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Dewey Christopher 2018 with photo taken with Dewey ( standing far left) Skipper and Capt Swartout Crew. Photo by Matt Mabe 

U.S. Air Force Airman 1st Class Isaiah Herring, left, 100th Aircraft Maintenance Squadron maintainer, and U.S. Air Force Airman Camden Roman, 100th Maintenance Squadron maintainer, pose for a photo with retired Master Sgt. Dewey Christopher, a former 351st Bomb Squadron crew chief, 100th Bomb Group and World War II veteran, during the veteran’s visit to RAF Mildenhall, England, June 21, 2019. Christopher visited the base to attend a renaming ceremony of the Professional Development Center in his honor. (U.S. Air Force photo by Karen Abeyasekere)

SERIAL #: 18053640 STATUS: DUR




Crew Chief for SKIPPER, SKIPPER II, HUMPTY DUMPTY,  received Bronze Star, Polish Medal for dropping supplies 

The information on my late husband, M/Sgt. Wylie B. Harrison which you sent to my grandson Mark Harrison, has been sent on to me. I believe all the information is correct except the statement that he was on the first Russian Shuttle Mission on June 21, 1944. I was sure that he did not go on that mission and I have visited with Dewey  Ray Christopher who confirmed that. Ray went on that mission, but my husband did not. I hope this will help to correct the information on my husband. Alminice Harrison 

From Dewey Christopher on the use of engineering tents by the Hardstands:
"These tents were used to keep out of the elements and were used to clean the guns.  After a mission, the crew would go to debriefing, drop off their flying cloths and then the gunners would return to the hardstand to clean their guns.  They would be clean and oil them and then put them back in the plane. The 50 cal’s were oiled after each mission in order to help keep the parts lasting longer.  The next morning (provided there was a mission) the gunners would return and clean all of the oil out of the guns so they did not freeze up at high altitude.  As for the Tents being used for Bombsight maintenance, Dewey did not recall this being the case; he said that all repairs were done at the Bombsight maintenance building near HQ.  Each squadron had 3-4 people who installed the Bombsight into all the planes.  Each made there way to the respective hardstands accompanied by an armed guard.  Upon return from a mission, the same man along with armed guard would be waiting at the hardstands in a jeep to retrieve the Nordon Bombsight and return it to the Bombsight Maintenance building.  As stated before, this was one of the most guarded secrets of WW2, should a crew crash land, the Bombardier was to make sure the Nordon Bombsight was destroyed, usually with his 45 cal. 

Dewey on the Hang the Expense, Drapers Barn incident:

Very little is known about the following incident.  I was assigned to Hardstand 6 right next to Drapers Farm. When Hang the Expense went through the field and took out the engineering tent, with one wing, there was an additional landmark that was blown over.  It turns out that Hang the Expense also took out the local Outhouse, Latrine, Honey Pot.  A Sgt. Walton in the Armament section of the 351st was using the facilities when Hang the Expense blew through the field and knocked over the latrine. According to reports, Sgt Walton was seen scrambling out of the tipped over outhouse trying to pull up his pants and running for his life.


Slight amendment Joe, Bob Spangler was the Line Chief, to which Flight Chiefs reported, and Crew Chiefs reported to the Flight Chiefs. Dad's Flight Chief was Joe Niehaus. And yes, Dad thought the world of Bob Spangler. Bob was especially adept at electronics, which was a really special skill. Paul Acton, notice that Bob's jeep is parked in front of Sunny II.

“Tails from the Hardstand: 100th Bomb Group veteran shares ‘Bloody Hundredth’ memories”
By Karen Abeyasekere, 
100th Air Refueling Wing Public Affairs / Published July 15, 2019 

Dewey Christopher, now a retired master sergeant and veteran of World War II and the 100th Bombardment Group and 351st Bomb Squadron, poses for his official photo in his Class A uniform in 1942. Christopher was a crew chief with the 100th Bombardment Group and 351st Bomb Squadron at Thorpe Abbotts, Diss, England, during World War II. He visited RAF Mildenhall in June 2019, when the Professional Development Center was renamed in his honor, and while here shared stories from his military days. 

“It was right after Pearl Harbor happened that my best friend and I decided to join up with the U.S. Army Air Corps,” recalled retired Master Sgt. Dewey Christopher, a former 351st Bomb Squadron crew chief, 100th Bombardment Group and World War II veteran. “We went to Oklahoma City to sign up and by Dec. 17, 1941, I was in the service.”

Christopher recently visited RAF Mildenhall as guest of honor at a ceremony renaming the Professional Development Center after him, and shared some of the stories from when he was stationed in England during World War II.

