500BG - Journal Master Bowman

The 500th Bomb Group Day By Day
20 November 1943 - 17 January 1946
“In our youth, our hearts were touched with fire.”

– Oliver Wendell Holmes, Jr.
3 Dec 43
Effective this day, at Gowen Field, Boise, Idaho, by authority of General Order 176, Paragraphs 1 and 3,
Headquarters 2nd Air Force, Colorado Springs, Colorado, dated 24 Nov 1943, and Special Order 337,
Paragraph 46, Air Base Headquarters, Gowen Field, Boise, Idaho, dated 3 Dec 1943, the 500th Bombardment
Group (Very Heavy) and its subordinate units, the 881st, 882nd, 883rd and 884th Bombardment Squadrons
(VH), the 29th, 30th, 31st and 32nd Bombardment Maintenance Squadrons (VH), and the 18th Photographic
Laboratory Squadron were activated. The original cadre was formed by transfer of 29 officer and 271 enlisted
ground personnel from the 494th Bomb Group (Heavy). However, three days later, on 6 Dec 1943, all these
personnel with the exception of 1/Lt Billy C. Griffith and three enlisted men were ordered transferred to Walker
Army Air Field, Victoria, Kansas, where they would be attached to the 462nd Bomb Group (VH) of the 58th Bomb
Group, then training at Walker, and later form the nucleus of the 29th, 30th, 31st and 32nd Bombardment
Maintenance Squadrons.
The 500th Bomb Group, along with the 497th, 498th and 499th Bomb Groups, would form the new 73rd Bomb
Wing, which was the second B-29 wing organized during World War II. In November 1943 the first B-29 wing,
the 58th, was already in training for deployment to India and China, and it would play an important role in the
war, but it would fall to the 73rd to carry the war to the Japanese homeland from the Mariana Islands and bear
the initial heavy cost of that effort.
7 Dec 44
On this date 1/Lt Billy C. Griffith assumed command of the 500th Bomb Group, with only three enlisted personnel
and no equipment assigned.
13 Dec 43
Today the 500th Bomb Group, consisting of 1/Lt Griffith and his three enlisted men, departed Gowen Field for
Clovis Army Air Base, New Mexico.
16 Dec 43
On this day 1/Lt Griffith officially opened the Headquarters of the 500th Bomb Group at Clovis, New Mexico, still
with only himself and three enlisted men assigned. This small cadre began performing routine garrison duties.
For the next four months, until April 1944, the Air Echelon of the 500th would be based at Clovis getting in what
training they could, which wasn't much, while the Ground Echelon, the four maintenance squadrons, would be
based at Walker AAF in Kansas, providing maintenance support to the 462nd Bomb Group of the 58th Wing and
simultaneously learning as much as they could about how to maintain, modify and repair B-29's.
13 Jan 44
2/Lt Edward H. Gibbs, a Special Service Officer (MOS 5000), became the fifth man assigned to the 500th Bomb
Group when he reported to the unit at Clovis AAB today, but he was immediately placed on Detached Service to
the 73rd Combat Crew Training School at Clovis.
17 Jan 44
Maj John E. Gay reported to the 500th Bomb Group and by authority of GO 3, HQ 500th Bomb Group, dated 17
Jan 44, immediately assumed command of the unit.
22-25 Jan 44
On 22 Jan Lt Col John T. Fitzwater and Maj Theodore B. Swanson reported to the unit from the 73rd Bomb
Wing, and by virtue of his rank Lt Col Fitzwater assumed command of the Group by authority of GO 4, 500th
Bomb Group, dated 22 Jan 44. However, three days later, on 25 Jan, Lt Col Fitzwater was transferred out and
Maj Swanson assumed command of the Group by authority of GO 5, 500th Bomb Group, dated 25 Jan 44.
27 Jan 44
On this date 30 officers and 127 enlisted men from the 480th Antisubmarine Group, a unit which had flown B-
24's from North Africa but had recently returned to the States, were transferred to the 500th Bomb Group.
