WAR STORIES

The Group Commander, Col. Joseph A. Moller, tells us that today’s combat mission is a maximum effort mission by the 8th Air Force.  Scheduled to be dispatched on the mission are 2034 bombers -- 1400 B-17 Flying Fortresses and 634 B-24 Liberators. The 390th Bomb Group is scheduled to dispatch 60 B-17s flying in five Squadron formations of 12 airplanes each.  He tells us that the 40 Bomb Groups that make up the 8th Air Force will be bombing all the German airfields, communication centers, marshalling yards, and other military facilities in the general area of the “Battle of the Bulge” in an effort to aid our ground forces.  He says that the 9th Air Force with air bases in France will be giving close support to our ground forces by attacking bridges, communication lines, and armored vehicles in the field.

The Group Air Executive, Lt. Col. George Von Arb, tells us that because of the lack of air support since the “Battle of the Bulge” began, morale of the Allied ground troops is very low; and for that reason all 2034 airplanes from the 8th Air Force are being routed over the battle zone at an altitude of 15,000 feet to let the troops know that we are back in the air.  Once past the battle zone, the various Group formations will fan out and head toward their assigned targets.  Usually, 8th Air Force airplanes do not fly over enemy territory under an altitude of 20,000 feet because anti-aircraft fire is less accurate at higher altitudes.  He says that higher authorities know of the greater risk, but has decided that the risk is necessary under the circumstances.  Those of us who will be flying the mission wonder if the risk is worth it, but we all agree that “father knows best”.

The Group Operations Officer, Lt. Col. Robert W. Waltz, tells us that the 390th Bomb Group is furnishing five Squadron formations that will be flying in the 13th Wing formation, which is made up of the 390th, 100th, and 95th Bomb Groups.  One 390th Squadron will be a composite Squadron made up of airplanes and air crews from each of the four 390th Bomb Squadrons.  He further explains that the 13th Wing is furnishing five Group formations in the 3rd Air Division which is made up of the 4th, 13th, 45th, 65th, and 93rd Combat Wings.

He tells us that the time required to fly today’s combat mission is relatively long for the distance to the target area because of the large number of 8th Air Force airplanes and air crews scheduled to fly.  For comparison, the combat mission to bomb the Mainz Marshalling Yards six days ago was a 6:50 mission, and today’s mission to bomb the Zellhausen Airfield is expected to take 8:20 even though the distance is about the same.  Take-off time on each of the 40 Bomb Group air bases will be longer, Combat Wing and Air Division formation assembly time will be longer, and maneuvering time to get Squadrons into bombing formation in the target area will be longer.  The unusually large number of airplanes scheduled for today’s mission will just take longer in general.

He then presents a chart showing the make up of each of the five Group formations that will be flying in the 13th Combat Wing formation as follows:

13th A Group (Lead Group of 13th Wing)
    390th A, Lead Squadron (570th), 12 B-17s
    390th B, High Squadron (571st), 12 B-17s
    390th C, Low Squadron (568th), 12 B-17s

13th B Group
    390th D, Lead Squadron (569th), 12 B-17s
    390th E, High Squad (Composite), 12 B-17s
    100th D, Low Squadron, 12 B-17s

13th C Group
    100th A, Lead Squadron, 12 B-17s
    100th B, High Squadron, 12 B-17s
    100th C, Low Squadron, 12 B-17s

13th D Group
    95th A, Lead Squadron, 12 B-17s
    95th B, High Squadron, 12 B-17s
    95th C, Low Squadron, 12 B-17s

13th E Group
    95th D, Lead Squadron, 12 B-17s
    95th E, High Squadron, 12 B-17s
    100th E, Low Squadron, 12 B-17s

Our airplane’s position in the 390th A Lead Squadron formation of the 13th A Lead Group formation is shown below.

