Colonel Cletus Wray
Young Lt. Cletus Wray
Cletus Wray was born January 6, 1917 in Tiptonville, Lake County, Tennessee.
Cletus graduated from Tiptonville High School on May 14, 1936.
Wray finished his primary training as an aviation cadet at Corsicana Field, Air Activities of Texas, in September, 1941, with Class 42-B.
Cletus Wray began his tour of duty in the European Theater of Operations with a harrowing experience on the way there. Along with his crew, Wray was rescued by a Naval vessel after spending several days on a rubber raft. The incident is as follows;
There were two possible routes for aircraft such as the B-26 to get to England taking the range of the plane and the availability of landing/takeoff facilities in mind.
Wray and his crew attempted the Southern Route.
The “Southern Route” to England was of many phases because of the limited range of the B-26 bombers they were ferrying. Leaving Morrison Field (West Palm Beach, Florida). the route took them to Borinquin, Puerto Rico; Atkinson Field. British Guiana; Belem. Brazil; Natal. Brazil; Ascension Island; Roberts Field, Liberia; Dakar, Senegal Province; Marrakesh, French Morocco; St. Mawgam, Newquay, Cornwall; and thence to Stansted, England.
In April 1943, when flying to Ascension Island from South America, engine trouble caused Wray to “ditch” his plane down in the waters of the Atlantic.
The full story is a great read, written by Bombardier/Navigator John J. Guiher. Click here to read.
Here is a shorter version by John R. Stokes,
“One engine quit about 5 minutes after passing the point of no return. After going forward for another hour and a half we made a crash landing, which worked out exactly as it was supposed to largely by great performance by Cletus Wray at the controls and John Guiher standing up to mind the release of the life raft panel. We were picked up on the fifth day, May 9, 1943, by the USS Marblehead, a Navy cruiser that had been dispatched for that purpose. We arrived at MacDill Field in November 1942… the instructor pilots had no more than 20 or 30 hours time in the aircraft. I flew copilot with a nice guy whose knuckles were literally white. The Marblehead brought us in to Recife, Brazil, where we recuperated for about two weeks and on to Natal. At Natal they did not exactly know what to do with us, because we had nothing but the clothes on our backs. We were returned to the 344th, then at Lakeland,Florida where it was gradually replenishing its air crews to make up for the 24 dispatched to North Africa.”
Here is John Guiher’s account of his rafting experience after a B-26 crash and survival at sea, while on their way to Ascension Island in May of 1943, while flying the Southern Route to England from the 344th newsletter Milkrun;
“The pilot said, “Here we go!”, so I pulled the handle release to spring the raft door free (while I held on to a hand grip with the other hand). When I heard the plane beginning to hit the water and the water rushing in, I pulled the raft release handle all the way to release the raft
The moment the plane began hitting the water I could hear the crashing and the water beginning to rush in – seconds passed, I never knew how many – that was it – sitting with my back toward the instrument panel and pedestal, hitting my head and shoulder and tearing my shirt because my one handed grip was not strong enough to withstand the force created by the crash. (I thought this would be a smooth belly landing. This was NOT good thinking).
From the impact of the crash I must have been temporarily knocked out. Finally, when I was aware of what was going on, I found myself in this dark hole or compartment and knowing I was under water, I knew I would have to get to the surface pretty soon or I would drown. I didn’t panic, but started getting my wits together. First, I was alone in this dark chamber (navigator and radio compartment) and it was filled with water and I wasn’t sure how many fathoms deep. Then I spotted this round hole where the light could be seen on the outside. I thought this to be the navigator’s hatch and I started moving toward it. However, something had me blocked and I couldn’t get to the opening, but I kept my eye glued to the opening as I ducked under the debris trying to get there.
Finally, I reached the opening and worked my way through. Once outside, I pulled one of my Mae West cylinders to inflate half of it and the other I would save for an emergency. Then I started swimming for the bright surface above. Between the Mae West pulling me upward and my swimming, it felt like I was really zooming up a ladder toward the sky.
I remember breaking the water and popping up in the air above my knees. Everyone cheered. Co-pilot Lt. John R. Stokes has told me that before I surfaced they had been crying because they didn’t think I had survived the crash landing. Pilot Capt. Cletus Wray was on the undertow from the plane as it sank. The radioman, Pvt. Harry C. August, was swimming and floating nearby.
