reports from other planes in the vicinity told of seeing his stricken B-17 dive 5000’ in flames, before 4 parachutes were seen. Then the plane exploded. Two men survived to become prisoners, but Charles was not one of them.
At the time his plane went down, Charles had been in training for his position nearly 9-years. That fateful January 1944 mission was his second and last in the ETO. For the past 66-years Charles has rested beside 5,328 others in the Ardennes American Cemetery at Neupre Belgium. His mother died in 1948 and what became of his kid sister isn’t known. There was no one left to bring him home.
A recipient of 2 Silver Stars, a DFC, and a Purple Heart, Charles is but one of the young men we honor on Memorial Day.
Note: Within 1-week of my inquiry for assistance in getting an actual picture of Charles' grave in the Ardennes American Cemetery, a fine gentleman living near the cemetery sent this photograph to me. Thank you, André.
Treasure peace, fight tyranny, never forget those who fought.
a paix au trésor, de la tyrannie se battre, ne jamais oublier ceux qui ont combattu.
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