28 Jan 44
Today Maj Ralph A. Reeve assumed command of the 500th Bomb Group. Maj Reeve held organizational
meetings and made various duty appointments, including Maj Gay as Deputy Group Commander and Maj
Swanson as Acting S-3 (Operations) Officer.
During this time at Clovis, more and more officers and men gradually reported to the 500th, but most were
placed on Detached Service at various Army schools, particularly the Air Forces School of Applied Tactics at
Orlando, Florida.
30 Apr 44
Cpl George Hughes from Greenwich, New York, was an airplane mechanic in the (after reorganization) 881st
Bomb Squadron. He reported to Walker Army Air Field near Victoria, Kansas, on 5 Jan 1944. Until April,
Hughes worked on the B-29's of the 462nd Bomb Group of the 58th Bomb Wing, which was training and
preparing for overseas movement. In early April the last planes and crews of the 462nd departed for India
and Hughes and the other hard-working mechanics at Walker were given furloughs. With the 462nd gone, there
was now space available at the base for the air echelon of the 500th Bomb Group, which arrived from Clovis,
New Mexico, on 16 April. On 30 April Hughes returned from leave to a much-changed Walker Field, as he
described in a letter home to his parents:
"April 30, 1944
Dear Mother & Dad,
I arrived in camp about eight thirty on Sunday morning. ....
This place is a mad house. A new bunch has come in from Clovis, New Mexico. They have just about taken
over from what I hear. All the men we had in charge are now assistants now. There seems to be a lot of hard
feelings around here. The field is overcrowded now. I never saw the place so crowded.
.... There doesn't seem to be many planes here yet and they are all B-17s. From what I hear the Clovis bunch
never saw a B-29 yet. ....
Love
George"
8 May 44
Another letter written home by George Hughes, airplane mechanic in the 500th Bomb Group at Walker Field,
Kansas:
"May 8, 1944
Dear Mother & Dad,
I am in a new squadron although I haven't moved. The 29th [Bombardment Maintenance Squadron] has been
changed into the 881st [Bombardment Squadron]. Many of the newcomers [meaning the air echelon recently
arrived from Clovis, New Mexico] and some of the old timers have left. I guess Ed, Dick and I will stay in the
same outfit.
We have been working eight hours but are starting a twelve hour tomorrow. I am working on a B-29[;] it is the
only one we have now. The rest of the planes are B-17s. The fellows that came in from Clovis don't seem to be
very good on any kind of plane.
....
Love
George"
In early May 1944 the 500th Bomb Group, along with all the other Groups in the 73rd Bomb Wing, underwent a
major reorganization. The four separate maintenance squadrons, the 29th thru 32nd, were dissolved, as
was the fourth operational squadron, the 884th. Most of the personnel were folded into the three remaining
bomb squadrons, with the excess being transferred out. Maintenance would now fall directly under the bomb
squadron commanders, and the now larger bomb squadrons would have ten B-29's assigned vice seven under
the old organization, making the total for the Group 30 planes vice 28.
The 500th was now composed of the following units:
Headquarters section
881st Bombardment Squadron
882nd Bombardment Squadron
883rd Bombardment Squadron
18th Photographic Laboratory
14 May 44
From the 500th Bomb Group Operations Journal, location Walker Army Air Field, Kansas:
"14 May 44
B-17F, 42-5064, Pilot -- Major Hurlbutt, made emergency landing due to fire #4 engine. No's 1 & 2 fire
extinguisher bottles used, but obtained no results. Number 4 engine fell off on impact of landing. Cpl. Monahan
jumped from A/C while plane was in motion, and suffered serious injuries. 3rd Ech. Maint. [basically, repairs
beyond the capability of the ground crews] required on A/C."
This incident had repercussions beyond the 500th Bomb Group. Cpl Monahan was the CFC gunner on the
Hurlbutt crew (#222). As he was expected to be in the hospital for some time, a replacement was needed. The
Army's personnel procurement machinery was put into motion. Enter Edwin Levin (now Ed Lawson), recent
graduate of CFC school. Levin got orders to report to Walker, and soon Maj Hurlbutt had a new CFC gunner.