Through all of the debris was saw the airplane come floating to just beneath the surface before it rolled to one side and a wing tip surfaced, expelling the trapped air before sinking out of sight.
We waved good-bye to Lt. Johnson and his crew flying above us, and that they had slowed down and kept with us until we had all climbed aboard the raft before they departed for their destination – Ascension Island.
Editor’s note: The crew was on the raft for 3 days before 10 ATC planes (C-47’s) finally spotted them. This was after waves and storms and multiple capsizings, as well as one gull landing on Lt. Guiher’s head. The next morning, they were picked up by the light cruiser U.S.S.
Marblehead, which took them to Natal, Brazil, and then a flight back to Homestead, Florida, and eventual reassignment to new crews with the 344th
Left to right: Pvt. Harry C. August, Radioman; Lt.John R. Stokes, Copilot; P. A. Gamach, C.A.P.. USN;
Captain Cletus Wray, Pilot; and John J. Guiher, Navigator-Bombardier.
Eventually Cletus Wray was again sent to The European Theater with the 344th Bomb Group. Amazingly a second mishap experienced by Captain Wray in the attempt to cross the ocean.
While the ground crews and Officers were on their way to England by boat, Wray and the rest of the Flight Echelon were winging their way over the “Southern Route” to this destination. Leaving Morrison Field on January 20, 1944, the route took them to Borinquin, Puerto Rico; Atkinson Field.
British Guiana; Belem. Brazil; Natal. Brazil; Ascension island; Roberts Field, Liberia; Dakar, Senegal Province; Marrekech, French Morocco; St. Mawgam, Newquay, Cornwall; and thence to Stansted, England. The first planes arrived on February 20, 1944, and by February 24, 1944 all had arrived safely.
The long flight of the planes to England was unmarred by accident except at Belem, Brazil. Here while parked, the airplane piloted by Captain Cletus Wray was run into by a B-17 airplane which had taxied
off the runway, damaging the Marauder sufficiently to put it out of operation for the trip across the Atlantic. The plane was abandoned and Captain Wray proceeded to Natal, Brazil in Colonel Vance’s ship. From Natal, The Captain flew by Air Transport Command to England.
Link: News clipping
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As per 344th Bomb Group Silver Streaks by Lambert D. Austin –
“The next mission attacked an enemy air field at Conches, France, March 7, 1944, thirty-sLx airplanes being dispatched. Results of this mission even exceeded the first; the Bomber Command rating is “very good.” The success of the attack brought a commendation to this Group, among others, from the Commanding Officer of the 99th Bombardment Wing for a job well done. Col. Vance added his words of congratulations as well, commending all personnel in appreciation for the part they played in achieving this success.”
Formation March 7, 1944- Wray’s first mission with the 344th Bomb Group. The target was an airdrome in Conches, France. A formation of 36 planes flew the group’s second mission. Lt. Wray flew in position 1-3-1 in 42-95936 Wray & Son N3-K.
Before learning more about this mission, here’s some information about his plane.
The news clipping above tells how several of the 344th Bomb Group planes got their names including Fourth Term C.C. Wray and Son.
From 344th Aircraft Spreadsheet:
42-95936 Wray & Son / The Fourth Term N3-K 496th BS
Built at the Glenn L Martin factory at Baltimore, Maryland as a B-26B-50-MA. Accepted by the Army Air Force on 6/12/43. Then flown by New Castle (2nd Ferry Group), Wilmington, Delaware (from 11/12/43), to Richmond, Virginia (ATC) from 12/12/43, then on to the 3rd AF staging area at Hunter Field, Savannah, Georgia (from 13/12/43). Flown overseas to the UK via the Southern Ferry Route (Listed as Caribbean Wing), departing the USA on 24/12/43. The aircraft record card then lists, SOXO A (Europe – 8th AF) on 24/12/43, and SOXO R (Europe – 8th AF) from 15/1/44. Assigned to the 8th AF at Hunter Field. Aircraft named “Wray & Son” by Major Cletus Wray. Later renamed “The Fourth Term”. The aircraft survived the war. The final entry on the aircraft record card lists, GLUE CON SAL FEA on 5/1/46.