Our crew will be flying in the number four position not only in our Squadron formation, but also in the Group formation and in the Wing formation; and will be the fourth airplane in the take-off line-up from our Group air base.  I think to myself -- this is a highly desirable position for flying today’s mission.  The Group Operations Officer then tells us that the first airplane from our air base is scheduled to take off at 8:30, and the rest of the 60 airplanes from our Group will follow at one minute intervals.  All five Groups in the 13th Combat Wing will assemble at an altitude of 7,000 feet, and be ready to assemble with the 3rd Air Division at 11:13 headed toward Germany.  All Group formations in the 3rd Air Division as well as in the 1st and 2nd Air Divisions will then climb to an altitude of 15,000 feet and level off for a fly-over of the “Battle of the Bulge” area before continuing their climb to their bombing altitude.

The Group Intelligence Officer, Maj. Ollie A. Davis, tells us that the purpose of today’s mission for our Group is to saturate the airfield at Zellhausen with enough bombs to not only destroy enemy airplanes and equipment on the ground, but also to cover the field with bomb craters so German planes will no longer have the airfield to operate from.  He gives us the locations of known flak areas and where we might expect fighter attacks.

The Group Engineering Officer, Maj. Albert E. Engler, reports that all 60 airplanes scheduled to fly today’s mission are air worthy, including their 240 engines.  He reports that each airplane is loaded with 2500 gallons of 100 octane gasoline.

The Weather Officer, Capt. Robert E. Lamb, reports that the heavy cloud cover and fog conditions which have hovered over England and northern France for the past two weeks are finally moving out, and clear weather is expected over all targets.  Some cloud cover is expected to be encountered on the way to the target, and more heavy cloud cover and fog conditions may possibly move in later today and prevent some airplanes from returning to base.  For that reason, each of the 60 airplanes has been furnished with K rations for emergency use.

The Group Ordnance Officer, Capt. John E. Weir, reports that 38 one hundred pound general purpose bombs have been loaded in the bomb bays of each of the 60 airplanes scheduled to fly today.  He also reports that all 50-caliber machine guns and ammunition are in place,  that all gun turrets are operating properly, that all low pressure oxygen tanks are fully charged, and that all other ordnance related equipment and supplies are in good shape and available on each airplane.

After a question and answer period and the main briefing of the officers is over, First Pilots stay in the main briefing room for a few last minute instructions, and the Navigators and Bombardiers go to separate rooms for special briefings.  First Pilots are furnished with communication kits that contain such information as radio channels, control points, flare procedure, different Wing call signs and colors, and fighter call signs and channel procedures.

At the special briefing for Navigators, watches are synchronized to assure that time schedules are met for making check points while in the air.  Navigators are furnished with communication kits that contain such information as high frequency signals, colors of the day, radar stations and frequencies, and enemy radar jamming procedures.

Bombardiers examine photographs, maps, and intelligence reports so every geographic detail of territory occupied by the Germans is known and charted for reference, whether it is a small bridge or a marshalling yard.

The Co-Pilots go to the other briefing room and take charge of the other crew members, who are screened to make sure no give-away papers or other articles are being carried along that will give aid to the Germans in the event the plane is forced down in enemy territory.  Our Radio Operator, Jim Holcomb, is furnished with a communication kit that contains such information as high frequency station call signs, enemy radar jamming procedures, call signs and frequencies of other Wings and Divisions, and a list of operating signals.

After leaving our various briefing rooms, each air crew member goes by and picks up his personal equipment bag that has his identification number painted on it and is kept in numbered bins in the Personal Equipment room. Each equipment bag contains a parachute, an electrically heated flight suit, heavy flying shoes, insulated gloves, an oxygen mask, a flak vest, and a hand gun.  At high altitudes, the air crew members are sustained by oxygen from low pressure oxygen tanks and kept warm by electrically heated flight suits.  Each airplane is equipped with inflatable life rafts, signal flares, emergency rations, drinking water, fire extinguishers, and emergency hatches.  When enemy fighters or flak seriously damages the B-17 airplane, and crew members are forced to abandon it, the parachutes float them safely down to earth.  When the airplane is forced down over water, the inflatable life rafts and supplies save their lives.

