Captain George F. Seelinger MD
Captain George Seelinger MD, Flight surgeon 01689899
Dr. George F. Seelinger, was a Flight Surgeon who served in the 344th BG, 494th BS from about 1943-1945. After the war he was in private practice on Long Island in Sea Cliff and Westbury until his untimely death in 1950. Thanks to George Seelinger Jr. for providing photos and his father’s well written journal.
*Some of the descriptions are necessarily graphic.
I was able to find his mention in a remembrance printed in the 344th Bomb Group Silver Streaks book;
From the log of Carl Moore-
“March 26, 1944- The target was Imjuiden E-boat pens. The crew was Johnson, Wilms, Curmode, Moore, Castoro, Calkins, and Tippens. We flew in position 3-1-4.
This was a maximum effort mission and all medium bomb groups in the ninth Air Force (700 marauders) were sent to the same target. Personally, I wasn’t interested because I was coming down with a case of the ETO laryngitis….I went to see Dr. Seelinger after the mission and he put me in the hospital for a week. “
Dr. Seelinger kept a well-written journal of his time in the Army Air Corp. Most of his journal shortened to include mostly his work as a doctor, observer of injured and killed airmen, and his descriptions when taking part in seven missions. (Note: Graphic Descriptions)
It is rare to find a document of this quality and impact. The historians of the 344th bomb group have access to military records but depend on the pictures and written materials provided to us by the airman’s family to bring the stories to life.
The following is taken from the more complete document and includes the records and links added by the webmaster/historian. For example, when Seelinger describes a lost aircraft and what he found out about the incident, there is a link to the official MACR. Furthermore, when Seelinger describes a mission he participated in, you’ll find documents such as the crew list, formation diagram, pilots debrief, and target map.
March 6, 1944
This was the day we are supposed to become operational. Well, well, one rumor that was really “all the biscuits” as we sure did become just that. A flight of two boxes, 36 planes, took off for the first combat mission of the 344th bomb group. Much rank went along what with 3 colonels and 1 Lt colonel. Six ships, piloted by Willie Kohlberg, Jim Ashberry, Geo Jones, Dick Hynes, Jim DeFord, and a new member, Shaff, were in it from the 494th squadron. I was giving a first aid lecture at the time of the take-off much to my disgust. However, even though I am OD today, I determined to be there when the ships landed to welcome the boys back. The ships reappeared over the field about 2:15pm. We were all sweating them out, counting each one as it landed. A big sigh and prayer of relief was breathed by all, I’m sure, when the number landed corresponded with the number that took off. Sure felt good to talk to the boys. Each one, of course, was as proud of himself. . . .
It didn’t take long before Dr. Seelinger had to deal with the disaster of a mid-air collision not far from the Stansted base. Please find journal entries as well as other 344th records;
March 8, 1944
Day uneventful. Two V-mail letters from my honey in the afternoon. Gee, it is swell hearing from her. The mail seems to be coming in a little more regularly; hope it continues to do so. Was reading her letters when the CQ came in and told me to get in touch with the hospital right away as something important came up for me. Did so and received a severe shock. Two of our squadron planes crashed near North Weald, about 22 miles from here. Have to go out to the scene right away. Stopped at the 387th area to get details of the crash. Seems as though it was a mid-air collision occurring in the clouds about 3:35pm. The ambulance from the 387 was dispatched to the scene first and has already recovered 8 bodies. Hear they had among them the bodies of Smokey Miller, Hudson, Bair, etc.. What a shock. Just played poker with them last night and Smokey wanted me to go on the mission with them today. I had already told Bailey that I’d go with him but I was pulled off at the last minute as Colonel Vance doesn’t want the medical men to go on any until he makes sure of their status. No one at the 387 seems to know whose ship the second one was. After getting what details they had of the crash we picked up an MP escort ant proceeded to the scene. Arrived there after dark so there wasn’t much we could do. Found a few bits belonging to Hudson and Bair. Came back to the field and found the ambulance from the 387 had brought the bodies over here. We went over all of them and further established the identities by dog tags, wallets, identification bracelets, etc. Now had so far positively identified Miller, Bair, Hudson, Worrell, Brooks, McNammany, Summers and Butler. Knew from a piece of armor plate we brought back from the scene that the second plane was Johnnie Eckert’s and found that he was piloting at the time. However, haven’t identified any of his remains as yet. That leaves Eckert, Border, Powell, and Thompson still unidentified. The bodies we have are in horrible shape. None are recognizable. Most are badly burned and charred and for the most part either total or partial decapitation has occurred. They must have hit with terrific force. The wreckage of the planes was scattered over a thousand yards and one engine was blown into another field ½ mile away. According to witnesses, both planes fell from the cloud almost locked together. Apparently Smokey’s broke loose from Johnnie’s and started to burn in the air. When it hit the ground one or more of the bombs (500lbdrs) exploded and blew the plane to pieces. Johnnie’s then crashed about 200yds away. Some people seem to think Johnnie may have had a chance to crash-land if it hadn’t been for the bomb exploding. It’s a tough break all around and I doubt whether anyone would have survived regardless of the explosions or not. Johnnie’s wife just had a baby 16 days ago and he just found out 4 days before the crash. He sure was a happy man. All of the fellows were well liked in the squadron and both Miller and Eckert were cracker-jack pilots. Would be easier to take if they had gone on the mission and were shot down, or had to crash land because of flak damage but as it happened they never even got to where they were supposed to go, the accident occurring about 5-10 minutes after take-off. After bringing bodies to the morgue at Braintree I finally arrived back at the field at 2am and was so low in spirit and tired that I went right to bed.
March 9, 1944
Up at 7, ate, and then took off for the scene again. In daytime the view of the wreckage was awesome. As I stood there I wondered how any semblance of a whole body could have gotten out of it. Apparently with the exploding of the bomb, or bombs, the bodies recovered were blown out of the planes. One could tell approximately where each body landed by the small neat white mound of ashes left by the burned clothes they wore. Scouted around the pieces all day but could only find duplication of names that I already had. Eckert’s plane was nosed into a deep crater which was full of a water-gasoline mixture and mud. The conclusion was reached that the remaining four unidentified bodies were somewhere in that crater and would have to stay until some demolition squad came and removed the wreckage. Would have dug for them then only we knew that there was also some live bombs in the crater and the MP’s wouldn’t allow any digging at the time. Arrived back at the field near midnight and once again tired and downhearted so went right to bed again knowing I’d have to go out to the scene in the morning.
March 10, 1944
Was told this morning that a crew was at the scene and beginning to remove the wreckage and that I could probably get some information around noon. Took off in the ambulance around 11am and arrived there shortly after noon. Parts of the planes were already in trucks but the crater where Eckert’s plane had crashed was hardly touched. Since I could find nothing at the time, I took my driver into Epping where we both had lunch and a couple of beers before returning to the scene. Got back there around 1:30 and sure enough sticking out of the water in the big crater was a boot-covered foot. Borrowed some buckets from a nearby farm and started to drain the water and gasoline. It was a ticklish job as we didn’t know yet where the bombs were and every once in a while we’d hit against and ammunition belt of 50cal machine gun bullets. Pretty soon hands and other feet appeared from under the water. Seemed as though something was laying across the bodies as we couldn’t pull them out. They were so deep in the glue-like mud that it was impossible to get them thru manual strength. Finally attached a grappling hook to parts of the parachute straps and had a truck pull on that. After a few hours finally recovered three more so-called bodies all of which had dog tags on them and were identified as Border, Thompson, and Powell. They were in horrible condition although not burned and charred as the previously removed ones were. Powell and Thompson were decapitated. Border’s hand was on but crushed horribly. He was a good-looking baby faced kid in life. Probed around for awhile longer to see if any trace of Eckert could be found but nothing discovered. However, did find a canteen cover with some serial number that was later identified as Johnnie’s but that isn’t sufficient evidence of death. However, we now have 11 nearly complete bodies and surely enough pieces to account for a twelfth. My ambulance driver, Dexter, was kind of shaky and nauseous on the way back. Poor kid, I don’t blame him. Took the bodies over to Braintree at night and hoped that would be the last on this job for me. However, when the smaller crater is drained and the parts removed from there, it is possible that Johnnie’s body will be recovered. If so, I’ll have to go out and get it. I’m satisfied now to leave everything go as it is and hope the authorities are too. It’s too much to hope for that we won’t have another such event in the squadron but I am hoping that they will be infrequent and as few as possible. Was so tired that, even though I receive five letters from my honey, and five from Mom, I didn’t feel like reading any of them. However, I did and then went to bed. Guess I was so exhausted that I slept like a log.
March 11, 1944
Awake at 6:30 and up at 7. Big sick call and then a meeting of the doctors to straighten things out around here. Guess everything is settled now. Small pieces of the bodies are still coming in but it looks like I won’t have to go out to the scene again, thank God.
March 19, 1944
Overslept, getting up at 7:30am. We now have the dog tags and some parts of a body on Johnnie Eckert. Shall bring them over the Cambridge cemetery this pm. The whole will be buried Tuesday and that will clear up the accident. Sure am glad we found these pieces. It’s a miserable day out today.
The following are from 344th BG records of the events Dr. Seelinger described from 3/8-19;
(Spread Sheet) March 8, 1944 42-95981 K9-F (Stansted) (494th)
Mid-air collision 3 miles from base.
Collided with 42-95925 whilst climbing through thick cloud over Theydon Mount, Epping, Essex, en-route to a mission to Soesterberg Airfield, Holland on 8/3/44. The pilot, 1st Lt. John K Eckert and all the crew were killed. First loss for the 344th BG. This was only their third mission after arriving in England. Both aircraft crashed at Mount Farm, Theydon Mount at 1535 hours, only 75 yards apart from each other. From the local incident report file, “at 1535 hours on 8/3/44, two US Marauder aircraft with bombs on board collided during a raid and both aircraft crashed in an open field, within 100 yards of each other, 300 yards South of Mount Farm, Theydon Bois. Map reference: L940202. Both aircraft on fire. A number of bombs exploded, other UXB’s scattered in near vicinity. Aircraft completely smashed and crews of both aircraft killed.
(Spread Sheet) March 8, 1944 42-95925 K9-J (Stansted) (494th) Mid-air collision 3 miles from base.
42-95925 collided with 42-95981 whilst climbing through thick cloud over Theydon Mount, Epping, Essex, en-route to a mission to Soesterberg Airfield, Holland on 8/3/44. The pilot, 1st Lt. John K Eckert and all the crew were killed. First loss for the 344th BG. This was only their third mission after arriving in England. Both aircraft crashed at Mount Farm, Theydon Mount at 1535 hours, only 75 yards apart from each other. From the local incident report file, “at 1535 hours on 8/3/44, two US Marauder aircraft with bombs on board collided during a raid and both aircraft crashed in an open field, within 100 yards of each other, 300 yards South of Mount Farm, Theydon Bois. Map reference: L940202. Both aircraft on fire. A number of bombs exploded, other UXB’s scattered in near vicinity. Aircraft completely smashed and crews of both aircraft killed. A USAAF guard has been mounted and 4 x UXB’s have been located on the surface. Slight damaged reported to property at Sawkins Farm, and no’s 8 and 12 at Theydon Mount. Also homes occupied by the West and Lloyd family’s, at Tawney Common”.
Capt. Jack W. Miller, Pilot (KIA)
2nd Lt. Linwood C. Brookes, Co-Pilot (KIA)
1st Lt. James A. Hudson, Bombardier (KIA)
S/Sgt. Abraham B. Butler, Jr. (KIA)
S/Sgt. George D. McMannany (KIA)
S/Sgt. William J. Summers (KIA)
Links Excavation by THAMESIDE AVIATION MUSEUM:
https://www.aviationmuseum.co.uk/b26-maruader
The 21st and 22nd of March has Seelinger performing more normal medical functions;
March 21, 1944
Up at 7. Sick call light again. Gave lecture to the boys on transportation of the sick and wounded.
March 22, 1944
Up at 7 again. Rest was disturbed during the night by our guns going off. They sure must have been putting someone on the spot. It was the greatest barrage from this field since I’ve been here. Am sorry now I didn’t get up and watch it but, at the time, it was too cold to leave my warm bed. Sick call light. Removed a sebaceous cyst from behind the right ear of Klucker. Seemed good to do a little surgery again even if it was of a minor nature. Worked out fine as I got the cyst intact. He won’t have any trouble with that one again.
Captain George F. Seelinger was also responsible to determine the mental health of the airmen in his squadron who understandably were under severe stress and trauma almost daily this is on top of dealing with combat injuries;
March 24, 1944
Again sick call was light. Mission for today was scrubbed after one box had taken off. All were called back. On yesterday’s mission Jones pulled a boner and got himself in bad with the fellows we was flying with. Don’t blame them a bit. Seems as though he was a spare and followed our group to the channel then, instead of turning and coming back, he attached himself to the 387th bunch and flew their mission. Damned foolish stunt as he might have been shot down by our own men. Then on the way back he peeled off half-way over the channel and came back alone without any escort at all. Also, with 2 ton of bombs aboard was doing 65 degree banks when only a couple of hundred feet in the air. Just lucky none of the bombs broke loose. Will have to talk to him and see whether there is a screw loose somewhere. This isn’t the first time he’s pulled funny stuff and the boys are pretty hot about it. Rest of the day uneventful.
March 26, 1944
Up at 7. Forgot to bring my toilet articles with me so missed mass as I went to eat and get cleaned up. However, shall go to mass this evening and make up for that. Sick call light again. There’s something big planned for the mission today as we have 54 airplanes scheduled to go out. France, Holland, or wherever they are going today is in for plenty of hell and I sure hope they get it. Incidentally the boys did a bang-up job of precision bombing again yesterday. The railroad yards of occupied France are really catching it, but more important than destroying track, the rolling stock, which is hard to replace, is being greatly depleted. Was at the briefing and they sure arev tackling a tough one today. Target is Ijmuidin, a German “E” boat pen, on the Holland coast. The boys know they are in for a rough time and there is signs of plenty of nervousness about. Wish them all luck and hope for a 100% safe return. Now 12:20 and there goes the first box down the runway. Are due back at 15:20 and I shall be there to hear the reports of the raid. I’ll bet all the tea in china the Germans come over tonight in retaliation. Let them come, our gunners will knock them out of the skies. Dinner was good; chicken, potatoes, carrots, peas, and chocolate cake. Will pass time away at the hospital until the boys return. Was wrong about Jerry coming over tonight. When the boys got back it was interesting to hear their different reactions to the raid. The men of our group thought it was real tough with plenty of heavy and accurate flak. The other experienced men who transferred to us, however, thought it was only moderate flak but what there was was accurate. Muldrow of the 497 had a tire shot full of holes by flak and when he landed he promptly skidded off the runway. No one was hurt and very little damage done to the plane. Yes, looks like the days of “milk-runs” for the group are over. Tonight some of the men showed the effect the heavy flak had on them by imbibing a little too freely at the club. Found it necessary to ground one of them as he was on the loading list for tomorrow and he had too much to drink tonight.
April 13, 1944
Up at 7:30. Am OD today. Planes took off for France at 8 a.m.. Came in around 10:30. Apparently the flak over Le Harve was quite intense. Several of our ships were hit and a tail gunner in Embrey’s ship, Hamilton, was hit in the leg by flak. Was a superficial flesh wound not involving the muscle but nasty looking. Cleaned it up and redressed it. Shall probably send him to the station hospital at Braintree tomorrow as I want to see him get the purple heart he so richly deserves.
George Seelinger’s diary becomes extremely important in a historical sense at this point. He was very attentive to the outcome of each mission with extra care to document events relating to lost aircraft. It must remembered that his knowledge was hearsay in that he learned about the events by talking to survivors or eye-witnesses. Each aircraft loss over enemy territory described has been affixed with a link to the MACR (missing aircraft report) which is the official record of what happened and the fate of the airmen. KIA means killed in action. POW signifies prisoner of war.
April 20, 1944
MACR# 4103 DATE – 20 APRIL 1944
Boys were on two missions yesterday. Had a rough time with them but aside from several flak holes, no damage was done and all ships returned safely. Another two scheduled for today. The first one was unsuccessful. Due to bad weather over the target, the bombs were unloaded too short. The second was was plenty rough and we experienced our first ship lost over enemy territory. Belonged to the 496th and was piloted by Harvey Johnson. His co-pilot was a new fellow from Ireland and was on his first mission. Also two others from Ireland on the trip. Had his right engine shot out and it burst on fire. Was seen to go down in a steep glide and opinion is divided whether he was able to crash land or just crashed. That seems to be the consensus of opinion. Little Johnny Guiher was the bombardier. He was a nice fellow and had survived two crash landings before.
Three chutes were seen to come out of the plane on the way down and they probably belonged to the enlisted men as they have the best chance to get out. Was playing cards when we heard the news. Lt Williams was quite affected as Johnson was quite a pal of his. It’s a tough break, but this war is serious business and the Germans aren’t fooling one bit. Hope we don’t have another for some time. And so to bed.
April 2l, 1944
MACR# 4073 DATE – 21 APRIL 1944
Two missions scheduled for today again. However, circumstances. necessitated a change in that. On the morning mission two more ships from the 496th failed to return. One; Farmer pilot and Dumaine co-pilot, was shot down over France. Three chutes seen to come out but only two got down safely or reasonably so. One of the jumpers pulled his ripcord too soon with the result that his chute caught on the plane and he was was jerked out of his harness and plummeted to earth. Hope he fainted on the way down so he was “out” before he hit. Death, of course, would·be instantaneous. Opinion is that Farmer, Dumaine, and navigator, didn’t have a chance. Seems as though ack-ack caught them in the middle of the ship and they went down almost immediately, the ship exploding on the way earthward. Another ship, from the 496th, landed at Mansted with the tail gunner killed by flak. A piece burst just outside his window and passed through his temple most certainly killing him outright. It was best they did land, there instead of bringing the ship back here. Many of the other planes were riddled with flak. Clay, of the 495th had to belly-land on the runway. He and his crew was visibly shaking but were pretty fair after a shot of scotch. Another plane, also from the 495th, skidded off the runway after landing as his tires were punctured by flak. Three of the men were victims of minor abrasions from flak. Seems like the days of milk runs are over. Of course the targets now are those on the French coast, called “no-ball” target, and are heavily defended as they are the positions of the enemy secret weapons. Many of the boys are a little frightened. Can’t blame them a bit. Murphy, a radio gunner in our outfit had half his glove shot off him and another boy, also a gunner, had a piece of flak rip his trousers all the way up his 1eg and never touched him. That’s about as close as you can be without getting hurt.· Certain it is we are now tasting real combat. Let us hope the day is soon near when the invasion starts and is over. At the briefing today, Colonel Vance made it known this group will certainly participate in at least one night mission before we are finished here·. Seems as though we will be part of the support used for the invasion troops. The way he talked that day isn’t too far distant. Some of the boys also reported having seen barrage balloons as high as 15,000 ft. Although Colonel Vance pooh-poohed the idea, you still can’t laugh off the fact that more than one crew saw them. The boys would do well to keep on the look-out for them anyhow. Afternoon mission scrubbed. I suspect because of the damage on the morning raid. There was an air of seriousness at the club tonight.
April 22, 1944
MACR# 4093 DATE – 23 APRIL 1944
Up at 7:30. Am on the line ambulance today. Boys took off for another “no-ball” over France at 10:15. All returned safely shortly after noon. Conditions real1y vary from day to day. They were near the same place as yesterday yet this morning they didn’t see bit of flak. All were in good spirits. Ballinger had to be grounded for this PM’s flight due to aero-otitis. Here’s hoping they have an easy one for this afternoon and all get back safely. Whew, it’s now nearly midnight and things sure popped fast after I stopped writing this this afternoon. The briefing was moved up 15 minutes.
As suspected it was another “no-ball” at St Pol, _France. Take-off was for 18:24. The
Planes began coming down the runway on schedule. The first flight got off OK as did two of the second flight. Then K9M with Jones and Ashford came roaring down. Something went wrong for they suddenly cut power and frantically braked the darn thing but not sufficiently to prevent them running off the end of the runway. The plane swerved crazily, started to tip over, then finally straightened itself. Ran over to see how everyone was. All were OK. The gunners sure got out of the ship in nothing flat. Then I looked up and there was a tremendous cloud of black, oily smoke coming up about a 1/4 mile away . Although I didn’t hear any crash it sure seemed like one of the planes had gone down while I was at K9M. Tried to see what the trouble thru the glasses but it was in a hollow and I couldn’t get a view of it. The smoke was terrific. Couldn’t leave my station then as the planes were still taking off. As soon as the last one was airborne, went to the scene and found it was two army trucks that had collided. I left the scene to come back to the line and wait for our planes to return. I am not superstitious, nor do I believe in fortune telling but funny things do happen. I know all my boys quite well and we have a lot of fun bantering each other back and forth. Webb Allen and I always pass cracks at each other jokingly. On the return from the morning mission, I saw the pilot of K9Q thumb his fingers to his nose at me. Even before looking at the flimsy I knew it was Allen, and sure enough it was.