The early days

Dewey, now 96, joined the 100th Bomb Group at Thorpe Abbotts, Norfolk, in May 1943, and was the dedicated crew chief to several B-17 Flying Fortresses during his time there, his first being ‘Skipper’.

In 1944, squadron sizes increased from 12 to 16 airplanes and some of the assistant crew chiefs were made crew chiefs, explained Gary Christopher, Dewey’s son who accompanied him on the visit to RAF Mildenhall, adding that his dad’s assistant was made a crew chief and took Skipper II, so his dad then got a new airplane – ‘Humpty Dumpty’.

“I had two Humpty Dumpty’s and two Skippers,” chuckled Dewey. “They weren’t the same models though – Skipper I was an ‘F’ model; Skipper II Humpty Dumpty I and II were ‘G’ models.”

Being stationed out in the wilds of the Norfolk countryside, Thorpe Abbotts was pretty much miles from anywhere which brought about several challenges.

“In the beginning, the 456th sub depot hadn’t come on board yet. My first engine change on Skipper I was out in the open, on my hardstand. We had to set the new engine on sandbags next to the old one, and would transfer almost every part off the old engine onto the new one – it took three days,” he exclaimed. “After sub-depot started working with us, they built the engines up for us. Then, when we had an engine change, we’d call them and say, for example, ‘I need a number three engine.’ They would bring it over, and in half a day we’d have the engines changed! It was all built up ready for us.”

Weather worries

The 100th Bomb Group veteran described how the elements during the days of World War II were a big deterrent in being able to work on the aircraft.

“We didn’t have any kind of cover over us and were just outside in the open – you know how the weather is over here,” Dewey said, laughing. “It gets pretty wet at times, and in 1944, England had the most severe winter weather in 100 years!

“I remember the day the snow was so heavy that airplanes were taking off and two had a mid-air collision because they couldn’t see. We heard one coming down – it hit our bomb dump and bombs started going off. Someone came over the tannoy system and said all personnel on site 1, which was where the 351st BS was, must evacuate. My buddy and I had dispatched our airplane that day and we hadn’t been in to clean up in a while; we were down to our long underwear when they came to tell us. So we had to run out in the snow, in our underwear, and go stand in an open field because they were afraid that 2000-pound bombs were going to go off!”

Luckily there were no explosions and the fire was put out – but that wasn’t the end of the day’s excitement.

“I was watching when the accident happened – the tail section was coming down in kind of a flat spin and Capt. Bill Carleton (351st BS engineering officer) was with me and told me to get in the jeep as the tail looked like it was going to hit hardstand five,” the then-crew chief said. “There was a huge oak tree there, and just as we pulled in to the hardstand, a section of the aircraft came down on top of the tree. The tail gunner had been inside that part of the plane and he came out – unhurt!”

100th ARW heritage

Dewey recalled that one of the lowest days was Oct. 10, 1943, which contributed to the 100th Bomb Group’s nickname of “The Bloody Hundredth,” due to the heavy losses they suffered.

“Our group took off for Münster, (Germany) and only one airplane came back – we lost the rest of them,” he said. “Rosie Rosenthal was flying ‘Royal Flush’ – the one aircraft that made it back to Thorpe Abbotts.”

Lt. Col. Robert “Rosie” Rosenthal was a legendary pilot stationed at Thorpe Abbotts from September 1943 to September 1944, and flew 52 missions, rather than the average 25. He has been part of the 100th ARW heritage since the 100th Operations Group auditorium was renamed the “Rosenthal Auditorium” in May 2012.

Another really rough mission which also contributed to the “Bloody Hundredth” nickname happened just two days prior, Oct. 8, 1943, on the “Maximum Effort” mission to Bremen. Lieutenant Everett Blakely was flying the aircraft “Just a Snappin,’” alongside Maj. Jack Kidd, who was leading the group that fateful day. Nursing a badly shot-up aircraft that was barely flying above stall speed, they managed to make it to Ludham, an RAF fighter base on the coast of England, where they landed “gear up”and started a long slide across almost open fields.

“When the airplane stopped it hit a huge oak tree; the cockpit where Maj. Kidd was sitting was right next to it – if it had been a foot over, it would have killed ‘em all,” exclaimed Dewey. “It was just one of those oddities, especially as that was the only tree around for a great distance.”

The airplane had suffered severe battle damage and after great efforts in getting it to safety, the crew finally lost control of it right before it hit the tree. Luckily, they managed to get out of the hatches and out of the B-17 safely, along with the wounded who were also on board.

