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S/SGT  Charles L. ANGLIN

UNIT: 351st BOMB Sqdn POSITION: WG
SERIAL #: 06955639 STATUS: KIA
MACR: 04866 CR: 04866

Comments1: 11 MAY 44 LIEGE, BELGIUM

COMMENTS & NOTES

MEMO 1:

CREW

2nd Lt Howard Keel                 P  CPT AWARDED DFC
2nd Lt Robert K.Edgley           CP  CPT AWARDED DFC 
2nd Lt Alexander G.Park         NAV  CPT 25 FEB 44 REGENSBURG 
2nd Lt Ruben Clifford.Kelsey    BOM  CPT 25 FEB 44 REGENSBURG  
 S/Sgt Thomas P. Hastings        ROG  CPT  AWARDED DFC
 S/Sgt George L.Ferron            LWG  CPT  AWARDED DFC
 S/Sgt Claire J.Phelan               BTG   CPT
 S/Sgt Harry A. Koerner            TG    GROUNDED DUE TO MEDICAL REASONS AFTER RJUKAN MISSION
 S/Sgt Frederick A.Kornblum     TTE   GROUNDED DUE TO MEDICAL REASONS AFTER RJUKAN MISSION
 S/Sgt Andrew J.Guglieri          RWG  CPT   AWARDED DFC

351st Sqdn. Crew 25,  Crew as above joined the 100th Bomb Group on 25/9/43.  A/C flown: Holy Terror EP-D 230723 (lost over Munster October 10, 1943 with Lt William Beddow Crew), Holy Terror II EP-D 231062, Holy Terror III EP-F 240056  lost on March 8, 1944 over BERLIN with Lt Norman Chapman Crew who referred to this plane as "Katie's Boys"
 
After Nov 16 Mission to Rjukan (which Koerner and Kornblum flew with another crew) the crew had the following changes: mpf

S/Sgt George Ferron     TTE (from LWG)
S/Sgt Loren G. Johnson LWG
S/Sgt Robert D. Abney  TG (from the Helmick Crew and original Lt Haddox Crew) awarded DFC  SEE STORY BELOW
S/Sgt Fred Kornblum was re-assigned as an aircraft mechanic to a ground crew.
 
MISSIONS AND TARGETS OF 1ST LT RUDEN CLIFFORD KELSEY sn# 0-676292 (mpf nov 2000)

1. 26/9/43  PARIS-FLEW WITH ANOTHER CREW
2. 27/9/43  EMDEN-FLEW WITH ANOTHER CREW
3. 4/10/43  HANAU-1st Mission with KEEL CREW
4. 8/10/43  BREMEN-shot at Me109 that crashed into Marie Helena. The crew was given a weekend pass to London when we returned to base so we missed the next two missions, fortunately.  It was so quiet at Thorpe  Abbotts when we returned, it was almost spooky. We had met some guys from the 95th BG at the train station at Diss when we returned from London and they gave us the bad news about the  Munster Raid (10/10/43-12 B-17's failed to return) so we were aware of what to expect at base. However, it was still a shock"
5. 14/10/43 SCHWEINFURT-"Black Thursday", flew with the 95th BG that day because 100th could only put up 8 aircraft after the Munster Mission.  We "flew Heaven Can Wait"  I have memories of seeing more B-17's shot down than I had ever seen or would ever see again. Both myself and BTG got credit for shooting down 2 enemy fighters.  Mine was a FW190.
6. 20/10/43 DUREN
7.   3/11/43 WILHELMSHAVEN
8.   7/11/43 DUREN
9. 13/11/43 BREMEN (see "Anatomy of an Abort from Lt Kelsey below)
10. 26/11/43 BREMEN
11. 13/12/43 KIEL
12. 16/12/43 BREMEN
13. 20/12/43 BREMEN
14. 22/12/43 MUNSTER
15. 24/12/43 NO BALL (V-1 ROCKET SITES)
16.    5/1/44 NEUSS
17.  11/1/44  BRUNSWICK
18.  14/1/44  NO BALL 
19.  29/1/44  FRANKFURT
20.  30/1/44  BRUNSWICK
21.    4/2/44 FRANKFURT
22.  13/2/44  NO BALL (ROCKET SITES)
23.  20/2/44  ROSTOCK LISTED IN DIARY (GROUP HIT POSEN THIS DAY, START OF BIG WEEK)
24.  21/2/44  VORDEN
25.  25/2/44  REGENSBURG