As we complete our various briefings and pick up our equipment bags, we board trucks and are transported out to a hardstand where our B-17 airplane is parked.  When I arrive at the hardstand about 7:30, the Co-Pilot has already seen that each crew member has thoroughly checked all equipment at his station.  The sun has now risen and is peeking through scattered clouds and the fog has dissipated.

I immediately pick up the preflight check list form from the Ground Crew Chief, and begin conducting the preflight check of the airplane.  This is a highly important ritual that every pilot performs before starting the engines.  A double check is made with each crew member to make sure that his station is fully equipped, including a parachute, a flak vest and helmet, and an oxygen mask.  Life raft compartments are checked to make sure the two five-man life rafts and the nine one-man life rafts are available and properly stored.  Some items on the check list are verified with the Crew Chief.  The Co-Pilot and I personally check to make sure that all controls are unlocked and operating properly.  We check to be sure that the tail wheel is unlocked -- it is kept locked while the airplane is parked to keep the wind from blowing the tail around.  The tail wheel swivels which allowed the tail to move from side to side while taxiing the airplane on the ground.  The last check list item for me to personally perform is to remove the Pitot tube cover and store the cover in a covered hatch especially made for it inside the underside of the airplane’s nose.  The Pitot tube is mounted under and near the nose of the airplane with the open end of the tube pointing forward.  It is part of an instrument that measures the velocity of the air flowing through it to indicate the air speed of the airplane.  The tube is kept covered when the airplane is on the ground to keep moisture and dust out which could affect the accuracy of the instrument.

Today’s combat mission preparation stage is now complete, and the take-off time of 8:30 is approaching.  I join the other crew members outside the airplane for a few minutes of animated chatter that we always engage in to help relieve the mounting tension.  It helps, and we all climb into the airplane in a relaxed mood and get ready to “start engines”.  The Crew Chief is on hand in front of the airplane to give the Pilot the “all clear” signal.  At 8:15 on the dot, the first engine sputters momentarily and then roars to life -- the second engine -- the third -- and the fourth.  The roar of our own four engines drown out for us the awesome roar of the 240 engines of the 60 airplanes on the base that the groundmen must be hearing.  Our Co-Pilot, Winston Hayes, our Flight Engineer, Howard Wiley, and I stare intently at the instrument panel for a few minutes to make sure that no red lights are showing.  None are showing -- all systems are “GO”.  The airplane is facing the perimeter taxiway that leads to the take-off runway.  The Crew Chief removes the chocks from in front of the wheels and we slowly move from the hardstand along a short ramp to the taxiway, and wait for the Squadron lead airplane to come along.  Soon it appears trailed by the number two and number three airplanes.  I recognize them from the large serial numbers printed on their vertical tail fins, and from the white radar dome on the underside of the lead airplane.  As I move into line behind the number three airplane, I glance to my left and see that the other eight airplanes in our twelve airplane Squadron are quickly moving into line.  The four Squadrons on our airbase are dispersed around the base in four different locations, and twelve airplanes from each of the other three Squadrons are likewise moving into line.  Also, a unique situation for today’s mission is going on; additional airplanes from each of the four Squadrons are somehow moving into a twelve airplane line.  By the time we reach the end of the take-off runway, 60 airplanes are in perfect order in a long line on the perimeter taxiway.  Truly, an awesome sight!!

Our Squadron lead airplane is now turning off the perimeter taxiway onto the take-off runway.  We begin to perform the last required check of the engines before take-off in about four or five minutes.  Each of the four engines is equipped with two magnetos that furnishes the spark to the sparkplugs.  Both magnetos are switched on at all times when the engines are running even though one magneto can do the job.  To check each magneto, each engine (one at a time) is revved up to 1800 rpm and magneto number one is switched off.  If the engine does not lose power, that means magneto number two is good.  Then magneto number one is switched back on, and magneto number two is switched off.  Once again if the engine does not lose power, that means magneto number one is good.  Both magnetos on all four engines check good, and we are ready for take-off.