Another member of the crew on the flight was lead navigator, then-1st Lt.. Harry Crosby, also part of the 100th ARW heritage with the wing conference room named after him.

“Harry got air sick every time he went out on a mission, so he carried a sack,” chuckled Dewey. “On this particular mission he’d forgotten it and when the airplane took off, Harry got sick; he realized he didn’t have a sack and the bombardier said, ‘Harry – use your helmet.’ When they left to drop their bombs, the pilot called out, ‘The flack’s getting bad up here – put your helmets on…’ And he did, because he forgot he’d been sick in it. Thankfully it wasn’t one of my airplanes!”

Anecdotes of war

Getting aircraft parts was a big problem. Dewey’s hardstand was located right at the back of a farm. The retired crew chief said everyone knew farmer Billy Draper and his family, so much so that Capt. Carleton made a deal with the farmer to store parts in his barn.

“We weren’t supposed to have excess parts – if you had more than one they would take it away and give it to someone else,” recalled Dewey. “When we were salvaging airplanes, we’d take the parts off and keep them, which we weren’t supposed to do. There was another crash, with the ‘Red Cross girls’ on board – the pilot took them out in the plane to impress them – nobody was hurt, but the aircraft ended up crashing into Billy’s barn, killing his prize bull and revealing our secret stash!

“Thing was, that aircraft had been grounded as it needed some repairs and they sheared the tail wheel lock pin on the way out. As it came across the taxiway, it was headed right for my airplane. Every hardstand had a porta-potty out there and when the plane turned, the wing tip clipped it and turned it over,” he said, laughing. “Well, there was an armament guy inside of it and I’ve never seen anyone run so fast!”

Dewey explained the plane then hit a tree – which was the only thing that stopped it hitting his aircraft – before bouncing off it and crashing straight into the barn. The review of the accident stated that the cause was the tail wheel pin shearing.

The crew chiefs all went through training together from the very beginning in 1942, so had all known each other for quite some time when they arrived in England. They started out in Idaho, where the pilot, co-pilot and navigator were getting their training.

“Being as they didn’t have a full crew or engineer gunner, the crew chief had to fly on every test flight,” Dewey recalled. “Everything on the B-17, except the brakes and engine cowl flaps was electric, so when the motor and the actuator for the landing gear were out, you hand-cranked it. The landing gear, wing flaps, bomb bay doors and tail wheel all had a place where you cranked it up. It took 360 turns on the crank in the bomb bay to get the landing gear up!”

Flying by the seat of his pants

Dewey continued regaling his tales, adding that one night when he was on a training flight, he got a little more responsibility than he bargained for.

“One of the pilots said to me, ‘Sergeant, me and my crew are dead for sleep. We’re flying between Pocatella (Idaho) and Baker tonight – I’m gonna put the plane on auto pilot, you sit in my seat and monitor the instrument panel and radio direction beam, and we’ll be back there getting us some shut eye. When we get to Baker, wake me and I’ll turn this around then you get back in the seat, ’” he recalled. “I sat up there like a dummy all night watching the instrument panel, though I wouldn’t have known what to do anyway if something did happen. But everything turned out great.”

Dewey was stationed at Thorpe Abbotts for two years, finally returning home to his wife and son in 1945. He then went on to work for American Airlines, on early model DC-3s, which he said had the same engines as the B-17.

Today’s 100th Air Refueling Wing is proud of its heritage with the 100th BG and Bloody Hundredth, and is the only flying unit to still bear the historical nose art on its aircraft.






 Dewey R. Christopher - Crew Chief (100th Photo Archives) 

 Dewey Christopher - 351st Crew Chief. (100th Photo Archives) 

351st Crew Chiefs. Dewey Christopher, left, and Joseph Picard (from the collection of Bill Carleton). 

Dewey Christopher ground crew. Standing from left, Keith Conklin, Joe Clopton, and Mike Schuster, Kneeling, Dewey Christopher (Crew Chief) (100th Photo Archives) 

 Dewey Christopher ground crew. Left to right: Keith Conklin, Joe Clopton, Dewey Christopher. Mike Schuster is working on top of the engine stand.(100th Photo Archives) 

 Dewey Christopher, 351st Crew Chief, by OUR GAL SAL. 