351st Sqdn. Crew 25,  Crew appears on roster of 3/3/44 with some changes as below:

 Capt H.E.Keel             P
 2nd Lt R.K.Edgley      CP
 1st Lt F.D.Fuller        NAV       CPT (Frederick) from crew of C.A.Jansen
 T/Sgt D.C.Bennett NG/TOG    CPT (Dorsett) from crew of J.R.Swartout
 T/Sgt T.P.Hastings   ROG        CPT (Thomas)
 S/Sgt G.L.Ferron      TTE        CPT (George)
 S/Sgt C.L.Anglin       BTG        KIA (Charley) 11/5/44 with J.Hunter crew
 S/Sgt A.J.Guglieri     RWG       CPT (Andrew)
 S/Sgt L.G.Johnson   LWG        CPT (Loren) 20/4/44
 S/Sgt R.D.Abney      TG          CPT (Robert) 1/4/44 from R.H.Helmick crew/original Lt Haddox Crew

Keel went to 3rd Air Division and stayed in service after WW II. He was killed in the crash of a transport plane (as a passenger) on 3 Nov.1948. 
See letter from Mark H.Brown in 349th file.


VETERAN: LOREN G. JOHNSON
VETERAN'S DATE OF DEATH: 7/24/2004
FAMILY CONTACT INFORMATION: I am the son of Loren, all family memembers have been informed, Thank You
:::::::::: END OF TAPS REPORT SECTION ::::::::::GERALD C. JOHNSON (gcj@dairynet.com)

:::::::::::::::::::: MESSAGE :::::::::::::::::::
Message:  Please accept following description of my Father's passing away and entry into "TAPS"

Loren G. Johnson 351st Squadron , passed away on July 14, 2004, at the age of 82 years old. Loren joined the service on Nov 6th 1942 and was assigned to  Army Intelligence, due to the shortage of mechanic's he was reassigned as a B-24 maintenance mechanic. Upon completion of mechanic's training, Loren was reassigned once more to the 100th Bomb Group as spare waist gunner on a B-17 , with his first combat  mission to Wilhelmshaven on Nov.3,1943. Loren flew eight combat missions in "Holy Terror III " with the remaining 17 missions flown with eight different crews/planes as a spare gunner.  On March 8th 1944 on the Berlin - Erkner raid, Loren was assigned to another crew (Lt Helmick) as a spare gunner , he watched as the "Holy Terror III " was shot down in the area of Magdeburg, Germany . He completed his 25 combat missions on April 21, 1944 . Loren's service in the 100th for ever changed his life , in spite of these experiences he went on with his life and attended college , married his wife Betty and had three children , Julie, Mary Jo, & Jerry . Words can not describe nor will we ever fully appreciate what hardships and suffering Loren and his fellow airmen went through during their service with the 100th during WWII .  ( Respectfully submitted by his son Jerry )

**************************************************************************************************************************************
Anatomy of an Abort

Editor’s Note: Bombardier Ruben “Cliff” Kelsey of the Howard Keel crew shared a particularly rough non-mission to Bremen, November 13, 1943.  Mr. Kelsey passed away in 2010.

We were with the group formation all through the climb to altitude, and we evaded a group of B-17’s and a group of 24’s.  It seemed that the contrails coalesced to form the largest cloud I have ever seen, and the group lead had us hanging on our props trying to keep up with his rate of climb.  After we had leveled out and headed for the target, when the prop on the right inboard (#3) engine ran away, Keel, our pilot, feathered it.  Since the vacuum pump, which ran the instruments was on that engine, he had Edgley, our co-pilot, transfer the line to the vacuum pump on the other inboard engine, but the valve was frozen in place.  This was all going on as we left the group to head back to Thorpe Abbotts.  Well, with no artificial horizon and only the ball and needle to go on, it was one hairy ride down through that overcast.  We alternated between losing altitude at a hair-raising rate to zooming up into a near stall and then heading downward again.  Al Parks, the navigator, and I put our chutes on and edged toward the nose exit door just in case we had to make a rapid departure.  This was prompted by the fact that a couple of times we had been forced to the floor by excessive G forces when we would come out of a dive and start climbing again.