Later, at the interrogation, I saw Webb and we bad a good laugh on it. Webb then told me whenever he came in and didn’t thumb his nose at me to come running as that would be the time he needed help. I was sorry he said that then as almost immediately I had a premonition that time wouldn’t be far off although I didn’t mention that to him. The Planes started to come in about 20:35 and a red flare came out of the lead element. We had already been notified that 7IT was bringing in wounded. However, I wasn’t too surprised to see K9Q stop in front of the ambulance and, when I went aboard, Webb was laying in the navigator’s compartment in a good deal of pain. A piece of flak got him in the left side just over the kidney. Didn’t look too serious. Gave him first aid and sent him on up to the hospital while I waited around for 7IT to come in. The enlisted bombardier in this ship, Dolce, from the 496th was hit in two places, the left leg and left arm. His. biceps muscle was severed partially. Both men were fixed up at the dispensary and then sent over to Braintree for further treatment. There were two other minor injuries from flying plexiglass on this afternoon mission. So much for the wounded and injured. The saddest news of all was the loss of another of our ships.
Kozlowski of the 495th received a hit in the navigators compartment. He managed to hold a straight course for about 10 seconds after the hit during which time. 1-3 chutes were seen to get out. Then the plane went into a spin and exploded. The probability is no one, (pilot, copilot, or navigator) in the forward part got out. That makes three ships in three days. Things are· getting plenty rough. Kos was a grand fellow, a West Pointer, and one of the best liked men in the 495th. C’est guerre. Sure hope the damned mess gets over in a hurry once the invasion begins. Willie Kolberg landed with a flat tire although he didn’t know it at the time, He did a grand job of stopping the plane keeping on the runway all the time. No one was hurt.
April 23, 1944
MACR# 4094 DATE – 23 APRIL 1944
MACR# 4144 DATE – 23 APRIL 1944
Up at 7 am. Many reports on last nights accidents to get out before noon. Guess I’ll have to postponed my letters home for a few hours but will get at them this afternoon. Briefing was at 8 :30 and the boys just took off about 15 minutes ago. Gosh I hope the mission today results in more good fortune than yesterday’s. If things continue like they have been going during the past few days I’m afraid we’ll have to ground a good many of the men as some of them are beginning to get shaky now. Wow, just found out where the boys went this am. Target is a no-ball over St Omer one of the hottest spots in France. We now have plenty of sweating out to do. Planes are over the field now and it looks like another mishap. Sure enough one more down, this time it was Leone of the 497th. Boys say he was hit in the navigators compartment or bomb bay and the plane went into a complete loop before going into that so well know earthward spin. However, six men were seen to get out and 5 chutes opened· Perhaps the last man was making a delayed jump hence his chute was not seen to open. Hope so. The plane exploded on the way down. Strangely there were no other wounded, but they sure messed us up plenty. Major Bentley couldn’t get his wheels down and circled the field for ½ hour before coming in. All wheels were finally down as he came in, but after landing, the right wheel gave way and he went over on his side. Fortunately no one was hurt a bit. Much excited talk at the interrogation and one plane still not landed although he got back OK. He is now out over the channel jettisoning his bombs as his hydraulic system is shot out and he can’t land safely with them in. Now back over the field and has just radioed in that he is having his crew bail out over the field. We are all there with the ambulances. The plane is up about 3000 ft. There goes the first one. Gosh wont he ever pull the rip-cord? A big sigh of relief went up from all when the chute finally was seen to billow out. Three more came out. All landed safely. The pilot is going to bring the ship in. Wheels are down and here he comes onto the runway. Both props are feathered. Beautiful landing but the left wheel gave way and there he goes on his side. Lucky man there. Sparks were shooting up as the tail scraped the runway but no explosion occurred. Neither he nor his co-pilot were hurt. All excitement is over now but looking at the field you’d think a bomb hit it. There are four planes crippled on and off the runways. Two, just described, are leaning crazily on their sides; another is lopsided due to a blown tire, and the fourth is buried in the soft earth as a result of running off the end of the runway when his right tire came partially off the wheel. They say the boys wont do anymore flying today. That is good news as they deserve a rest. Hearing that I took off for Braintree to see Allyn and Dolce whom I sent over last night. Allyn is the less seriously hurt of the two. The piece of flak entered his left flank and passes across the midline coming to rest just to the right of the vertebral column. The tip of the vertebra was fractured but it isn’t too bad. Allyn now has the piece of flak as a souvenir. He will be laid up approximately 3-6mos, and will require another “64” before flying again. He feels good and is in fine spirits. Dolce is really seriously injured. The flak that hit his left leg also entered the scrotum, damaged the left testicle, and lodged deep in the body, severing the urethra on its way. He was on the operating table over two hours last night and lost much blood. The piece of flak was recovered, removed and he also had it as a souvenir. He will be laid up a good while and will probably get a discharge from the army when he is well again. He is in good spirits and takes it well enough. When I arrived back to our field I found the men were going out on another mission. This time it is a “milk run” over the marshaling yards at Namur, Belgium. Arrived back at 9 pm and they were all smiles. Every ship got in safely and little flak was encountered. They claim it was one of the best missions ever accomplished. The bombs landed squarely on the target and flames were seen from the coast in as well as a column of black, thick smoke rising 5000 ft into the air. Freight cars were tossed into the air like match boxes. Sure helped the morale of the fellows a good deal. The last two days sure -were crammed full of excitement. Didn’t write home today for the first time in over two months. And so to bed after midnight.
April 27, 1944
MACR# 4145 DATE – 27 APRIL 1944
Was too late for the morning briefing so didn’t know where the boys went until they came back. Knew when I saw them coming in they were to a hot spot and things didn’t go so well. Lost two planes over Dunkirk. Pilots were Rubin and Savko, both from the 496th. That outfit is sure getting their share of tough breaks. Out of the six ships we have lost during the past ten days, they have accounted for four of them. Many of their boys are jittery and some are getting ideas of not flying anymore. It’s a problem we will have to try and solve as soon as possible. Captain Aultman, of my squadron, got a piece of flak in his right shoulder. Sent him to Braintree for x-ray. Report is nothing broke so he should be OK in a short while. It was his 49th mission. Frank, a bombardier was scratched by piece of flying plexiglass when a piece of flak crashed thru the nose. He is very nervous and excitable. This pm just before the takeoff on another mission he came and asked to be taken off it. I’m sure he’s fed up with combat and wants to be grounded. Got Thomas to fly in his place and told Frank to think it over well and come in to see me. Expect him in tomorrow morning at 10. It’s a serious decision to make on both sides. Another plane from the 495th got stuck on the end of the runway coming in. While it was being towed off another plane landed and had to pull the air bottle to avoid a collision. When that happened, this plane skidded off the runway. A piece of armor plate was thrown around inside and landed on the tail gunners leg. Thought we had a broken leg, but subsequent x-ray showed it to be OK. Altogether a busy morning. Boys went on another “milk-run” late in the afternoon getting back around 8. They blasted the target to bits.
May 10, 1944
MACR# 4511 DATE – 10 MAY 1944
Cloudy, damp, day. Sick call light. Boys off for Belgium this morning. Just got back. Sure was no milk run this time although they claim it was the result of poor navigation. Lost one ship from the 497th, the pilot being Morrison. His ship exploded. Borreson was the co-pilot. Three chutes were seen to come out. Burgess’s ship had to crash-land at Mansted. Understand one of the crew is injured. Muldrow got hit in the fanny by flak but it isn’t too serious. Little Andrews was the navigator on Morrison’s ship. Muldrows x-ray pictures showed fracture of the pelvis in two places. He will be out of action for some time to come. Probably will be finished combat flying in this theater.
May 12, 1944
MACR# 4515 DATE – 11 MAY 1944
Every time I’m on the ambulance something happens. This time I hope it is a different story but I sure am worried. The boys are going over or near Dunkirk. It’s a rough spot. Sure enough, as they began coming in I could sense something wrong. First Knobby Holt’s ship came down and stopped by the ambulance. Knobby got a piece of flak through his patella. Subsequent x-ray showed it to be shattered and pieces had had to be taken out. The flak is in the knee joint. Depends entirely on how much residual stiffness is left when it heals whether he will fly again or not. Hope he does as he sure likes his job. He is in the 495th. The same outfit also lost a ship pilot ed by Finch. Seems as though his left engine got hit by flak and immediately caught fire. Then the right engine began smoking. Three chutes were seen to come out of the plane immediately. It then went into a spin for 600 feet. Finch apparently got some sort of control over it then for three more chutes were seen to come out and then the plane dived into the channel and sunk almost immediately. At least we know everyone got out and will either be prisoners of war or will make their way out via the underground. Makes you f’eel better when that much is known. Finch is one of the most likable fellows on the base and we all hope he will be able to get out via the underground.
An interesting medical role for Seelinger was making sure the airmen are physically fit to fly. Tolerating altitude is important;
May 27, 1944
Operations called and wanted me to go up in a plane with Fedderwitz to determine whether he should remain on flying or be grounded. Took off at 10:20 with our oxygen masks and oxygen containers. Sanstrom was pilot and Eldredge, a navigator, acted as co-pilot. Climbed slowly to 10,000 feet where we donned the masks and started the oxygen going. Fedderwitz was complaining already about being dizzy and having difficulty in breathing. After a short while we went up to 15,000. I felt fine and so did the rest of the crew except the subject. Soon we went to 18,500. I’m sure without the oxygen none of us could have stood it very long. However, I could have stayed there as long as the oxygen held out and would have done so for quite a while except Fedderwitz was having difficulty. After about 1/2 hour I told Sandy to bring the ship down. Landed safely 2 1/2 hours after take-off. Will have to ground Fedderwitz. It wouldn’t be fair to the rest of the crew to keep him flying combat as, in case of an emergency, he may not be able to act quickly and accurately. Despite the fact that I felt good at that altitude, I was tired after landing.
Dr. Seelinger felt that it was important that he fully understand what his patient were going through. He saw it as part of his duty to fly some missions. He also fancied earning the Air Medal which required five missions over enemy territory. The brass were somewhat leery to risk someone as important as a flight surgeon in combat. Here is mission 1;
May 27, 1944 Mission #1 –
My nap was disturbed by the PA system announcing afternoon briefing for 17:45. Although I was tired, I got up and went to it with the idea of going on this mission. Briefing started promptly. It was another railroad bridge at Mantes Cassicourt, France, about 15 miles west of Paris. The boys passed over this target this morning on the way to Paris. After briefing, try to see the colonel for permission to go along, but he wasn’t around. Finally located Colonel Wittie, who gave his permission. Donned by parachute and Mae West, took my steel helmet and went out to the plane. Rode with Embrey in the Solly Mill. The Solly part is for Embrey‘s wife, and the Mill represents Carney‘s wife. Vano was copilot and Carney bombardier. Left the hard stand at 19:10 and I was now entering my first taste of active combat. We had a load of 4000 pounds ( 2x 2000 pounders). We were #3 ship in the low flight of the second box. Hynes was flight leader. Roared down the runway and took off in fine style. Got into formation and began climbing almost immediately. Someone was in a hurry. We’re climbing at 195–200 mph and drawing 45 inches of mercury. Got into the nose with Carney and stayed there the whole trip. Passed over splasher #7 at Braintree on time then headed for France. Left the English coast at Brighton. On the way, passed over the Thames estuary, which is literally packed with all kinds and types of crafts ready for the invasion. The waters of the channel were pale blue. Air-Sea rescue boats were heading for the coast. Soon we picked up our fighter escort, P 47’s, which jockeyed up below, and in and out our formation. A short way over the channel I test fired the 50 calibers in the nose, they were fine. After crossing about 50 miles of water, the French coast appeared as a white brown line of cliffs. We were about 15 miles north of Le Harve. Could see that city plainly. It is at the mouth of the Seine river. For some reason or other, Brawner, leader of our box, veered toward Le Harve so that we came closer than we expected to. Carney and I anticipated a barrage of flack from its defenses, but, much to our delight, none came up at us. A short way in over France, we spotted a fire in a patch of woods probably a “no-ball” target bombed by another group before we entered. it wasn’t long before we cross the Seine, reached our I.P. and started the bomb run. The target was clearly seen. Carney let me toggle the bombs away so I now have the satisfaction of knowing I sent 4000 pounds of explosives down over France. We hit the bridge “on the nose”. The bombs walked along the center and down both sides of the bridge. They’ll sure have to build a new one at that spot. Just before we reached the target we saw some group going into Paris. They sure caught hell. There was a terrific barrage of flak sent up. Black puffs were clearly visible breaking right into the middle of their formation. Didn’t see any chutes come out of any plane nor any plane plummet earthward although I don’t see how they got through without the loss of several ships. The boys said it was the same stuff that they met over there this morning. Turning off the target and heading home, Vano said he saw the Eiffel Tower, but I didn’t see it although I tried. On the way out they shot at our flight but it was light flak and burst 1500 to 2000 feet below us in a small gray-white puffs. Also saw another fire in a different wooded area. Just before leaving the French coast a group of A20 Havocs was seen coming in. Doesn’t seem as though Jerry is getting much rest these days. The sun was setting as we started over the channel at 21:15; it was beautiful. The sun was a great ball beautiful fire. Its’ reflection on the waters formed a gorgeous lane of color gradually changing from pure gold to gold-red to rose. In the midst of such spellbound beauty it was hard, and incongruous, to realize we had just returned from raining 76 tons of explosives on France. Entered the English coast just above Brighton. Soon we were over the field. We circled around for 15 minutes while the first box came in. Landed at 22:25 safe and sound and having thoroughly enjoyed my first mission. I’m going up again again tomorrow. By the time we were interrogated and finished eating, it was midnight before I got back to my Hut. It is now 12:30 a.m. , I am very tired, so lights out and so to bed.
The mission was intended for May 27, 1944 to a Railroad Bridge at Mantes-Gassicort, France. The 494th squadron released bombs on target as briefed. The crew consisted of: 1nd Lt. Embrey, pilot; 2nd Lt. Vano, co-pilot; 2nd Lt. Carney bombardier; S/Sgt. Schultz, radio/gun; Sgt. Griffin, eng/gunner; Sgt. Everett, gunner; Capt. Seelinger Med observer. They took off at 7:10 am in 42-107575 Solly Mill K9-R in formation position 2-3-3 and landed at 10:25 pm.
Formation diagram for May 27, 1944 to a Railroad Bridge at Mantes-Gassicort, France
Captain Seelinger flew in B-26 K9-R under 1st Lt. Embrey in position 2-3-3.
This hand drawn map shows the route to the May 27, 1944 mission to a railway bridge in Mantes-Gassicourt. They witnessed five bursts of weak innaccurate flak near St. Pierre. The 344th BG bombed at 8:52 pm from 11,000 ft with ceiling and visibility unlimited. no planes were damaged.
Captain George F. Seelinger flew in, 42-107575 Solly Mill K9-R in formation position 2-3-2 (note contrary to formation diagram). The target, a Railroad Bridge at Mantes-Gassicort, France was attacked using a load of 2 x 2000lb bombs. The visibility was CAVU. They experienced very no flak. Pilot Embrey noticed smoke in the Bernay area, possibly artificial and excavations in the wood near La Mailleraye. He took the opportunity to ask for clean water to wash their mess kits.
June 4, 1944 Flew mission Bridge Courcelles Sur Seine. Mission #2
MACR# 15760 DATE – 4 June 1944 Pikula see July 27, 1944
Briefing is for 1 p.m.. Got permission from the colonel to go on this one. It’s almost where I went the first time. Target is a highway bridge at Courcelles Sur Seine, France. Are carrying a load of 4,000 lbs (2-2000 pounders). Looking over the flimsy I saw both Bailey and Pikula were flying on it. I had promised both of them I’d go with them on my next rep so didn’t know just who to go with. Finally decided on Bailey as I had known him longer and he really was anxious for me to come along. Turned out to be a very fortunate decision as will be related below. We left the base at 14:22, got into the formation and then headed South for France. Passed over the channel at Brighton after picking up our P47 escort. The waters of the channel were very calm. Soon we entered the French coast just North of Le Harve. No signs of flak at all. Apparently someway expected as Graves, leading our box, began evasive action almost immediately after entering French territory. Soon we passed over the Seine heading, Southeast. Next we reached our IP and turned Northeast for our bomb run. When the bomb-bays opened I crouched down to watch the bombs release and float earthward. Just before reaching the target, and while looking down at the earth 12,000 feet below, a big black puff of smoke appeared directly below our place about 10,200 feet. Then I new for the first time that we were getting flak shot at us. Strange to say it did’nt scare me at all but rather made me calmer. It’s a very funny sensation. After looking into clear blue space, it is startling to see the black smudge of flak bursts. Sort of makes you think what’s the use of worrying about anything. If that particular shell had my name on it, I wouldn’t have seen a thing. Stayed right where I was, saw the bombs leave the plane, and crammed my head forward to see them hit but the bomb-bay doors closed too soon for me to see them land. However, after making a 180˚ turn off the target we could see that the bridge had been hit squarely and completely knocked out. A perfect job of precision bombing. Headed home. Graves was doing fine evasive action all the way out. Should say the flak was light in concentration but quite accurate. Over the channel one of the boys in the first box, later identified as McDonald of the 497th, was seen to be on one engine and fell back so that we soon lost him. Arrived over the field at 16:53 but had to circle around and wait for McDonald to come in and land. The air over base was plenty rough. Finally landed at 17:32, logging a total of 3hrs 10 minutes for the mission. When we landed we heard the sad report. After take-off, Pikula crashed in a field about 7 miles from base. Seemed as though one engine went out, started to catch again, and then quit entirely. The plane’s wing hit a tree and was sheared off. This probably caused gasoline to spray all over for the plane immediately caught fire. When it came to a stop, the men were seen piling out and ran for a ditch a few hundred feet away. Got there just in time, for four minutes after crashing the 4000 lbs of bombs blew up. Pikula, Lyons, Blosser, and Mooney made the ditch in time to be saved although all are quite severely burned. Paulling got out of the plane and was running for the ditch when the bombs exploded. He was killed by the blast. Strauss’ fate is a mystery. There is some confusion as to whether he got out or not. Consensus is that he didn’t and was blown to bits in the explosion. They were flying K9T (Susanne 42-95814). This same ship had trouble with loss of power earlier this week and had to abort on a mission because of it. A complete new set of plugs had been installed but it was never test-hopped before taking off on this mission. Farnsworth, our engineering officer, feels pretty badly about it, but unjustly so. Ships are seldom test-hopped after a plug change. Of course, if anything such as this happens, there is always a feeling of guilt. Went to the 280th. Sta. Hospital at Newport this evening to see the fellows. Pikula is in pretty fair condition. He has 2 degree burns of the face and hands; Mooney and Blosser are about the same; Lyons is the worse off. His hands are quite badly burned. It will be some time before he is ready to fly again, if ever. They can all thank Pikula for being alive as he did a marvelous job of landing the plane. Well, that makes three ships we have lost in the 494th. and every one of them have been the result of accidents. We have not lost a ship over enemy territory as yet. Was tired when I returned and want right to bed. Slept like a log.
Captain Seelinger flying in, 42-107677 K9-V was piloted by Bailey in position 2-1-3.
The crew consisted of: Bailey, pilot; Ketner, co-pilot; Seelinger, medic; Brightman, bombardier; Smith, radio operator/side gunner; Gavin, turret gunner; Griffith, tailgunner.
They flew in, 42-107677 K9-V , taking of at 2:25 pm and landing at 4:35 pm. Their bombs were released on target as briefed.
June 4, 1944 target Courcelles-Sur-Seine at 3:55 pm from 11,550/12,500 ft. ceiling and visibility unlimited (CAVU). Catagory A damage to seven planes. 35 aircraft participated; bombed by flights. Weak accurate to inaccurate flak reported by different flights during the bomb run and at the target. Most of the fire (from analysis of the flak damage diagram) seemed to have been concentrated at the high flight of the 1st box. Fire P.C. “seen.”
