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LT  Samuel L. BARRICK

UNIT: 418th BOMB Sqdn POSITION: P

Samuel L. Barrick - Pilot of "SNORT STUFF" in Sweden. Detailed Information (100th Photo Archives) 

SERIAL #: O-746272 STATUS: INT
MACR: 03031 CR: 03031

Comments1: 6 MAR 44 BERLIN; LANDED BULTOFTA, SWEDEN

COMMENTS & NOTES

MEMO 1:

CREW

1st Lt Samuel L.Barrick              P  6 MAR 44  BERLIN    (INTERENED IN SWEDEN)
2nd Lt Ira A.Munn                CP  6 MAR 44  BERLIN    (INTERENED IN SWEDEN) 
2nd Lt James G.Guerrini      NAV  6 MAR 44  BERLIN     (INTERENED IN SWEDEN) 
2nd Lt James Henry           BOM  29 JAN 45 KASSEL    (WITH LT WILLIAM THOMAS CREW)
T/Sgt James D.Brady         TOG  6 MAR 44  BERLIN     (INTERENED IN SWEDEN)    from the original Lt Robert H. Wolff Crew
T/Sgt Clifton E.Barton        ROG  6 MAR 44  BERLIN     (INTERENED IN SWEDEN)   TARGET WAS BERLIN
T/Sgt Walfred J.Johnson     TTE  6 MAR 44  BERLIN     (INTERENED IN SWEDEN)      
S/Sgt Edward J.Marlen        BTG  6 MAR 44  BERLIN     (INTERENED IN SWEDEN)
S/Sgt William D.Sapp          RWG  6 MAR 44  BERLIN     (INTERENED IN SWEDEN) (changed name to William Sapp Dixon after the war)
S/Sgt Frederick C.Thorpe     LWG 6 MAR 44  BERLIN     (INTERENED IN SWEDEN)
S/Sgt Hugh F.Fantone,Jr.       TG  6 MAR 44  BERLIN     (INTERENED IN SWEDEN)

418th Sqdn. Assigned to 100th BG on Dec 1, 1943
MACR #3031 Micro fiche #1028
A/C #42 39994.  "SNORT STUFF"
Crew landed Sweden - severe damage by fighters. All crew members repatriated by Nov.1944. Lt. James M. Henry was the regular bombardier on this crew. According to Lt Barrick, Lt Henry was sick in Base Hospital for March 6th Mission to Berlin.  He CPT. 29/1/45. 15/03/44 BRUNSWICK (LT JAS M. HENRY BECOMES BOMBARDIER FOR LT WILLIAM THOMAS CREW FROM CREW OF LT SAMUEL BARRICK).   He CPT. HIS TOUR ON KASSEL MISSION  29/1/45.  See Note below on his time with Lt Thomas Crew. 

Letter to Colonel Bill E. Thompson dated 18 Feb 1996 and forwarded to Paul West 26 Feb 1996…

Olympia, WA
18 February 1996

Dear Bill,
On 7 March 1945 I was released as an internee and flew as a passenger in a C-87 (converted B-24 to   
Scotland and was assigned to a Casual Pool in a Replacement Depot at Stone, England. We were informed   
that we internees would be returned to the United States but would first go back to our Groups for   
debriefing. I was ordered back to the 100th Bomb Group for ten days temporary duty. The debriefing   
consisted of describing what had happened on the mission, and signing a bunch of Security papers so I   
couldn't talk about being interned or what we did there. I then went to London to buy a new uniform and   
other gear, then back to the Replacement Depot for shipment to the States.

You didn't ask for the following information, but I thought you might find it a bit interesting. Do with it what   
you will.

On about 1 July 1944 I was summoned to the American Legation in Stockholm to meet with Colonel   
Hardison I had been "volunteered", along with some other Pilots to form a maintenance unit to recover,   
repair and fly interned aircraft to a storage site in Sweden. On June 20 and 21 twenty four B-17s and B-24s   
had landed at Bulltofta airfield at Malmo. Ten aircraft had previously landed there, and were in process of   
repair by a small contingent of one Officer and nine enlisted men.  

The air field was a mess. Airplanes were scattered all over the small field, some had belly landed, others had   
landed on one gear, two had crashed head on into a sheer bluff, one had smashed its right wing into a   
building, and another had gone over an embankment, and nosed down into a police pistol range. Others were   
erect, on three wheels. Two B-24s had crashed and burned.

We had no special tools or maintenance equipment at the start, but with the assistance of the Swedish fighter   
unit and ABA airline facility, we were able begin work. A Major Joe Filkins arrived from the UK on June 19   
on an inspection trip, and remained to oversee our operation, and was successful in obtaining Kennedy type   
tool boxes, and special tools from the UK. Later, he was successful in getting a Jeep and Trailer. We had an   
operation going!

We looked at every airplane to determine if they could be repaired, if not, they would be used for   
salvageable parts and scrapped.

Most of these airplanes had landed in southern Sweden, in places other than Malmo. It was necessary to   
send teams to these locations to retrieve them. One B-17 had belly landed in a peat bog, the team even laid a   
short narrow-gauge railroad to salvage the parts.

The most complex repair accomplishment was on my own B-17G 42-39994. We replaced the entire left   
wing and landing gear, with parts from another aircraft. The feat was described, with fair accuracy, in a July   
1945 issue of Air Force magazine.

This was a "salve to my wounds in that there were several magazine articles at the time that described the   
"life Or Riley" we internees in Sweden and Switzerland had enjoyed. Implications were made that we had   
shirked our combat duties, and ran away.   

Too bad these writers could not have been there to attend the funerals in Sweden, visit the wounded in the   
hospital, and see the extensive battle damage most of the airplanes had received.

Too bad they didn't know about the long hours spent under field conditions, repairing aircraft and some that   
would have been junked back in the UK. We really had a balll

While at Malmo, I was called back to Stockholm to sit on an evaluation board to determine whether the   
crews were justified in the landings in Sweden. Only one was found to be questionable. No action was taken   
against the Aircraft Commander.

During the period I was there, One hundred and thirty two B-17s and B-24s came to Sweden. Of that   
number, we repaired, flight tested, ferried and maintained in flyable storage eighty eight of them and   
scrapped the rest. At the end of the war, they were flown back to the UK and scrapped.  

The crew were released and flown in a C-87 to the UK on September 30, 1944, returned to the 100th BG   
and were then sent to the States in November.

Sam Barrick
9315 Tri Lake Ct SE
Olympia, WA 98513


To Sweden (this was written in response to questions from a 16 year old high school student)

My name is Bill (Sapp) Dixon.  I was a right waist gunner/armorer in the B 17 named
Snort Stuff (but misreported in several publications as Barrick’s Bag), aircraft 42 39994, 
assigned to the 418th Bomb Squadron, 100th Bomb Group, 13th Bomb Wing, 3rd Bomb Division, 
8th Air Force, United States Army Air Force.  (Isn't that a mouthful?!?!)
The 100th BG was located at Station 139, Thorpe Abbotts, on the line between Norfolk
and Suffolk counties, East Anglia, England.