Map of mission to Conches, France Airdrome.
The clouds were 1/10 topping out at 7000′. Meager flak was experienced after the bomb run. Slight evasive action was flown at all times.
Load List (crew) and comments according to Cletus Wray
According to the document above The crew consisted of Wray, Pilot; McKee, Co-pilot; Cargill and Hallmark Navigator/Bombardier; Scott, Radio/Gunner; Laban, Engineer/Gunner; Westland, Tail Gunner. They flew in 42-95936 Wray & Son N3-K in position 1-3-1 carrying 14 x 250lb. bombs. They made enemy landfall at 2:20 pm and were over the target at 2:39 pm. They left the enemy coast at 2:57 pm. Their bombs were dropped on the target (an ammunition dump and dispersal area). No enemy aircraft gave opposition, but they experienced flak. The formation had Spitfire escort. An engine was hit by flak. Clear skies were experienced throughout the mission (CAVU). Recommendations regarding truck drivers and tail gunners were made (not legible).
The Flight Echelon were winging their way over the “Southern Route” to this destination.
Leaving Morrison Field on January 20, 1944. The first planes arrived on February 20, 1944, and by February 24, 1944 all had arrived safely.
The long flight of the planes to England was unmarred by accident except at Belem, Brazil. Here while parked, the airplane piloted by Captain Cletus Wray was run into by a B-17 airplane which had taxied off the runway, damaging the Marauder sufficiently to put it out of operation for the trip across. The plane was abandoned and Captain Wray proceeded to Natal, Brazil in Colonel Vance’s ship. From Natal, The Captain flew by Air Transport Command to England.
This was the second mishap Captain Wray experienced in an attempt to cross the ocean. The first in April 1943, when flying to Ascension Island from South America, engine trouble caused him to set his plane down in the waters of the Atlantic.
On the morning of the Jan. 23rd we took off for Natal. It was during takeoff that morning that a B- 17 chewed up the tail of Capt. Wray’s ship. Wray continued his travels by ATC. He had experienced hard luck on our trip from the very start. He almost went on single engine on the first leg of the trip. Wray was the pilot who dropped in the ‘drink’ the last time he tried to make the trip. At that time he was some 200 or 300 miles from Ascension. Incidentally, that had happened almost a year before and no B-26 had failed to make the Ascension hop since then.
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As per 344th Bomb Group Silver Streaks by Lambert D. Austin –
“In the afternoon of June 6, 37 planes went to Amiens to again attack the marshaling yard. 24 ships bombed with fair to good results. The flak was accurate and 20 of the planes received minor battle damage.“
Lambert Austin went on to report-
“At Amiens flak was heavy and accurate. My diary says ‘We were in it for 38 minutes.’ In addition weather was lousy, causing the group to go down to 3000 feet in order to see the target and drop our bombs. All these factors contributed to our plane becoming separated and returned to the base alone.
The target was a freight yard and we were fairly at accurate. Many aircraft were badly damaged but I do not believe we lost any. Even the old hands agreed it was the roughest mission in many days.“
Formation June 6, 1944- The target was a marshaling yard in Amiens, France. A formation of 38 planes took off for the mission. Lt. Wray was in the first flight of the formation in position 1-1-4 flying 42-96189 Maxwell House II N3-B.
The clouds were 10/10 (overcast) topping out at 8000′. 35 aircraft participated. Crews reported nearly continuous flak going and coming from the vicinity of Aumale. The flak was moderate and varied in accuracy. There was also light flak occasionally along the route becoming intense and accurate. Because of the varying heights of the clouds, the height of the formation varied from 4500′ at landfall to about 7000′ at the target. Crews reported an unexpected amount of HFF in the area just East of Cayeux and report large, red bursts there. Flak was weak and inaccurate at the target at 9:00 pm and after turning off the target. Fire P.C. seen. 17 ships received cat. A damage. One plane received Cat. AC damage.