The airplane in front of us is beginning its take-off run, and we are turning onto the end of the runway.  We are now facing in the direction of the control tower and will get a green light in about one minute.  My right hand is on the throttle controls of all four engines, and when I see the green light at 8:34, I simultaneously push all four of them all the way forward as far as they can go.  All four engines rev up to 2500 rpm and the manifold pressure climbs to forty-one inches of mercury (41” Hg), and we feel the surge of maximum power from those four 1200 hp engines.  Manifold pressure is measured by inches of mercury to indicate the power output of each engine.  Our Flight Engineer begins to call out the airspeed -- 50 mph -- 60 -- 70 -- 80 -- the tail wheel lifts off the runway -- 90 -- 100 -- 110 -- I gently pull back on the control column and the airplane practically flies itself off the runway.  Our Co-Pilot applies brakes to the spinning wheels, and flips the switch to retract them into two of the engine nacelles.  I check the one on my left and say “Wheel up left”, and the Co-Pilot says “Wheel up right”.  The Flight Engineer checks with the gunners in the rear of the airplane and says “Tail wheel up”.  As the airplane gains speed, the wing flaps which have been extended during take-off for greater lift, are fully retracted.  We are climbing at the rate of 300 feet per minute; and when the airplane reaches an airspeed of 140 mph, I throttle back to a manifold pressure of 35” Hg and the Co-Pilot changes the engines to 2300 rpm.  I use the throttle controls to increase or decrease power as necessary to maintain the 140 mph air speed, but the engine rpm remains the same.  More power automatically increases the pitch of the propeller blades, and less power decreases the pitch which increases or decreases the airspeed without changing the engine rpm.  We are now in the air and on our way!

I turn my attention to the three airplanes up ahead.  I see the lead airplane start a slow turn to the left to begin the circling and assembling process for getting 390th  Squadrons A, B, and C into Wing Group A formation, and for getting 390th Squadrons D and E, and 100th Squadron D into Wing Group B formation.  We spend the next 20 or 30 minutes climbing and circling in a long oval pattern to an altitude of 7,000 feet, where we level off but keep circling so the other airplanes can gradually catch up and move into formation.  I reduce power to a manifold pressure of 29” Hg, and the Co-Pilot changes the engines to 1800 rpm to hold our airspeed to 150 mph.  Our oval circle pattern is about 15 miles long and 5 miles wide, and each circle takes about 15 minutes.  All forty Groups of the 8th Air Force are doing the same thing that our Group is doing.  I remember seeing a diagram of the Group assembly areas, and what is going on at the present moment is almost mind boggling.  Shown below is a picture of that diagram.

As we are completing our sixth circle at 9:30, we see the last of the 60 airplanes taking off from our air base.  After two more circles, all 60 of the 390th’s B-17 airplanes have moved into their flying positions in the 13th Combat Wing formation; 36 airplanes in the Wing Group A formation, and 24 airplanes in the Wing Group B formation.  Then comes the critical test -- getting into position to move into Division formation immediately behind the 4th Combat Wing formation which is the 3rd Air Division leader with seven Group formations.

I know what is going on inside the airplane immediately in front of us -- our Wing leader, because our crew has received some Lead Crew training.  We  probably will be flying Lead Crew in Squadron formations after today’s mission.  The Lead Navigator, Capt. J. A. Arvin, has been quickly calculating a compass heading to take our Wing formation to our designated check point and headed in a southwesterly direction ready to move into Division formation at exactly 11:13.  The Lead Navigator was given the location of this check point and this time schedule at the special briefing he attended several hours ago.  We are still flying at the  7,000 ft altitude designated for our Wing to assemble.  My job is easy -- all I have to do is follow the airplane directly in front of me.  Our Navigator, Ralph Sommer, also briefed on time schedules and altitudes, is keeping me informed on whether we are on schedule and headed in the right direction.

We arrive at the check point headed in the right direction, but we are one minute late.  This is of little consequence because we can see the 3rd Air Division Lead formation, the 4th Combat Wing, just ahead. The Group Command Pilot advises us that it’s time to begin our climb to the “Battle of the Bulge” fly-over altitude of 15,000 feet.  I gently push the throttles forward to increase power to a manifold pressure of 35” Hg, and the Co-Pilot increases the engines to 2300 rpm -- the airspeed gradually drops to 140 mph.  This is done as smoothly as possible so all airplanes can maintain their positions in the formation without any great difficulty.