Captain Seelinger flew in, 42-107677 K9-V , in formation position 2-1-3. The pilot was Bailey and the co-pilot was Ketner. The target was attacked with excellent results. They experienced weak but accurate flak. No enemy aircraft were seen.
D-Day
“D”- DAY JUNE 6, 1944. Mission #3
MACR# 5656 DATE – 6 June 1944
Approximately at 2300 o’ clock, 5 June, the announcement came at the club that there would be a briefing at 0200 hours for all alerted crews who would eat first at 0030. I was at the bar with Willie Kolberg who asked me if I were going along on this trip. Said I would if the Colonel gave his permission. Found Vance in his hut and he assented immediately. Then I began kicking myself as it would probably be another “doughnut” and I’d be losing another night’s sleep. Went to my hut to rest up but it was impossible as Kolberg and Petrino kept me awake talking. Up at 0030, went to mess, and enjoyed delicious hotcakes. All the boys were joking about the “doughnut” coming up. At 0130 started walking to the briefing room. Was very dark. Arriving there got the first inkling this was something different. The corridor was full of MP’s who were checking names of everyone present. No one whose name wasn’t on the list could enter the briefing room. My heart sank but came to normal when I saw my name had been added to the list. Inside the room there was much joking and laughter going on but beneath it all an air of tenseness and expectancy. Everyone was wondering what it was all about i.e. whether this was really it or another false alarm. Didn’t have long to wait for the answer to that. At 0205 the room became very quiet. Colonel Witty got up to address the assembly and his first words were electrifying as he cracked out, “Boys this it it”. The complete silence following this announcement seemed eerie, but only momentary, as it was quickly followed by an burst of excited, incoherent chattering. Remarks, such as “horse-s- t, don’t believe it, hooey, etc” were heard above the babbling. Witty called attention and then went on with the briefing. We were to take off in three boxes of 18 ships each and with two spares. The spares were to return after reaching the English coast. They were told when they returned they would fire a yellow flare over the field, and, after landing, would be met by a jeep with two MP’s and would then be escorted to headquarters where they would be kept until the mission was completed. No chances were being taken that the news leaked out in any manner. The bomb load was 16-250 lb fragmentary bombs per plane; the target, gun positions on the beach of Cherbourg peninsula. Still Kolberg didn’t quite believe this was it. Kept asking me what I thought and I sure as hell thought this was the McCoy. Everything pointed to it being so. When briefing was completed, Colonel Vance got up and read the letters mentioned in my diary. All doubts now disappeared. How we cursed and swore at not having our cameras along but it was too late now. After the colonel wished up luck, we filed out of the room. Everyone was happy and jabbering away excitedly. We were to lead the bombers in on this, the first spearhead of the invasion. Picked up our chutes, helmets, and Mae Wests, got into the trucks and started out for the planes. On the way we saw things that made it positive that we were really going on “D” day mission. Our planes now resembled bumble-bees. Wings and fuselage were paint ed, top and bottom, with three alternating bands of black and white paint, the identifying mark of all allied planes in this invasion by air. The ground crews deserve a medal for their unselfish sacrifice of sleep to get the planes ready on time; they had worked all night on the job. Arrived at the plane at 0330. We were in the first box lead by Norgaard and Witty. Kolberg’s ship, “Piccadilly Willie” was /IS #5 in the third flight; we would be the 17th plane in. Engines were to start at 0354. Waiting around you could sense the tensing up of the men. Gone were all the light hearted remarks. We were all happy to be going in first, but also, we were sober now and wondering what it was going to be like. At 0340 it began to rain. We didn’t mind and stayed out in it; the coolness of the water helped considerably in calming our nerves. Rain or not, there ,vas no turning back now. As we waited we could hear and see the C47’s overhead carrying the paratroopers over to be dropped behind the enemy lines at 0545. At 0350 we received best wishes of the ground crew and climbed aboard. Promptly at 0354 Willie started the engines . They coughed, spit, sputtered, stopped momentarily and then roared to a steady crescendo that was sweet to the ears. At 0402 the planes began taxiing out to runway 23. Their shapes loomed mysteriously and suddenly out of the blackness as they trundled past us waiting out tum on the hardstand. How pretty they looked with their red and green wing lights and the tail light showing. The rain made them glisten brilliantly. At 0405 the rain became a drizzle and the full moon raised it’ s head proudly over the formidable clouds as if to say, “I’ll light the way for a safe take-off on your appointed task.”
It was a good omen to us. Promptly at 0410 Norgaard and Witty roared down the runway. Every 25 seconds after that a Marauder followed. As our turn came, the moon was directly in front of us, full, beautifully clear, and with big, black clouds silhouetted against its light. Started thinking of home, my family, our chances, etc. My reverie was broken by the terrific roar of the engines being reved up immediately prior to take-off. The plane strained against the brakes like a huge mastiff trying to break from a leash when he has the scent of another animal; the frame of the ship vibrated furiously. Suddenly the breaks were released. We lunged forward. Faster, faster and faster each fraction of a second. It almost seemed as though the plane knew the mission it was destined for. The roar and din of the motors was terrific Half-way down the runway the nose wheel was pulled up and soon we were airborne and on the way. Passing over the end of the runway we could see the ambulance and a small group of men waving good luck. Willie throttled back as we began the long, low circle to get into formation. The clouds were low and black. Ahead of us Steen was blinking his lights to show his position. T’he blinking seemed to send a message, “for God’s sake keep your eyes open and follow me around.” No need for any warning, we were all wide awake. We formed perfectly then headed south toward London. The clouds became thicker, darker, and lower and rain squalls cropped up but the moon was gorgeous as it played hide and seek among the nebular masses. At this point Kolberg told us we were going in low over the target. There was nothing to do or say just hope for the best; there wasn’t a thought in anyones mind of turning back. I glanced about the plane and saw drama plus. Willie, piloting, was tense and alert as he kept looking out the left window at Steen while manipulating the controls with his right hand. Lewnes, co-pilot, was calm, quiet, unconcerned, and confident as he kept a watchful eye out for things in front and to the right of us. Wassman, the toggler, was perusing maps and getting ready to get in the nose. Coker, our TG, just stood silently. His face was wan and pale and his lips set in a firm hard line, Scared? Not a bit; just hopeful for the best as we all were. Norhenburg, the RG, was sitting quietly at his table reading by the dim light. I stole a glance over his shoulder. The book? Yes, the bible. There are no atheists on these missions. Myself? I was jittery and kept lighting cigarettes and throwing them away half smoked. There was little conversation. As each would catch another’s eye, a silly grin and nod of the head would be exchanged. We all understood perfectly what was going on in each other’s mind. Was after 0500 now and we were circling near London to let the other two boxes catch up to us. Wasted 25 minutes doing so, but it was according to a well planned schedule. When together we all headed south again. Lost Steen going thru clouds but he caught up before we left the English coast. Passing over the Thames we could see the ghostly forms of hundreds of crafts heading for the open waters of the channel . English coast out at 0545. First grey streaks of dawn were appearing. The weather was clear but very cloudy. Were at 7000 but knew we’d be lower as we came to the target. In 16 minutes we’d be over France. Coker got the flak suits and helmets out. My heart sank as there was none for me; someone forgot about me going along in the excitement. Didn’t matter; it was too late now. Half-way over the channel we saw the first signs of activity. Thru the haze below and in front of us we saw great belches of flame coming from the naval guns. At 0600 the French coast appeared. On the Cherbourg peninsula we could see huge columns of smoke and debris arising from where our naval batteries were laying down their barrage. And what a sweet job they were doing. Just couldn’t help feeling sorry for any human down there in that holocaust. Wasn’t much time left now. Came in on a horse-shoe shaped beach. Crept along the north tip of the peninsula at 4200 .feet. The Jerries began shooting immediately. The light stuff came up in a concentrated barrage. You could almost see the tracers leaving the guns, climb swiftly in the wake of their green-yellow phosphorescent smoke. Soon yellow flamed tracers were whizzing by on all sides and at every conceivable angle. Now the heavy flak began. Big, black puffs of dirty smudge appeared in a mosaic pattern all over, some below, in front, above, and and all sides. At 0606 bomb-bays were opened and we began the bomb run. No evasive action was allowed. Couldn’t gamble on the bombs missing the target too far as we had our own men down there. At 6609 the first stick went hurtling earthward. Immediately the rest dropped theirs . Good Lord the sky was full of falling bombs. As we passed over the target our plane lurched crazily. For a moment I thought we were hit but then realized it was only the concussion from the exploding bombs on the beach . Turning off target and looking back we could see that the “eggs” landed “squarely on the nose”. Were still in a hailstorm of flak. Soon some of our own gunners started firing. Seemed some were firing at the ground batteries of the Germans while others were shooting to the side. Our red tracers made a beautiful but horrible pattern as I followed some of them down and saw how close they came to knocking our own planes out of the skies. God, would we ever get over friendly water again? Was saying Hail Mary’s from the bomb run on. What
a sigh of relief when we left the French coast and headed home again. We were actually
exhausted. Arrived over base at 0733 but didn’t land ’til 0750. What a morning. Will
never forget it. Glad? Just the happiest man alive that I was on the spearhead of the
invasion attacking bomber force As in everything else, a price must be paid. We
learned Schwaergle, of the 497th, had to crash land in south England but he and his crew
are OK. Not so with McKamey of the same outfit. His engine was knocked out by flak and almost immediately after he received a direct hit in the bomb-bay. The ship exploded in mid-air although three chutes were seen to get out. Thus ends my account of the initial
bombardment assault on the continent in support of the ground forces of “D”-day.
Formation diagram. June 6, 1944 D-Day mission 1
Captain Seelinger flying in, 42-95916 “Piccadilly Willy” K9-H was piloted by Kolberg in position 1-3-5.
The crew consisted of: Kolberg, pilot; Lewnes, co-pilot; Seelinger, medic; Wassman, bombardier; Strassburg, radio operator/side gunner; Coker, turret gunner; Nohrenburg, tailgunner.
They flew in, 42-95916 “Piccadilly Willy” K9-H, taking of at 4:00 am and landing at 7:50 am. Their bombs were released on target as briefed.
Hand drawn map for June 6, 1944 mission 1
52 planes participated; bombed from 3200 to 6,500 ft. altitude. Encountered moderate, accurate flak. LFF all along coast in target area, and in vicinity of Isigny. One ship destroyed by light flak near landfall. Right engine and bomb bay caught fire; 3 crew members bailed out, and ship exploded in air. All flak damage from light flak fire. Third box was lowest altitude. One ship landing away from base has suffered damage but category unknown.
Target– Coastal Gun Positions Time– 6:07 – 6:10 am Altitude– 3200 – 6500 ft. Weather– .8
Catagory A damage to planes; 1-2-5, 2-3-5, 2-3-6, 3-3-4
Ship destroyed; 3-2-6 PLANE # 42-95902 7I-G “The Bad Penny”
Landed away from base; 3-3-2 Plane # 42-95900 Lafayette/We Are Here! II 7I-D
Captain Seelinger flew in, 42-95916 “Piccadilly Willy” K9-H, in formation position 1-3-5. The target was attacked from 6,700 feet using a load of 16 x 250lb general purpose bombs. The visibility was ten miles with inland mist and low clouds. They experienced moderate but inaccurate flak. Kolberg suggested that straffing should not be attempted through formation.
June 11, 1944
MACR# 5708 DATE – 10 June 1944
Weather still poor but somewhat improved. Another mission went out over Cherbourg. Not so good. They dropped their bombs OK but one in the 497 came back with flak in his jaw and the 497th also lost Burdette over the target. No one, so far saw any chutes come out of his plane. The list of planes down grows slowly but surely. Even at that the group as a whole hasn’t done badly at all when you consider we have been on nearly 70 missions to date and have lost less than a dozen planes and crews. We can only hope that our losses are kept at a minimum. That was the only mission for the day.
Seelinger talks about doctors including himself flying combat missions.
June 12, 1944
Not clear and not rainy but the clouds are still low. Boys took off this morning for the vicinity of Cherbourg. Was the first time they have been able to go in high (7000) since before ”D” day. Hit the target fairly well. No planes lost nor men wounded. Only one mission today. Would have been on that only I am OD. Joe Doyle got in his tenth and is now entitled to wear combat crew wings. Saw him at the club tonight and he is as tickled as a youngsters with a new toy. Don’t blame him a bit. He deserves it plenty. Any man with a family that goes on these missions and doesn’t have to is deserving of everything they get. It’s all for the benefit of the gan[g] so far as Joe and myself are concerned and I say that neither he nor I have to risk our necks in this thing. I have learned a good deal about combat in the three I have been on and shall continue to fly these until I have made the rounds with every one of my old pilots regardless whether I’m shot down or not. I want the air medal, and think I’m entitled to it, but, regardless whether I get it or not, shall go on those missions. Things are pretty quiet at the hospital tonight.
Any man with a family that goes on these missions and doesn’t have to is deserving of everything they get. It is all for the benefit of the war so far as Joe and myself are concerned and I say the honestly for neither he nor I have to risk our necks for this thing. I have learned a good deal about combat in the three that I have been on and shall continue to fly them until I have made the rounds with every one of my old pilots, regardless whether I’m shot down or not. I want the Air Medal, and think I am entitled to it, but regardless whether I get it or not, shall go on those missions.
June 14, 1944 Mission #4 Gun Emplacement Quineville
Got permission to go on the p.m. mission. #4 for me. Carried 2-2000 lb bombs; target was some gun emplacements near Quineville, France just northeast of Cherbourg. These guns have been holding the ground forces down ever since the invasion began. The navy has been shelling them constantly since June 6 but has not been able to knock them out. Rode with Ashberry in K9Q. Took off 20 minutes after the first box, at 13:25. Formation headed south leaving the English coast at Selsey Bill. Weather over England patchy; first being very clear, then cloudy, and finally rain squalls. Over the channel we had to climb to 10,000 to get above the gorgeous white, billowy clouds. Nearing the French coast north of our target could see the channel full of allied craft. The beach was studded with all kinds of material. As we came in, one of the cruisers below was sending broadside after
broadside somewhere inland. Could see great forceful belches of smoke issuing from the big guns in the center of which were massive tongues of flame. Where the shells landed I don’t know but I sure as hell wouldn’t’ t want to be in the nearby vicinity. Reached our IP at St. Marcos island and began the bomb run. We were scared of the concussion from our bombs. We let them go at 2400 feet and then did a sharp right off the target. 12 seconds later could feel the blast but it wasn’t nearly as bad as expected. In fact I believe the 250s we dropped an “D” day disturbed the plane more. First box apparently didn’t see the target the first time in and went around again. Result was we dropped our bombs first although taking off 20 minutes after them. The target was hit smack on the nose and is now useless to the enemy. Trip back to base was uneventful. One more to go for the air medal. Shall try to make it Friday.
Formation diagram. June 14, 1944 Captain Seelinger flying in, 42-95912 You Cawn’t Miss It K9-Q was piloted by Ashberry in position 2-2-3.
No load list available.
Hand drawn map for June 14, 1944
Captain Seelinger flew in, 42-95912 You Cawn’t Miss It K9-Q which was piloted by Ashberry in position 2-2-3. The target was attacked from 3,000 feet at 2:55 pm using a load of 2 x 2000lb general purpose bombs. The visibility was ten miles with inland mist and low clouds. They experienced moderate flak. No enemy aircraft were seen.
June 22, 1944 Mission #5 Martinvost
Finally go permission to go by Colonel Vance. Rode with Kolberg in K9Q in #4 position of the first box, third flight. Carried 120- 20 lb fragmentary bombs. They are purely anti-personnel. Started engines at 12:38 and took off at 12:50. Beautiful day as we got into the air. West of London ran into gorgeous cloud formations at 8000 feet. Looked just like giant, feathery-white canyons as we steered our course directly down the middle of them. Air was bumpy. 15 miles off the French coast could see the whole city of Cherbourg shrouded in dirty brown smoke. Occasionally, a vivid burst of flame would gush through the smoke denoting where our artillery was pounding the city. Must have been dozen or more tremendous fires going.As we came closer the whole peninsula was spread before us in a panoramic view and one could just see how the death trap was slowly but surely closing on the Germans left to the fate. They must be fanatics to stay their and defend the city in such a hopeless cause. Certainly Cherbourg must fall to us within the next week. Entered the French coast near Bayeaux and it was so comforting to realize that our own troops and the Canadians were below us. Meant no flak to worry about until we were on the bomb run. Turned south and at 14:04 opened the bomb bays. Pretty soon the white smoke marking our bomb line became visible. Below us were the P47’s and mosquitos doing dive bombing and strafing. We were now over the German infantry positions. Bombs away at 14:17. Watching through the open bays could see the bundles drop earthward. Before the first one hit the ground the bomb-bay doors were closed and we turned sharp left and headed for home. Immediately the Germans began throwing the heavy flak up. Great puffs of the well known dirty black smoke began breaking all around us. The concentration of flak was fairly light, but the range was accurate. Saw three burst of four each to our left, right, and in front. Started evasive action immediately and managed to stay clear of any hits on our plane. Soon we were over the channel and headed home. Counting the planes in our box found they were all there. Assumed the other box got away the same but found later I was mistaken. Two planes in the second box were pretty well shot up and two of the men hit by flak. No planes, however, were lost over the target. All in all it was a successful mission although found later two of the planes dropped their bombs over American positioning at Valognes. Some error; no doubt we’ll hear about it. Willie was going to buzz the field on the return but, because of the wounded men, didn’t do so as he though the colonel might not like it. That was #5, the air medal mission for me. Shall continue going on them if Colonel Vance will let me. Logged a total of 3hrs 5 mins. on this one. …Spent the evening loafing around and painting a B-26 on my leather flying jacket with bombs coming out of the bays. Don’t intend wearing it around here, but the kiddies will go for it in a big way when I get home again. Oh yes, on my fifth mission I .found a flight surgeon in the 387th, Capt. Thatcher, was shot down the same day over Caen. Don’t know whether he got out OK or whether they were all lost. Hope it is the former.
Formation diagram. June 22, 1944 Captain Seelinger flying in, 42-95912 You Cawn’t Miss It K9-Q was piloted by Kolberg in position 1-3-4. Best guess reading Seelinger’s notes; Dog Fighting in Cherbourg city shrouded in smoke. Obvious death trap to Germans armed … Flak heavy stuff, accurate but light. Troops in outskirts. Target German infantry positions. 60- 20lb fragmentation bombs per plane. Massive accomp with all safe and no wounded. ? 51st buzzed field on return. Beautiful white snow clouds “V” formation. Beautiful day.
The crew consisted of: Kolberg, pilot; Lewnes, co-pilot; Seelinger, medic; Crist, bombardier; Strassburg, radio operator/side gunner; Coker, turret gunner; Nohrenberg, tailgunner.
They flew in, 42-95912 You Cawn’t Miss It K9-Q , taking of at 12:40 pm and landing at 3:45 pm. Their bombs were released on target as briefed.
Hand drawn map for June 14, 1944. 36 aircraft participated and bombed by flights.Window dropped by all planes, but effect of window doubtful as 2nd flight, 2nd box, which should have benefited received the most flak damage. Flak reported as moderate and accurate HFF during bomb run and turn off target, but accuracy varied on different flights. Fire P.C. “seen.” Target Martinvast area at 2:16 pm from 10,500 / 12,000 ft. Nil low clouds. 1o planes received Cat. A flak damage. One plane received Cat. B damage.
June 29, 1944
The boys took off on one today. It came late at night. They didn’t get off til after 7pm. Mac, Farnsworth, Seitz and I went into town for a few beers. Got back to base around 10 as the planes were coming back. Knew something was wrong by the way they came back. They were strewn all over, with little semblance of formation. The first ship down bad; one man severely wounded by flak and the tail gunner killed. His flak suit offered no protection.