Fortunately, we broke out of the overcast at about 1500 feet and, since Keel and Edgley could not keep us on an even course, we all breathed one huge collective sigh of relief.  We landed at the base without further incident, but more than one of us vowed to give special thanks with Chaplain Teska.  

Note: Thirteen days later we headed for Bremen again, and that time we made it.


                                                                                     My Days with the 100th
                                                                                                 By 
                                                                                     Ruben Clifford Cliff" Kelsey

We were crew 25 in the 351st Squadron and were assigned to the 100th in orders cut 23 Sept 1943.  We traveled to Thorpe Abbotts by truck on the 14th, I believe.  The evening of 25 September, I was informed that I would be flying a mission the next day and would be awakened early the next morning.  I do not remember with whom I flew, but I was a bit upset that I should be going on a mission with someone other than my own crew!  The target was Paris, so we took off around noon and headed out. When we got to Paris it was covered by clouds which meant that we did not drop our bombs, but headed for home and dropped our load into the English Channel.  The next day, September 27, I flew with the same crew to Emden, where we dropped our bombs and then returned without incident.  It was not until a week later that I flew on a mission with my own crew for the first time.  Of course, with two missions under my belt, I was the veteran member.

As a crew, we flew our second mission on that infamous raid to Bremen on 8 October [Seven crews lost]. I can’t add much to the description of that raid given by Harry Crosby in his book, A WING AND A PRAYER.  I do remember shooting at the ME-109 that crashed into A/C 42-3386 MARIE HELENA.  He was close enough to us that I could see the pilot’s whiskers.  Also, the bombardier on that place, Bill Heath, was a classmate of mine.  I am not sure just what position we flew in the low squadron, but it must have been in the second echelon. I can still remember the confusion that ensued after all three squadron leads were knocked out of the group formation.  As I recall, there was a veering to the right and heading to a lower altitude to get out of the range of the flak, and then the various crews formed as tight a formation as possible and headed home.

We were given a weekend pass to London when we returned to base, so we missed the next two missions, fortunately.  [October 9: Marienburg – No losses, October 10th: Munster – 12 A/C lost]    We had met some guys from the 95th at the train station in Diss when we got back from London, and they gave us the bad news about Munster, so we were aware of what we could expect back at base.  However, it was still a shock. It was so quiet at Thorpe Abbotts that it was almost spooky. 

Our next mission was the second Schweinfurt raid on 14 Oct 43.  There were only eight aircraft available, one of which was A/C 25997 HEAVEN CAN WAIT, the one assigned to us that day.  I have memories of seeing more B-17s shot down than I had ever seen before, or would ever see again. We would take an approximate location of the loss and would count the parachutes we saw.  I believe that Parks [Alexander Park], or navigator, recorded them in his log.  Also, both  the ball turret gunner, Claire Phelan, and I got credit for shooting down enemy fighters. Mine was a Focke Wolff 190.  We used up a lot of ammunition that day.  I believe that four of our planes flew with the 95th Bomb Group and the other four flew with the 390th Bomb Group, as we couldn’t flay as a separate unit.  Cowboy Roane led the four with the 390th, and Bob Hughes led the four with the 95th.  We [the eight 100th A/C] made it to the target, dropped our bombs, and headed for home.