According to the load list above, the crew consisted of Wray, Pilot; Anderson, Co-pilot; Sarvey, Navigator; Hague, Bombardier; Wishner, Radio/Gunner; Fleming, Engineer/Gunner; Shaw, Armorer/ Gunner. They flew in 42-96189 Maxwell House II N3-B. in position 1-1-4. They took off at 7:36 pm and landed at 10:10 pm. The bombs were dropped on target as briefed.
According to Wray’s debrief, they took off at 7:40 pm and landed at 10:00 pm in plane N3-B. They attacked the primary target at 8:59 pm from 8000′. He deemed the bombing results to be fair. Their bomb load consisted of 8 x 500 lb general purpose bombs. The skies were 10/10 at 8500′ and 5/10 at 5000′. There were no injuries to the crew nor any damage to the aircraft. A large truck convoy was observed heading South. There was very little activity in the target area.
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As per 344th Bomb Group Silver Streaks by Lambert D. Austin –
“Stubborn resistance bordering on fanaticism at the City of Brest to deny the harbor facilities to our forces made that sector a major campaign. In the harbor were two tankers anchored inside the breakwater and in toward the city. These vessels were loaded with cement and could be moved into the small channel created by the breakwater and sunk there by the enemy and effectively block the entrance to our water traffic when their capitulation eventually would take place. The American command anticipating the Germans might so reason the same as they, decided to sink these tankers by air action at the point of anchor inside the harbor and render them harmless to such a plan.”
“Fitting in with this program the 344th dispatched 36 airplanes to bomb the ships on 7 August. Visibility that day was very favorable and the boats could be easily spotted though they appeared as mere specks in the water from 12,000 feet, the altitude of attack. Flak” defenses of the enemy opened up prior to the bomb run and the planes flew down a gauntlet of steel thrown up at them. The converging flights never wavered from their purpose, and the Bombardiers sighted and dropped their bombs as briefed. The results were several near misses on both vessels and two or more direct hits as the bombs walked across the aft end of one of the tankers, to give the group a rating of good to excellent
for that mission. Damage to our group tallied 26 Category A and two of our personnel were slightly wounded.”
Formation August 7, 1944- The target was a pair of cement loaded ships meant to be sunk and block the harbor in Brest, France. A formation of 38 planes took off for the mission. Lt. Wray led the second box of the formation in position 2-1-1 in 42-96189 Maxwell House II N3-B.
According to the load list above, the crew consisted of Wray, Pilot; Mitchell, Co-pilot; Sarvey and Holman, Navigators; Hague, Bombardier; Wishner, Radio/Gunner; Fleming, Engineer/Gunner; Shaw, Armorer/ Gunner. They flew in 42-96189 Maxwell House II N3-B. in position 2-1-1. They took off at 11:35 am and landed at 3:35 pm. The bombs were dropped on target as briefed.
According to Wray’s debrief, they took formation position 2-1-1 in plane N3-B. They attacked the primary target at 1:42 pm from 11,500′. Their bomb load consisted of 4 x 1000 lb bombs. Wray believed they hist the target by a comb pattern all around the rear part of a ship. The skies were CAVU. Enemy opposition was nil. He mentioned the the enlisted men’s Sunday mess was very good as was the officer’s chicken.
36 aircraft participated and bombed by flights. they encountered intense, accurate flak. All planes dropped “window” but it’s effectiveness was doubtful. Crews report flak both high and low and all around the formation. The Brest shipping was bombed at 1:42 pm from an altitude of 10,000 ft for the first box and 13,300 ft for the second box. The weather was clear over the target. One damaged plane landed away from the base. 26 planes received Cat. A damage.
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As per 344th Bomb Group Silver Streaks by Lambert D. Austin –
“In the month of September, weather held operations down to 14 days. In that period six missions were flown into the Brest area on 1, 3, 5, 6 and 14 of September to attack gun positions and defended areas, with gratifying results in support of our ground forces.”
“Target Brest, same target as those of 5 Sept. 1944. The bombing of strong points in Brest has been very good, but General Eisenhower wants us to keeping hitting the target until the defenders surrender. We must have this port.”
Our troops will withdraw 2500 yards behind the pinpoint being hit. It is, therefore, imperative that each target be positively identified. Avoid hitting 2 hospitals located near the water’s edge. (ponts shown on map) Our targets are a roadblock, a concrete block house and a medium artillery battery”
“The 97th Wing is hitting Brest in advance of our wing. This group (344th) will follow the 391st, 386th and 322nd Groups into the target.”