As per 344th Spread Sheet; June 29, 1944. Gissel Bridge. Died from flak at the target. (497)
S/Sgt. Williams, Radio-Gunner)
A piece got him in the side of the chest. Name was Williams and he was in the 497th. Is the second gunner the group has had killed by flak. Hynes, of the 494th, got his ship shot up as he hit the coast of France and had to abort. He crash-landed at Manston. No one was hurt. It was the second successive crash-landing for him. It isn’t going to help his nervous system any. Bailey, of the 494th, had his hydraulic system shot out and his right main wheel wouldn’t come down. He circled the field several times until all ships were down and then he came in for a crash-landing. He did a beautiful lob. It was fairly dark by the time he came in. Landed smooth as silk on his left main and nose wheels and held the ship off skillfully. As his speed decreased the wing and tail began scraping on the concrete runway. Showers of sparks flew up making the whole thing look realistically like a runaway comet. We held our breaths waiting for an explosion and the plane to go up in flames. Just before finally stopping the right main wheel collapsed and a great ball of flame went up. God was with him then as the ship did net explode. Two of the crew were slightly banged up but nothing serious enough to remove them from duty.
In this entry, Dr. Seelinger gives a great description of a V-1 (buzz bomb) attack;
July 22, 1944
Day off and am going to get off the base. Left for London in early afternoon. The city I saw today differs vastly from the London of February. The streets are relatively deserted. and tremendous numbers of buildings are shambles. No question the “doodle-bugs” have hurt. Got my first glimpse of them this evening after dusk. The air raid sirens went on and soon after heard a chugging like a speed boat, in the skies. Looked up and there was a buzz-bomb streaking across the heavens with its yellow tail light flaming. This light is caused by gasses igniting in the jet-propulsion mechanism. So long a s the light is on, the bomb flies; when it goes out, the plane dives to earth and explodes. As I watched it coming toward me I was plenty scared. Only kept praying the light wouldn’t go out then. Soon passed overhead and kept going for a few seconds. The light then went out, the chugging ceased, and soon there was a tremendous explosion, followed by a huge ball of orange-red fire, and an immense cloud of black smoke. Some people a mile or so away were now dead and more wanton destruction had been accomplished by the Germans. The English people are plenty mad over these “doodlers”. Strange to say, although the planes are pilot-less, everyone admits that Hitler has caused more damage to military objectives with them than with his Luftwaffe at the height of the blitz. Found out one thing and that is this: if the flying bomb passes over your head and the tail light is still on, you are relatively safe as its speed would enable it to glide a mile or so before crashing if the light should go out at that time. However, if t he light disappears as it is coming toward you, duck brother and hit for cover fast. Am not anxious to visit London while these “doodle-bug” raids are going on but I must go in soon and get some pictures of the damage so I can send them home and show the folks there what the people over here are going through. Those at home will never realize the horrors of war. Even we here don’t see the worst of it, but what we do does give us some idea of things. Remained in London overnight.
The doctor was busy counseling and healing according to this entry;
July 23, 1944
Three of the boys are coming in around 11pm to talk some things over. Lord knows at what time I’ll get to bed, but it doesn’t matter, some other day I’ll catch up on the sleep. Something must have happened as the boys didn’t stop over. Did, however, have one of the men in my outfit come in for a suturing job as a result of a fight in town.
The next few days, Captain George F. Seelinger MD served as our observer, healer, and mental health provider.
July 25, 1944
MACR# 7478 DATE – 24 July 1944
Arrived back in Bishop’s-Stortford at 12:30 and immediately took a cab to the field. Arriving there found the group had a tough one last night. 13 planes had to land away from the base. One plane from my outfit was seen to go down over the target. Piloted by Coulter, a new lad, and the copilot was Virgin, also a new lad. Seem to think they may have crashed within our lines over there. One chute was seen to get out although the opinion is that Coulter may have been able to land the plane. Sure hope so. Not such good news from the 495th. Parrish, their squadron bombardier, was hit in the head by a piece of flak as they started the bomb run. Was immediately knocked unconscious and the plane returned to a base in England. He was rushed to the hospital. but died, without regaining consciousness, in a few hours.
(Spread Sheet) July 24, 1944. Tours/LaRiche RR Bridge Squadron Navigator, lost his life on this mission for which he was the Lead Bombardier. (494)
Capt. James P. Parish (KIA)
Tough break but it’s all in the war day’s work. Let’s hope that ends our fatalities. The boys had a late mission tonight. but all planes arrived back to base safely although Murphy, one of our gunners, got hit, in the chin with a piece of flak. Only a minor wound but enough for him to get the purple heart. And so to bed.
July 26, 1944
The lad I sewed up the other night is in the hospital now with a severe infection of the wound. Just took a look at him and he is much better over yesterday. Shall open up the incision line and let the pus drain freely. Should be alright in a few days. Nothing else new or exciting for the rest of the day. And so to bed.
July 27, 1944
(Possible mental health check after his crash) Went up with John Pikula for his first ride since he was in the crash. Coming down the runway we had a runaway prop and had to cut the engine and brake it awfully fast. Everything was OK, however, and we turned around and started down again. The rest of the flight went perfectly; ma.de five landings before we called it quits. Rest of day uneventful. And so to bed.
August 7, 1944
On the line in the ambulance today. Some target the boys have for this mission.
They are going in at Brest harbor. The Germans have two oil tankers there that they
Plan to sink in the channel to block us from using it for our ships and it is our job
to sink them before the Germans can move them out to the channel. We sure sweated the
boys out on this one. We counted each plane eagerly as it returned and were so relieved
When they were all there. According to the boys, they didn’t hit the target but did
sink and damage some other boats in the harbor. One of my men, Caje, a toggler, had a
close call. A piece of flak hit his flak suit over the right shoulder, ricocheted off, and grazed his hand, letting him off with a very minor and superficial abrasion of the hand. He certainly can thank his flak suit from saving him from serious injury, if not death. Anyone who doesn’t wear them on every mission is just tempting fate and sticking his neck out when it isn’t necessary.
Aug 9, 1944
MACR# 7848 DATE – 9 August 1944
Rough day for the 344th.. The morning mission was fine and dandy all returning with
no casualties in planes or men. Toward evening, however, another one came up. The
boys were really scared for it showed a return to Paris. This was changed, however,
and another sortie over Brest substituted. The boys seemed happier about it, but they
didn’t know what was in store for them. It was a lulu. This time they went in right
Over the city and caught hell. Lost Phillips and crew from the 397th. It was a shame. This was his 65th mission and he was scheduled to go home next week. According to the boys who witnessed it, no one in the plane had a chance to get out. His right wing was hit, burst into flame, crumbled, and he dove straight into the earth, his ship exploding as it hit. In my squadron little Ashley Smith caught a piece of flak in his thigh. There is some confusion as to how badly he is hurt; some say it is pretty bad and others say it looks bad but really isn’t so. Will fly down to see him tomorrow. He was landed at Warmwell and taken to the 106th General Hospital near Bournemouth. Of the 36 ships that took off from the field, 12 had to land at other places due to being so badly shot up. One landed in Normandy, but the crew is OK. Willie Kolberg came busting into the hut and began a tirade. His nerves have gone at last. He says he will abort if his crew is sent on anymore missions after tonight as they have 65.
Willie himself has 62 but says he will not go back to Brest again. Can’t say that I blame him a good deal. He has had his engines shot out three times now and that is
plenty for any one man. I do wish, though, that the boys would talk things over with
me at more reasonable hours. It was after 1:30 a.m. before I got to bed and I sure
was tired. It’s my job and I’m glad to do it, but, after all, I do have to get up
each morning and attend sick call whereas they can sleep when they aren’t on the
loading list for the next day. Oh well, the way things are going in Normandy it
probably wont be too long before this mess is over. Let’s hope so anyhow as I sure am
anxious to get home again to my wife and kiddies. The worst part about the whole day
is that the boys didn’t hit the target again and so another return is in order. I don’t
think, however, that they’d dare send them for a few days; if so, I’m sure a good number would refuse to go, or, if they took off, would abort purposely.
Aug l2, 1944
(Spread Sheet) Aug 12, 1944 42-107611 Chicago Cyclone III K9-F 494th . Assigned to the 344th BG. Damaged Cat.5 (written off) in a take off accident on 12/8/44 flown by Lt. John D Ashford. The aircraft lost an engine on take off from station 169, Stansted, and belly landed at RAF Sawbridgeworth. Salvaged on the 15/8/44 by the 74th Air Service Group
Another gorgeous day although it didn’t start off so. Boys were on a mission this morning. Got pretty well shot up and Hatcock, of my squadron, had his little toe of the left foot nearly shot off by flak. Removed the piece, dressed his foot and sent him to the 280th f or further treatment. Left the base at 2 to fly down and see Smitty.
Landed at Hurn and got transportation to the 106th General Hospital outside of Bournemouth. Smitty looked fine and had plenty of spirit. He’ll get along perfectly. His wound is more nasty than serious. However, a large piece of flesh was shot away from the calf of his right leg so that he will be laid up a month or more during which time granulations will have to form before a graft will take. We may be in France before he is released. He’s afraid of that too and only hopes he can rejoin the outfit if we are. We all are pulling to get him back with us. Left there shortly after 5 for the return trip to the base. Arrived back about 6:30 and got another shock. On the take-off for this afternoon’s mission, Ashford crashed a few miles from the base. Co-pilot was Amsberry. Amsberry got out intact; Ashford has a severe contusion of the back; Ridge has multiple laceration of the head and contusion of the chest anteriorly; Blosser had a contusion of the right leg; Reed a contusion of the arm; Ohlsen is the most seriously injured and was taken to the Haymead hospital in town. He has a perforation of the back and two fractured ribs . His condition is poor. Went to see him this evening and got into an argument with the English. They operated on him. The peritoneal cavity wasn’t entered and there was no free fluid or evidence of bleeding internally. Apparently his injury is confined to the fractured ribs and severe secondary shock. Will get him moved from there as soon as possible. Our squadron sure is having its share of accidents. We have only lost five planes since becoming operational but four of them were accidents, two being due to failure following take-off. Farnsworth must feel pretty low tonight as it is a cinch engineering will come in for some criticism and he sure does try his best to keep the planes running smoothly. Templex also came in tonight, after the mission, with a flak wound, not serious, of the fanny. He will have a sore behind for a few days, but that is all. Guess that is enough excitement for the day so will sign off for tonight. As I’m OD I’ll sleep up here at the hospital.
Aug 25,1944
(Spread Sheet) Aug. 25, 1944. 42-107855 Y5-W 495th Crashed shortly after take-off, 5 miles North of Stansted Airfield on 25/8/44. The aircraft caught fire, killing the pilot 1st Lt. William H Geary and all the crew. Other crew killed were: 1st Lt. Whittler, 2nd Lt. O’Donnell, T/Sgt. Veale, S/Sgt. Gorder, Sgt. Reed, and, G Audin (war correspondent). According to Mark Styling: 42-107855, coded Y5-W, 495th BS Exploded in mid air, 5 miles North of Stansted on the 25th August 1944 mission to attack heavy gun positions at Fort L’Ambrique, Brest, France. Pilot, 1st L. William H Geary (killed).
PILOT – 1st Lt. James Foster Reynolds 0-25559 (killed)
COPILOT – 2nd Lt. Edward Horn (POW 0-69370 (POW)
BOMBARDIER- 2nd Lt. Joseph Johnson 0-745821(bailed out and evaded capture)
RADIO/GUN – T/Sgt. George Henry Coons 32550339 (bailed out and evaded capture)
ENG/GUN – S/Sgt. Samuel McDonald Gold 15170081 (POW)
TAIL/GUN – Cpl. Leonard Norris Pew 17129317(killed)
Uncertain day to start. Later in the morning, however, the sun came out and it was the queue to get the boys off on a mission. They took off her Brest. On the takeoff we had another of those unfortunate accidents. Geary, of the 495th, crashed. His engine quit shortly after takeoff, he called in that he was losing power and altitude, and that he was going to try and make the field for a landing. Something must’ve gone radically wrong, and that was the last heard from him over the radio. The plane crashed in a field near Newport and just opposite the 280th Station Hospital. Immediately after crashing it burst into flame. None of the six men crew got out. There was also a French war correspondent aboard. All were burned to death in a matter of minutes. Sure was a tragedy. This was Geary’s 63rd mission. Don’t know who the copilot or bombardier was. Sure is a tough way to go. We do expect someone will get shot down but to go even before reaching to target is one tough break. Oh well, it’s all in the war so it’s best to forget these things as fast as possible. Bet the boys in this outfit will get drunk tomorrow night at the club party. Forgot to mention a few days back that Joe Johnson, a bombardier in the 497th, arrived back at the base. He was shot down in the plane piloted by Reynolds sometime ago. Had some stuff to tell us. While he was floating earthward in his chute, he was shot at by the Germans on the ground. Got six bullet holes in his legs. How he managed to evade capture remains a secret, but he was picked up by the underground and stayed in Paris, two months before finally being able to get back here. According to Joe, Reynolds got out of the plane, his chute open, and he was going down to earth safely, but was also fired upon by the Germans. He doesn’t know whether the Germans got him then or not, but it is known that he is dead as his wife has received official notice from the government to that effect. The rest of that crew or POW’s.
August 27, 1944
On duty today. Gorgeous day out; the sun being nice and bright and warm. Sick call light. Boys took off for a fuel dump this afternoon. Just returned. Two wounded men, one from the 495th and one from the 497th. Wounds not serious. Sent the former to the 280th for observation and further check of his wounds. May need some grafting before it is all healed.
August 30, 1944
Note- (Spread Sheet) Aug 30, 1944. 42-95953 N3-D 496th Stansted Crashed at take-off on cross country hop. Crash landed at Broken Green Farm, Standon, Essex on 30/8/44 following an engine failure flown by Lt. Joseph S Danner. The aircraft had suffered a port engine fire on take off from Stansted. Crew were unable to feather the prop and the aircraft was force landed at Standon, but crashed into a farm house, killing the pilot and two crew. The engineer S/Sgt. Hamilton was the only survivor from the crash, but spent six weeks in a coma. The aircraft had been heading for Shipdam Airfield in Norfolk.
1st. Lt. Joseph S. Danner, Pilot (KIA)
1st Lt. Edward E. Williams, Co-Pilot Sqdrn Adjutant (KIA, Cambridge)
Lt. Robert G Juliani, Navigator (4th Ferry Group) – killed
S/Sgt. Hamilton, Engineer/Gunner (survived)
At last, some good weather. The sun was out although it wasn’t too warm. Then I got several letters from my honey and mother and a few packages. Another tragedy today. Ed Williams lost his brother in combat last week. He was assigned to a fortress base up north. Went up to get his personal effects this afternoon but now there will be two telegram to his home. The plane caught fire shortly after takeoff, and the pilot lost control of it. Went into a spin and crashed a few miles from here. The pilot, Dana, an ATC navigator, and Williams were killed. The engineer was seriously injured. No one seems to know how the fire started. We’ve been having so many accidents following takeoff lately that I’m beginning to get a little jittery about going up. Perhaps might follow my mother’s advice and give up flying. The risk isn’t worth it when one has family such as I have. Everyone feels badly about this as Williams was well known and pretty well liked.
Getting ready for the 344th BG move to Pontoise, France
Sept 9, 1944
That rumor about no one over 26 going to the Pacific is the hooey Doyle says. Age hasn’t anything to do with it. That’s about what I thought, although I still do think those about or above that age shouldn’t go as they wouldn’t be able to stand any debilitating tropical disease so well. However, even if it were so, it looks like the medical corps would be stuck anyhow as there are very few in it below 26. Sometimes being a medic has its disadvantages. We sure get the worse end of the stick on many accounts. Oh well it can’t last forever. Also got some news today about when and where we were moving. The reconnaissance echelon leaves here for France on the 18th. The advanced, which I’m on, leaves on the 25th. We are moving to Laon, France which is near the German border. Look to be a case of jumping from the frying pan into the fire. Certain it is that we will be under fire then and living in fox holes a good deal. The main danger will be from booby traps that that will be left on the field by the Germans. Our engineers will not have had sufficient time to entirely clear the place of them before we move in. Also heard that we will be required to shoot to kill any gestapo agent we may see hanging around the area. It seems if we don’t kill them, the French will take shots at us. Seems to me that is a little exaggerated, but, nevertheless that’s what we were told. Will just have to wait and see when we get over there.
A rough day for the doctor
Sept 11, 1944
Beautiful day. The sun is out strong. I’m on the line. Up at 8:00 and had a nice breakfast of hot cakes. Briefing at eight but no one woke me for it. They are going to Nancy or vicinity again today. Sick call light. Takeoff at nine and all planes go in the air in good style. Due back at 12:34. I’m waiting now for their return. Meanwhile, have started another case of the well-known GC on penicillin. Sure have had enough experience in treating that stuff and with penicillin. Will serve me good stead when I get back to practice again. The planes are due back now so we’ll go out to the line and meet them. The formation is over the field and can tell right now that things didn’t go so well. There is half of one flight missing from here. We sure did get into a mess of trouble, Colonel Hale and Seebaldt of our squadron leading the group today, had to land in France. The target was gun placements at Metz. On the bomb run, Seebaldt’s ship was hit and he had to leave formation immediately after leaving the target. Apparently, the ship wasn’t too bad off, but they had at least two men seriously injured to such an extent that it was imperative for them to get down to the ground immediately. Don’t know who they were, although there is a rumor that one of them is Mike Sopronyl. Hope not, he had a rough deal once before. Looks bad. Will be anxious to hear from them and hope we arrive here tonight or tomorrow. Ashberry had me sweating out his return. This was his 69th mission and his ship didn’t come over the field with the rest of the formation. Finally did come in a few minutes later. He made a second pass at the target as he didn’t get his bombs away on the first run and he couldn’t catch up with them on the way back. Everyone was OK in his ship. Jim Deford also got his 70th today. Shall ground them both tomorrow. We have plenty of other men in the squadron who can fly while they rest until they hear whether or not they are going home this month. Amsberry circled the field several times before landing with his hydraulic system shot out. Finally came in and made a beautiful landing without feathering his props. Ran off the runway, but no one was injured by this at all. Over the target he had a narrow escape. Flak hit his leg, went through his flying clothes, escape packet, and stopped just as it hit his leg, giving him a big welt there. Elia, on his crew had a flak wound. That’s all the trouble my squadron had, but it was enough. However, Hegg of the 496th had to crash land at Manston. No one was hurt and everyone is safe and sound and will be back here soon. Over the field now there are two ships in trouble both of the 496th. The first one came in with his hydraulic system shot away and his left main wheel unsteady. Immediately after landing, the wheel gave away, and the plane tilted on its side and skidded crazily off the runway. The men piled out of it very fast. Although shaken up some, no one was seriously hurt. The pilot McGargle did a good job. The final ship to come down had us all worried (42-107676 N3-G). His hydraulic system was shot out and his nose wheel wouldn’t lock. He circled the field at least dozen times before attempting to come in. We thought sure he’d crash before landing as his gas supply was dangerously low. However, he finally sent in word by radio that he was coming in and was going to land on the grass to the left of runway 23. Hopped in my Jeep had the ambulances start motors and got ready to rush out if needed. He came in on a nice approach with both main wheels down but no nose wheel. Just before touching the runway, he feathered the props. Then something happened. Immediately after feathering the props the plane seem to pick up speed and rose about 10 feet in the air. By the time he settled to the runway again, he had used up 2/3 of it. It was obvious that he was going to run off the end. He did and we all held our breaths. The plane went up on its nose, teetered there a moment, seemed about to turn completely over and then buckled in the middle. Before it had settled, we were tearing down the runway in the ambulance, firetruck, etc. All but the pilot and copilot Benedict and Wagner got out alright. They were in the plane when I arrived and we’re being lifted out. Both were a mess and only semiconscious. Their heads were bleeding profusely and I applied compresses in a hurry. I was full of blood from head to foot. Got them in an ambulance and rushed them to the hospital where we could better appraise their wounds. No question that both have skull fractures. Benedict is in the best shape aside from the fracture. He’s in good condition and will pull through in time. Wagner, however, is in a tough spot and will have to fight like hell to live. The right side of his head has a gash about 8 inches long and apparently a depressed fracture of the skull. The region of the occipital-parietal juncture posteriorly, on the right side has a small hole in it that extends down to the brain. Through this hole, there is a part of his brain sticking out. Nothing to do but cover it up and rush him to the 280th station hospital immediately. Cleaned up the wounds as best as possible, and then discovered that his right clavicle was broken completely in two. He was in severe shock and we gave him a quart of plasma before moving him. Blood was coming out of both ears in a fairly steady stream. No question that he has a basal fracture. He has a better chance of not surviving then of pulling through. Admitting that the fractures themselves don’t mean too much. The fact that his brain was exposed makes a brain abscess a likelihood and that is serious. Will be several days before anything definite can be said about his chances. Guess that finished up an exciting day. The boys went out again this afternoon in the same region of Metz. Plenty of shakiness evident. Even though it was supposedly a rough one, they all got back in good style and no one seriously hurt. Was tired by the time I got back to the hut but even so had no rest. A few of the boys came in about their flying. By the time I finally did get to bed was plenty tired and ready to call things quits. Oh well, I asked for it so have no one else to blame. And so to bed.