Because HEAVEN CAN WAIT was a gas guzzler, we were running low on fuel by the time we got to the English Channel.  We broke from the formation so that we could head home by the shortest route.  However, there must have been some confusion between the pilot and the navigator, because a short time later we were very low on fuel and no one knew where we were, as it was getting dark.  Finally we spotted runway lights and landed at what turned out to be Mildenhall RAF base near Cambridge.  We were invited to stay the night and share the evening mess with them.  Nothing like eating off china with the RAF crest on it and using genuine silverware – a far cry from our Thorpe Abbotts mess hall, although the food was not as plentiful.  That night we slept in beds with sheets and pillow cases, and at 7:00 AM a WAAF “knocked us up” with a mug of hot tea.  The flight personnel at Mildenhall were very sociable and many had flown over 75 missions in Lancasters.  They wanted to know where we had been, but we decided we shouldn’t say.  The BBC, however, announced on the evening news that we had bombed Schweinfurt and that the 8th Air Force had lost 60 bombers.  We knew that there were a lot of planes shot down, but we were still surprised at the toll.

The next day we flew back to Thorpe Abbotts and were glad to get back safely.  Our pilot, Howard Keel, had notified the base where we were, so our belongings were still in place in the barracks, even though it was rumored that we had been shot down.  During our absence, a number of new replacement crews had arrived among which was the crew I had originally been assigned to in Pyote, Texas.  It was a great reunion for all of us!  However, they were switched to another bomb group and later ended up in Sweden after their A/C became disabled by battle damage.
We lost two members of crew 25 on the day of the raid on the heavy water plant in Norway [Nov 16, 1943].  Flight Engineer Fred Kornblum and Tail Gunner Harry Koehner both passed out from anoxia at about the same time.  It was due to the fact that their oxygen masks froze-up because of excessive moisture in the air they exhaled.  They were later grounded.  George Ferron was then moved from waist gunner to flight engineer and Bob Abney became our tail gunner.  Fred Kornblum was re-assigned as an aircraft mechanic to a ground crew.

The 25th mission for Parks and me was a long one to Regensburg [25 Feb 44]. It had been the target for the 100th  on the shuttle raid to Africa in August of 1943, so we, as a crew, had been on raids to the same targets as were hit that day – Schweinfurt and Regensburg.  We again made it to the target and back to base without incident, and Parks and I celebrated our good fortune by going for a drink at the officers club.  We were not frequent visitors to the club as we usually played bridge at night instead of going out.  As I recall, the four who played were Bob Edgley, the co-pilot, Al Park, the navigator, Claire Phelan, the ball turret gunner, and myself.  Later on we had another crew sharing our billet, and the pilot, George Brannon, was an excellent bridge player.  We would take turns sitting out a few hands so that everyone got a chance to play.

Other memories of life on base have to do with taking a bath.  Our billets were heated by small coal stoves, so you did not necessarily wash up in the unheated latrines.  Every other day or so you would put your name in for a tub at the communal bath and go there for a long, warm soak.  The medical officer encouraged bath taking and wearing clean underwear to reduce the chance of a very serious infection should one be wounded on a mission.  The underwear most of us wore was woolen, for obvious reasons, of British manufacture, and was the first non-itch woolen clothing I had ever worn.  It made you wonder why they could not produce the same product in the USA.  Another thing I recall has to do with the mess hall.  We would always have fresh eggs when we were going on a mission, otherwise the eggs were the dried variety and of a nasty green hue.  One time around Thanksgiving 1943, the mess hall must have received an overabundance of raisins.  These were turned into raisin pie for which I developed a fondness.  As raisin pie was not a popular dessert, the pies were left on a small table for the taking, which I did on several occasions, and ate them back at our billet.

