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These are true accounts of some of the experiences of the men of the 445th:
Vince Mazza,
700th Bomb Squadron - Misery over Misburg:
With the pilot
dead, two other crew members injured, and its flight instruments useless, a
Liberator returned safely from a mission over Misburg on November 26, 1944—quick
thinking and teamwork doing the trick. Several minutes before bombs away, the
formation was attacked by enemy fighters. Lt. Vincent Mazza, copilot from
Naperville, Illinois, fought to keep the bomber from swerving into other bombers
after the pilot, killed by a 20mm shell which penetrated his flak suit, slumped
over the controls. A second wave of German fighters lobbed shells into the Lib’s
nose, shrapnel wounding Lt. John C. Christiansen, of Plymouth, Michigan, who was
manning the nose guns. Lt. Leo J. Lewis, bombardier from Clayton, Missouri, also
was hit. The bombs were salvoed by the navigator, Lt. Frank W. Federici of
Chicago, who remained at his post in the nose.
When the enemy fighters departed, S/Sgt. Eddie W. Goodgion, right waist gunner
from Lubbock, Texas, and T/Sgt. Carl E. Bally, radio operator from Ashland,
Ohio, came to the aid of the dazed bombardier, whose helmet and oxygen mask had
been torn off.
T/Sgt. Herbert A. Krieg, engineer from Atlantic City, NJ went to the cockpit and
pulled the dead pilot clear of the controls. Christiansen made his way back from
the nose turret to the waist, where his wounded leg was treated by S/Sgt.
Kenneth J. Brass, left waist gunner.
At the channel, Mazza left the formation and headed for England alone. His maps
blown away by the terrific wind which swept through the gaping hole in he nose,
Federici directed the copilot back to base by recalling landmarks along the way.
The radio and interphone went dead, making communication with the ground and
other planes impossible. The tail gunner, S/Sgt. Charles lW. Bickett of New
Richmond, Ohio, had been cut off from communication with other crew members.
Neither altimeter nor air-speed indicator were functioning. Massa circled the
field behind another B-24 to get his proper landing speed, Krieg behind him to
handle the throttles. The landing was fast, but smooth. Some of the most
dramatic reminiscences were about brushes with death. Bob recalled having been
assigned a plane on one particular mission that had just had bulletproof glass
installed in it. The planes they normally flew did not have this feature. As
they were flying, a fragment from flak hit the windows directly beside the
pilot’s position. On returning to base, they found it lacked a fraction of an
inch from coming all the way through the glass. Both Bob and Marty agreed that
had there been regular glass on the plane that day, Bob would not be here to
tell the story.
NAVIGATOR KILLED, PILOT AND 3 CREWMEN WOUNDED
B-24 COMES HOME ON 1 1/2 ENGINES AND RIDDLED WITH 327 HOLES
This detailed account was written by Allan Matthews of Greensboro, NC, 445th Bomb
Group
pilot, though wounded in one eye, on his return from this December 22, 1943
mission.
"A railroad town in Northwest Germany seemed to be the target today and our ship
was assigned to the low element of the lead formation. After climbing up through
a three thousand foot overcast, we joined our formation and began to join other
formations. Upon forming, we began a gradual climb to 22,000 feet. Reaching the
assigned altitude, we leveled out and immediately lost number 2 engine due to a
runaway prop. We increased the manifold pressure to 50 inches and the R.P.M. to
2400 on the other three engines. We were still unable to stay in formation due
to the bomb load, so the pilot kept jockeying the supercharger back and forth
when we began to lag, by so doing we managed to stay in formation on the bomb
run.
Upon dropping the bombs, the formation began to pick up speed and although we
had maximum power settings, we were left behind. Two more B-24's out of our
formation were also left straggling due to a feathered prop each. We began to
dive for the overcast but upon nosing down, we saw 10 or 15 ME 109's attacking
one of our straggling ships; not desiring to dive through the mass of fighters,
we held our altitude. A few seconds later the bomber burst into flames and spun
into the overcast. The fighters then swarmed over on the other straggling bomber
and upon making 8 or 10 passes succeeded in knocking it down.