Pilot Benedict wrote in a memoir for “344th Silver Streaks”;
“I found out that only Wagner and I had been seriously hurt in the crash, that all the crew had gotten out of the plane by themselves or with minimum help. Cunningham and Bill Long had come back and gotten me out as I was still jammed in the remains of the cockpit and still strapped in. Cunningham and Long thought I was the most hurt because of blood loss from head wounds but in reality Wagner was
hurt more seriously because he had not followed instructions and instead of being in the radio and
navigation compartment, he had squeezed himself behind the pilot’s (my) armor plate and the bulkhead
in the rear of my seat. When the plane stopped he was crushed and his skull was fractured. He later
received a metal plate in his head.”
Seelinger discusses the first airman going home and possibilities for the future.
September 14, 1944
OD today. Sick call light. Beautiful day. Feel like some golf but wont get the chance to play for a few days. A regular bonanza in the mail. Four letters from my honey, two from mom and one for Jackie Hosty. Then this afternoon got another swell one from my sweetheart. They sure make the days sunny. She’s tops in my book and always will be. Jim DeFord, Ashberry, Ashford, Engelbrecht, Sanders, Westholm, and Peters left for home today. Sure hated to see them go. That doesn’t leave many of the original bunch left. Lucky fellows. Jones also went with them. He has a funny idea that he is finished with combat. Perhaps he is being a West Pointer. He may know someone. If not, it’s almost a sure bet that they’ll all see action in the Pacific. I personally think the boys that stay here are better off for the future. There is a rumor out that the ninth air force is going to be the one of occupation on the continent when this is over. Hope so as that would make my chances of going home better. No real reason to keep me here then. Will just have to wait and see. Just finished copying a list of the group’s first 100 missions. Will be nice to have in this diary. Will try and get the complete list up to date. Imagine we must have around 140 missions by this time.
Captain Seelinger describes the aftermath of a tough mission for the 344th BG
September 23, 1944
MACR# 9733 DATE – 23 Sept 1944
MACR# 9734 DATE – 23 Sept 1944
MACR# 9735 DATE – 23 Sept 1944
Uncertain day being cloudy and threatening of rain. However, it cleared up by 10 o’clock so that the flight echelon of the reconnaissance bunch going to France to off early in the afternoon. About time they did; they were supposed to go three days ago. Was supposed to be my day off but, because we are short, and I’m going with the advanced convoy tomorrow, Major Simpson negated that idea. Oh well, I can stand that although it was useless keeping me around as I didn’t do a thing all day. Got the key for the whiskey closet form him and got six bottles to take along on the trip. Doyle got a hold of me a wrangled a bottle. He’ll pay for it in other ways so long as he’s personnel equipment officer. The gang took off on a rather late mission not getting in the air until after three. Target was a marshaling yards in Holland. Seemed an easy touch but how wrong appearances are. They got back after 8 and were sure shot up. Our squadron lost two crews and another one had to land in Brussels. Carrington, on his 65th mission was shot down. Received a direct hit on his wing. The right wing ripped off immediately and the ship went into a spin. No one got out. Others saw the ship explode as it neared or hit the ground. Was too bad, he was a fine boy. The co-pilot and rest of crew, except for the engineer, were new boys and on their first mission. Comstock received a hit in his left engine and went into a spin. He pulled out of it and apparently was under control when the airplane exploded in mid air. Two chutes were seen to come out almost as soon as it went into a spin. However, one was apparently on fire so chances are only one out of the whole ship got down alright. Hathaway was crippled so badly that he had to land in Brussels. Hegg, of the 496th., exploded and went down. Some say one chute got out while others say none. It was his 65th mission too. Practically all ships were pretty well shot up and we had three crash landings on the field. Covey’s bombardier was wounded in the shoulder by flak and received multiple abrasions about the face and hands from flying plexiglass. He is pretty well shaken up but a good night’s rest will help straighten him out. The boys are plenty nervous now. The days of milk runs are over for awhile. The
targets we’ll hit when we get to France will be all tough as most of them will be in Germany. So much for the mission. We’re plenty busy getting ready to shove off for France in the morning. Latest dope is that we get up at three, eat at 4, and leave the base at 6. Several doodlers came over during the evening and were plenty close. Thank goodness they kept on going. The explosions shook the hut again. After the final meeting on the convoy, at 10 p.m., we came back to the hut, finished packing our personal stuff, and went to bed. Sure were tired. Petrino finally got back from London and was kind of peeved because we were sore at him. However, although he is loading officer, he hasn’t done one bit of work getting this thing ready to leave in the morning.
Captain Seelinger does a nice job describing final preparations and the trip to the new base in France.
September 25, 1944
Almost seems the tireder I am the easier it is to wake up in the morning for I woke up at 7 and felt fine. Got up and hustled over to a breakfast of “C” rations after which I shaved and felt 100% better. Spent the rest of the morning getting the ambulance with the 497th ready to continue the trip. Just before we were ready to start off for the POE it clicked and everything was fine again. Left Dorchester about 12:45 for the POE. Very cold day. Sometimes the sun is out, then it goes in, and rain starts. By the time we neared the POE it was beautiful and clear. Were met by the red cross and served hot coffee and donuts. Sure tasted good. Were then issued life belts and soon were underway t the ship. The port was in Weymouth and we were going on LST (landing – ship -tank) 1031. Took about, three hours to load the boat. Then pulled out into midstream to await sailing time tomorrow morning. If all goes well we shall be on the war across the channel around noon tomorrow. The trip will take 12 hours or more. Are anxious to get going. The LST is going to be rough sailing and nothing like the Queen Elizabeth we came over on. That’s all for today. Shall add more tomorrow. Took a shower when we got settled on board and felt fine immediately.
September 26, 1944
Was awakened at 6 by the vibrations of our engines as we began the sail across the channel. Listened to it for awhile and then dozed off again. Woke up at 7 and then got up for breakfast. Went out on deck first and saw that is was going to be a beautiful day. There was a mackerel sky and the sun was trying to break through. In a few hours it will be out in full glory. The water is calm but then we are near the shores of England. Off the port bow and s.de we can see the chalk cliffs that line the south shore of England for a good many miles. They are not the White Cliffs of Dover. We are a little too far south for them. Breakfast of powdered eggs, bacon, and cereal. In a short while got thirsty and thought I’d have some of the soda pop I bought in Dorchester. The idea was fine but the soda terrible. Immediately after having it I knew it. was only a question of time before I got sick as were we’re now out in the middle of the channel and the water was plenty rough. The old LST was rocking and pitching at the same time. Wasn’t wrong either. Soon I hit for the bathroom, tossed my cookies, and then felt fine. Poor Van he is really sick. He wouldn’t even go to dinner. I had a good one of roast beef and potatoes with string beans and corn on the side. Felt much better after getting that down. Was a little tired and took a nap. Woke up after four feeling very much better. From the motion of the boat I knew we were in quieter waters so took a stroll on deck to see where we were. The shores of France were about five miles off the starboard side. Look very much like England. We are a little south of the Cherbourg peninsula and are sailing northward. Should be near our landing beach in a few hours. Took a shower before supper and it was grand. Ate a big meal of salmon, stewed tomatoes, and potatoes with swell pineapple dessert. The grandest part of these meals is the white bread we get. It’s the first white bread we’ve had since leaving the States last February. The beach we are landing on is Utah beach and is between Le Harve and Cherbourg. From all descriptions of it is the area we bombed on “D” day. Shall be interested in seeing whether there is any evidence of our damage left this long after “D” day.
The next few entries describe a tale of little decisions that turn out to be a matter of life and death.
See this link to hear about this crash in the words of a survivor.
MACR# 13038 DATE – 19 Nov 1944
PILOT – Capt. Webster Stokes Allyn 0-727146 (killed)
COPILOT – 1st Lt. Frederick H Fubel 0-693362 (bailed out & returned to unit)
BOMBARDIER/NAV.- 1st Lt. Joseph R Chiozza 0-744920 (bailed out & returned to unit)
RADIO/GUN – Sgt. Edward Richard Bosack 13156042 (killed in the crash)
ENG/GUN – Sgt. Theodore H Barrows 16035678 (bailed out & returned to unit)
TAIL/GUN – S/Sgt. Marion J Kasprzykowski 12026320 (bailed out & returned to unit)
344th Spread
November 19, 1944
The first I’ve written in my diary since arriving at Cormeilles-en-Vexen, France. Nothing much has happened to write about. The weather has been rotten most of the time with plenty of rain and lots of mud. The first few days here were spent in putting up a tent with a floor in it. When finished it was good but not entirely satisfactory. After living in it a month were tore it down and completely rebuilt the whole thing and now have a solid floor, side-walls, double-decker beds, and plenty of room to move about in. Much better than previously.
Events to write about have been few and far between. Have flown back to England once since being here. Stopped at our old base in Stanstead for a short while and then spent the night in Debdin, an 8th AF base. Wonderful food and. quarters there. Next morning flew to Warmwell and then took a command car to Chorley to give some papers to Schnuble and Sullivan who are going home. Returned to Stanstead and then took off for France around 3:30pm. Terrible weather. Flew across the channel at 50 feet and, upon entering France, the weather closed in completely and we were lost. Tried to follow the Seine toward Paris but lost in intermittently. Sure sweated this ride out plenty but finally made the grade safely. Little Ashley Smith was my pilot and a few days later he, too, left for the States and home. Lucky boys. Oh well, they sure deserved the rest.
My next flight of any importance was to Brussels, Belgium to see Higgins, one of my men with a flak injury of the head, and who was supposed to be in a hospital up there. He had been transferred out by the time we arrived to see him. Had a swell time for the afternoon. A Belgian family fed 10 of us a great meal and wouldn’t take a nickel for it. Left for base later than we had planned and got lost on the way back but managed to land safely once more. Flew with Hathaway, one of the new boys, and he is good but still not as good as my old boys were.
The weather has been so bad all along that the group has only flown about eight missions since arriving in France. Sure is prolonging the war. On this day we went up for two missions over Germany. The first one was a bridge and was #65 for Sgt. Kascyprokowski (normally the number needed to complete the tour). A few of the ships got shot up but no real serious damage and no one wounded.
Webb Allyn came in to see me before taking off on the second one of the day and asked me to ground Sgt. Kascyprokowski. I refused as there was no reason to do so other than his having made #65 this morning. Told him to go on this one and then I’d ground him for a few days rest. On take-off Allyn seamed to be having trouble with his right engine. Seemed to be smoking and coughing some and he had trouble keeping up with the formation. The weather was very bad and all but the flight from the 494th. turned back before reaching the target. Our gang went in and dropped their bombs. When they returned to base, Allyn was missing from the flight. He was seen to get a direct hit in the bomb bay on the IP, his wheels came down and he slid out of formation but seemed to have the ship under control. Some of the boys heard him asking for a QDM 20 minutes later. Apparently, if he went down, he was over friendly territory at the time. Later this evening we heard four of the men were known to be safe but nothing was known about the other two. The ship had crashed. near Neufchateau, Belgium. Saw Major Johnson and we expect to fly up and investigate the crash in the morning providing there is a landing field nearby.
November 20
Still worried about Allyn. Rumor has it that Fubel, Chiozza, and two enlisted men are seriously injured and Allyn and one enlisted man are dead. Sure hope it’s untrue. Bomber Command didn’t go up to the scene today so Major Stoll. Lt Young, and myself are leaving for the crash in a command car in the morning.
November 21, 1944
Left base at 10:15 for Belgium. Beautiful ride. Passed through Chateau Thierry, Rheims, Sedan, etc. The Rheims cathedral is magnificent. Wanted to take pictures of it, but, since we had a long way to go, decided to wait until we returned through here tomorrow. Arrived at Neufchateau around 6:30 and then discovered the crash had occurred at Chanly, Belgium, about 20 miles further north. Also learned here that the four who parachuted out were safe and the only injury received was a sprained ankle by Sgt. Barrows. What a relief to find this out. The other part of the rumor was true; Allyn and Sgt Bosack were dead. At Chanly we got the local burgomaster and went to the scene. What a wreck. Pieces of the plane were strewn over the ground for a half mile radius. From a local Belgium, who spoke English, we got some sort of a story. Seems the plane came over the town low and circled twice apparently looking for a clear space to crash land in. The right engine was apparently smoking and then suddenly quit cold, the ship lurched crazily, four men were seen to parachute out, and then the crash. Immediately there was a terrific explosion as the gasoline ignited. The plane burned furiously for 20 minutes and then there was another tremendous blast as 3X1000 bombs blew up and torn the plane to shreds. Two priest from the local monastery, who were hurrying to the wreckage to see if they could give assistance, were injured. One is in serious condition with a fractured skull caused by flying plane parts, and the other had his ear drum ruptured by the concussion. A civilian was also cut by flying plane parts. Stayed around for awhile and then went to the Beausejour hotel nearby to spend the night. Found there that the four survivors had spent last night there and were now at Neufchateau. Will pick them up in the a.m.. Got plastered as I felt very bad. Hit the hay and slept like a log.
November 22, 1944
Up at 8:30. Breakfast good. Bill for the five of us was only $15. Took off for Neuchateau by 10. Arriving there met the survivors. They were all silent and dazed yet and had been drinking heavily since the crash. Barrows was slightly unbalanced but was coming around nicely. A new horror came into the picture. Sgt. Kascyprokowski was the last man out of the ship and didn’t leave until they were about 450 feet above the ground. His chute wasn’t fully opened when he hit the ground. He delayed so long trying to get Sgt Bosack to jump. Bosack just froze up and wouldn’t jump as he was obsessed with the thought that his chute might catch on the sight of the waist gun and he wouldn’t get out. How much better it would have been for him if he had chanced it anyhow. The arguing nearly cost Kascyprokowski his life. Luck fellow. Fubel gave me the whole story as follows:
They had reached the IP when the first burst of flak hit directly in the bomb bay. The elevator cables were severed and the fuel transfer system was set on fire. Allyn gave orders for the crew to
bail out but, when the fire was extinguished, they decided to stay with the ship as it was apparantly under control despite having to be flown by tabs. They lost altitude slowly and headed back over friendly territory. The weather closed in, the “Gee” box failed, and they became lost. Came downstairs to circle around to try to find a field to crash land the ship in. The right engine cut out and the rest of the story is as previously outlined.
Got the four men in the car and took off for Luxembourg where we picked up another
command car. Luxembourg is a beautiful, clean, modern city. Many of the people there are German and pro Nazi. Numerous streets and shops are still named in German. Didn’t have much time to spend here. After a fine dinner at the Hotel Kon we started the long ride back. Left at 3:15. On the return we passed through the Maginot Line, Rheims, Soissons, etc. Arrived at base about 11:30, got some coffee, read letters from my honey and mom, wrote to my sweetheart, and then retired around 2 a.m. very tired and dirty.
December 19, 1944
(Spread Sheet) Dec. 15, 1944 42-95874 K9-S “Susanne” Crashed on take off from A-59, Cormeilles-en-Vexin, France on 15/12/44 flown by Capt. Curtis A Seebaldt. The aircraft had just lifted off the runway and the undercarriage was being cycled when the port engine failed. The aircraft settled back onto the runway, the gear collapsed and they skidded along to a halt. The aircraft caught fire and the crew rapidly vacated the stricken plane. Four minutes later the bomb load exploded. Lt. Col. Grove C Celio of the 99th Bombardment Wing, was amongst the lucky crewmen who survived. He had gone along as an observer on this mission. Aircraft salvaged on 17/12/44. Crew; Capt. Pilot Curtis A Seebaldt (escaped unhurt), Co-Pilot 1st Lt. Michael Sopronyi (escaped unhurt), Bomb/Nav 1st Lt. R E Morrison (escaped unhurt), Radio/Gun S/Sgt. J Fischer (escaped unhurt), Eng/Turret M/Sgt M Felk (escaped unhurt), Tail Gun Pvt George L Boynoff (escaped unhurt), Observer Lt. Col. Grove C Celio – on board as an observer (escaped unhurt)
Not much has happened around here to warrant a strict upkeeping of my diary, but every so often something comes up that I’d like to keep a record of. Such an incident happened this afternoon.
I was just on the way back from the dispensary when the boys were taking off on a mission. The ambulance was crowded but I was going to stay at the end of the runway to watch the take-off but decided against it. As soon as I got back to the dispensary, one of my boys took the ambulance to get some alcohol for me. Shortly thereafter, the dispensary was rocked by a terrific explosion. Sounded from the direction of the runway and I immediately thought one of the planes had crashed. Indeed that was the case. The first reports in said it was a pathfinder ship that went down but then we learned that it was one of our squadron’s planes, K9S, piloted by Curt Seebaldt. My heart sank at that news and I kept jumping up and down cursing my man for taking the ambulance and not bringing it back when the accident occurred. All sorts of visions popped into my mind and I could picture the whole crew as being dead. Such was not the case, however. Indeed, on the contrary, every one of them got out of it alive and with very minor injuries although how they did it will be a mystery to me and them for the rest of our days. Seems Curt was coming down the runway and had just picked up the wheels and taken off when the right engine quit cold and went on fire. The wing dipped and hit the runway. Curt managed to level off but then the plane kept going in the opposite direction and crashed. By the time it landed the left engine was burning also and flames were beginning to lick the fuselage. Everybody got out in a matter of seconds and ran for dear life and kept running until the bombs went off and the concussion knocked them all flat. 16- 250lb bombs went off at once and it was a terrific blast. John Graves was supposed to be the co-pilot on this one but some Colonel from Wing took his place at the last moment. The colonel got a cut on his hand and required one suture. Curt Seebaldt also got a cut on the head and a few scratches on his knees but otherwise OK. Mike Sopronyl received a slight cut on the face. S/Sgt Boynoff wrenched his back painfully but not seriously. The others, Calkins, Fisher, Falk, and Lt. Harrison got away with no injuries at all. How fortunate they all were. If the plane had flipped on it’s back they all would have been trapped and killed. It is a tribute to the flying experience of Curt Seebaldt that he kept the ship upright. I have never seen a plane blown into such small bits. Aside from the two engines, there wasn’t a piece of the plane over 6-8’’ in overall length. The whole mess is in one big junk pile. When one looks at it one just wouldn’t be able to believe the passengers got out alright if they didn’t know of the accident first hand. There is an enormous hole in the end of the runway where the explosion occurred. Naturally the mission for the day was scrubbed. Just another one of those freak accidents that wears one down. Will get a week in the rest home for all the boys involved if they so desire. The lad who took my ambulance to get some alcohol for me was nearest the crash when it occurred. He was at the end of the runway. Our ambulance is now entitled to a purple heart, having four big flak holes in it’s right side. If anyone had been laying down on the stretcher in the ambulance he would have been killed for a piece of flak entered one side and lodged in the other about the level of the head. Guess everybody had a lucky day. About three days ago they had a major accident over at the 387th Bomb Group. One of
their planes spun in on take-off. The plane then exploded and caught fire. All of the crew got out safely. The fire-fighting apparatus came up to the burning plane as did many of the curious, much to their subsequent sorrow. Shortly after starting to burn, the bombs aboard exploded killing 27 people and seriously wounding 40 more. Among those killed were three of the group’s doctors. Three ambulances were totally wrecked also. Just goes to show when a plane crashes and burns, particularly following take-off when the bombs are still aboard, stay away until the fire is under control or until the danger of the bombs exploding is over with.
The Battle of the Bulge (Ardennes) started on Dec 16, 1944. There were also German paratroopers operating in the vicinity of the base. Both of these are addressed in some of the following entries. My father, T/Sgt. Frank Carrozza talked about having to wear his sidearm at this time and to be on guard of attack on the base. He also lamented that the weather kept the 344th from providing air support for an extended period.