My pilot was named Samuel L. Barrick, copilot Ira A. Munn, navigator James
Guerrini, toggelier James Brady, engineer/top turret Walfred Johnson, radio
operator Clifton Barton, ball turret Edward (Shorty) Marlin, left waist
Frederick Thorpe, tail Hugh Fantone.  We were a comparatively old crew  
Munn was the youngest at 20, Johnson, Thorpe, and Brady all were 33 or 34 in
1944.  I was 24 at that time.  (You can figure out how old I am now.)

We were shot down on 6 March 1944 on our way to Berlin on the first big
Berlin raid.  We had been to Berlin two days earlier when only 31 of us got
there   the rest of the Air Force had been recalled but we missed the
recall.  I was on my 13th mission when we were shot down.
However, we were lucky in several ways.  We had been flying in the high
squadron until, at 11 o'clock, we switched to the low squadron to replace 
planes that had aborted.  When the fighters hit us at noon, I saw the whole
high squadron go down before I saw an enemy fighter.  We had two engines hit
in the initial attack and would not have been able to keep up with the
formation except that there was no formation to keep up with   we had lost
14 planes and, including our plane, this left seven planes flying.  We had
one engine on fire when we turned off to try to make it back over the North
Sea.  Fortunately, the fire went out after a couple of minutes but the prop
was windmilling and couldn't be feathered.  The prop actually fell off after
we landed because only the wind pressure was holding it on.  The navigator
said we didn't have enough fuel to make the North Sea, which was
understandable to me because I could see right through one of the wing
tanks.  As a result, we headed for the Baltic Sea and Sweden.  While we were
still over the last little spit of land in Germany, we passed directly over
a German airfield, no planes came up but a warship of some variety which was
moored in the bay next to the airfield fired some flak at us and did hit us
with shrapnel from two rounds.

We were doubly lucky because we had an excellent pilot and navigator who,
between them, got us to Sweden.  Sweden was a neutral country.   While we
were still over the Baltic, two Swedish fighter planes came out and escorted
us to their airfield.  One of them nearly caused us to crash because he kept
crossing in front of us which made us go through his propwash and we were
just barely hanging onto flying speed as it was.  We lowered the gear and
were going in for a landing when it suddenly dawned on us that we didn't
know whether we had tires or shredded rubber to land on.  Also there was a
small hill at the edge of the landing field, a sod field, i.e., no runways,
and we just barely cleared the hill.  I kissed the ground when I got out of
the plane.
 
A Swedish soldier with a submachine gun came running up as I got out and
said, in English, "Welcome to Sweden.  Does anybody speak Swedish?"
I said, "Yes.  Skol. And jag alskar dig."  The only Swedish I knew at the
time.  "Skol" means the same as "Cheers" when you have a drink with someone
and "jag alskar dig" means I love you (I had learned that from a young lady
when I was attending the University of Chicago before the war.)

This is the way my seven month vacation began.  If you want to learn more
about skiing lessons, sailboating, canoeing, drinking French champagne, etc,
you will have but to ask me!


Bill (Sapp) Dixon response on the act of Buzzing the tower and haystacks:

Low enough to mow hay…One of our forbidden, but often practice stunts was to come in low and fast; pull up immediately after crossing the hay pile resulting in a gross redistribution of said hay pile. The maneuver, not always successful, cost a few lives…..Gene Carson

Rank amateurs!  One of our pilots took out a barn and the farmer's prize bull while buzzing the control tower.  He was showing off for a couple of Red Cross girls he was taking for a sightseeing ride in his B-17 and lost an engine as he started to pull out.  His name was Frank Valesh and he went through at least five planes before completing his missions.  They quit counting the holes in his planes; they just counted the number of parts missing after every mission.  He was transferred to flying a Mickey lead plane because he could do everything with a 17 except fly it backward --- and I'm not sure he hasn't done that.

We came damn close to doing that on a mission to Regensberg in Feb. 1944 because of the strength of the headwinds.  I was told that at times our ground speed was ~35 mph.  Of course on the way back, we were really rocketing along.  
That was the mission on which we caught an 88mm in the bomb bay where we were carrying incendiaries.  There was a big hole in the bomb bay doors and stuff was leaking out, you could smell it in the waist and tail, and the front office was having a discussion about whether we should drop the load or not.  Finally the tail gunner called to the ball gunner and asked, "Shorty is that stuff sorta yellowish green?"  Shorty answered in the affirmative and the tail called back, "Well, it is floating by here in chunks!"  
That ended the discussion in the front and we salvoed….Bill (Sapp) Dixon

Hi Mike,
 
I was having a casual e-mail conversation with William "Bill" Dixon from the 100th BG (Sam Barrick crew) about the gunnery school at Las Vegas and his time before going to England and one thing led to another. Below is what he sent me.  Perhaps you have seen it before because he remembers sending you a lot of stuff in the past.  Anyway's, it closes another small gap in my fathers history I didn't know about and I thought you might like to see it.  The Queen Mary story sounds familiar.  
 
Ray Cary
………………………………………………………………………………………………………………………………………….
 
 I was in the same group with your father from Aug 1943 until I was shot down on 6 March 1944.  I even recognized him in the picture you sent. 
 
Your father was assigned to an air crew in August 1943 in Moses Lake, Washington.  The others on the crew were Raymond V. Monrad, pilot; Arthur E. Dehn, bombardier; George L. Lewis, assistant engineer; Talbert E. Spenhoff, radio operator; Nicholas Perovich, armorer gunner; and, of course, your father, engineer.  The rest of the crew was assigned in Kearney, Nebraska. (I will scan the portions of the orders moving us from Moses Lake to Kearney that include your father's crew and send them to you separately.)  On 11 August, we went by train to Kearney.
 
We took overseas training in Kearney from mid August until mid October when we were given overseas leave.  We did get several hours of flight time in B-17s in Kearney, but not enough was formation flying and there was only one practice bomb and gunnery flight.  There was no practice for gunners in looking for, tracking, or leading fighter planes.  We did not, however, realize just how untrained we were.
 (A personal note: The girl to whom I was engaged and my parents came out to Kearney on 20 August and she and I were married on 21 August in the rectory of the Catholic Church there.  Still married in our 64th year.) 
 
On returning to Kearney, we were put aboard a train and taken to Fort Dix, New Jersey.  We were processed there, shots checked, physicals again, paperwork in re insurance, deductions, bond purchases, etc.  We were allowed to go into New York City twice while in Dix.
 