We notice a Group formation of B-17s off to our left flying a parallel course to ours, and staying even with us.  The Command Pilot, Lt. Col. W. J. Jones, must be thinking the Group belongs at the end of the 4th Combat Wing formation just ahead of us, because we do some “S” flying to allow the other Group to move ahead.  This doesn’t work and the Group stays even with us.  To me this means the Group belongs behind us, but is reluctant to back off and get behind schedule.

After leaving the English coast behind us, the steady drone of B-17 airplane engines is all we hear for about 10 minutes.  Navigator: “Altitude, 10,000 feet. Oxygen mask time”. We are still over the English Channel and approaching the Dutch coast when we complete our climb from 7,000 feet to 15,000 feet.  Power and engine rpm are once again reduced for level flying at 150 mph.  All of a sudden I hear 50-caliber machine guns being fired and realize that it’s time for the gunners to test fire their guns.  They don’t need it, but I caution them anyway, to keep their aim well away from other B-17s in the area.  The Navigator reports that we will be in enemy air space in about 20 minutes, and I remind everyone to keep a sharp look out for enemy fighter planes.  I don’t join in this lookout because I need to keep my eyes glued to the airplane in front of me -- formation flying demands this.  However, the Co-Pilot and I do take turns about every 15 or 20 minutes flying the airplane during the mission; and over enemy territory we divide our attention between watching the instrument panel and keeping a look out for enemy fighter planes when not flying the airplane.

At the Dutch coast we make a 10 degree course change to the left and head for the “Battle of the Bulge” area.  I hear our Bombardier, John Nuber, call out “Fighters at two o’clock, high!” -- they are probably ours, I think to myself -- it’s about time for them to show up.  The Flight Engineer in the top turret quickly says “They’re P-51s” -- and I feel easier.  No flak on the way to the “Bulge” because we are over friendly territory as far as ground fire is concerned.  The Navigator reports that the “Bulge” is just ahead.  The Co-Pilot calls for an oxygen check which starts with the Tail Gunner. “Tail OK”. “Waist OK”. “Ball OK”. “Radio OK”. “Engineer OK”. “Bombardier OK”.  “Navigator OK”. “Co-Pilot OK”. “Pilot OK”.

Our Ball Turret Gunner, Herman Flax, says, “Hey guys, we’re getting shot at”; and our Waist Gunner, Gerald Harris, responds, “I can vouch for that”.  We are flying parallel and close to the enemy battle line, and they have turned their cannons on us.  We don’t get hit, but our Tail Gunner, Bill Koller, says, “The lead airplane in the Low Squadron is leaving the formation.  I think he’s been hit and it looks like he has lost an engine”.  “That’s Pete Stene’s crew”, I think to myself.  I ask the Bombardier to take a look through his bombsight, and let me know if he can see any sign of our troops.  After a few seconds he says, “I see some puffs of smoke -- looks like cannon fire.  Yes!  I can see some troops -- they must be ours because their guns are pointing toward the east.  They are jumping up and down and waving their arms”.  Navigator: “Let me take a look.  I see them.  This is exciting”!  Then in true Navigator thinking, he says, “We are right on course”.

The Group on our left finally leaves us.  Once past the “Bulge” area, we begin the climb to our bombing altitude.  On word from the Command Pilot in the lead airplane, power is increased to 35” Hg and engines are increased to 2300 rpm and our airspeed gradually decreases to 140 mph.  The Zellhausen airfield is near Frankfurt, a major German city which is heavily guarded with “flak” guns.  We reach our bombing altitude of 22,300 feet as we are maneuvering through these known flak areas.