December 20, 1944
The evening of the 19th was very dull. Van Booven and I spent the night talking to his laundry woman and had some coffee and cake with her. Got back to the field by 11 and got to bed shortly after midnight. MacPherson was base OD. He came in around. 2 am and went to bed. At 3:30 am was awakened by the CQ who told him that the report had come in some German paratroopers had landed in the vicinity. I heard the remark and was scared stiff. Couldn’t sleep for the rest of the night. Along around 7 Mac came back and it turned out that the paratroopers had landed up near Rheims. No one knew how many or how they were dressed. Has us all worried although everyone isn’t admitting it. During the day various reports came in. These were sufficiently alarming to have all the weapons issued to the men and they were to keep them on them until further notice. Tonight a double guard is to be posted on the line. S2 reports one of our convoys was strafed last night, north of Rheims. Anthony was told by Major Johnson that another of our convoys was held up north of Beaumont and the drivers relieved of their clothes, dog tags, etc. and then shot. That is serious as Beaumont is only about 10 miles from here. Also a rumor that two paratroopers were picked up in Marines, the next town to Cormeilles en Vixen but that seems to be strictly hysterical rumor. Sure hope it is. Can see now where I’m going to be in for a restless night tonight. This offensive the Germans are putting on is doomed to failure but they can cause a lot of damage before that happens. Their counter attack is about 60 miles in depth now and about 20 miles wide. Looks to me like we’re withdrawing strategically until the time is ripe when we can cut them off and then have the whole bunch in a pocket. One thing seems certain, if this attack by the Germans fails, the war will end fairly soon. Let’s hope that is the case
December 23, 1944
Another day of tension developing. The situation of this latest German counter-offensive is still fraught with danger although overall picture seems to present brighter prospects than 24 hours ago. Rumors are still rife and some of them are also without semblance of truth. Seems almost like some of the fifth column is around and spreading them on purpose for demoralization purposes. We are restricted to the base until further notice. There is a curfew all over. Even the French people have to be off the streets by 9 p.m.. We are in full field attire and will continue that way indefinitely. German paratroopers are in the immediate vicinity. They are dressed for the most part in American military uniforms although some of them are in civilian clothes. There is no doubt they have plenty of collaborators around here. They use various means for identifying themselves such as doffing their helmets, showing papers with white balls on them, firing white flares, etc. Last night several white flares were seen in the fields adjacent to us and apparently coming from Pontoise, Courcelles, or Mongeroult. Just received word that a German was picked up in Pontoise last night as he crossed the bridge. He was dressed in an English uniform but couldn’t speak a word of English. There is also a house in there that is being watched as a white flare was seen to be from it and one of the enlisted men identified the owner as the one who fired it. An answering flare was seen to be fired from across the river.
The situation at the front where the Germans broke through seems to be much improved. It is definite that the forward impetus of their thrust is stopped for the most part and, in isolated instances, is being pushed back. It is much too early to predict anything from this but it seems logical, providing we can get men and materials up there in time, that the whole counter-offensive will be smashed. If so, I believe we can look forward to a general collapse in a short time. It will take at least a month or more before a definite conclusion can be drawn.
All our boys here are going around with their guns on and fully loaded. They are to take no chances. If any Frenchman comes on the base and puts up the slightest resistance to getting out when told to do so, he is to be shot immediately. That is the safest procedure and I hope the boys carry it out to the letter. Can’t afford to take any unnecessary chances. I’d feel much better if I could carry a gun. Even though I have one I’m not allowed to wear it as yet. Maybe, if the situation gets desperate enough, we will be authorized them. Sure hope so.
The boys were out this morning on a mission over Germany. The bombed a bridge near where the break through occurred and over which the Germans are rushing supplies to their forces. There is a difference of opinion as to the result of the bombing. Some seem to think they hit the bridge whereas other say they hit the railroad leading to it. In either case, they have succeeded in hampering a steady stream of reinforcements from reaching the Germans. For a change the weather was excellent over the target. The met some heavy but inaccurate flak. Young, of the 496th, was wounded in the left leg. His condition isn’t serious. That was the worst damage the group suffered. Boys were to go out again this afternoon but it was scrubbed.
The mail situation is bad. Haven’t had a letter from my honey now in a week. Sure hope the mailman is good to me tonight. Lord knows how much longer we will be getting mail through. The boys will be getting jittery about driving trucks off the base if any more news comes in about convoys and vehicles being held up and drivers shot. Don’t blame them a bit. Night before last, two guards of the 387th were surprised and had their heads cut off. Perhaps if that news got home the people would realize the type of enemy we are against and would stop this nonsense of strikes, etc. The war is far from over. No question of ultimate victory but it will be costly and hard earned.
Looks like our group was the lucky one today. From latest reports, the 322nd lost 16 airplanes, the 387th lost 7, and the 391st lost 5. Can’t stand many more days like that. Here’s hoping our boys are lucky enough to avoid fighters on the coming raids. The gunners just haven’t seen any of them and Lord knows how they’d react. Wonder if that news got back home, which of course it wont, would the people still be so cheerful.
December 24, 1944
The day before Christmas and what a day it is. Cold as the devil and we are out of coal and wood. Seems no more like a holiday season than any one day of the year. Will sure be glad when this year is over. One thing is certain and that is I’ll never forget this year.
The situation here is still tense. We don’t know what to expect. There are some paratroopers nearby but we don’t know how close. Then we know there isn’t a one of the local Frenchmen we can trust. They certainly are staying away from the base now though.
Last night we had our first air raid alert since being here in France and it sure was different than the ones we had in England. There we saw the bombers and had the flak hit all around us but we know that our field wasn’t the objective. Here, however, we know they will bomb and strafe us if they can. The alert lasted about one hour. Although we didn’t hear or see any enemy planes we found out this morning that they went near Paris and were in range of our anti-aircraft batteries on the field but they didn’t fire on them as they never got the fire order. Also found out today that three B-26 fields were bombed and strafed last night, one being the 386th, at Beaumont, about 10 miles from us. Every night now we will be expecting the real attack to come.
The boys went out on a mission today. Bombed a bridge over the Saar River and, according to them, they wrecked it. Sure hope so as all damage done now counts heavily against the Germans. All ships got back safely and no one was wounded. The boys saw plenty of flak a few miles from them and said some other group was getting the works. No enemy fighters jumped them today.
The German counter-offensive is definitely slowed down and appears to be almost stopped in forward momentum. In fact, on the south flank of it we are gaining ground. However, they are gaining yet in the center. It is too early yet to forecast the final outcome although I believe we will go on the offensive within another 2-3 weeks.
Our boys who are pulling guard duty nights. They are plenty nervous and are not taking any chances. They’re beginning to shoot first and ask questions later. That’s the way for them to be as they sure can’t take any unnecessary chances. The night before last the OD at the 496th went out and let the air out of a plane’s tire and then bawled the guards out for not being more alert. The next night he tried it again and it nearly cost him his life.
Received a letter from my wife tonight and it was good to hear from her after nearly a week but not as good as I thought it would be. Guess I’m just upset and irritable but the attitude of the people at home is so darn unconcerned with the affairs over here that it doesn’t seem worth while to pay much attention to them. I can easily see how they say the men returning from overseas have changed. Just hope the people back home have gotten over the silly idea that this is a play war and everything is rosy for our side. Wish it were so but we sure are going to lose plenty of more men before it is over.
Guess this is enough for now. Will add to it tomorrow. We look for an air raid tonight and will record it tomorrow if we get it. The rumor about the Germans being only 20 miles from Rheims is false. They still aren’t on French soil although they have several hundred paratroopers as far back as this and even in Paris.
December 25 (Christmas Day)
Christmas day in France; last year I was home with my wife and kiddies. Sure hope this time next year shall be with them again.
It is very cold. After last night’s batch of drunks I was very tired and wanted to sleep all day but it was impossible to do so. Was OD and got up at 7:30 to go to the line for take-off. Boys took off at 8:08 for some bridge in Germany. It’s an attempt to paralyze their communications system. Arrived back at base around 11 and everyone returned safely. They claim they really plastered it this time. Another mission came in while they were on this one. Take-off was 2 p.m.. Once again 50 airplanes took the air. From all reports this was more or less of a milk run and it turned out that way. All ships returned safely and there was no wounded. All in all a good day for us and an excellent one for the air force in general. The weather was perfect being clear, and cold. Hitler’s Germany really took a tremendous plastering this Xmas day. Despite all this, the whole scene seems so incongruous. Here it is a season of peace and good will and here we are trying to beat the brains out of the enemy before they do the same thing to us. It is a real knock down drag out brawl and we are getting the best of it at the present moment. Give us another two weeks of this clear, cold weather and the war will be shortened many months.
Von Rundstedts drive up north seems to be definitely slowed to a walk and, in some spots, is being driven back. Especially so on his southern flank. Here it is apparent that Patton was able to muster enough armored strength to put on a small scale counter-offensive of his own. If he can keep going and cut thru Von Rundstedts forces to join up with ours in the north then this great German effort will be completely smashed and, I believe the end of the war will be in sight. Germany had committed too many of her best troops to this action. She can ill afford to have them trapped or lose such great quantities of men and materiel. It will be another 2-3 weeks before any definite conclusions can be reached, but the outlook is certainly more optimistic for us that it has been during the past 10 days.
We are still restricted to the base and emergency measures are still in effect. The way everyone goes around armed sure bodes no good will for any intruders. The local French civilians who used to wander around the area are conspicuous by their absence now and I don’t blame them. Too many of the guards are “trigger” happy. They shoot first and ask questions later. Some Frenchman at the 322nd base made the mistake of running when he was called to halt. He ran right in the path of a Tommy gun and was cut in two. Despite all the precautions, it seems that the threat of paratroopers is gradually waning and I look for our restriction to be lifted before many more days have passed by. By New Years we shall probably be able to go into town again and I sure will do so just to be away from the base.
December 27, 1944
Another freezing cold day. There is a heavy ground fog so that the take-off on the mission was delayed a few hours. Sure am tired. Was awakened at three a.m. and told we were evacuating right away. Didn’t believe it but then I looked over to where Anthony and Mac slept and they were gone as was Van Booven. Decided then that I had better get up. Got dressed, took my .45 fully loaded, and went to the dispensary. A few truck loads of men were already moving out of the area. However, it wasn’t an evacuation but getting extra guards on the line. There was an air raid on and also word came in that there were paratroopers within 6 miles of us. One of the guards on the line fired ten successive shots so that it seemed to be the real McCoy. However apparently he just got a
little trigger conscious. One of these nights someone is going to get shot up. During the air raid, two German bombers dropped on Paris and hit a hospital. One of the bombers must have been hit by flak as it crashed just outside of Pontoise and the pilot or some crew member parachuted out. That’s where the word came about paratroopers being in the immediate vicinity. By 4 a.m. the all clear sounded and we went back to bed. Sure was cold.
The boys went out early this afternoon and the target was the same one as yesterday. Were due back at 3:15 and they came over the field on the nose. However, a terrific fog developed so that it became necessary to divert them to A-58, at Beaumont, after about 9 of them had landed. Only one of our squadron’s planes managed to get in before they were diverted. Of the 9 that landed, two ran off the runway when the right tire of the main gear blew on each of them. No one of the crews was injured fortunately. According to one of the lads, the weather over the target was perfect and the ships all dropped their bombs although they didn’t know the results.
No mail today. The war situation up north is fluid but becoming more stable every day and in favor of our side. However, it seems apparent that Von Rundstedt hasn’t committed his forces fully as yet. According to the latest poop from group he has 20 divisions actively engaged at the present time (about 300,000 men) and still has many more in reserve. One can easily see, therefore, that this isn’t a mere counter-attack but a damn big battle and one on which the Germans are depending a great deal.
It is now evening and we are sweating out the next 12 hours before dawn. The weather is ideal for an air raid and I’ll bet we have one before the night is over.
Once again the story goes that someone was shooting off white flares over in Mongeroult last night. Just can’t understand why the MP’s and the CID don’t go over there and make a house to house search at night. The town is quite small and it wouldn’t take long to investigate every place over there.
1945
Captain Seelinger describes a horrible runway crash and aftermath (Note: Graphic Descriptions). First read the bomb group records here;
(Spread Sheet) Jan. 1, 1945. 44-67823 See See Senior 7I-G Plane crashed on runway (A-59) on take-off. 14 minutes later, bombs exploded. Crashed on take off at A-59 Cormeilles-En-Vexin, France on 1/1/45 for the mission to the Konz-Karthaus Railway bridge, Germany. The aircraft flown by 2nd Lt. Robert R Chalot was the third aircraft to take off, and just as the aircraft was about only 20 feet off the runway, it suddenly lost power. The aircraft crashed off to the left of the runway and caught fire. Rescue crews managed to extricate some of the crew before the 2 x 2,000lb bomb load exploded killing 4 members of the rescue team (Lt. Parker, Sgt. Elmer E Juily, Cpl. William G Reiker, and Pvt. Leonard S Luezkowski), and seriously injured 5 others. Of the flying crew, two survived with serious injuries, but the other four, including the pilot were killed. Due to the danger to other aircraft and personnel, the mission was scrubbed.(497)
http://shopwornangel.imaginarynumber.net/wp-content/uploads/2017/02/Milk-Run-Oct-2004-.pdf
(P41) January 1, 1945. In keeping with this program January 1, 1945 our group is assigned to the Konz-Karthaus to bomb a railway bridge. Our planes lined up for the take off and two aircraft became airborne. The third plane, piloted by second Lieutenant Robert R. Chalot of the 497th bombardment squadron, after making its run at high speed down the runway, rose to join up with the preceding aircraft when apparently a loss of power in the engines when but 20 feet above the ground caused his airplane to crash to the left of the runway and burn. The plane loaded with 2 × 2000 pound general purpose bombs were in themselves a menace to human safety and that is added to the fierce fire that was beginning to consume the plane, made it a difficult task to approach the craft to rescue the injured crew members. Despite the known danger that existed the 2058th engineers (aviation), firefighters, with 1st Lieutenant Alton B. Parker, in command and eight of his men approached the flaming craft to extinguish the fire and rescue those trapped within and those who had managed to extricate themselves from the twisted plane but who fell near it because of their injuries. 14 minutes after the crash, the bombs the plane carried exploded with terrific force, scattering plane, fire and bomb fragments over a wide area. Lieutenant Parker, and three of his enlisted man, Sergeant Elmer E. Juliy, Corporal William G. Reiker and T/5 Leonard S. Luezkowski were instantly killed by the detonation and five others of his team seriously injured. Others rushed to the scene to assist also. Captain William J. Granatier, medical officer, and Captain William D. Brady, operations officer, both of the 495th bombardment squadron, removed some of the injured. Both of these officers, while attempting to reach safety with injured personnel, we’re still within the danger zone when the bombs exploded. Bomb fragments struck Captain Granatier in the arm, breaking it, and Captain Brady in the leg, seriously injuring him. Though Captain Granatier was badly injured, he attended captain Brady and the other injured party until additional medical assistance arrived. Of the crew members in Lieutenant Chalot’s plane, 2nd Lieutenant Elliot W. Falk, co-pilot, lost his life. S/Sgt. Bronislas Krowiak, Sergeant Frank W. Dunaway, Sergeant Garth E. Morse and Sergeant William R. Fowler we’re all seriously injured. Due to the danger to the other planes and personnel while the crashed ship burned, the mission was scrubbed by Wing Headquarters.
Sgt. Joe Crossan Eng/Gun Remembers: “My first experience was that one of the groups was taking off on a mission and one of the planes lost an engine and crashed on the runway, caught fire and blew up. It was not too good a 1st experience.”
January 1, 1945 (New Years Day)
Guess I had a little too much to drink last night as I sure had a big headache this
Morning. Wasn’t so much the quantity I had but the quality. Some concoction we were
drinking. Felt too bad to get up so decided to sleep in. Was wide awake by ten and just laying in bed smoking cigarettes. The planes motors were revving up prior to take-off. Soon we could hear them roaring down the runway. Seemed as though two took off and then we heard a crash. Wasn’t very loud so we didn’t think much of it. However, soon it was like a fourth of July celebration around here. There was no question but that a plane did crash as the sharp crackling noises were the 50 cal. bullets going off. Just then one of my men came over and said I was needed on the line immediately. Got dressed right away and started for the scene. As we passed out of the area we could see the plane off the side of the runway and burning fiercely with a thick pall of black, oily smoke spiraling upward from the burning aircraft. Got out to the runway within 15 minutes following the accident. Was almost opposite the scene across the runway when we were hit with a terrific blast of hot air. I was watching the burning plane at the time and it seemed as though a tremendous silver ball of flame regurgitated from the center of the oily smoke. Then the explosion occurred. One of the 2000 lb bombs blew up. In an instant it was all over; where previously there was a burning wrecked plane, there was now nothing. The fire was all gone. Soon small figures were picking themselves off the ground in a dazed fashion. Rushed the ambulance right over. There were bodies all over the place. We picked up three of the men and had to get out of the vicinity as another bomb was still inside and no one knew when that one was going to detonate.
Rushed back to the tent first aid station and it was a bee hive of activity. We had four ambulances full of injured men. Plasma was given to each of them to get them in better shape for the hospital journey. Captain Brady had a nasty hole in his thigh probably caused by a piece of flak or flying plane part. Doc. Granatir was slightly wounded in the arm. He and Brady were carrying a man away from the wreckage when the bomb exploded. One of the other men in one of the ambulance looked a goner; he was pale, gasping for breath, and had lost a lot of blood. Examination showed a piece of flak to have entered under his right arm and probably severing the brachial artery. Further examination in the tent showed him to have an almost complete traumatic amputation of the right arm just below the elbow. He was fixed up and we started the run to the 62nd General-hospital; he died on the way as was expected. All told we took 12 men over there and about three may be classified as critical. Had dinner there and then came back to the field. Then found the final score. There were a total of five killed and the one who died on the way makes six. “Smoky” Parker the fire marshal was one of those killed. He was a nice guy and a good worker. The pilot and co-pilot were also killed. They must have been so instantaneously as they were a mess. The co-pilot had almost every bone of his body broken. He had a depressed fracture of the skull, a tremendous gaping hole in his chest, and evisceration of the bowel. The other killed all belonged to the fire-fighting outfit. Going to be a sad New Year for a lot of people back home when, they get the news. The whole thing apparently could have been avoided. Seems as though the pilot pulled the plane off at low speed and pulled up too sharply producing a stall. It was a 497th ship and they are in the habit of taking off like that. Sure hope this teaches them some sort of a lesson. The bombardier and three combat crew members got out alive although burned. Very lucky. The crash reminded me of a similar New Years crash in 1941 back home. Guess my wife remembers that one too. Everyone in the neighborhood thought we were being bombed then. Never thought I’d be as close to an exploding 2000 pounder and sure hope I never am again.
Captain Seelinger continued to deal with the aftermath of take-off accidents. (Note: Graphic Descriptions)
January 14
(KIA Spread Sheet) Jan. 14, 1945 43-34299 K9-Y Crashed shortly after take off from Cormeilles-en-Vexin on the 14/1/45 mission to the Rinnthal RR bridge, Germany. The aircraft was forming up with the rest of the formation went it was spotted going into a spin and diving down into the overcast. The aircraft flown by 2nd Lt. Melvin D Cleek crashed 5 miles WSW of Magny-en-Vexin, on the outskirts of Abbeville killing all the crew. Other crew on board were:
2nd Lt. Stanley W Haskin,
Capt. Richard S Herried,
S/Sgt. Lewis A Hilger, S/Sgt.
Esequiel P Mendez,
Sgt. Owen D Sweeney.
January 14, 1945
OD today. Briefing over at 10. Take-off at 11:28. Bad day out. The ground is covered by a thick base. Seriously doubt whether they’ll take-off. Got to control tower ta 11:15 and Seebaldt was trying to find out whether they would take-off or not. Apparently the higher ups thought it was alright to do so as the planes were given the green light. Were to land at A-50 if the field was closed when they returned. Sure didn’t feel right about the ships taking off. The runway was quite slippery and the base was getting worse by the minute. Got in the ambulance and went to the end of the runway. At 11:30 the first ship started down the runway. The 494th was leading the group today and Graves took off first. Seemed as though the ships weren’t getting to speed up. Everyone of them used up the entire runway and then some. A few of them even went off the end before the wheels came up. Some take-off. I had heart failure more than at any other take-off I’ve been on the line for. Covey, in our squadron, in the #4 spot of the lead flight had loss of power coming down the runway. He chopped throttles then saw that he’d run off the end of the runway so gave it the gun again and when the engines responded he took off. Got away in good style but aborted on the mission as there was something wrong with the engines. The rest of my squadron got in the air in good style. Low flight of the first box was taken by the six ships of the 496th. The first three got in the air alright. #4 of the low flight came roaring down the runway then, when about half-way cut throttles. Something went wrong somewhere. The ship just kept coming. There was not sense in using brakes. He went right off the end of the runway, kept plowing up snot, crossed the perimeter track, and then went up on his nose and came to a stop. We rushed right over with the ambulance.