As for the area around us, I remember the farm fields and the houses only vaguely.  The one thing that comes to mind is the great heaps of sugar beets which were being harvested that fall of 1943.  I had not seen sugar beets before, but they were an important of source of sugar and alcohol for the British at the time.  I had first thought that they were rutabagas, but Parks, who had a bachelor’s degree in agricultural and came from California where sugar beets are raised, identified them.
We were assigned three different aircraft during our tour.  We called them all Holy Terror, but I do not believe that the first one ever had the name painted on the nose.  We were assigned hard stand number 12 near the head of the main runway, and we inherited the aircraft that was there when we arrived.  This aircraft was lost on the Munster mission while we were on our pass to London.  Sometime after the Schweinfurt raid were assigned a B-17G which did get some nose art and a name.  This particular aircraft gave us trouble from the very first time we flew it.  For some reason or other, the engines ran rough, which caused the whole plane to shake.  Whatever was wrong could not be detected on the ground, as the ground crew did their best to fix it.  One time we were going to Duren on a mission and we could not keep up with the group, so we did a 360 degree turn and joined another group in our wing.  We got to the target with some difficulty and, on our return to base, two of the engines malfunctioned so that we had to feather props.  Luckily we ran into no Luftwaffe planes so made it back to base safely.  It turned out that the engine had overheated so much that the engine mounts were warped.  That was the end of HOLY TERROR II – she was used for replacement parts.  We got HOLY TERROR III in November of 1943.
I am very proud of my association with the 100th Bomb Group and very happy that I served during the command of Col. Harding.  He was a class A commander.

***************************************************************************************************************************************************

                                                                                    Good Times and Bad with the Bloody Hundredth
                                                                                                             by 
                                                                                                  Robert Abney, Tail Gunner
The one thing I will always remember is how cold it was.  I loved being a tail gunner because I could always see where we had been and know we were heading home.  I couldn’t see all the flak we were heading into, but always felt good when I could see all the smoke from the bursts as we left.  The tail was a great place to be except for the cold and having to be on your knees for such a long period of time.

One mission I remember well was the Rjukan, Norway mission.  At briefing I thought the red ribbon was never going to stop before reaching the target and then back to base.  This was only my 5th mission, so it sure seemed like a long way to go.  At 19 years old I did not realize how important this mission was; it just seemed like a long way to go to bomb a plant making heavy water!  
On my second mission to Bremen, Nov 26, 1943, I remember going to the target and then leaving it only to see two bomb groups turning into each other.  I don’t remember how many planes were lost, but I remember the B-17s seemingly going down everywhere: some on fire, other exploding, and other just in flat spins.  As we got further away from the collisions, I saw the last of the crippled B-17s disappearing into the clouds.

The cold finally got to me on December 5, 1943, when I froze both my legs and arms to my knees and elbows and had to be hospitalized.  While I was still in the hospital, my crew, Lt. Haddox’s crew flying SUGAR FOOT A/C 42-37715, was shot down on the Emden mission.*  After returning to flight duty, my next mission was to Munster, Germany.  It was Dec. 22, 1943, and I was very nervous. This was my first mission after finding out the fate of my original crew.   I did not know this crew, and was not sure I really wanted to go, but we made it without too much trouble and I felt pretty good about flying again.

I was lucky in January 1944, when I was able to join the Howard Keel crew as their tail gunner. I flew most of my missions with this crew.  While flying HOLY TERROR III (A/C 240056) we had a few narrow escapes.  We were on the second Frankfurt run when flak knocked us out of formation and we had to get home by ourselves.  The fighters tried their best to knock us down, but we kept fighting until they decided to leave us alone.  We got home; full of holes, but all of us were okay. The HOLY TERROR III crew was very lucky.  No one really got hurt badly but, on the other hand, the aircraft was not so lucky.  It sometimes looked like a food strainer, full of holes and engines shot out.  Additionally, the windows in the tail and bombardier’s compartment were shot out and the top turret was hit and would not work but, all in all, we were lucky.  I was very happy when most of the crew finished in the early part of March, 1944, but I was alone again to fly with anyone who needed a tail gunner.