Dewey Christopher in 2015

The 100th Air Refueling Wing lead jet displays special nose art of “Skipper III” in honor of retired Master Sgt. Dewey Christopher, a former 351st Bomb Squadron crew chief, 100th Bomb Group and World War II veteran, when he visited RAF Mildenhall, England, June 21, 2019. The Professional Development Center was renamed the “Dewey R. Christopher Professional Development Center” to honor the legacy of the veteran, who was guest of honor at the event. (U.S. Air Force photo by Karen Abeyasekere)

M/Sgt Dewey Christopher's Polish Home Army Cross and Bronze Star Medal

Dewey & Nelda Christopher at the 100th BG mini reunion in 1997 (from the collection of Grant Fuller)

 A/C 338852 EP-N landing with flak damage. (Photo courtesy of Ernest Havecker and his family: Eileen Rosenthal and Jodi Womack.) 

"SKIPPER"of the 351st with her Jack R. Swartout crew; Standing from left; Dewey Christopher, Harry A. Bonn, John M. Delaney, Hugh H. Smallwood & Dorsett C. Bennett: Kneeling from left: Arch (Four Mile) Drummond, Ollen Turner, Jack R. Swartout, Albert D. Dahlgren & Leonard P. Bull. This is one of the 100th most famous crews, Swartout, it's pilot, is widely recognized as the 100th greatest combat leader. Detailed Information (from the collection of Bill Carleton)

 338852 EP-N Lt. Edward W. Aubuchon, Jr., aircraft. On March 14, 1945 the aircraft was hit by FLAK. Sgt. Garland Miller-WG was killed. Aubuchon crew information Photo courtesy of Charleen Hill 

 A/C 338852 EP-N after returning to Thorpe Abbotts. The a/c, flown by the Edward Aubuchon, Jr. crew was flying the 14 MAR 45 mission to Seelze when a .88mm shell exploded in the waist resulting in the death of Waist Gunner Garland S. Miller of Mt. Wolf, Pennsylvania. Aubuchon crew information 

 A/C 338852 EP-N after returning to Thorpe Abbotts. The a/c, flown by the Edward Aubuchon, Jr. crew was flying the 14 MAR 45 mission to Seelze when a .88mm shell exploded in the waist resulting in the death of Waist Gunner Garland S. Miller of Mt. Wolf, Pennsylvania. Aubuchon crew information 

 A/C 338852 EP-N after returning to Thorpe Abbotts. The a/c, flown by the Edward Aubuchon, Jr. crew was flying the 14 MAR 45 mission to Seelze when a .88mm shell exploded in the waist resulting in the death of Waist Gunner Garland S. Miller of Mt. Wolf, Pennsylvania. Aubuchon crew information 

 A/C 2107233 EP-N HUMPTY DUMPTY, #3 engine change. (Photo courtesy of Dewey Christopher) 

 A/C 2107233 EP-N HUMPTY DUMPTY, L-R: Mike Schuster and Keith Conklin (Photo courtesy of Dewey Christopher) 

 A/C 2107233 EP-N HUMPTY DUMPTY, Dewey Christopher leaning over put-put, Joe Clopton standing on left and unknown standing on right. (Photo courtesy of Dewey Christopher) 

 HUMPTY DUMPTY A/C 2107233 EP-N on hardstand with Red Cross truck. Note that her rudder is not painted black. (Photo courtesy of Dewey Christopher) 

 SKIPPER II, A/C 231703 EP-N/R with some of her ground crew. (Photo courtesy of Dewey Christopher) 

 SKIPPER II, A/C 231703 EP-N/R on hardstand. (Photo courtesy of Dewey Christopher) 

 SKIPPER A/C 23307 EP-N. (Photo courtesy of Dewey Christopher) 

 A/C 338852 EP-N Humpty Dumpty II flak damage. (Photo courtesy of Ernest Havecker and his family: Eileen Rosenthal and Jodi Womack.) 

 (l-r) Chris Christopher, Grant Harrison, (first name unknown) Clopton, and Mike Schuster 

Hardstand 6 Composite of then and now by Matt Mabe 

Humpty Dumpty II after 88 mm flak hit in waist.  EP-N. 

Humpty Dumpty II EP-N flak Damage. Photo courtesy of KEEVIN T. MORIARTY/Katy Souther. 

Damage from 88mm flak burst in Waist. Photo courtesy of KEEVIN T. MORIARTY/Katy Souther. 

Humpty Dumpty II - Lt Edward W. Aubuchon-1 KIA-88mm flak hit in waist. Photo courtesy of KEEVIN T. MORIARTY/Katy Souther. 

HUMPTY DUMPTY profile by Jan Zdiarsky.  

Skipper II on Hardstand 6.  Dewey Christopher was Crew Chief on this plane 

Humpty Dumpty II 

Humpty Dumpty on Hardstand. Courtesy of John Schwarz from Matt Mabe 

Skipper in July 1943. Courtesy of Dan Brennan



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