“No flak or enemy fighters is expected to be encountered. Two good emergency refueling fields are Lasham and Hartford Bridge.”
“Evasion- If shot down in the defended area of Brest, hide out in a depression in the ground to avoid being hit by our bombs. Stay hidden once you find a good spot until the city has fallen.”
Formation September 5, 1944- The target was a pair road blocks including a block house and artillary battery. in Brest, France. A formation of 35 planes took off for the mission. Lt. Wray led the second box of the formation in position 2-1-1 in 42-96189 Maxwell House II N3-B.
According to the load list above, the crew consisted of Wray, Pilot; Anderson, Co-pilot; Sarvey, Navigator; Hague, Bombardier; Scott, Radio/Gunner; Halliday, Engineer/Gunner; Westland, Armorer/ Gunner. They flew in 42-96189 Maxwell House II N3-B. in position 2-1-1. They took off at 5:05 pm and landed at 9:45 pm. The bombs were released on target as briefed.
According to Cletus Wray’s debrief, they took formation position 2-1-1 in plane N3-B. They took off at 5:15 pm and landed at 9:28 pm.They attacked the primary target at 7:50 pm from 10,000′. Their bomb load consisted of 8 x 500 lb bombs,all of which hit the target with good to very good results.
The press release above describes the effects of this 9th Bomber Command wide reduction of the Brest defenses. “The American medium and light bombers – Fourteen separate waves of them – dropped nearly 400 tons of bombs on their objectives, which also included coastal and artillary batteries and a rebuiltFench fort on the edge of the city.”
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As per 344th Bomb Group Silver Streaks by Lambert D. Austin –
“Strong points at Verny-Orny, Metz and Foret de Haye were attacked on September
11 and 12 with very good concentrations of bombs and much destructions at these places. At Metz two men were wounded and 7 planes slightly damaged.”
Formation September 11, 1944- The target was a pair of cement loaded ships meant to be sunk and block the harbor in Metz, France. A formation of 38 planes took off for the mission. Lt. Wray led the second box of the formation in position 2-1-1 in 42-96189 Maxwell House II N3-B.
According to the load list above, the crew consisted of Wray, Pilot; Lucius D. Clay, Co-pilot; Sarvey, Navigator; Hague, Bombardier; Downey, Radio/Gunner; Bascom, Engineer/Gunner; Clarke, Armorer/ Gunner. They flew in 42-96189 Maxwell House II N3-B. in position 2-1-1. They took off at 4:30 pm and landed at 8:30 pm. The bombs were released on target as briefed.
36 aircraft participated. They encountered moderate, inaccurate flak at the target. One flight (Third flight of the first Box) made two runs on the target. Fire P.C. seen. The Metz fortification was bombed at 6:41 pm by the second box from an altitude of 12,500 ft. The first box at 6:35 pm from 10,000 ft. The weather was mostly clear over the target. Seven planes received Cat. A damage.
According to Lt. Wray’s debrief, they took formation position 2-1-1 in plane N3-B. They took off at 4:41 pm and landed at 8:20 pm. They attacked the primary target at 6:35 pm from 11,000′. Their bomb load consisted of 4 x 1000 lb bombs,all of which hit the target with very good results. They experienced weak and inaccurate flak. They observed a B-26 flying low over Dunkerque 19:35 300˚.
The document above certifies that Cletus Wray was promoted from 2nd Lt. to 1st Lt. on January 6, 1945.
Formation April 11, 1944- The target was marshaling years in Bungoner, Zwiekau, Germany. A formation of 38 planes took off for the mission. Lt. Wray led the formation in position 1-1-1 in 42-96189 Maxwell House II N3-B.
The load list above indicates that the crew consisted of Wray, Pilot; Dobson, Co-pilot; Mueller, Navigator; Florsheim, Bombardier; Brady, Gee Operator; Humphrey, Radio/Gunner; Grossman, Engineer/Gunner; Adams, Armorer/ Gunner. They flew in 42-96189 Maxwell House II N3-B. in position 1-1-1. They took off at 3:55 pm and landed at 8:15 pm. The bombs were released on target as briefed.