(The following is a true account that I wrote some years ago about our trip in the Queen Mary.  Your father was in the same room with me so he, too, experienced this.)  
 
 
The Black Hole

Early in the morning of November 14, 1943, we were taken from Ft. Dix, across to New York harbor, and marched through a hole in the side of the Queen Mary for our trip to Jolly Old England.  

After entering the ship, we walked as far forward as it was possible to go and then down as far as it was possible to go.  At that point we reached a room that had a sign over the door “Max. Occupants 13”.  

We entered, all 63 of us, and found hammocks slung in every available inch of the room.  Another door stood open even farther forward, but it was the head, (toilet) an open trough through which a continuous stream of water flowed.  Oh joy!  Oh my!  

We later learned that there were over 15,000 troops aboard.   

I was the last one to enter the (what should I call it?  I know – the floating dungeon) and so I had to take the last of the hammocks.  The only hammock left was over the only way into the head.  

I learned, in the next few days, exactly what is meant by a head butt.  Every time someone went in the head, his head met my  -- well, you get the idea.  

We did have one recreational device in the dungeon and that was a small metal table that was bolted to the floor.  There were hammocks swung over it.  But that didn’t stop some of our brave soldiers from shooting dice on that table – 24 hours a day.  

If you have never heard the constant sound of dice hitting a metal table for 24 hours a day, you haven’t lived!

After the three fellows who had the hammocks over the table threatened vile and hurtful actions to the dice players, they persuaded three of the dice players to switch hammocks with them.  Fortunately, it took only four and one-half days to get to Scotland or some of those dice players may have had to swim part of the way.

Food or ----- What?

Our first meal aboard the Queen Mary was served Army mess style in the Grand Dining Room and consisted of kidney stew  with real beef kidneys (at least I think they were beef) and stewed apricots that had to be scraped off the serving spoon onto our trays.  Now, my grandmother had been born in England and raised in Wales and so I was not unfamiliar with both stewed apricots and kidney stew.  But my grandmother always soaked the kidneys well before preparing them to eat.  And, she knew when to stop cooking the apricots, too.  This was not the case with those who, on the Queen Mary, prepared both of these dishes.  

The routine followed by most of the soldiers was the routine I followed.  I went through the line received my food(?), kept moving until I reached the garbage cans, scraped both apricots and kidneys into the cans, placed my tray in the used tray pile, and departed as hastily as possible because the odor  was beginning to penetrate my pores. 

Early on the second day we had what would normally be called a lifeboat drill but they certainly didn’t have enough lifeboats for 15,000 people and so they called it a submarine drill.  I called it “The prepare to drown drill” if there really was a submarine around.  

Upon leaving the Queen Mary, we boarded a train for a destination unknown.  Our trip south ended somewhere on Salisbury Plains.  (My father had encamped on Salisbury Plains during World War I before being sent to France.)  It was at this camp that we were assigned to our 8th Air Force Group, the 100th Bomb Group.    When others at the Camp heard that we were going to the 100th, we heard for the first time the reputation of the Bloody Hundredth.  It was supposed to be the hard luck outfit of the 8th AF.  The story was that one of the planes of the 100th had lowered its wheels, a sign of surrender similar to waving a white flag, and, when German fighters came up to lead the B-17 to a landing, the gunners had shot the fighters down.  After that, the story goes, the Luftwaffe sought out the 100th in revenge.  We later learned that the story was apocryphal although it is still brought up every once in a while by someone who served in another Group.  And, at least one German Luftwaffe General has said that if he had ever heard of one of his pilots picking out a particular Group, he would have shot him himself because they didn’t have time to waste looking for specific targets – any old U.S. bomber would do!

We reported to the 100th Bomb Group at Thorpe Abbotts in East Anglia on December 1, 1943.

Bill (Sapp) Dixon

BERLIN RECOLLECTIONS:

Mike - In my lexicon "anybody" means bombers.  I know there was at least one mid-air because I saw it but it was not one of the 100th planes.  We were not leading the force and so other Groups had apparently penetrated the front but, in effect, turned around to come out. The result was airplanes all over the sky.  Also, three days later I was living in Sweden so probably didn't know 100th losses were not from mid-airs. 
Barrick (entire entry for Mar. 3): "Group recalled on way in.  Three B-17s missing."

Mike - I believe I received official credit for a Berlin mission on the 4th and I still remember climbing out of clouds and seeing no other aircraft until we saw a bunch to our left and went over and joined them - it was the 95th, i.e., Square B. 
 
Barrick (entire entry for Mar. 4): "Force recalled, turned back near Kassel, Germany.  Couldn't find B group, went in with 95th.  Two FW-190s and one Me-109 passed at us.  P-47 escorts knocked them down.  Some flak, not bad.  Alt 27,000'.  Ten from 100th went over target.  Seaton down.  Takeoff in snow storm and landed in snow storm.  Richardson flew with us as Bombardier, Henry, is in hospital.  A/C crashed and burned beyond runway after takeoff.  Was Lloyd Marks." …(this is incorrect, Lt Marks crashed on take off in Jan 1944)

Barrick added a note before he sent it to me.
"Note: Marks and Co-Pilot were only survivors.  Marks was severely burned while trying to get crew out of airplane.  He was returned to states, and was later divorced by his wife because of his disfigurement."  (this is incorrect, Lt Marks crashed on take off in Jan 1944)
Bill to Mike: I ran into Lloyd in San Jose, CA in 1959.  He was working at IBM at that time.  He loaned me his copy of Contrails and so I stopped by his house at least twice, once to pick it up and once to return it.  As I recall, I met his wife - although it could have been his second wife.  He was horribly scarred.  

SEE FULL BARRICK HISTORY IN AIRMAN 2

William Sapp Dixon
********************************************************************************************************
Note on Lt Henry:

CREW

2ND LT WILLIAM H. THOMAS            P CPT 29 MAY 44 LEIPZIG, AC REPAIR DEPOT
2ND LT J. J. RARING                       CP KIA 19 MAY 44 BERLIN, CITY (WITH THE M.D. RUPERT CREW)
2ND LT HERBERT J. BRICE             NAV CPT 13 APR 44 AUGSBURG
2ND LT LOUIS BROWNSTEIN         BOM CPT 25 MAY 44 BRUSSELS, MY  TAPS: 11 AUG 1971
2ND LT JAS M. HENRY                  BOM CPT 29 JAN  45 KASSEL  (FROM LT SAMUEL BARRICK) 
S/SGT CHARLES A. LEAVITT          TTE NOC
T/SGT CLIFFORD E. AKIN              ROG CPT 20 APR 44 MARQUENVILLE & FLOTTEMANVILLE-HAGUE
S/SGT WILLARD W. MOORE         RWG CPT 28 APR 44 SOTTEVAST (NOBALL)  TAPS: 19 JUN 1988
S/SGT DANIEL S. McGILL                TG CPT 27 APR 44 FLOTTENANVILLE (NOBALL)
S/SGT JOHN D. SMOOT                BTG CPT 27 APR 44 FLOTTENANVILLE (NOBALL)
S/SGT EDWARD A. VOLLMER        LWG CPT 27 APR 44 FLOTTENANVILLE (NOBALL)