It was an accident that put Levin on the Hurlbutt crew, and it was an accident -- in this case, a piece of Japanese
shrapnel in his ankle -- that put him off the crew on the fatal flight of Z-22, "Leading Lady", on 3 Jan 1945. As
John Ciardi, noted poet, sometime CFC gunner on the Cordray crew (#239) of the 882nd, and Levin's
quonsetmate on Saipan, fatalistically observed, "We live by accidents."
16 May 44
On this day 2/Lt Harold "Hal" Towner of the Hays crew (#228) of the 882nd Squadron made the first entry in his
diary:
"16 May 44
Today our flight commander passed to us an order of the Group C.O. that a crew record will be kept by some
member of each crew. Unfortunately, in more ways than one, I, the bombardier, was chosen as the log-keeper
for our crew. ....
Thus far we have flown 12 training missions, all in B-17s, and are looking forward to our first flight in a B-29."
17 May 44
From the Hal Towner (Hays crew, 882nd) diary:
"17 May 44
"Completed mission #1 -- three camera attacks -- one each at Wichita, Tulsa, and Oklahoma City. On our return
we had our first scare when pilot suspected fire in #2. On landing he stopped ship in middle of runway and
ordered crew to abandon ship. Fire fighting crews arrived just in time to see the engine stop smoking."
Note: This flight was in a B-17.
18 May 44
On this day the Curtis crew (#119) of the 881st Squadron got 6 hours and 20 minutes in a B-29. Since there
were no less than 14 landings recorded during this time, the crew must have been practicing take-offs and
landings.
19 May 44
Mechanic George Hughes of the 881st Squadron was still working hard at Walker Field:
"May 19, 1944
Dear Mother & Dad,
I am back in the old rut again. Working and sleeping, without a day off. We are on twelve hours and no days
off. When we change shifts we work sixteen hours. ....
The flying personnel are mostly inexperienced and are only flying the B-17s. A few of the older men are flying
the two B-29s we have. They have been interviewing combat crew the last few days. It seems as though most
of the fellows are waiting to be called. Not many seem to be jumping at the chance. ....
Love
George"
The air crews must have been short of personnel. One of the airplane mechanics who did jump at the chance to
transfer to a combat crew was Cpl Kiolen Crider from Kannapolis, North Carolina. Maybe it had something to do
with the fact that he was on KP when they came asking. Anyway, he agreed to become a gunner and was
assigned as tail gunner on the Hale Hays crew (#228) of the 882nd Squadron. He would stay with that crew
throughout the war.
From the Hal Towner (Hays crew, #228, 882nd) diary:
"19 May 44
Pilot, co-pilot and engineer complete missions 1 & 2 in B-29. Our first close-up inspection of this beautiful
aircraft!"
There was much classroom training going on too. The men groused about the poor quality of the instruction, but
despite innumerable shortages and deficiencies, the 500th Bomb Group was doing the best it could with what it
had. Attached is a page from the unit ground school schedule for a period in mid-May.
25 May 44
At Walker Field in Kansas, the 500th Bomb Group continued to train as best they could, using mostly decrepit B-
17's.
"25 May 44
Local flying -- tried to drop bombs from 20,000 but gave up after 7 attempts -- bombardier [Towner himself]
couldn't get them away properly again and everybody disgusted including bombardier who reported four
malfunctions."
26 May 44
The 500th Bomb Group was still in the early stages of its training at Walker AAF, Kansas.
"26 May 44
First mission for whole crew in a B-29 finds us very enthusiastic about this sweet ship."
28 May 44
From the Hal Towner (Hays crew, 882nd) diary, still in training at Walker AAF, Kansas:
"28 May 44
Dropped 20 bombs from B-29, 1,000' combat bombing -- good fun -- also flew a couple hours formation.
Altogether we had a full period."