As we saw the bomber spin into the overcast, our gunners warned us of an attack
from the rear. We proceeded to dive, climb, swerve and everything possible to
throw the fighters off. The gunners reported 8 ME 210s coming in at 5 and 7
o'clock. On their first pass, number one engine began to run away. It evidently
was hit as it ran up to 5300 R.P.M. until it melted. On the same pass, a 20 mm
exploded in number 3 gas tank leaving a 4 inch hole, but no fire. The oil gauge
immediately dropped to zero. We tried to feather it, but all the oil was gone.
We cut off the mag switches, gas supply, and mixture control and let it
windmill.
The second pass by the fighters was more successful than the first. Two or three
shells exploded in the bomb bay throwing parts of the bomb racks into the radio
compartment breaking the gas gauges and damaging the radio. The hydraulic system
was also knocked out leaving the tail turret inoperative. The gunner was unable
to rotate the turret as the cable was broken, however, he continued firing.
Another 20 mm went into the nose compartment exploding in the stomach of the
navigator, killing him instantly. The explosion also set the plane on fire
filling the cockpit with smoke. The navigator fell against the bombardier
tearing loose all connections including the oxygen system. The bombardier went
for the fire extinguisher, but by the time he found it through a cloud of smoke
the fire was out. Although injured in both legs himself he began to administer
first aid to the navigator, but it was no use as he was already cold. The
bombardier did all this at 20,000 feet without oxygen or gloves.
Two or three more shells exploded in the waist, slightly injuring both waists
gunners, but they also continued firing. A JU 88 fired a rocket that went
through both rudders leaving two holes about the size of a basketball in them.
Meanwhile the engineer in the top turret scored a direct hit and the fighter
burst into flames and spun down. The right waist gunner got off a few good
bursts into another fighter leaving him smoking. After that pass the fighters
left us to cope with the remaining two engines and the 300 miles back home.
After we knew that we were over the sea we began throwing out everything that
would come loose including the steel helmets, flak suits, radios, ammunition and
guns. Since every pound counted, we also threw the navigator's body out.
The number one engine had just about burned out by this time and its slow
windmill caused an additional drag. Unable to feather number 1 and 3 engines
forced us to increase the power settings on number 2 and 4 to 60 inches and 2500
R.P.M. and drop about 8 degrees of flap to maintain 140 MPH and a descent of 25O
feet per minute.
With all radio equipment inoperative including the emergency signal units and
the gyros tumbled, we continued our trip across the sea descending through a
2000 foot overcast flying the air speed and needle and ball.
A minute or so before the navigator was hit he gave us a heading of 250 degrees,
so we kept that heading as near as possible.
We continued across the sea at an air speed of 145 and descending at about 200
feet per minute until we reached 3000 feet. We managed to hold that attitude
until number 4 engine cut out and the ship swerved and started side slipping
down despite full opposite rudder. After the loss of about a thousand feet the
engine cut back in and righted us. About a minute later it cut out again, this
time we lost only 600 feet before it cut back in. Noticing the instruments, we
saw the fuel pressure was low so we turned on number 4 booster pump and the
engine ran with a little less power settings than number 2 engine.
We were now at 1500 feet and still losing so we all prepared for ditching. It
was then that we decided to take a chance on running number 3 engine despite no
oil and a hole in the gas tank. We started it and began gaining altitude until
it was red hot then we cut it off. With 5000 feet between us and the water now,
we continued on, but still losing altitude. We noticed then that the sea was
getting smooth so we assumed that land wasn't far.
Fifteen minutes later we spotted the white cliffs of Dover, a truly beautiful
sight. Crossing the coast at about 1800 feet we began to look for a fairly level
field in which to set her down. Spotting a long runway, we decided to land on
the wheels so we kicked down the lever. The right wheel came down and locked,
the other two refused to come down so we kicked the lever to get the wheel back
up. It wouldn’t come up as all the pressure in the lines was gone then. Seeing
that we had only one wheel we slipped it out over the grass and made a very
smooth one wheel one wing tip landing. The plane finally came to a stop and all
men jumped out safely. The plane didn't burn as there wasn't enough gas left.