418TH SQDN.. CREW, AS ABOVE, JOINED THE 100TH ON 26 FEB 1944. THE CP HAD TRANSFERRED FROM THE 349TH TO THE 418TH ON 26 FEB 1944.
ACCORDING TO THE DAUGHTER OF S/SGT DANIEL MCGILL, THIS CREW WAS TRANSFERRED FROM NORTH AFRICA TO ENGLAND AND WERE ASSIGNED TO 100TH BG.  INFO SKETCHY ON THIS BUT WOULD ACCOUNT FOR THIS CREW COMPLETING THEIR TOUR OF DUTY OF 30 MISSIONS  BY THE END OF APRIL.   SINCE SOME OF THE CREW WERE ONLY IN THE  GROUP UNTIL APRIL 44, THEY COULD NOT HAVE COMPLETED 30 MISSIONS IN THAT PERIOD OF TIME UNLESS THEY HAD FLOWN OTHER MISSIONS IN THE 12AF OR 15TH AF.

INCOMPLETE LIST OF MISSIONS FOR THIS CREW:

03/03/44 BERLIN
04/03/44 BERLIN
06/03/44 BERLIN
09/03/44 ORANIENBURG, NEAR BERLIN  (LAST LISTING FOR LT BROWNSTIEN ON CREW)
15/03/44 BRUNSWICK (LT JAS M. HENRY BECOMES BOMBARDIER FOR CREW FROM CREW OF LT SAMUEL BARRICK)
16/03/44 AUGSBURG
22/03/44 ORANIENBURG
23/03/44 BRUNSWICK
27/03/44 BORDEAUX
10/04/44 RHEIMS
12/04/44 SCHEUDITZ, RECALL
13/04/44 AUGSBURG

Subj: RE: 100thBG Form Submission 
Date: 6/10/2001 11:59:09 PM Pacific Daylight Time 
From: bridgid.macseoin@mildenhall.af.mil (Macseoin Bridgid K MSgt 100ARW/XPI)To: MPFaley@aol.com ('MPFaley@aol.com')  
Michael 
Yes, my father was Daniel S. McGill. I remember him saying he flew with another Bomb Group in North Africa and Italy, and his crew was moved to Thorpe Abbotts to do a comparison of missions (?) I did find records saying he participated in the Rome-Arno campaign, and that he was in North Africa in September 1943. I'm trying to get copies of his military records to confirm all this. My dad passed away in December 1994, so I can't ask him these questions. He served in the Air Force for 30 years. He also served in the 513th and came over to Mildenhall when the 513th was renamed the 100th. So I feel a real connection to this unit.

MEMO 2:

NOTES OF SAMUEL L. BARRICK

How the "infamous legend" of the "Bloody 100th" was initiated. A B-17 flown by Captain R. Knox {according to an Air Force observer flying with the 100th that day} was in serious trouble after one of the fighter attacks. For a time his plane lagged with one engine out, and he became the focus of sustained fighter attacks, a second engine went out. 
According to the observer the wheels of the B-17 were lowered, signifying to the Luftwaffe that the plane had surrendered, and according to the "Code Of The Air", once this was done the attacks on the bomber would cease. Two German fighters pulled alongside to escort Knox to a landing. Then for some reason the gunners aboard the B-17 shot the escorting fighters down. The wheels went up and the plane made a dash for home. Other fighters attacked the B-17 and it too was shot down. After this flagrant violation of the "Code Of The Air", so the legend went, the 100th Bomb Group was marked for extinction by the Luftwaffe. The Me-109s and FW-190s would ignore other planes in the formation to concentrate on the 100th, it was a personal grudge between the Luftwaffe and the "Bloody 100th". True or not true, the story was believed, and the reputation of the 100th was established as a bad group. 
After Regensburg, the 100th flew five missions with no losses, then on September 3, four planes were lost, September 6, three were lost, and on September 15 and 16 two planes were lost. 
On October 8, on a mission to Bremen , the 8th Air Force lost thirty B-17s. Seven of the thirty were from the 100th. Then on October 10, 1943 on a mission to Munster, the 100th put up thirteen planes, and twelve were lost. One survivor returned to base. 
The word spread to other bases that the Luftwaffe had "got the 100th Bomb Group" .The facts grew into rumors and the Legend of the Bloody 100th flourished. 
One factor that was not noted at the time or since was the October 14 "Black Thursday" mission to Schweinfurt when the 8th Air Force lost sixty planes; the 100th did not lose a single plane. Coming only four days after Munster it was possible for the 100th to send up only eight planes. The rumors persisted; we replacements had to believe when the 100th "old timers" told the story. The morale of the entire base was very low, there were even fist fights in the Officers Club, it seemed that they would try to get as drunk as possible when the bar was open. 
 My crew was one of fourteen replacement crews that joined the 100th in November 1943. I was assigned to the 418th Squadron, commanded by Major Everett Blakely, on 2 December 1943. Squadron Operations Officer was Captain Ernest Kiessling. Both Officers had been with the 100th since its beginning. 
My first flight was on 4 December; a check ride with a Warrant Officer Smith. There was a P-47 Base about five miles from Thorpe Abbots; he took over the controls and gave the base a good "buzz job."  His motive was to be turned in for it and get grounded. That didn't work, he was still on flight status the next day, no disciplinary action was taken. 
On 10 December we attended a special briefing that resulted in a harangue about poor formation flying. It was my first introduction to the "combat box" that was formulated by Brigadier General LeMay, Commander of the 3rd Air Division. The group formation consisted of three squadrons, a six plane lead squadron of two elements stepped down to the left, a six plane low squadron also stepped down to the left, and a nine plane high squadron stepped up to the right. Each aircraft would maintain a fifty foot clearance. The object was to allow each aircraft to have a clear field of defensive fire. We flew a practice mission with an entire group the same day. I found that I had a lot to learn about flying a formation of this kind; it was much different than the "parade" formations we learned in the states, where the object was to "keep it tight". 


Three Groups, the 95th, 100th and 390th made up the 13th Combat Wing. The Wing formation was the same but larger structure as the Group formation. Three Wings made up the 3rd Air Division. The 1st, 2nd and 3rd Air Divisions made up the 8th Air Force. The force was flexible dependent upon target selection, and available aircraft. Later on, the force was greatly expanded. 