29 May 44
Probably the biggest problem the 500th Bomb Group at Walker AAF, Kansas, had to deal with in conducting its
training was the poor quality of the planes assigned. There were only a few B-29's available, and at this early
stage in production these still had many bugs and glitches. The majority of the planes were old B-17's with
many flying hours on them. Of course, there were other problems as well. The following letter from the Group
Engineering Officer was thorough and candid in its explanation.
HEADQUARTERS 500TH BOMBARDMENT GROUP (VH)

Office of the Engineering Officer
Walker Army Air Field
29 May 1944
Victoria, Kansas
SUBJECT: Lack of T.O. [Technical Order?] Compliance on Aircraft.
TO : Major C. P. Dittman, Headquarters Army Air Forces, Office of Flying Safety, Ordmore [Ardmore?],
Oklahoma.
1. All airplanes assigned to this organization do not have 100% T.O. compliance for the following reasons:
(a) Lack of parts; kits have been requisitioned as needed and in the majority of cases have received a "Not in
Stock". Follow through has been initiated for all kits.
(b) Lack of T.O. compliances on airplanes received by this organization. Approximately 75% of aircraft received
had from 30 to 60 T.O.'s not complied with.
(c) Condition of aircraft received: Approximately 50% of aircraft received had from 1000 to 2000 hours total
time, and no record of a 500 hour inspection or a D.I.R.[Depot Inspection and Repair] Personnel on hand not
sufficient to keep airplanes in flying condition to meet required flying schedule and also comply with all non-
grounding T.O.'s.
(d) Shortage of personnel: Maintenance personnel stationed at Walker Army Air Field previous to arrival of air
echelon worked excessive hours to complete modifications on B-29 airplanes for 462nd Group and were
promised furloughs. About 50% of personnel were on leave when Air Echelon of 500th Group arrived at this
station. Additional personnel who were assigned to the 884th Squadron [since disbanded], and who were being
depended upon to assist in maintenance work were transferred from the base.
2. Seven aircraft have been sent to Fairfield Air Depot for D.I.R., at the request of this office, and three more are
awaiting movement.
3. The above mentioned loss of aircraft in poor condition has made it possible to concentrate on the aircraft on
hand. It is believed that all aircraft can be brought up to date in thirty days, if parts are available.
For the Group Commander:
HARRY G WEBER
Major, Air Corps
Group S-4 Officer
31 May 44
The 500th Bomb Group continued training at Walker AAF, Kansas. Attached is a copy of the Daily Aircraft Status
and Combat Crew Report as of the end of May 1944. As you can see, only nine (one-fourth) of the 36 aircraft
assigned were B-29's. The rest were B-17's, and old and overworked ones at that. So obviously the Group had
to do most of its training on B-17's. That didn't matter as much to the navigators, bombardiers and radio
operators, but for the rest of the crew the B-17 was a poor substitute for the B-29. The two planes didn't
handle alike, and the B-17 lacked a flight engineer's position, remote-controlled guns, and radar. But it was all
they had until enough new B-29's came off the production line.
The report also shows how much work had yet to be done in filling out the crews. Only 10 of 58 were complete.
From the Hal Towner (882nd) diary:
"31 May 44
Morning mission -- dropped 20 from B-17 at 20,000 feet. Had to land with bomb doors open. These B-17s
are really ancient wrecks."
1 June 44
The 500th Bomb Group continued training at Walker AAF, Kansas.
"1 June 44
Took part in a wing formation consisting of 48 B-17s. Our target [was] 2nd A.F. hdqs. at Colorado Springs,
10,000 feet. Fountain City was the I.P."
Somebody in the 73rd had a sense of humor in picking HQ 2nd AF as target. There was little good feeling in the
73rd for the organization that controlled their training. Probably some on the crews wished they had real bombs
to drop.
4 June 44
At Walker AAF, Kansas, the number of B-29's assigned to the 500th Bomb Group was slowly increasing.