Another few miles and this episode couldn't have been written. Thank God, it was
written.
The crew included 2nd Lt. Glenn Jorgensen, Pilot; 2nd Lt. Charles A. Matthews,
Co-Pilot; 2nd Lt. Roy D. Stahl, Bombardier; 2nd Lt. Arthur Barks, Navigator; S.
Sgt. Robert Bertochi, Nose Gun; T. Sgt. Ardem S (Robert) Lamirand, Radio
Operator ; T. Sgt. Charles Jones, Eng.; S. Sgt.William Schaffer, L.W. Gun; S.
Sgt.Lee Dodson, R.W. Gun; and S. Sgt. Frank Socco, Tail Gun."
FORTY YEARS LATER - - -
Allan Matthews found out why the German fighters broke off their attack.,
While reading "Wings God Gave My Soul" by North Carolina Chapter 8 AFHS
Associate Member Joe Noah, the biography of Greensboro P-51 Ace of Aces Major
George Preddy, Allan believes he found his answer;
On December 22, 1943, Preddy flying at 24,000 feet near Osnabruck, Germany
spotted a crippled B-24 being attacked by six German ME 210s. Though out
numbered, Preddy attacked the German fighters and they fled. He subsequently
shot down another ME 210, which he found firing at the B-24.
This was exactly the sequence of events, which Allan in his B-24 experienced.
Now he knows why all but the navigator on his crew survived that day. Now he
knows that P-51 pilot was North Carolina's George Preddy.
Arthur E. Barks Second Lieutenant, Army Air Forces
United States Army
For Extraordinary Heroism in action against an enemy of
the United States, while serving as Navigator of a B-24 airplane on a
bombardment mission over Germany, December 22, 1943. After reaching the target a
cannon shell exploded in the nose compartment and severely wounding Lieutenant
Barks, In spite of the painful nature of his wounds Lieutenant Barks remained at
his post plotting the course and obtained bearings for the route back to the
base. The airplane had sustained serious damage during the enemy attacks and was
forced out of formation; where upon enemy fighters redoubled their efforts to
destroy it.
During these particularly vicious attacks, Lieutenant Barks was mortally
wounded. From the nature and extent of his wounds, Lieutenant Barks must have
realized death was eminent, but with complete disregard for this fact and for
the pain he continued at this work and plotted an accurate course for the pilot
to fly back to England. The courage, devotion to duty, and skill under extreme
stress displayed by Lieutenant Barks upon this occasion reflect highest credit
upon himself and the armed forces of the United States.
From the book
GEORGE PREDDY Top Mustang Ace
"Two days later a force of 574 bombers was dispatched to hit the marshalling
yards of Osnabruck and Munster. The primary target for the day was Osnabruck.
The 487th Squadron was to provide withdrawal support for the bombers on their
return from the primary target. George took off shortly after 1300 hours and
headed for the planned rendezvous point east of the Zuider Zee between Linden
and Zwolle. Clouds were 9/10 topping out at about 18,000 ft. Visibility was
excellent above the clouds. His encounter report follows:
I was leading Crown Prince Blue Flight. As we made rendezvous with the bombers.
Yellow Flight [led by John C. Meyer] bounced a Me 109 and my flight gave them
top cover. Shortly after that, I noticed three Me 109s coming in to the rear of
the B-17s. I bounced two of them and they immediately went into a dive straight
down and I went into compressibility following them. I pulled out at 8,000 feet
and sighted one of the enemy aircraft just above a cloud layer. I gave him a
short burst and he went into the clouds. No damage was noted.
My wingman, Lt. Grow, and I began climbing back up with everything to the
firewall. When we reached 15,000 feet, I noticed another Me 109 above us
positioning for an attack. He made an attack on the two of us and we turned into
him. We battled him for almost 15 minutes getting short deflection shots but we
were unable to gain an advantage. He finally broke off the engagement and
disappeared in the clouds below us.