As we approach Frankfurt, we make a fairly sharp turn to the left to begin an 180 degree loop to get us to the target.  We skirt around a flak area at Friedburg and head toward our IP (Initial Point for the bomb run).  The loop makes it possible for the other two Squadron formations to drop back to get in line behind us because bombing of the airfield is to be done by Squadrons.  This makes the Lead Bombardier in each Squadron responsible for hitting the target.  Each of the three Squadrons in our Group will bomb at slightly different altitudes -- our Squadron A Lead, at 22,300 feet; Squadron B High, at 22,700 feet; and Squadron C Low, at 22,000 feet.  As we head toward the IP, our altitude is holding steady at 22,300 feet and our airspeed is holding steady at 150 mph.

An 80 degree turn to the right at the IP, and we begin our bomb run.  The Command Pilot announces that the auto pilot in the Lead airplane is being switched on which will automatically hold a steady altitude and airspeed.  The Lead Bombardier switches on his Norden Bombsight which is connected to the auto pilot in such a manner that he is now flying the airplane.  The Bombardier programs the altitude, the airspeed, and the heading information into his bombsight, and aims the bombsight toward the target.  Once the sight is accurately aimed at the target, it stays fixed on the target as the airplane moves toward the target.  At the proper time, the bombsight automatically fires a smoke signal and releases the bombs.  Our Bombardier releases our bombs by flipping a switch when he sees the smoke signal, and at 2:19 calls out “Bombs away!”.  Our Squadron formation holds its heading until the bombs hit the ground so pictures can be taken of the bomb bursts, and then makes a slight turn to the left to skirt around a known flak area.  Our Squadron encountered some flak in the Frankfurt area and on the bomb run, with little damage to any of our twelve airplanes.  The radar aiming devices on the German flak guns are fooled by “chaff” dropped by an airplane flying ahead of and about 500 feet below us.  Also chaff is being dropped from each Squadron Lead airplane.  Chaff is narrow strips of stiff aluminum foil about three feet long bent into a “V” shape in the center that floats slowly toward the ground when dropped.  When a radar aiming device sees the chaff, it thinks it is seeing airplanes, and the flak bursts end up well below us.

We stay clear of some known flak areas for about 30 minutes on the way to the closest friendly territory, make a 90 degree right turn, and head for England.  The Co-Pilot calls for an oxygen check, and each station checks in with an “OK”.  The Command Pilot announces that power settings are being changed for a gradual descent.  Engines are changed to 1700 rpm and the manifold pressure is reduced to 20” Hg to hold the airspeed at 150 mph while descending at the rate of 300 feet per minute.

For all practical purposes, this combat mission is over.  At an altitude of 10,000 feet, off comes the oxygen masks for a welcome relief.  The Dutch coast is crossed at 4:10, and our wheels touch down on the 390th air base runway at 4:49.  Total flying time of 8:15 is recorded for this mission.  Deplaning is filled with much laughter, loud talk, and back slapping, thankful that another successful and safe combat mission is behind us.  I turn the airplane back over to the Crew Chief with no battle damage or repairs needed.  Then off to interrogation, where a shot of Scotch loosens our tongues even more and every detail of the mission is written down by the interrogators.  We learn that Pete Stene’s crew did make it back to the base on three engines, but that two 390th airplanes were shot down by anti-aircraft fire before reaching the target.

Later we learn that today’s fly-over of the “Battle of the Bulge” area by the 8th Air Force did indeed boost the morale of our ground troops.  Also, the 9th Air Force was out in full force giving our ground troops close air support.  On this day -- December 24, 1944 -- the Allied Ground Forces were able to regain the offensive; and on Christmas Day German prisoners were overheard saying, “We were to have been in Paris for Christmas!”.  When the final report on today’s maximum effort mission came in, the 8th Air Force rated the bombing results by the 390th Bomb Group on the Zellhausen Airfield as “Good”.  Bomb craters covered two thirds of the airfield, two dispersal areas and a hangar were badly damaged, and the airfield appeared to be unusable.

Today’s combat mission made me realize that the real war is being fought by our ground troops, but they need our air support to win.  When Germany surrenders, the surrender will be made to our ground forces.  As I climb into bed tonight, I have a deep down good feeling knowing that I helped our ground troops in a small way today.  I fall asleep wondering if our soldiers on the “Bulge” front battle lines are getting any sleep tonight.