We had several more practice formations, but never seemed to get it right, according to the after flight critiques. All flights were at low altitude. Munn had finally decided to start flying the airplane. He made several takeoffs and landings and was doing well. He could not fly formation very well, and would last only a few minutes before I had to take over. 
The following dated entries are verbatim from "diary" notes, made after each mission, except for 6 March which was written next day, added information in parentheses, and notes following dated entries. 

30 Dec 1943     5:00    Flew as spare, no fill in, complete group of 21 A/C crosses French Coast   

31 Dec 1943    2:30     Target - Paris, France. 
 Had to abort over the channel - No. 4 engine failure. Salvoed bombs in channel, came home on 3 engines. 

1 Jan 1944- Hospital
 
Note: I was awakened early on New Years Day with a very rapid heart beat. After dinner I was concerned about it and went to see the Flight Surgeon. He measured a pulse rate of one hundred sixty, and put me to bed. Later that day when the pulse rate did not decrease, they took me to the area General Hospital for further examination. That evening the pulse suddenly returned to normal. However, I was confined to bed, including the use of a bed pan. One doctor, a Captain, stated they could not determine any heart damage until the situation repeated, thus I should increase the pulse rate by running. So I would go outside in the hospital pajamas, robe, and soft cloth slippers and race around the buildings to meet the Captain and his stethoscope. And then -back to bed and bed pan! One day a Medical Corps Colonel visited the ward and asked how we were being treated. I told him about the running. He took the Captain into the office and his voice was quite loud.  He later asked me in, and stated that the records indicated a bout of "paroxysmal tacchiacardia", it may never happen again, but if I was really concerned about it, there were grounds to process a Medical Discharge. I requested that I be returned to duty, and so returned to base the morning of 10 January, and another check ride that afternoon. 

11 Jan 1944     6:20    790     Briefed target Brunswick, Germany. 
Complete recall due to bad weather, turned back and bombed Osnabroock.  Flew in a composite group of 13 A/C constituting a complete wing. Other A/C got lost in the weather and aborted.  No heater in A/C, no heated suits except for Marlin {Ball Turret Gunner}. OAT was -38C (- 40F), at 27,000. T/Sgt Jackson in top turret, Johnson in hospital. Made landfall in enemy territory with top and ball turrets inoperative, three other guns froze up. Sapp (Right Waist Gunner and crew Armorer} got top turret and both waist guns going. 
 Light flak over Amsterdam going in, flak suits not on yet. Damned flak suits very uncomfortable. Moderate flak over target. Attacked by 2 ME-210s of 4 that queued up. Sapp and Fantone {Tail Gunner} scored hits on wing and engine, saw it pull away, smoking. Other two stayed out of gun range. Thorpe (Left Waist Gunner} put three 50 cal. slugs through our LH stabilizer and elevator. Fantone said we were hit by fighter fire when he saw fabric flapping in the breeze. 
My formation flying was very poor because outboard engine’s superchargers inoperative, due to frozen hydraulic lines, could only get 20" manifold pressure on outboards. I had never flown formation above 18,000' before. Carried  42 incendiaries. 
Sapp was credited with a damaged. Terry and I were chewed out by Major Blakely, Sqdn. CO, for poor formation flying and were told we would fly 'tail end charlie" until we learned to fly formation, so we wouldn't hurt anybody. 
Note: It was normal procedure to lock the outboard engine throttles and use the two inboard engines to maintain position at cruising speed.  I soon found that at high altitude we had to cycle the outboard superchargers to prevent the freezing.  I guess I was just supposed to know. 
  
14 Jan 1944     3:45     061     Briefed target -Hesdin, France. 
Went in 12,000' , not on oxygen. No enemy planes sighted. Heavy flak barrage over Abbeville.   Direct hits on target, carried 12 500 lb bombs.  Only 3 of original enlisted crew left. Sapp broke his arm trying to fix top turret. Lowe, Tailgunner of Alf’s crew flew with us today, Fantone in hospital. One funny incident: Guerrini (Navigator) dumped a filled rubber out of drift meter window, and rubber broke in his face. Henry (Bombardier) was not happy! We will learn yet. 
Note: There was no way that any air crew would leave their station to use the relief tube in the bomb bay while over enemy territory. A condom was the answer. 

21 Jan 1944 4;30      087    Briefed target  St. Omer, France. 
Went in at 19,00' , on oxygen. No enemy planes sighted, very good fighter support. Heavy barrage of flak over target, very accurate. Squadron turned left off target instead of right, per briefing, flak followed us but no major damage. The climb over the channel was too damned fast, formation was a mess. Visibility coming home was very poor. Munn made a good landing, but was so bull-headed he cut two A/C out of the pattern. Terry and McFee and some others got a lot of flak holes. We had a few.  Sapp recovering from bruised wrist bone – arm not broken but he couldn’t fly.
Note: Hesdin and St. Omer, France were called "Ski-Ball" targets at that time. We only knew that they were top priority targets, as was every other target. The sites were later identified as V-1 "buzz-bomb" launching sites. Obviously, our bombing them had little effect. 

30 Jan 1944    7:20    062     Briefed target -Brunswick, Germany. 
Went in at 27,800" due to high clouds and contrails - a SNAFU nightmare, on instruments part time, fearful of collision, had everyone looking out. Bomb bay doors froze open, 2 bombs hung up in shackles. Henry (Bombardier) and Sapp (Armor- Right Waist Gunner) kicked them loose, Johnson (Aerial Engineer, Top Turret Gunner) cranked them closed by hand, none even wearing a chute.  Got back in formation, and No 1 prop "ran away", could not control with feather button, had to shut down. Lost out of formation, came home alone on 3 engines. Munn passed out from anoxia, revived him OK. I had a slight case of bends in right hip, and sinus coming down. Good fighter support, no close flak. Crossed enemy coast at 15,000'. Munn made a very good landing, has finally realized he must learn to fly the airplane; can't get out of heavy bombers. Henry is a good man. Johnson got his cherry today. 
Note: The bomb bay doors had been lubricated, and in the extreme cold the oil congealed; the electric actuators did not have enough power to overcome the resistance. We learned to wipe the actuating screws dry of all lubrication before every mission. 


3 Feb 1944     7:30     059      Briefed target Wilhelmshaven,   Germany. 
Turned back at 27,000' , 25 minutes from target.  No fuel pressure, dropped to 3 lbs, engine quit. Hit cloud deck at 24,000' . Three P-47s escorted us just above cloud deck for awhile. Saw only one fighter, evidently due to weather. Dumped 12 500s in the channel.  No heater, -37C OAT.  Climbed out through overcast, assembled on top.   Almost crashed on takeoff, wind gust under left wing at takeoff speed.  Cleared trees by inches, couldn't gain altitude until we closed the cowl flaps - five miles at a hundred feet max. 