We resumed climbing and picked up Lt. Bennett, our Blue 3. We sighted the bomber
formation about 25 miles west of and above us. We continued climbing towards the
bombers and leveled off at 26,000 feet on the down-sun side still quite a few
miles out. I saw a B-24 straggling to the left and below the formation. He was
being attacked by six Me 210s, but they saw me coming and immediately dispersed.
I began closing on one of them and fired from out of range with 80 degrees
deflection. I saw no damage before he ducked into the clouds.
I pulled back up and attacked another Me 210 which was attacking the B-24.1
started firing at 60 degrees deflection from 400 yards. I came on down in stern
continuing to fire and closing to 200 yards. I noticed many strikes on the
center section, fuselage and engines. The enemy aircraft began to disintegrate
with large pieces flying off and he went down into the clouds in flames. I broke
back up and Lt. Grow called that a Me 109 was on my tail. I threw the stick in
left corner and saw the enemy aircraft behind me and out of range. I continued
down skidding and slipping. Grow then called that an enemy aircraft was on his
tail but I was unable to locate him. I told Grow to hit the deck, then I went
into a cloud and set course for home on instruments. I stayed in the clouds for
about 15 minutes and broke out over the Dutch coast at 3,000 feet.
I could not contact Lt. Grow and did not see him again. Apparently, the 109 on
Lieutenant Grow's tail got him before he could duck into the protective cover of
clouds. He never returned.
With two Thunderbolts trying to scare off six twin-engine Me 210s protected by
another ten Me 109s, it is truly a miracle that either one got back. As it
happened, both George and the crippled B-24 made it home.
For this remarkable display of courage George was recommended for the
Distinguished Service Cross by his commanding officer, Maj. John Meyer. He was
awarded the Silver Star, his country's third highest award for heroism. His
claim for one Me 210 destroyed was recognized on the basis of his gun camera
film, and so noted in his award. And proof of the credit was given in the form
of General Order Number 59 dated February 16,1944, and issued by the Eighth Air
Force. That order awarded Preddy the Silver Star and contained the following:
George E. Preddy, Jr., 0-430846, Captain, Army Air Forces, United States Army
For gallantry in action, while escorting bombers
withdrawing from a mission over Germany, 22 December 1943. While proceeding
towards his home base, accompanied by two other fighter aircraft, Captain Preddy
observed a lone crippled bomber being attacked by a large number of enemy
fighters. Though out-numbered six to one, he unhesitatingly led his flight in an
attack on the enemy and pressed it home with such viciousness that the enemy
planes were scattered and forced to cease their attacks on the enemy bomber.
Captain Preddy personally destroyed one of the enemy aircraft. When the enemy
fighters switched their attack to his flight, he skillfully maneuvered them
away from the bomber, thus allowing it to escape and then eluded them by taking
cloud cover. The gallantry, aggressiveness and skill displayed by Captain Preddy
reflect highest credit upon himself and the Armed Forces of the United States.
During the late 1980s, when Allan Matthews read the first edition of this book,
he identified that straggling B-24 saved by Preddy's flight. It was his! He had
been the copilot. Coincidentally, he was living in Preddy's hometown of
Greensboro, North Carolina, at the time he read the book. As it turned out, this
particular incident had been well-documented in the 445th Bomb Group's history.
Matthews' story is told in detail in the article "Thunderbolt Liberates
Liberator" published in the January 1988 Air Classics magazine. Briefly, here's
what happened on that B-24 on December 22, 1943.
On the way to Osnabruck, Lizzie—Matthews' plane for this mission— lost power in
its number two engine just as they reached their assigned altitude of 22,000 ft.
Its supercharger malfunctioned. They feathered the prop on number two and
increased manifold pressure and rpm on the remaining three engines. But they
were still unable to maintain formation. The pilot, Lt. Glenn Jorgenson,
restarted number two and attempted to regain power by jockeying the
supercharger controls back and forth. This procedure helped, and it enabled
Lizzie to make the bomb run in formation.