I flew with crews that had a few missions and some that had 10 or 12 missions.  It was always scary to be awakened early in the morning to fly with a crew you did not know, but most of the time I got along very well with the crewmen I was flying with.  On my 22nd mission, which was 4 March 44 to Berlin, I was flying with a crew that was on their fourth or fifth mission.  We were hit pretty bad with flak and lost the #4 engine. We tried to keep up with the formation but couldn’t.  We fell back further and further until our group was out of sight.  Here we were all alone and trying to make it back to base.  As luck would have it the fighters didn’t come after us.  They went after other lone bombers.  We came across Germany without one single fighter coming after us, but Belgium was another story.  We flew over a bunch of anti-aircraft guns and man did we catch the flak, which knocked out our #2 engine.  Luck was still with us and we made it with two engines out, full of holes, but no one hurt.  It was great to see Thorpe Abbotts, a little late but, as they say, better late than never.  This was one mission I was glad to put behind me.  Everyone had given up on us and left to go back to the squadron.  When they heard the news that we had made it they came back running and cheering us.  I was very thankful to have a great pilot, co-pilot, and navigator.  It was a little harder to go out on missions after that, but I kept telling myself that we had a job to do and I was part of a team to accomplish this job.

March 23, 1944 was a good and a bad day at the same time for me.  I was awakened at around 6 A. M. and told to get my gear together as I was needed for another mission.  They had a jeep waiting for me to take me to the flight line.  I got to the flight line just in time to get aboard the aircraft as it taxied out.  I had to put on my long johns and heated suit, known as blue pajamas, as we taxied out to take off.  I did not know any of this crew because they were from a different squadron.  
After taking off, I began introducing myself to the crewmembers.  I found out this crew was on its 3rd mission and here I was on my 25th.  I also learned we were headed for Berlin.  I had been to this city before and seemed to remember this was no milk run.  We were flying low squadron and low element.  Just what I needed was a green crew and low squadron.  I put my trust in the pilot and the Good Lord as we went across the channel.  All went well across France but, as we started into Germany, we got an escort…a German one!  They made a few passes but were chased off by our little friends, the P51s.  

We lost a couple of B-17s but continued on to the target.  Up came the flak and a lot of it but, as all bomber crews know, you stay straight and level on the bomb run.  We were sitting ducks, but on we went, even after losing our #3 engine to flak.  None of the crew was hit, but I lost part of the window on my left side, which made it even colder in the tail.  After we dropped our bombs we started using evasive action.  By half way across Germany we had fallen behind the formation.  Fortunately we didn’t get any fighters after us.  All we had to fight was the gas consumption.  With one engine out, we had a drag, which made us use more fuel.  The pilot kept reporting to us on how much fuel we had.  As we approached the North Sea he said we did not have enough to make it to Thorpe Abbotts.  He left it up to the crew as to what we wanted to do.  Some wanted to turn back and bail out while others wanted to try to make it.  It was put to a vote, and I was the deciding vote, which was to continue on.  We started throwing things out of the plane to make it lighter.  The pilot had reported to us that as we left the coast of Belgium, we had one tank on zero, two tanks with 30 gallons and one tank with 40 gallons. The co-pilot kept transferring gas as best he could.  Our three engines kept going until we sighted the English coast and we then lost the #2 engine.  We kept going on.  Two engines and the navigator had led us right to Thorpe Abbotts.  We fired red flares and were cleared to land right away.  As we neared the end of the runway, the #1 and #4 engines stopped.  We had to be towed to our dispersal stand.  
Even though this was supposed to be my last mission, it wasn’t.  I volunteered to fly another tour and went on to fly two more missions until Captain Kidder, the flight surgeon, grounded me. In the later missions my legs really began to cramp.  As the missions got longer, the cramps in my legs got harder.  
All in all my stay with the 100th was a great experience.  I wouldn’t have changed it for the world but you have to remember that I was 19 years of age and any experience was exciting.  I will admit that on a great deal of missions I was scared and wondered if we would get back to Thorpe Abbotts.  It seemed that the more missions I flew the more accustomed I got to the flak, fighters, the cold, and the cramped quarters I flew in.  This however did not mean that I wasn’t scared and sometimes downright frightened.
I hope this will give someone an insight into my stay with the 100th Bomb Group.  This experience was worth a million dollars but I wouldn’t give you a red cent to go through it again.  I left a lot of good friends behind and especially the crew of SUGAR FOOT that I trained with in the United States.  It was hard losing them and all of the other great guys I met in the 100th.  My hair may be gray now but I still have many great memories of the Bloody Hundredth.  Good times and bad.