"4 June 44
[AC Hale] Hays, [copilot Ed] Betts and Wally [flight engineer William B. Wallower] went to Salina this
afternoon to pick up a ship -- the rest of us flubbed our dub for the rest of the day."
7 Jun 44
The 500th Bomb Group continued training at Walker AAF, Kansas.
From the George Hughes (airplane mechanic, 881st) letters:
"June 7, 1944
Dear Mother & Dad,

I haven't any great news for you. That deal I was speaking of was a transfer into the 330 Bomb. Group. As yet
nothing has come of it. The 330th is the outfit to replace ours when we go overseas. [The 330th Group was
part of the 314th Wing and would end up on Guam in the spring of 1945. When the ground echelon of the
500th, including most of the mechanics, left in the summer of 1944 to travel to Saipan by ship, the maintenance
elements of the 330th would move into Walker to support the 500th air echelon until they flew out in October.]
.... We have been back on twelve hour for the past few days. I didn't think the eight hour shift would last. I am
still on nights. We expect to change to days this week probably about Friday. The nights have been awful cold
lately. It would be lovely sleeping weather if we could only get to bed.
We have four B-29s and five B-17s [in the 881st Squadron]. They are flying them every chance they can get. It
looks as though they were in a hurry to go across. ....
Love
George"
"7 June 44
... Flew a round robin in B-29 -- St Louis, Mlps. [Minneapolis?], and back -- engineer Wallower maintaining his
eating rep all the way -- all disappointed that the ship couldn't be pressurized due to cracked blister -- on last leg
flew through worst storm yet -- even [shook?] up the "29" -- lots of St. Elmo's dancing lights -- illuminating whole
ship, especially glass nose and props -- it was a long, tiring mission and on top of it all had to fly 3 hours locally
after reaching W.A.A.F.B. ...”
The Curtis crew (#119) trained closer to home this day, putting in 5 hours and 20 minutes in a B-29, mostly
practicing take-offs and landings.
8 Jun 44
As training progressed for the crews of the 500th Bomb Group at Walker AAF, Kansas, longer missions were
scheduled, often over wide expanses of water. On this date the Hays crew, #228, of the 882nd Squadron, took
off on one of these. Unfortunately, there still were not enough B-29's to go around.
From the Hal Towner diary:
"8 June 44
Started on missions 14 & 15 in a B-17 at 5:00 P.M. this afternoon -- finally got the plane loaded down with
heavy flying clothes, chutes, Mae Wests, oxygen masks, head sets, first aid kits and overnight bags because this
mission would take us to Tampa, Florida overnight. Reached Galveston [Texas] uneventfully except for some of
the worst weather yours truly has ever flown in. ... [F]rom here to Tampa is supposed to be a night celestial
mission -- poor Wex [navigator Wilbur Weksler] forgot his sextant and will never live it down, but his luck held
with him for he was able to borrow one so here we go [across the Gulf of Mexico] to Tampa."
9 Jun 44
The Hays crew of the 882nd Squadron continued their training mission to Tampa and back.
"9 June 44
Well we found the Dry Tortugas Islands, and had some fun making bombing runs and taking pictures of a
coast guard patrol boat and of the fort on one of the islands this A.M. Arrived Tampa safe and sound with a good
hour's worth of gas left. Most of the crew slept till shortly after noon. ...."
The crew was supposed to return to Walker AAF that evening but were weathered in and didn't get off until the
next morning.
10 Jun 44
On this date the Hays crew of the 882nd Squadron returned to Walker AAF, Kansas, from their long training
mission to Tampa.
"10 June 44
Took off for Memphis & W.A.A.F. at 8:00 A.M. -- hit Memphis zero zero but as I navigated from then on [most
bombardiers and navigators were dual-trained], we didn't do too good to W.A.A.F. [Towner often employed self-
deprecating humor.] ... [D]idn't believe it possible but it was actually good to see W.A.A.F. again -- and what a
trip! It was very interesting and educational, but exhausting."