As the 445th withdrew from the target area, Lizzie and two other B-24s fell
farther and farther behind the formation. Knowing they were prime targets for
enemy fighters, all three B-24s started diving for cloud cover. As Matthews
descended, he and his crew spotted about fifteen Me-109s attacking one of the
other stragglers. In just seconds the enemy sent that B-24 down in flames and
went after a second straggler. This one took about ten passes by the enemy
fighter before they sent it crashing to earth.
The rear gunner on Lizzie immediately warned that the fighters were coming in
from the rear. Jorgenson and Matthews started taking evasive action—diving,
climbing, turning, slipping—any maneuver to thwart the enemy's aim. The gunners
then reported eight Me 210s coming in at between five and seven o'clock. On
their first pass they hit number one engine with 20 mm cannon shells, causing it
to overspeed, and they hit number three fuel tank leaving a four-inch hole, but
no fire. Incredible!
Now the enemy fighters were making their second pass. Two or three shells
exploded in the bomb bay throwing parts of the bomb racks into the radio
compartment, breaking fuel gauges and damaging radios. The hydraulic system was
also knocked out leaving the tail turret inoperative. Another shell hit the nose
compartment and exploded. Shrapnel from the explosion hit Lt. Arthur E. Barks,
the navigator, and killed him instantly. That explosion also set the B-24 on
fire; the cockpit filled with smoke. Fragments from the explosion also hit Lt.
Roy Stahl, the bombardier, in his legs and ripped off his connections to the
oxygen system and the radio. Nonetheless, Stahl went for the fire extinguisher.
He did this at 22,000 ft. without oxygen, without gloves, and with damaged legs.
The gunners continued to fire at the enemy fighters. One fired a rocket through
both rudders leaving a hole the size of a basketball in each. The engineer
operating the top turret, Sgt. Charles Jones, scored a direct hit on one of the
fighters; it burst into flames and went down through the overcast. The right
waist gunner got off a few good bursts hitting another fighter, leaving him
smoking. After that pass the enemy fighters suddenly and for no apparent reason
ceased the attack on Lizzie. The reason, as Lieutenant Matthews learned later,
was that a flight of three P-47s had intervened and chased the enemy away from
the crippled bomber. But, Lizzie still had 300 miles between it and home base
and only two engines with which to make it— numbers two and four.
As they approached the North Sea, they started throwing everything overboard
that would come loose—steel helmets, flak suits, radios, ammunition, guns, and
finally the body of the dead navigator. With all radio equipment either
abandoned or inoperative and the gyros tumbled, they flew on by the seat of
their pants descending through overcast. Over the North Sea at 1,500 ft., they
prepared to ditch. It looked as if they just would not be able to make it to
England. But they well knew that ditching in December in the North Sea would be
most hazardous, so they tried to restart number three, which had no oil and a
hole in its fuel tank. It started and they gained a bit of altitude before the
engine got red hot. They shut it down to avoid another fire.
By the time they spotted the coast of England, they were back down to 1,800 ft.
and still losing altitude. Crossing the coast Matthews spotted a long runway
ahead, which turned out to be Manston. They quickly prepared for a landing,
putting their gear down and going through the checklist. Only the right main
gear went down and locked. The other two refused to go down, and the right main
refused to come back up. So they slipped Lizzie out over the grass rather than
land on the hard surface. The plane came to a violent stop with the left wing
tip acting as a landing gear and brake. During all this, the pilot had been
nursing his fuel supply, which was now essentially exhausted. So no fire on
landing, and the remaining crewmen jumped out of the plane safely. Lieutenant
Matthews said, "Although I went on to fly a total of thirty-six combat missions,
thirty as pilot-in-command and the last six as squadron leader, I'll never
forget that first mission. I had always wondered why the enemy fighters left us
so suddenly, for surely we were easy prey. Forty years later, I unexpectedly
found the answer. My daughter was on the Board of Directors of the Greensboro
Historical Museum, and she had formed a group of junior historians at the
museum. The group decided to call themselves the Major George E. Preddy Chapter.
In connection with her research for the chapter, my daughter read Preddy's
biography and thought I might enjoy reading it. So as I read about Preddy's
mission on 22 December 1943, chills went up my spine. I had discovered without a
doubt that it was George Preddy who drove the enemy away."
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