36 aircraft participated. No flak was experienced. No planes were damaged. The first box dropped bombs from 10,300 ft at 6:08 pm while the second box dropped from 8,100 ft. at 6:09 pm. Cloud cover was 5/10.
According to his debrief document Wray declared that his plane, N3-B, led the formation (position 1-1-1). They hit the marshaling yards with their pair of 2000 lb bombs. They took off at 4:14 pm.
As the lead of the 496th squadron, Cletus Wray spend a lot of his time in administrative roles sometimes in the watch tower or headquarters building as he “sweated out” the returning planes, noting each as it came down the runway. I don’t have the date of this incident but it is a slice of life at that time.
Here is a remembrance involving Wray described by Lt. John H. Robinson;
“It was the ‘thing to do’ for an occasional pilot to ‘buzz’ the field. One day I had my crew up for some kind of practice flight, came back to the field, looked around, didn’t see any planes in the area and ‘the devil made me do it.’ I lined up on headquarters building, let down to pick up some speed and about 20 feet over the building pushed forward the prop pitch controls to let the props wind up to 2700 RPM (suddenly). It made the God-awfullest noise for the best buzz I’d ever heard and we hurried away to fly around in circles for about 20 minutes, secure in the thought that no one had gotten my number. Imagine my chagrin when I walked into the mess hall for lunch and was met by Cletus Wray (Operations officer) who said, “Robbie, if you had to buzz the headquarters, why did you have to pick the one time when you were the only plane in the air?”
Embarrassing!
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As per 344th Bomb Group Silver Streaks by Lambert D. Austin –
“On the morning of April 17, excellent to superior results were accomplished when the defended town of Magdeburg was bombed. No flak was encountered. That afternoon 35 Aircraft struck at the Tubingen Marshaling Yard, doing superior bombing in the briefed area. No flak was encountered.“
Formation April 17, 1944- The target was a marshaling yard in Tubingen, Germany. A formation of 37 planes flew the mission. Lt. Wray led the formation in position 1-1-1 in 42-96189 Maxwell House II N3-B.
Map of mission to Conches, France Airdrome. 36 aircraft participated. No flak was experienced. No planes were damaged. The first box dropped bombs from 11,400 ft at 6:52 pm while the second box dropped from 10,500 ft. at 6:53 pm. Cloud cover was about 5/10.
According to the load list above, the crew consisted of Wray, Pilot; Peterman, Co-pilot; Mueller, Navigator; Florsheim, Bombardier; Humphrey, Radio/Gunner; Grossman, Engineer/Gunner; Arams, Engineer/Tail Gunner. They flew in 42-96189 Maxwell House II N3-B. in position 1-1-1. They took off at 5:05pm and landed at 8:10pm. The bombs were dropped on target as briefed.
Wray’s Debrief for April 17, 1945- Wray, Morosi and crew flew in N3-B in formation position 1-1-1 (lead). They took off at 5:20pm and landed at 8:04pm. They attacked the target from 12,400ft at 6:52pm carrying 16×250 lb. bombs. All of the bombs struck the target.
On June 19, 1945, he received orders to the 70th Reinforcement Depot in France, for return to the United States for further assignment. He was succeeded in command of the 495th Squadron by Lt. Col. Lucius D. Clay, Jr., then Major, who had assumed temporary command of the Squadron during Lt. Col. Norgaard’s absence on leave to the United States earlier in the year. Lt. Col. Clay subsequently was assigned and joined Group Headquarters, June 9, 1945, where he was appointed Deputy Group
Commander, vice Lt. Col. Guy T. Anderson, who was awaiting transfer orders to the States. Lt. Col. Clay’s successor in the Squadron was Major William D. Brady, who was transferred from Group Headquarters to the 495th Squadron June 20. In the 494th Bombardment Squadron, Major Edward P. Foote, Squadron Operations Officer, assumed command, vice Lt. Col. Johnson who was returned to the United States. Lt. Col. Cletus Wray, Commanding Officer of the 496th Bombardment Squadron, was transferred to the United States and his command was succeeded by Major Frederick G. McNally, Squadron Operations Officer.