*The Haddox Crew: The entire crew was killed except for one waist gunner, James Grossphof, who spent the rest of the war in Stalag 17.

CREW

2nd Lt Jack Hunter                    P   KIA     11/5/44  LIEGE, BELGIUM
2nd Lt George W.Shoesmith     CP   KIA     11/5/44  LIEGE, BELGIUM 
2nd Lt Richard J.Heh            NAV    POW   11/5/44  LIEGE, BELGIUM
 2nd Lt Murray J.Lirette        BOM    POW   11/5/44  LIEGE, BELGIUM 
S/Sgt Spiro Lecouras             R0G    KIA     11/5/44 LIEGE, BELGIUM
S/Sgt Arthur L.Wellingham     TTE    KIA     11/5/44  LIEGE, BELGIUM
Sgt Ernest D.Medhurst          BTG    CPT    6/10/44  BERLIN                  
Sgt Robert H.Kuehl              LWG    KIA     11/5/44  LIEGE, BELGIUM
 Sgt Samuel J.Martiello         RWG    WIA      8/5/44  LaGLACERIE
 Sgt Herbert S.South            TG    POW   11/5/44  LIEGE, BELGIUM 

FLEW A/C 42-39983 "KATIE"

351st Sqdn. Crew,as above,joined the 100th Group on 5/4/44. On 11/5/44,S/Sgts Charley L.Anglin,BTG and John Rupnick,RWG,were flying in place of Martiello & Medhurst and both were KIA. Both Anglin & Rupnick were listed  on the crew of R.V.E. Monrad on 8/3/44.Rupnick was originally on the M.E.Beatty crew when it  joined the 100th on 6/9/43. Immediately after bombs were released,A/C received a direct flak hit in wing at #1 engine. Part of wing blown off & A/C went down in flaming spin. Heh,Lirette and South were blown out of A/C. South suffered a compound fracture of a leg when blown from a/c.

Martiello wounded in the "seat" on 8/5/44 (according to diary entry of Wellingham. See letter from E.D.Medhurst dated Dec.1986. Welllngham kept journal of missions from 12/4/44 to 8/5/44. He was killed on next mission on 11/5/44.  

EYEWITNESS "Our A/C #983 received a direct hit from flak in the wing at the No#1 engine. A few seconds after bombs away. Part of the wing was shot off and the A/C went down in a flaming spin, hitting near marshalling yards and exploded. Two (2) chutes were seen"  The author of this eyewitness report is not listed in the MACR…jb

Statement by Lt Richard J. Heh:     "The plane received a direct hit by flak whick knocked off part of the right wing and set fire to the plane. The plane started spinning and the centrifugal force was so great I could not move to bail out. After a few seconds the gas tanks exploded and blew the  bombardier and myself out of the plane. (We had already dropped our bombs) I later met the tail gunner, Herbert South, on the ground who altough injuried bailed out himself. As for the other men I have no knowledge regarding their distiny. I had no contact with the missing men after the plane was hit. I never regained conciousness until I fell through the air about 10,000 feet."  In a later statement Heh mentions Herbert South had sustained a compond fracture of a leg before he bailed out.


German Reports:  Notes Lt Murray Lirette committed to the hospital on 13 May 1944 and states the dead buried at the Luffwaffe Cementary at Trond air base.

Date Crew Nbr Mission Nbr Last Name Initial Rank Position Aircraft Nbr Target
5/7/1944 25 111 HUNTER J. LT P 39983 BERLIN
5/8/1944 25 112 HUNTER J. LT P 39983 BERLIN & LAGLACERIE
5/8/1944 25 112 HUNTER J. LT P 39983 BERLIN & LAGLACERIE
5/11/1944 25 115 HUNTER J. LT P 39983 LIEGE

MEMO 2:

KIA / MIA / EVA / INT INFORMATION:

TARGET: Leige DATE: 1944-05-11  
AIRCRAFT: "Katie" (42-40056) CAUSE: FLAK - Explosion  

BURIAL INFORMATION

PLOT: ROW:  
GRAVE: CEMETERY:  
ID: 101