4 Feb 1944      7:00    059     Briefed target -Frankfurt, Germany. 
Went in at 25,000' , just "wading'. Through flak.  Our formation was very poor, due to "piss poor" lead, everyone cried about it.  Almost had a collision over the channel; 
there was a runaway barrage balloon out in front and above.  Group lead started a right turn to avoid it, but another group was on the right so he turned hard left.  I was making a 60 degree power off turn to the left to avoid our squadron A/C to my right when Munn screamed "look out".  An A/C from a group on our left was sliding toward me, had to pull up to avoid him and went into a full stall.  Recovered OK, but lost about 500'.  These airplanes ain’t safe! 
Engines perfect today, no trouble. Bomb bay door would not open, had to salvo load, crank doors closed by hand. Were flying through flak for a little over an hour got only a few holes. Lead ship ran away from formation, due to flak, everyone quit him and got into other groups. I got into the 390th just in time for five FW-190s to take a head-on pass at us. Two hours instrument time, had to let down through the soup again. Briefed at .5 clouds. No flap landing, bad cross wind.  Munn’s nerves are going bad. Three crews down. Brown of 349th, McFee and Green of our squadron. 

6 Feb 1944     6:00   508     Briefed target - Evereaux , France. 
Primary and secondary targets both overcast. Took "tour" of France, finally bombed airfield at Everaux. Went in at 25,000',  flew "tail end Charlie" in high sqdn, No. 3 position.  Moderate flak all around the tour.  Fourteen FW-190s out at 3 o/clock, five took a pass, one straggler went down, exploded. Three 190s came in from 6 o'clock. Ball turret gunner Marlen passed out coming home, no oxygen, ice froze in mask.  Sapp pulled him out, crushed the ice.  No harm done. 

10 Feb 1944  Scoggins went down at  Brunswick.  Our crew on pass. 

13 Feb 1944     3:15      994    Briefed target - Hesdin, France. 
First mission in our own aircraft, B-17G, 42-39994.  Went in at 12,000' , scored hits on target. Moderate flak heavy barrage over Abbeville. A few enemy fighters in dogfight with our escort.  Our crew did a darned good job getting the guns in, not much time after briefing.  Had good position, No 2 position, low sqdn, pretty good deal, easy to fly.  I've got the best damn crew in the business! 

Note: The B-17G model had numerous improvements over the B-17F, notably a twin 50 caliber remote controlled "chin turret" fired from the Bombardier position, and electrically operated turbo-superchargers, using a single dial control instead of four manual handles. No more freeze-ups. Perhaps the best improvement was the introduction of windows in the waist and radio compartment that would remain in flight. On earlier models the windows had to be removed for gun installations. 

Note: On or about 18 February I received a telegram from Cecile Stott  that I was now a father.  My son, Samuel Lawrence Barrick, Jr. was born 15 February, 1944.  Mother and son were doing fine. 


20 Feb 1944      9:30      994 Briefed target - Posen, Poland. 
All the way in at 12,000' , would bomb at 15000'.  Posen overcast, couldn't bomb. Climbed to 19,000' and bombed Stettin, Germany on Pathfinder. Picked up enemy fighters over Denmark on the way in, had sporadic attacks until we were over the North Sea on the way out. Only 13th CW flew mission, no fighter escort. JU-88s tried to bomb us, no accuracy. Also used rockets, made 88 mm flak seem small. Several B-17s went down, on fire, blowing up, spinning. Harris crew down with Marchiondo {Bombardier, good friend}. Smith went to Sweden - he was our element lead, no damage that I know of, all props turning. Munn failed to retract gear after takeoff, no harm done. Climbed out through overcast, assembled on top. Let down through overcast on way home. Pretty rough mission, long haul, pretty tired bunch of boys tonight.
 
Note: Harris crew made it to Sweden, Smith did not, we never found out what had happened to him. Perhaps he was low on fuel and ditched in the Baltic. 

22 Feb 1944      3:00     994 Aborted due to oxygen leak.  Group was recalled.
 
Note: Capt. Kiessling, Squadron Operations Officer, chewed me out for aborting, Lack of oxygen was no excuse!  An oxygen regulator line at the navigator's station had been knocked loose during nose turret gun installation. 

23 Feb 1944      Mission scrubbed after briefing.

24 Feb 1944      11:00      994      Briefed target - Posen, Poland. 
Went into target area, but clouded over. Bombed Rostock, Germany on Pathfinder. Numerous fighter attacks on high sqdn, no serious damage.  JU-88s and Me-109s.  Heavy flak over target and route in. Flew No 2, 2nd element high sqdn. Johnson damaged JU-88. 

25 Feb 1944     10:15     994     Briefed target Regensburg, Germany. 
Hit heavy flak going in, all flak close and accurate. Was hit in bomb bay, 2 bombs broke, fluid ran out through holes in bomb bay door. Heavy fumes throughout A/C, passed order not to fire guns. Were still over French territory so waited for German border, then salvoed bombs, went in empty.  In group ahead saw two B-17s blow up, one from flak, other from fighters.  Saw several B-17s go down on fire or smoking.  Carried 42 incendiaries. Weather very bad at home base, climbed through overcast on basic instruments.  Flight indicator went out right after takeoff. Coming home, P-47 joined our formation for protection. 

3 Mar.1944     5:00      994     Briefed target - Berlin, Germany. 
Group recalled on way in. Three B-17s missing. 

4 Mar 1944     6:00      994    Briefed target -Berlin, Germany. 
Force recalled, turned back near Kassel, Germany.  Couldn't find B group, went in with 95th.  Two FW-190s and one Me-109 passed at us.  P-47 escorts knocked them down. Some flak, not bad.  Alt 27,000'.  Ten from 100th went over the target. Seaton down. Takeoff in snow storm and landed in snow storm.  Richardson flew with us as Bombardier, Henry in hospital.  A/C crashed and burned beyond runway after takeoff.  Was Lloyd Marks. 

Note: Marks and Co-Pilot were only survivors. Marks was severely burned while trying to get crew out of airplane. He was returned to the states, and was later divorced by his wife because of his disfigurement. (Note by Bill: I ran into Lloyd in San Jose, CA in 1959.  He was working at IBM at that time.  He has since died.)