Miraculously no one was hurt and the plane did not catch fire. It was a dangerous spot to be standing as the rest of the planes were coming off directly over our heads. Making sure that everyone was OK we came back to our position on the line. The second box was taking off. The first two flights got in the air in good shape although a few of them nearly tipped over when caught in the prop wash. #4 ship in the low flight was the baby that caused our hearts to stop beating. He got off the runway but then began to mush so that he about settled to the ground again. The pilot gave it the gun and it began to rise but then it settled and the wheels touched the snow about a mile out from the field and then the plane disappeared from sight. We started to the scene immediately. Got there but there was no sign of any plane around. How he ever got airborne is a mystery. He must have gone under the telephone wires that were there. Could see the tracks in the snow where his wheels touched the ground. Sure was happy it ended that way. Came back to report in at the control tower and then found some bad news. One of our ships, K9Y (43-34299), piloted by Lt. Cleek spun in about 2 minutes following take-off. It was down about 15-20 miles from the field. Had to go out and try to find it. Got a map and started to the scene. Followed the Rouen highway to Magny en Vixen where we stopped at the MP headquarters for inquiry. Seems as though they got a report of a crash near Parnes. Followed directions and reached the scene but it was not the right one. This one was a British Halifax, piloted by Frenchman, that had crashed late last night. It was a complete wreck. Three of the crew got out alright and three were killed. Didn’t waste anytime there and started back for Magny. One the way met Rogers and Fitzgerald who were looking for the accident too. We all went back to the MP headquarters and decided to inquire again. A report had just come in that a plane had crashed that morning at Omerville, about 5 miles from Magny. This seemed to be the one we wanted so we went there. Sure enough it was our ship. It had crashed into the side of a hill about ¼ miles outside of town. Had a devil of a job getting the bus to the site. Reaching there, one look was enough to tell us everyone was gone. The plane was still burning and most of the bodies were seen in the wreckage. All were charred and burned beyond recognition except for the tail gunner. He was hardly burned but was mangled badly. His skull was completely off and his brain was lying on the floor of the plane. Half his face was torn away. His right leg was amputated and about every bone in his body was broken. Picked him up and brought him back with us. There was no use trying to get the rest of the bodies at this time. Besides the burning plane, most of the bodies were still burning and the 50 caliber bullets were exploding all over the place. Decided to let them there over night and come out tomorrow for them. According to the people in Omerville, the plane came out of the base low, seemed to circle twice, and then crashed head on into the side of the hill. Doubt that very much. What probably happened, he came out of the base in the spin, spiralled twice, then crashed. They also say two explosions followed the crack-up. May be so although the condition of the plane makes it improbable that the bombs exploded. What they apparently heard was the wing tanks exploding. Although the plane was badly wrecked it was not disintegrated much as follows the explosions of two 2000 lbdrs they carried. Lef the scene shortly and brought Rilger’s body to the 56th Field Hospital. Coming back to base we learned that Cahill saw the ship spin in. According to him, Gleek was in a steep bank trying to catch up with the formation when he apparently caught in prop wash and was immediately flipped over on his back and went into the fatal spin. Never had a chance as they were only 1500 feet when it happened. The rest of the crew were Haskin, co-pilot, Capt Herried, Bombardier, S/Sgt Mendez radio gunner, and Sgt Sweeney, engineer. Herried was the most unfortunate. Hew was not a member of Cleek’s crew. However, he hadn’t been flying many missions lately and had asked to go on this one. The regular bombardier, Melby, was taken off the loading list and Herried given his place. Guess from now on in we can say Melby is living on borrowed time. Got back to base late and was so tired that I went right to bed as I knew I had an unpleasant task ahead for the morning.
January 15, 1945
Up at 8:30, held sick call, and then started back to the scene to pick up the bodies left there yesterday. Parts of the plane were still smouldering but most of the fire was out. Took eight pictures of the wreckage. Was surprised the MP’s let me do so. Then Jones, Butler and I began the unpleasant task of getting the bodies out of the wreckage. The first one was Haskin, the co-pilot, was pinned down by parts of the plane. He was decapitated, his chest completely crushed, and his left leg amputated below the knee. Was a mess. Then picked out Sweeney. He was in about the same shape. Capt Herried was completely beyond recognition. In life he was a big, strapping six footer; now he was merely two pieces of charred flesh. Could only find two halves of his chest. Mendez was decapitated, charred beyond recognition and had both legs amputated below the hips. The pilot, Cleek, was plastered against the stick. He, too, was decapitated and charred beyond recognition, and had both legs and one arm amputated. Took about an hour and a half to get them all cleared from the wreck. Jones and Butler, myself too, were not in good spirits. On the way back we stopped in a café in Omerville and had some Galvodos, liquor, and wine. Got friendly with the proprietor of the café and he told us about some Americans and English fliers buried in the town. We took a trip to the graves and there I got some pictures. Don’t know whether or not they’ll turn out as it was kind of hazy. He gave me some souvenir pictures of the burial service. After an hour or so [we] left there and returned to the base and then to the 56th Field Hospital with the bodies. That about clears up this wreck and I’m sure hoping I don’t see another for some time. I’ve seen too many of them now and they are beginning to get me down. It’s not pleasant knowing these men and then having to pick them up in the shape found following crashes. The old saying still goes i.e. following crashes they either all get out and there is nothing to be done for them or they are all killed. Only rarely is there any in-between where one is injured and requires medical treatment. Returning to base from the field hospital was so tired that I went to bed without writing home. Two days now since I wrote to my honey but she’ll just have to understand when I write and tell her tomorrow.
Some day-to-day work for Doc Seelinger and some scuttlebutt.
January 23, 1945
Nothing new or exciting in the interim. OD today. On the line at 10 waiting for the take-off. All ships airborne without any trouble. Came back a little early. It was a milk run. The gang didn’t go in on the target as they didn’t get any fighter protection and bomber division wouldn’t let them go in without it. They were flying at 15,500 feet in bitter cold and with out oxygen. Many of them complained of mild frost bite after landing and several had headaches from lack of oxygen. Just got back to the dispensary when I had to go out again as a 386th ship was coming in with a wounded man aboard. Turned out that 30 airplanes from that outfit landed. The man wasn’t wounded but also had a case of frost bite, not severe. Ready to come in again when word came that 36 ships from the 397th were going to land here too so had to wait out there for them. Only 4 landed and the rest didn’t show up. By this time, however, there was another ship from the 386th in trouble. He was out on a practice bombing flight and found his nose wheel stick. He circled the field for a couple of hours and then came in to land. Before coming in he flew ever the end of the runway and dropped his bombs. Coming in we were all set for a crash but he made a good landing, the nose wheel stood up, and everything was OK. Finally got back to the area. By this time it was after five and I was pretty tired. Two of the doctors are away so I’ll have to be OD at least for tomorrow and perhaps the next day. Don’t mind as I don’t go anywhere and I might as well do that as anything.
Report had it that two Germans were caught in Pontoise last night under the bridge. One resisted arrest and was killed; the other surrendered. He had a knapsack affair filled with grenades. It is apparently so as two of my cooks claim they saw the dead one. Guess the danger isn’t completely gone yet. The Russians are doing very well indeed and here’s hoping they continue to do so. If they do, I believe there is a good chance of this war being over within the next two months.
Another terrible crash for the doctor to process.
(Spread Sheet) Jan. 28, 1945. 42-95864 7I-B Valkyrie Aircraft crashed shortly after take-off. (A-59) Lost an engine on take-off from A-59 Cormeilles-en-Vexin, France on 28/1/45 during a snow storm. The pilot, 1st Lt. Robert C Barnard tried to make it back to the field, but crashed 1 mile NNE of Ham, France, slid into a road bank, broke in two and caught fire. All the crew were killed. Other crew included,
Sgt. P J Collins (killed)(497)
1st Lt. R.C. Barnard, Pilot (KIA)
Capt. R.M. Mitchell, Pilot (KIA)
Lt. M.H. Sellers, Bombardier (KIA)
Sgt. P.J. Collins (KIA)
January 28, 1945
Very cold today. Seems to be some confusion about the OD situation. It’s my day but they got Horseley at the start. Got that straightened out and went out to the line for take-off. All ships got into the air OK but then we got word that one went down the other side of Pontoise. Very miserable weather now with snow flurried cropping up almost every minute. The rest of the ships were called back and we were sent out to locate the fallen ship. It was no use trying to find it; the snow was coming down furiously so that visibility was cut down to a mere 10 yards. After looking around for and hour decided to come back to base and find out whether they heard anything more about it. Got back to the tower and they had it pinpointed. However, they had sent Horseley and Prudowsky out while I was looking around so I came back to the area. Something told me not to go to church as I was the only doctor on the field now. It was a good thing I didn’t go. An emergency call came for me to go out to the wreck as the other doctors hadn’t arrived there and there were some seriously injured survivors. Started out with Jones and Reuler. When we got there , the other docs had arrived and taken the killed and injured away. The ship was 7IB, the Valkyrie, of the 497th.. The pilot was Barnard and the co-pilot Capt. Mitchel. The pilot, bombardier, and radio gunner were killed outright. The co-pilot was seriously injured and is not expected to live. It was his second mission. One of the other gunners is also in critical condition; the other gunner is shaken up but will be OK [Note group records show that all were killed]. This was a real tragedy. The ship apparently lost an engine as it was cutting out on take-off. The pilot tried to get back to the field and was on his base leg when it happened. From the attitude of the ship, he apparently had full control of it and was going to come to this field for a belly landing. However, in the middle of the field there was a fairly large lake. This was frozen solid and covered with snow. Around the entire lake there was a high embankment about 10 feet tall. Due to the snow covered terrain and the snow storm in progress at the time, he apparently couldn’t see the ground clearly. The ship hit the embankment around the lake. It hit about the middle of the navigator’s compartment and broke completely in two and exploded. Before the crash the pilot used his head and salvoed his bombs safe. The explosion that followed the crash was gasoline tanks or else no one would have survived. It was quite a mess. Felt very tired after seeing it. Guess I’ve been out on too many of them. Here’s hoping that’s the last for some time. Got back to base, had a bottle of whiskey, and played some jawbone poker for the evening. Won a few thousands francs and then went to bed.
The next day brought another incident for Seelinger to sort out.
(Spread Sheet) Jan. 29, 1945. 43-34432 N3-D 496th: Crash / belly landed shortly after take-off from A-59 Cormeilles-en-Vexin, France on 29/1/45. The aircraft flown by Lt. John J Moran suffered Cat.4 damage and was salvaged.
January 29, 1945
Another freezing day. Very cold. Slept in but was awakened by one of my boys coming over to get me on the line again. Seems as though I’m elected for OD once more. What a mess the take-off was. First they got me too late. By the time we got out to the line the first ship was already in the air. The rest of them got off alright. Came back to the area and found that there was another box to take-off shortly after one and about this time this bunch was getting back. Something went wrong with the gang that took off as I was called back to the line almost immediately. They were recalled. Can’t figure it out. They were recalled but were to gas up again and take off on the mission as briefed. This was a pathfinder and some of the boys seem to think the pathfinder ship screwed up somewhere. I know it was the last one to take off. Oh well, it gave the boys a chance to eat before going out again. Had a bite to eat myself and l then headed for the line once more. The 18 ship visual mission was to get off first. The ships came down the runway in good style. The first five got
airborne perfectly. #6 ship, N3D, got airborne, then seemed to hit prop wash, dipped his wing, skidded, and then crashed off the end of the runway. We knew it was going down and had already started the ambulance before it had landed. The left engine burst into flame and was burning furiously in a matter of seconds. On the way over to it we saw seven men scramble out. That was a
good sign. We hustled over and one ambulance picked up three of the men while I continued on and got the other four of them. How fortunate they all were. No one was seriously injured. The pilot, Moran, has a small cut on his head and one of the lads I picked up had a slight sprained back. After picking up the men I headed around the perimeter truck in the opposite direction. By this time the fire had spread to the fuselage and it was really burning. The oil tanks had gone up by this time as thick, black, oil smoke was spiraling skyward now. We were afraid of bombs, 4 1000lbdrs. were going to go off any minute. Got to the opposite side of the field at the line tent and then let the men out. Stopped to watch the burning plane and it was roaring by this time. About a minute later there was a terrific burst of flame, followed by the heat wave of the concussion blast, and then the noise of the bombs exploding. We hit the dirt immediately. The flames went 4-500 feet into the air. Then there was no more fire; the plane was blown to bits. Fortunately everyone was away from the scene by this time so no one was injured when the bombs went off. Thought they’d now scrub the mission but this is war and wars aren’t won by keeping the planes on the ground. Have to take advantage of every day of fairly good weather we can get. Both missions, pathfinder and visual, got airborne shortly after the explosion. Again on this take-off a few of the ships got caught in prop wash and it looked like more bad business. Thank the Lord everyone got out alright. The ships got back in good style. Both of the missions had milk runs, no one was injured, and no ships missing. Got back to the area around six and spent many hours of today on this line.
Feb 10, 1945 Marks mission #6 for Seelinger
MACR# 12196 DATE – 10 Feb 1945
PILOT – 1st Lt. Humphrey Marshall Mallory 0-793142 (bailed out last, came down safely
in allied lines)
COPILOT – 2nd Lt. Clarence Lee Earley, Jr 0-713370 (bailed out, came down in enemy
territory, POW)
BOMBARDIER- 2nd Lt. Walter Gene Harden 0-2068029 (came down in no-mans land,
evaded capture and made it to allied lines)
RADIO/GUN – T/Sgt. Wilburn Carlos Farrell 14-081743 (bailed out, POW)
ENG/GUN – T/Sgt. John Henry Chevalier 32-397099 (bailed out, POW)
TAIL/GUN – S/Sgt. Edward Charles McCarter 17-021312 -=(bailed out, came down in
enemy territory, drowned crossing the Roer River attempting to reach allied lines)
February 10, 1945
Long time no write in my diary. Nothing of interest has happened during the interim. However, today, an event of importance happened to me; I went on my sixth mission. It was wonderful. Felt great being in combat again. The target was the marshaling yards and town of Horrem, Germany. Initially the take-off was delayed 1½ hours. Finally got into the air about 13: 20. The weather over base was very poor being cloudy and occasional rain showers. However, as we joined up, the weather cleared considerably. Over the target the weather was supposed to be 10/10. We all hoped it would be as we were only 9 miles from Cologne. Far from it, though, as when we got there it was, at most, 2/10ths. Practically as soon as we crossed our troop line, the flak began coming up. Accurate? They must have had real master sergeants manning those guns. It was right in the flights. Seemed to me as though s several ships ahead of us had the flak pass completely through them before exploding. Miraculously none of them went down. When we dropped our bombs, 16-250’s per ship, it made a beautiful pattern. Seemed as though there was a huge curtain raining destruction on the enemy. As we made a right turn off target we could see where they hit and I’m sure the town and marshaling yards were demolished. Will see by the strike photos when they are developed. Turning off the target we made sure to avoid the main defences of Cologne but, despite that, received many bursts of flak. Y5Z, just in front of us, received a hit either in the left engine or bomb-bay. Seemed to me like the smoke was pouring from the left door of the bomb-bay. However, he was completely under control and stayed with the formation until we reached our lines and then peeled off and started clown. When we arrived back at base we heard the tail gunner was wounded. All in all it was a swell mission. Although the flak was moderate it was about as accurate as I’ve ever seen. The damn stuff burst within the elements of each flight so that it seemed a miracle that none were actually shot down. Somehow it didn’t seem as though the flak was a black of as heavy caliber as before “D” day. When it burst there was a small “thump” but before “D” day there was an actual “Whump” with each one. Wasn’t one hit scored although plenty glad when we got beyond the range of the batteries throwing the damn stuff up. Am going to go on at least another 10 missions to get two clusters for my air medal. Looks kind of bare as it is. Guess this is all for today. Feel quite satisfied with everything. If I can’t do surgery, then I want to be up there with my boys and feel what they are going through. My pilot today was Cleveland and he did a grand job as deputy flight leader. Have every confidence in the world in him and wouldn’t hesitate one second to ride with him again or recommend him as a pilot to anyone. Monday expect to go with Foster as he was kind of pissed off because I didn’t fly with him today.
Pictures of Seelinger’s flight of February 10, 1945
Formation diagram for Feb. 10, 1945 to a Supply Center at Horren, Germany
Captain Seelinger flew in B-26 K9-A under 1st Lt. Cleveland in position 2-1-4.
The crew consisted of: Cleveland, pilot; Stoffer, co-pilot; Seelinger, medic; Schorr, bombardier; Ogg ?, radio operator/side gunner; Guardaez ?, turret gunner; Schubert, tailgunner.
They flew in, 43-3440 100 Proof/Dixie Flyer K9-A , taking off at 1:10 pm and landing at 4:35 pm. Their bombs were released on target as briefed.
Feb. 10, 1945- Hand drawn map of Horren mission: “36 aircraft plus 1 pff (Pathfinder) participated. Encountered weak but very accurate flak the last several minutes of the bomb run and on the turn off the target. One aircraft is as yet unaccounted for; was last seen at the target as it peeled out of the formation and went into the clouds. Fire possibly visually predicted. Three “window” ships plus all other aircraft disperesed “window,” but the effectiveness is doubtful.
The target was Horren. It ws attacked at 2:57 pm from 13,500 ft. The sky was 4/10 at the target. 11 planes received flak damage.
Captain Seelinger flew in, 43-3440 100 Proof/Dixie Flyer K9-A , in formation position 2-1-4. The pilot was Cleveland. The target (center of town) was attacked with excellent results from 13,500 ft with 5/10 skies. Cloud tops at 8000 ft. The bomb load was 16 – 250lb bombs. They experienced weak and inaccurate flak three minutes before target and at turn off. No enemy aircraft were seen.
Flash Report: Details of the 2/10/45 mission.
Feb 13, 1945 Mission #7 for Seelinger also further notes on Feb 10 mission.
MACR# 12221 DATE – 13 Feb 1945
PILOT – 2nd Lt. Hugh Levant Yeager 0-715914 (killed)
COPILOT – 2nd Lt. Robert John Forden 0-709559 (killed)
BOMBARDIER- Flight Officer Neil William Boylan 7-128939 (killed
RADIO/GUN – Sgt. Otha Wilson Hesler 34803492 (killed)
ENG/GUN – Sgt. Norman Eugene Dwight 39436346 (bailed out, POW)
TAIL/GUN – S/Sgt. Charles Woodrow Bloucher 35142958 (killed)
MACR# 12305 DATE – 13 Feb 1945
PILOT – 1st Lt. Ancil Ross Williams 0-704862 (killed)
COPILOT – 2nd Lt. Maurice Fuimer Crowley 0-711857 (killed)
BOMBARDIER- 2nd Lt. J P Brown 0-722643 (killed)
RADIO/GUN – S/Sgt. Alphonse Anthony Zabinski 32833859 (killed
ENG/GUN – S/Sgt. Albert John Ryder 12216825 (killed)
TAIL/GUN – Sgt. Cruz Coyaso 39276672 (killed)
13 February 1945
Before starting on events of today, let me bring things forward from the 10th. Guess we were a little too optimistic about the results of our bombing over Horrem then. The job was a good one, but the town and marshaling yards were by no means demolished. Will probably have to go back there some other day and finish the job right. Also, Y5Z which received a hit in the bomb bay and was smoking did eventually crash but not before the whole crew bailed out. However it seems as though they bailed out a little too early as reports have it that three of the men landed behind the German lines, one landed in the middle of no mans land, and two managed to set down behind our lines. Sure hope the other four made out OK.