Honors:
Lt. Col. Cletus Wray
A NINTH AIR FORCE BOMBER BASE, Belgium – The Croix de Guerre with Star has been awarded to Lieutenant Colonel Cletus Wray, Tiptonville, Tenn., B-26 Marauder squadron commander, by the government of France.
The medal was presented to Col. Wray “for exceptional services of war rendered in the course of operations for the liberation of France.”
Col. Wray’s bombardment group, the 344th, was the first medium bombardment unit to bomb the French coast on D-Day and led other groups of the U.S. Ninth Air Force Bombardment division on attacks which opened up breakthroughs, leading up to the rout of enemy forces in France.
The Croix de Guerre was presented to Col. Wray on behalf of the French government by Brigadier General Richard C. Sanders, Ninth Bombardment division chief.
In addition to this, his latest award, he holds the Distinguished Flying Cross and the Air Medal with six bronze oak leaf clusters.
Col. Wray’s wife, Mrs. Cletus Wray, resides at Corsicana, Tex. He is the son of Mrs. Henry Wray, of Tiptonville, Tenn.
SOURCE: The Jackson Sun, Jackson, Tennessee, June 28, 1945, Thursday, p. 5.
The Air Medal is a military decoration of the United States military. The medal was created in 1942 and is awarded for meritorious achievement while participating in aerial flight.
In Europe the airspace was considered completely controlled by the enemy and heavy air defenses were encountered – so the criteria was altered from than that of the original medal. Bomber, photographic reconnaissance, or observation crewmembers and air transport pilots received it for five sorties, fighter pilots received it for ten sorties, and individual pilots or aircrew received one award per enemy aircraft shot down.
To summarize, members of the 344th bomb group received the air medal for every five sorties over enemy territory. After receiving the first medal, successive awards took the form of an oak leaf cluster to be pinned to the ribbon of the original medal. After every multiple of five a silver Oak Leaf Cluster (OLC) was given (in lieu of a 6th, 11th etc). The Silver OLC was worn in place of the five Bronze OCL before it.
Cletus Wray flew 65 missions. He received the Air Medal after the first five. He received 6 Bronze OCL (6×5=30) representing the between 30 – 34 missions.
Air Medal with OLCs
The Medal of Military Merit (Greek: Μετάλλιο Στρατιωτικής Αξίας) is a military decoration of Greece. It was originally created in 1916 for wartime meritorious service, but post-World War II became a peace-time medal reserved for officers.
Certificate for The Medal of Military Merit (Greek: Μετάλλιο Στρατιωτικής Αξίας)
Cletus Wray died September 10, 1989 (aged 72) in San Antonio, Bexar County, Texas, USA
He was buried at Fort Sam Houston National Cemetery San Antonio, Bexar County, Texas, USA Plot 16, 1013 Memorial ID 3059548 · View Source
Though no obituary for Cletus was available at the time of this writing, here is the obituary for his wife Margie.
Margie Lockett Wray, age 82 of San Antonio died peacefully on Saturday, Nov. 12, 2005. She was born in Corsicana and married Cletus Wray, an Air Force officer on May 18, 1942, together they traveled extensively.
She was preceded in death by her husband, Col. Cletus Wray, USAF (Ret.) and her daughter, Rebecca Lockett Robertson.
Mrs. Wray is survived by her daughters, Barbara Wallrapp and husband, Mike of Woodbridge, VA, Suzie Jordan and husband, John, Lanie Albert and husband, Steve all of San Antonio, and Cletie Wray Luce and husband, Randy of The Woodlands, TX; grandchildren, Bill Wallrapp and wife, Jessica, Jenifer Willig and husband, Lew, Chris Wallrapp and wife, Lindsey, P.J. Robertson and wite, Joy, Allison Jordan Ramsey and husband, Jarrad, Taylor Jordan and wife, Ruth, Kyle Jordan and wife, Sheryl, John Wray Albert and wife, Cate, Stephanie Albert and Cody Wray Luce; great grandchildren, Charlie, Henry, Wills and Grace Wallrapp, and Megan Ramsey; sister, Elaine Allison of Corsicana, TX; nephews, Freddy Allison and wife, Diane of Midland, TX and Bill Allison and wife, Brenda of Shawnee, OK.