6 Mar 1944     6:00       994    Briefed target - Berlin, Germany. 
At about 1200 hours near Dummer lake, fifty - sixty FW-190s and Me-109s attacked us from head on. No fighter escorts at this time. I had changed from high sqdn to low sqdn at 1100 hrs to fill in for an abort. Fighters in first pass took out all of high sqdn and lead sqdn, left two of us in the low sqdn. Our formation was lost, dropped into lead group. Fighters same tactics on lead group. No 4 engine was on fire, No 1 smoking and losing oil. No 4 fire went out, still pulling power. Told Munn to feather at first sign of oil pressure drop. No 1 pulling only half power, when No 4 went dead; Munn failed to feather it, engine {propeller} started windmilling. Had to salvo bombs, kept losing airspeed and trailing formations. No 4 engine seized, the prop almost stopped, and then broke loose, evidently the crankshaft had sheared, the prop was spinning again. At 1255 decided to go home, crew said we were losing fuel. Due to fuel loss Guerrini said only enough fuel to reach German coast, then decided on Sweden. Hit light flak from ship on the Baltic, flak on the Swedish coast. Landed at 1445 hours. Damage was heavy, the Swedes counted over 13 20mm holes in front and about fifty flak holes. No wounded but everyone scared stiff. 

Note: Some other things happened that I will never forget. During the attack there were parts falling off airplanes, airplanes on fire going down, and some airplanes just blew up. The fighters came so close passing by, that I could see the pilot. The whole thing may have lasted two or perhaps three minutes. Very few parachutes were seen. 
As we were heading towards home, looking upward I could see formations of B-17s continuing on to the target. I had the very distinct feeling that regardless of what happens, the 8th Air Force could not be stopped or turned back. 

A recollection of our predicament after the attack follows: 
In an effort to stay with the formations, I had been running No 2 and 3 engines at full power for over 45 minutes; No 4 propeller was windmilling, No 1 was slowly losing power, we could no longer maintain altitude, and had lost the remaining fuel in two tanks when we made the decision to go to Sweden. Maintaining altitude was no longer important, if we could save the engines and reduce fuel consumption. We reduced to climb power, and started losing altitude. Some minutes after the No 4 engine had seized and broke loose the first time, the engine seized once more, almost stopped, and broke loose again. The reduction gearing had failed, with the prop turning free. The only thing holding the prop to the engine was air drag. As time went on the prop shifted so that it was slanted inboard toward the No 3 engine. It actually wore off about six inches  of engine cowling at the inboard side. If the prop came off it would surely damage No 3 engine nacelle. We continued to lose altitude as we approached the Baltic coast of Germany. Near the coast we passed over an airfield with a number of fighter type aircraft. They remained in position, none took off. Probably dummies. 
We continued to lose altitude, and by jettisoning the removable guns, ammunition, flak suits, and other loose equipment we could maintain altitude at about 5,000 feet and 110 mph IAS. We had been briefed to land at Ystad, Sweden if we had to, so we headed there. However there was a low overcast in that area, and after letting down to 500' we couldn't get under it. 
We were looking for a place to belly land in the snow when two Swedish fighter airplanes arrived. These were Italian made Reggiane 2000 models, similar to our Republic P-35. One of them lowered his landing gear and flaps and flew off my left wing, giving me hand signals when to turn. The other fighter was having a good time diving on us and pulling up just ahead so we would fly through his propwash. Each time the No 4 prop would move into the cowling, and our left wing would sort of flap. I motioned to the guy on our left for him to get the other one away. He just grinned back, he too was enjoying the fun. I told Johnson to turn the top turret toward the fighter. They got the message and escorted us to a small airfield at Malmo. We lowered the landing gear, and I told everyone to get into the radio room in ditching positions until the airplane stopped, then get out immediately and form a rank at the rear entrance door. 
I made the smoothest landing that I ever made on the grass turf and parked the airplane. The crew scrambled out, and as I shut down the engines, a voice said in my ear "Valcome to' Shveden". I turned, he had a pistol pointed toward me. I put up my hands, he grinned at me, put the pistol away, and he shook my hand. We were in a friendly country after all! 
We marched, very military, under guard, to a building where there were a number of Officers and we were given coffee with cream, fresh milk, and delicious items of pastry. They asked us questions, we stuck to our briefed instructions of giving name, rank, and serial number; and that we had become lost while on a navigation training mission. This was supposed to have us immediately released from internment. For some reason they didn't believe us. 
Then there was some excitement. Everybody went outside, our crew as well, and watched a B-24 land. It was flown by a Lt. York, on his first combat mission. He told everyone that he had bombed Berlin. Of course the Swedes all ready knew the target, having listened to German radio. So our story was pretty weak. 
We had a quick look at the airplane while we were outside. The No 4 prop was laying on the ground. A curious guard had shaken it, and it fell off. There were numerous holes in both wings, one hole through a No 3 prop blade, and No 1 engine had a large hole in the cowling. The airplanes fuselage had not been hit; someone had been looking out for us. 
Both crews were bussed downtown to the Grand Hotel; the American Consul at Malmo met us there, identified himself, and introduced the hotel manager, an American named Bob Collins. Later I found that Bob Collins was in the OSS. The next morning we were put on a train along with a Swedish Officer and two guards, our destination was an internment camp at Falun north of Stockholm. 
While we were in the train station in Stockholm, a civilian entered the car and asked for the Officer in charge. I was the ranking Officer, and stood up. He started asking questions, I asked for identification. He proceeded to chew me out, I answered with name, rank, and serial number. After several minutes he said he was Lt. Col. Felix M Hardison, the Military Air Attache for Sweden, and showed me his AGO card to prove it. I didn't think I liked this guy, but it turned out that he was just testing me, and he was a good fellow. 
We arrived at Falun, which was located on the Dal River in central Sweden. The "camp" was a small resort hotel, with an American B-17 crew from the 100h Bomb Group. Bill Harris had made it after all! There were twelve or more crewmen from the RAF also in the hotel. The enlisted men were held at a Swedish Army camp just outside Falun and their accomodations were far from a hotel atmosphere.  The bunks were straw pallets on boards, no springs, and no pillows but plenty of blankets.  My crew would not remain in Falun, we were going to Rattvik, further north and on Lake Siljan.  
The stay at Rattvik was a fun time. We internees were free to roam anywhere within a five mile radius of the little town. We rented skis, and almost learned how to stay on them before the weather warmed. The town had a soccer field that was in constant use. The war was a long way from us. 
On about 1 July, I was summoned to the American Legation in Stockholm to meet with Colonel Hardison. I had been "volunteered", along with some other Pilots to form a maintenance unit to recover, repair and fly interned aircraft to a storage site in Sweden. On June 20 and 21 twenty four B-17s and B-24s had landed at the little field at Malmo. Ten aircraft had previously landed there, and were in process of repair by a small contingent of one Officer and nine enlisted men. 
The airfield was a mess. Airplanes were scattered allover the small field, some had belly landed, others had landed on one gear, two had crashed head.. On into a sheer bluff, one had smashed its right wing into a building, and another had gone over an embankment, and nosed down into a police pistol range. Others were erect, on three wheels. Two B-24s had crashed and burned. 
We had no special tools or maintenance equipment at the start, but with the assistance of the Swedish fighter unit and ABA airline facility, we were able begin work. A Major Joe Filkins arrived from the UK on June 19 on an inspection trip, and remained to oversee our operation, and was successful in obtaining Kennedy type tool boxes, and special tools from the UK. Later, he was successful in getting a Jeep and Trailer. We had an operation going! 
We looked at every airplane to determine if they could be repaired, if not, they would be used for salvageable parts and scrapped. 
Most of these airplanes had landed in southern Sweden, in places other than Malmo. It was necessary to send teams to these locations to retrieve them. One B-17 had belly landed in a peat bog, the team even laid a short narrow-gauge railroad to salvage the parts. 
The most complex repair accomplishment was on my own B-17G 42-39994. We replaced the entire left wing and landing gear, with parts from another aircraft. The feat was described, with fair accuracy, in a July 1945 issue of Air Force magazine. 
This was a "salve to my wounds" in that there were several magazine articles at the time that described the "life of Riley" we internees in Sweden and Switzerland had enjoyed. Implications were made that we had shirked combat duties, and ran away. 
Too bad these writers could not have been there attend the funerals in Sweden, visit the wounded in hospital, and see the extensive battle damage most of airplanes had received. 
Too bad they didn't know about the long hours spent under field conditions, repairing aircraft and some that would have been junked back in the UK. We really had ball! 
During the period I was there, One hundred and thirty two B-17s and B-24s came to Sweden. Of that number, we repaired, flight tested, ferried and maintained in flyable storage eighty-eight of them and scrapped the rest. At the end of the war, the 88 were flown back to the UK and scrapped. 
On 15 January 1945 I was transferred to the Legation in Stockholm, and assumed the duties of Engineering Officer for all interned aircraft. 
On 7 March 1945 I was released as an internee and flew as a passenger in a C-87 (converted B-24) to Scotland and was assigned to a Casual Pool in a Replacement Depot. 
I was ordered back to the 100th Bomb Group for ten days temporary duty, then back to the Replacement Depot, departing the UK on 1 April on a Canadian troop transport, the "Aquitania" arriving Halifax, Nova Scotia on 9 April,1945. Arrived Ft. Lewis on 15 April. 
A neighbor brought Chirp and a little boy to the Fort to take me home. This little boy was exactly thirteen months old, to the day; he was a beautiful child, dressed in a light blue double-breasted suit with matching cap. I picked him up, hugged him, and all he did was bawl and squirm, he didn't like me at all! 
The war ended in Europe on 7 May 1945, with the unconditional surrender of Germany. The 8th Air Force was no longer flying combat missions. The B-17s and B-24s were no longer the "heavies"; the B-29 was the airplane! While at the Santa Monica, California Redistribution Station, I learned that I could not go to B-29 training, because of a War Department circular that prevented Prisoners Of War and Internees from going back into combat. I was released from active duty, so returned to Tacoma on terminal leave. For me, the war was over. 
I have tried to summarize my experiences during the war, without adding a bunch of "heroic" bovine excrement. It certainly does not tell the story. Perhaps the following statistics will serve that purpose. 