Now for today’s events. Went on #7 today and flew with Hathaway in #4 spot, low flight, first box. Briefing was at 09:00 hours. The target was a big railroad bridge at Euskirchen, Germany, a vital link in their transportation system. There were 80 guns just over the bomb line, 127 at the target, and 10 more as we turned off the target. We weren’t particularly worried as it was a Pathfinder mission and there was supposed to be 10/10 cloud coverings all the way. In fact, a front was supposed to be moving in and there was a good chance of us being diverted by the time we arrived back home. Engine start was 10:23. Going out to the planes, there were two Thunderbolts buzzing the field. One of them was quite cautious but the other was really getting down on the deck. He buzzed below five feet and did several swell passes. Engines started on time, and we taxied out to the runway. On the way were held up by a plane that got a flat tire. Finally got off the ground pretty near the scheduled time. Looked like a real milk run was in the offing as we sure did have 10/10 about 3000 feet below us. We all felt good. This didn’t last long, however, as about 1 minute before crossing the troop line a big opening in the clouds cropped up. We felt absolutely naked. Got on the IP at 12:07 and almost immediately the Germans began throwing up the flak. Wasn’t too heavy but it sure was in there. Since it was a Pathfinder there was no evasive action. The box just kept boring in with the bomb bays open. Gee, I was sweating. Wanted to yell for them to drop the bombs in a hurry and get the hell out of there. Was watching the lead flight. They were flying along beautifully when all or a sudden there was a tremendous burst of flame. The whole ship just seemed to be enveloped in an inferno. No question but that the flak had gotten a direct hit in the left wing tank. The left wing was torn off, the ship seemed to flutter and stand still for a second and then swiftly slide off to the right and go into the fatal spin earthward. Observers further back reported that it just completely disintegrated. No one got out. It was #3 ship of the lead flight, 7IM, and piloted by Lt Williams of the 497th.. They never had a chance. About 20 seconds later we dropped our bombs and then turned a sharp right and headed for home. The flak was now very heavy. All of a sudden Yeager in K9G and flying #3 of our flight got a direct hit between his right nacelle and fuselage. He, too, slid off and went down. Our radio gunner saw him burst into flames as he passed the waist gun windows, going into a vertical dive and crash into the ground 12,000 feet below and then blow up. No chutes were seen to come out of this ship either. It is probably that no one in either ship got out. This ship of Yeager’s was one of ours and he was checking out a new pilot and an almost entire new crew. Guess it’ s just fate; some get by alright, others go down early in their tour. Just seems worse now with the war so near over. From the time we turned off target until we crossed our troop line again
the Germans threw up everything they had and it was as accurate as it will ever be. In fact if Poerschke, in #1 spot of our flight hadn’t taken some good evasive action, we would have had it on three different occasions. Just before we crossed the troop line I pointed out some fighters, about 5000 feet below us, to Hathaway. He seemed to think they were P47’s. They didn’t bother us so I thought he was probably right although when we returned to base we found out that some Focke-Wolffs had attempted a pass at the low flight of the second box but shyed off because of the flak. Sure breathed a prayer of relief and thanksgiving when we finally crossed over our lines and made the rest of the return uneventfully. Near base the weather was very rough but we landed safe and sound and all mighty glad this one was over and in the books. Guess that is enough to enter for this day. Still want to get at least 10 missions in but I don’t think I’ll go up in the morning. Think a few days rest are in order.
Formation diagram for Feb. 13, 1945 to a Railroad Bridge at Euskirchen, Germany.
Captain Seelinger flew in B-26 43-34351 Willie the Wolf K9-D piloted by Hathaway in position 1-3-4.
The crew consisted of: Hathaway, pilot; Higgins, co-pilot; Seelinger, medic; Meyer, bombardier; Seebert, radio operator/side gunner; Konyha, turret gunner; Bromberek, tailgunner.
They flew in, 43-34351 Willie the Wolf K9-D , taking off at 10:25 am and landing at 1:50 pm. Their bombs were released on target as briefed.
Feb. 13, 1945- Hand drawn map of Horren mission: “35 aircraft (including 3 “window” ships) plus 1 pff (Pathfinder) participated. Bombed visually and encountered moderate-Intense, accurate flak on the bomb run and turn off the target. Two ships were seen to go down on the bomb run. One ship exploded in midair and the other had a wing blown off and spun in. There were no clouds in the immediate target area and fire probably P.C. “seen” fire. Bombed by boxes.
The target was Euskirchen. It was attacked at 12:09 pm from 12,400/11,500 ft. The sky was clear at the bomb run. 16-17 planes received flak damage and two were shot down.
Captain Seelinger flew in, 43-34351 Willie the Wolf K9-D , in formation position 1-3-4. The pilot was Hathaway. The target (railway bridge) was attacked an hit from 12,500 ft with 5/10 skies. Cloud tops at 5000 ft. The bomb load was 4 – 1000lb bombs. They experienced weak and inaccurate flak three minutes before target and weak but accurate flak at turn off. No enemy aircraft were seen. The aircraft received Cat. A damage. Two aircraft are reported lost, both in the target area. Radio/Gunner Seebert observed K9-C in position 1-3-3 receive a direct hit causing the wing to fall off along with flames and an explosion followed by a ball of flame on the ground. The other downed plane was reported by Higgins and Hpilot, Hathaway. They saw 7I-M hit in target area before the bomb release and it exploded in the air. 1000ft proximity and no chutes were observed.
Flash Report: Details of the 2/13/45 mission.
Captain George F. Seelinger M.D. did not write for quite a while. During that time several planes were lost by flak, especially on Valentine’s Day Feb 14, 1945.
MACR# 12352 DATE – 14 Feb 1945
MACR# 12385 DATE – 14 Feb 1945
MACR# 12386 DATE – 14 Feb 1945
MACR# 12387 DATE – 14 Feb 1945
MACR# 12649 DATE – 23 Feb 1945
MACR# 12612 DATE – 24 Feb 1945
MACR# 12952 DATE – 9 March 1945
MACR# 13337 DATE – 24 March 1945
In this April 5, 1945, Seelinger tells about yet another in air collision, rethinks flying additional missions, thoughts of the immediate future, and possibilities post European Theatre.
April 5, 1945
Long time now and no word for my diary. Just hadn’t been anything to write about. Or course the progress of the war is quite satisfactory for our side since Runstedt counter-offensive has been hurled back. We are very far into Germany now and there is every indication that they will be unable to hold us. The Ruhr valley is sealed off thereby cutting down considerably on their ability to wage a determined war much longer. We all look for the end to come sometime this month. After that the group will sweat out the next move. Will it be home, the army of occupation, or a trip to the CBI? Time alone will tell. Rumor from group says that we are going home when Germany is defeated. That is quite logical unless the group is equipped completely with A-26’s by May 1. If that happens, it seems more likely that we wlll go directly to the CBI. My only hope is that they will think me too old to go there. At any rate shall certainly put in an application for discharge and see what comes of that move. I know Colonel Johnson and Witty will approve it although I’m not too sure of Vance in wing.
About the only thing in March was that we had a spell of very fine weather enabling us to fly regularly. The group ran over 35 missions during the month thereby establishing a record for them. Last March, when we became operational, we only ran a total of 10 missions. Of course running so many missions had its price. We lost several ships over Germany. At the present time, those same places are no longer targets having been overrun and captured by our forces in their march through Germany. The flak during this time wasn’t heavy but sure was plenty accurate. Seems as though about all the ships that were knocked down received direct hits in the wing tanks and most of them just exploded in mid-air. Very few of the men were able to get out.
Oh yes, Lt. Harsin, a former gunnery officer of the squadron, was shot down while flying the lead ship at the 391 Group. It was his 23rd. mission. I think this, more than anything, convinced me that I was foolish to go on missions when I didn’t have to. Harsin was over-age, had just gotten married before coming overseas, and did not have to go on the missions. He just wanted to get in 25 and then quit flying them. I use to feel the same way but they can keep their medals and clusters; I want to get home to my wife and kiddies.
Last week we had one of those real tragedies one sees too often in a combat group. The boys had gone on a long mission which turned out to be a real milk run. However, returning to base, the weather was real bad with a ceiling of only about 800 feet and thick clouds above that. We were eating dinner when they returned. Watching them come in for a landing we saw one element come out of the clouds and then were horrified to see a ship of the second element come out almost simultaneously. This second ship came right down on the lead ship of the first element, clipped its tail off ,and both of them plummeted to earth in a matter of fractions of a second. As soon as they hit the ground there was a terrific blast as they both blew up. No one in either ship had a chance to get out. Went over to the scene in the ambulance but there was nothing to do. The flames were still burning, the heat was intense and the odor of burning flesh nauseating. On plane landed just off the highway to Pontloise. There were four bodies lying on the road. They were mangled horribly. Most were decapitated, and a couple of them were wrapped around a nearby telephone pole. Didn’t stay there long but let the OD care for the bodies. Lord knows I had enough of crashes while I’ve been OD. Guess this one will be put down to pilot error as the second ship came in too close. Doesn’t matter what one calls it, the fact remains that there are more deaths.
Rumor had it that the group was going to move in the near future. Further, it said that we would take one of two moves, a short or long one. If the short one, we would go to Roy Amie, get out of the 99th Wing, and be slated for the army of occupation; if the long one we’d stay with the 99th Wing, and have a good chance of getting back to the states when Germany is licked. We were all pretty depressed when it began to look like we’d be on the short move. However, Vance likes this group too much. He must have raised a big stink higher up as we were assured of the long move. We are going to Florence, Belgium. It is near Dinant, the place where Rundstedt was finally stopped. I’ve been up in that section before and it is beautiful country. We will be fairly close to Charleroi , Namur, and Brussels. Suppose that will take the place of the Paris runs. Yesterday the boys left for the new field. I’m left behind to take care of the men in the rear echelon. Will leave for the field about April 10 or 11. Sure is deserted around here now. No tents are left standing, the place is alive with “frogs” collecting lumber, and the area is a mess . Tomorrow we shall start cleaning up for the coming inspection on the 10th. Very lonely here nights. No mail coming through or going out for about 10 days. Sure hope, when I get up to the new base, that there are beaucoup letters for me from my honey. Golly, I miss her and the kiddies tremendously. Wouldn’t mind going to the Pacific after this is over, if I have to stay in the army, but I certainly do want to get home for at least a month first. Don’t think anyone with fairness could say that I haven’t done my part in this war. If the government acts the same way, then I can be sure of a discharge when hostilities cease over here.
That’s all for the diary at present. Don’t know when I’ll write in it again. Sure hope the next news I can put down is the big event of cessation of hostilities over here. Had a swell dream last night, and, if it comes true, the war will be over very shortly.
(P50) May 13, 1945. The group however, was not without its tragedies and sorrow subsequent to the cessation of hostilities. Two accidents took place during the special training missions, causing the loss of life to the crews of both aircraft. The first occurred on May 13, 1945, when a two-ship formation flew on a local level navigational problem. The pilot of the lead ship, 1st Lieutenant William W. Doming, Jr., stated he had advised 2nd Lieutenant Clyde T. Whitehead, pilot of the ill-fated plane, not to attempt to fly formation due to the turbulence of the air that day. Lieutenant Whitehead dropped back and to the right but kept in sight of the lead plane. As they flew along, the waste gunner of Lieutenant Doming‘s aircraft stated to him over the interphone that he could see Lieutenant Whitehead buzzing villages and surrounding terrain. During the process of buzzing, Lieutenant Whiteheads right wing of the craft struck a tree, causing the airplane to swing to the right. His altitude at this time was so low, he was unable to right the plane, and the right wing struck the ground at a great speed, causing the crash. Parts of the plane were strewn over a great forward distance, carrying the pilot and the following crew members to their deaths: F/O Sammy E. Teague Jr., co-pilot; F/O Richard W. Paulsen, bombardier; 2nd Lieutenant Glenn O. Waters, observer; Sergeant Robert S. Riddel, engineer/gunner; Sergeant Morris W. Van Treese, radio/gunner; Sergeant Irwin F. Van Blarcan, aerial gunner; and Corporal William M. Drennon. The accident took place near the town of Heizingen, Belgium.
May 17, 1945
Long time no write in diary. Not much of importance has come up. However, bringing it up to date now.
My teeth have been causing me so much trouble that I went to the 130th General Hospital to have them looked at.
Everyone at the hospital was excited by the news that the war was rapidly coming to an end. May 8 was the official V*E day and everyone was happy although more or less subdued and serious about the thing. The reaction was quite a bit different than what we read was going on at home.
Here we realize fully that the war is only half won and there is still a long road ahead before complete victory is with us. Patients on the ward had a little celebration with cognac and whiskey and the hospital personnel had an impromptu party at their officer’s club. We all began talking about what the army is going to do now about discharging the men. Everyone is rather homesick and anxious to get back to the good old U.S. In a few days it came over the radio about the point system for letting men out. Doesn’t do an officer any good. Officer’s are discharged only on the basis of surplus and non-essential jobs. I, myself wont try for a discharge over here as there is too much risk involved. I know I can get out of the bomb group and probably the wing and air force, but then would have to be cleared by all the ground units in the ETO and I doubt seriously whether I’d get through that bunch. So, will wait until we return to the States before trying my luck. The latest thing on that, to date, is that we are definitely not going to be part of the army of occupation but will be here for some time yet. That is very vague and means anywhere from 3-6 months and maybe longer. I don’t mind so long as we are ticketed to go home when that period is up.
Finished with dental work on May 10 and came back to duty. Had to get flying time in for this month so decided to go up for a flight on the afternoon of the 11th. Went on a practice bombing run with Lt Poerschke and Kelly. Dropped the blue bombs [dummy bombs] on the range near Rheims. On the way back, Poerschke took a little tour over Bastogne, Houffalize, and St. Vith, small towns, but ones which were the focal point of resistance last December during Von Rundstedt’s counter-offensive. The amount of destruction visible from the air is incredible. Bastogne is in bad shape. Many of the buildings are reduced to rubble but, on the whole, a good deal of them are still standing although everyone of them is scarred with bullet and shell marks. The fields around the town are littered with gliders, and wrecked C47’s. Houffalize was a small, beautiful village nestled in the hills before the attack began; now it is nothing and I mean just that. There isn’t a building left Standing. Everything is reduced to gray-brown dust. The railroad yards are one hodge-podge of rusted, twisted, broken cars and steel rails. All trees are stripped of their branches and leaves. Surrounding the village are thousands of bomb and shell craters bearing mute testimony of the ferocity of the attack at this point. One can’t help but wonder how anyone came out of this battle alive. St. Vith compares with Houffalize; there just isn’t a thing where once life was carefree and easy. After circling around a few times he carne back to base and landed safely although for a time I was scared. Joe Kelly brought the ship in for the landing and we hit the runway doing 180. Thought sure we were going off the other end into the fields but Poershke managed to put enough pressure on the brakes to let us turn off in time. Sure gave Kelly a big kidding on the landing. Got a total of 2:40 flying time in and only need 1:20 more. Should get that early before the month is up.
The 12th was such a grand day that I decided to get the balance of my time in. Six The boys were going on a tour of Germany this morning so along I went. Flew with Lt. Goske. Higgins was co-pilot although he didn’t know it until 15 minutes before take-off. Went up in K9D, “Willie the Wolf”. Took off at 9:10 and headed for Aachen. The tour took us over Cologne, Easen, Dusseldorf, Coesfelt, and the Seigfried line. No point in trying to describe the destruction of those German cities; it is too incredible to put in words. Literally there isn’t a building that could be inhabited safely in any of those cities. Railroad yards are completely smashed and thousands of box cars, trains, and locomotives are junk. Across the Rhine there isn’t a single bridge left standing. Over Cologne it was remarkable that the only building that looked only slightly damaged was the beautiful twin-spired cathedral. The spires of that are visible for miles before coming to the city. Must go over again with a camera and get some good pictures of it. A few words about Germany itself.
The country is beautiful from the air. There doesn’t seem to be as many farms as in France and Belgium but there are many forests. The trees are a rich green and very dense. All through the countryside there are many ribbons of fine roads, everybit as good as any we have in the States. The super-highways (autobahns ) are magnificent. They resemble our great parkways back home but are much larger. They are 12 lanes wide six on each side of a center piece that divides traffic going in each direction and there are no cross-roads cutting over the autobahns. In this section where we flew, the industry of Germany is very concentrated as it is the Ruhr Valley. The Rhine runs a winding course in much the same fashion that the Seine does from the coast into Paris. When you realize the damage done seeing all the bridges down your heart actually bleed that the people of Germany were so foolish to allow the war to continue so long as they did. The conclusion is reached that it will take them 30-50 years to completely rebuild their country and, indeed, many cities will never be the same. How foolish the whole war was. An interesting sidelight occured on the way back to base. Geske was flying along buzzing the various forests when we came to the Rhine. We were about to pass over it when he saw a boat in the middle of the stream filled with people. He racked the plane over to the right and dove down from 2000 feet to buzz them. He hit over 275mph diving and it seemed as though he was never going to pull out. I was in the nose at that time and you should have seen the expression on the faces of the people in the boat. They were panic-stricken, stood up waving oars and hands at us, and then we roared over them. Although I couldn’t see in back of me, I wouldn’t be at all surprised if the prop wash didn’t blow them all into the water. I’ll bet now we weren’t 10 feet over their heads. Then settled back for the ride home. On the way we passed over the Seigfried line. It was quite difficult to pick out at this place as the dragon teeth anti-tank traps were painted a green. It is a zig-zag line that runs for miles. In some places it passes right through town; in others it goes around the town. The pill-boxes of the line are tremendous things. In some spots, where they were blown up, tremendous gaping holes are left in the landscape. Got back to base at 11:30 and I got a total of 2:20 flying time in which gives me more than enough this the month. However, I shall be going up again as one of the dentists who worked on me is coming out with a nurse friend of his for a ride on the 20th. Also, I understand we can fly to Holland now, land, and come back the same day. I certainly want to fly over that place before going home. There was a low level practice flight schedule for this afternoon and I was going on that but had to cancel that plan as I got busy in the dispensary right after dinner.
It was a good thing I didn’t go up. About 3 p.m. operations called and wanted me to get down there immediately. Found out then that one of our ships had crashed near Brussels shortly after they had taken off. It was K9Y [ 43-96048 ] piloted by Lt. Whitehead. Dominy, flying lead for him, saw the crash and had radioed in. He said the ship exploded when it hit the ground. Although he didn’t know what happened, it seemed to him that Whitehead was flying low and his tail hit a tree, part of the tail broke off the ship went out of control immediately and spun in. When I heard that, I knew that there wasn’t a chance of finding anyone alive. Got my driver and started off for the scene. Turned out that they crashed in a small clearing near the town of Halle, Belgium, about 6 miles south of Brussels. Happened right next to an RAF base. They had dispatched an ambulance immediately and had gathered up the bodies. Ther were eight men aboard and all were gone. They were Whitehead, pilot., F/O Teague, co-pilot, F/O Paulsen, bombardier, Sgt. Riddell, Sgt Van Blargan; and Sgt Van Treese crew members, and also Lt Waters and Sgt Drennon, passengers. There was real tragedy. I think it is Van Blargan’s wife who is 6 months pregnant back home; Also Lt Waters had just left the States for overseas duty on May 2 and only had arrived in the squadron two days ago; this was his first ride in a B-26. Looked around the wreckage trying to find identification tags and did get three of them. Wasn’t much sense staying there any longer so went to the RAF base to transfer the bodies into our ambulance and bring them back with us. They were in terrible shape and the stench was awful, thought Jones and Eder were going to get sick and I didn’t feel any too well myself. We had a good shot of whiskey and came back to base. Thought sure we’d get rid of our odious load that night but it was impossible to do so. Left the whole mess in the ambulance for the night. The next day, when I came down to the dispensary, the blood had seeped through and was dripping on the ground. Got the ambulance out of here in a hurry and, as soon as I could, got Jones and Eder and took the whole load over to the American Military Cemetery at Neuville, Belgium. They sure do things fast over there. Within three hours after we got there they were all buried. Everyone of them were positively identified by the papers found on them before burial. Sure hope that is the last crash I ever have to go out on. I’ve seen too many of them now. Sure seems a shame that they came through the war safely and then had to die this way. Pilot error?
No doubt that will be put down as the cause. One thing is certain there will be no more low flying i.e. under 500-1000 feet. The house photographer gave me some pictures of the accident which I have in my album. Also the pictures were pasted on the board with the warning that there will be no more buzzing. Sound good but I’ll bet now that buzzing will go on as much as ever although away from the field.
That about brings the diary up to date. It is a wonderful day out and, if possible about 8 of us are going to take the afternoon off and go to Waterloo and play some golf. Sure will feel swell getting on the links again. Suppose the first time around I’ll be quite terrible but that is to be expected. If we are here for any time at all I shall certainly play at least once a week. Also, after payday, shall buy myself a good fishing line and start to do some trout fishing. All this will help pass the time away over here until that lucky day when we start home to our loved ones.
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Formation Diagrams for all seven of Seelinger’s missions;
Mission 1
Mission 2
Mission 3
Mission 4
Mission 5
Mission 6
Mission 7