12,731 B-17s of all models were built during the years of 1935 through 1945.  4,750 were lost in combat. 
350,000 men and women served in the 8th and 15th Air Forces, over 26,000 were killed in combat, or died of their wounds. The first 8th AF mission was on 17 August 1942 the last on 7 May 1945.  The 15th Air Force (Italy) was operational on 2 November 1943.
The 100th Bomb Group flew on 306 missions, lost 177 aircraft in combat, 732 men killed in combat, 52 more in operational accidents, 901 prisoners of war, 81 evadees, and 58 internees. The 100th was credited with 261 enemy aircraft shot down, 1010 probables, and 139 possibles. 
A total of 351 aircraft were flown by the 100th, 204 were missing in action, 61 were salvaged, and 25 were returned to the United States as 'war weary ". 
The largest losses (worst missions) by the 100th were: 

Regensburg Shuttle    8-17-43  9  aircraft
Bremen                     10-8-43  7 
Munster                   10-10-43 12
Berlin                          3-6-44 15
Berlin                        5-24-44  9 
Merseburg                 7-31-44  8
Ruhland                    9-11-44 12 
Hamburg                 12-31-44 12 

Even though the 100th lost 177 aircraft in combat, they were not the loss leaders, coming in third for this dubious honor.  The 91st Group lost 197 aircraft and the 96th lost 189.

The following was the status of the fourteen replacement crew pilots that joined the 100th Bomb Group in November 1943. 

Alf             POW
Brannan     P0W
Harris        Interned 
Lacey        KIA 
McPhee     KIA
Scoggins    KIA 
Shoens     Completed missions
Barrick      Interned
Chapman   POW
Helmick     Completed missions
Marks      Crashed, burned
Murray      KIA
Seaton     POW
Terry        KIA

KIA / MIA / EVA / INT INFORMATION:

TARGET: Berlin DATE: 1944-03-06  
AIRCRAFT: "Snort Stuff" (42-39994) CAUSE: EAC, Interned in Sweden  

BURIAL INFORMATION

PLOT: ROW:  
GRAVE: CEMETERY:  

PHOTOS:

The Sam Barrick crew in Sweden
(Starting at lower left and going around the table) - Hugh Fantone-tail gunner, James Brady-togglier, Frederick Thorpe-left waist gunner, Walfred Johnson-engineer/ttg, Samuel Barrick-pilot, Ira Munn-copilot, Edward Marlen-ball turret gunner, James Guerrini-navigator, Clifton Barton-radio operator.
(Photo courtesy of William Dixon)

 "SNORT STUFF" 418th aircraft (100th Photo Archives) Samuel L. Barrick - Pilot of "SNORT STUFF" in Sweden. Detailed Information (100th Photo Archives) 

 James Guerrini - NAV left and Clifton E. Barton - ROG, Samuel L. Barrick's crew in Sweden Detailed Information (100th Photo Archives) 

 Hugh Fantone - ROG, Samuel L. Barrick's crew in Sweden Detailed Information (100th Photo Archives) 

 Hugh Fantone TG, left and William Dixon Sapp, Samuel L. Barrick's crew in Sweden Detailed Information (100th Photo Archives) 

 From L to R: Frederick Thorpe-LW, Edward Marlen-BTG, and James Brady-Toggiler, all of the Samuel Barrick crew. Photo taken in Rattvik Sweden in late March or early April, 1944. (Photo courtesy of William Dixon) Barrick crew information 

 Samuel L. Barrick - Pilot of "SNORT STUFF" in Sweden Detailed Information(100th Photo Archives) 

 SNORT STUFF 42-39994 LD-D interned in Sweden on March 6, 1944 getting engine replacements. 

Sam Barrick's aircraft in Sweden after March 6, 1944 mission to Berlin

 

SERVED IN:

Crew 1

Crew 2

ID: 240