11 Jun 44
Training continued today for the 500th Bomb Group at Walker AAF, Kansas. AC Ferd Curtis of the 881st
Squadron checked out his pilot (copilot), Henry Standridge, Jr., on three landings.
12-15 Jun 44
As training progressed at Walker AAF, Kansas, the 500th Bomb Group began incorporating more unit training
spanning longer periods of time.
From the 500th Bomb Group Operations Journal:
"[Group] Mission #1 -- June 12-13-14 inclusive to Kanapolis Dam [about 60 miles SE of Walker], Great Salt
Plains Bombing Range. Ten B-29's + 10 B-17's scheduled for mission. On 12th two (2) B-29's & 2 B-17's
participated. On 13th 3 B-29's + 5 B-17's participated. On final day (14th) only 2 B-29's were over target area.
882nd furnished both A/C.
[Group] Mission #2 -- Run 15 June 44 with Dalhart PBT [I think should be PBR - Practice Bombing Range] #1 as
target. Five (5) B-29's and ten (10) B-17's were scheduled for mission and Sqdns. of 500th Group got following
number A/C off to a successful start of mission:
881st 882nd 883rd
3-B-17's 2-B-17's 2-B-17's
1-B-29 1-B-29 2-B-29's
This constituted a grand total of 7 - 17's and 4 - 29's.
S-3 [Operations] Section issued this Wing Mission as a Group Tactical Operations Order but it was in reality
Wing Mission #2."
From the Hal Towner (Hays crew, 882nd), diary:
"13 June 44
.... Today we flew a gunnery mission in a B-29 -- found out how little we know about the guns and learned a
great deal by correcting malfunctions and cleaning and loading the guns ourselves."
14-16 Jun 44
At Walker AAF, Kansas, the Hays crew of the 882nd Squadron, 500th Bomb Group was ordered off on another
cross-country training flight, this time to a very popular location.
"14 June 44
We took off for New York this A.M. at 0500 -- flew thru two hours of soup from Pittsburgh to New York -- what a
thrill to see the famous skyline for the first time -- a rather uneventful trip except we came in on three engines --
stayed with ship till 1600 till we were sure it would be ready for us in time for take-off."
The members of the crew who had family in the New York area were able to visit overnight. The others were
able to get in some sight-seeing. The plane was supposed to return to Walker on the evening of the 15th but
they had more engine problems, which required another overnight, with flight engineer Wallower staying with the
plane. They finally got off at noon on the 16th.
"16 June 44
... Arrived K.C. at 2000 for gas up -- arrived W.A.A.F. at 2230 -- what a tired crew -- thank God ground crew
back from bivouac and we didn't have to service the ship."
While the Hays crew had been away enjoying New York, the Squadron ground personnel were probably not
enjoying themselves quite as much. They had been away at a three-day exercise and bivouac at the Kanapolis
Dam area, 60 miles SE of Walker. The training schedule included such activities as "Mimic warfare, gas attacks,
strafing, map reading and camouflage lectures, showing of Training Films "Kill or be Killed" and "Malaria", and all
the accoutrements of combat training...."
In his entry for 15 June written while in new York, Towner noted one event of special significance for B-29-ers:
"First B-29 raid on Japan reported! Four ships lost!" This was a raid by the 58th Bomb Wing flying from China
against the steel mill at Yawata on the southernmost Japanese island of Kyushu.
18 Jun 44
It was now the turn of the ground personnel of the 881st Squadron for field training near Kannapolis Dam.
Airplane mechanic George Hughes told his family about it:
"June 18, 1944
Dear Mother & Dad,
I am just writing a few lines to let you know everything is allright. We leave to-morrow morning for three days
bivouac near Salena [Salina]. We ride part way in trucks and the rest on foot. I got my pack all set and it seems
to be pretty heavy.
The weather has been pretty hot and dry lately. It has been hard sleeping days. [Hughes had been working the
night shift.] This camping trip will break the monotony of working all the time.
Some of the planes that were in that raid on Japan were out here. I knew some of the pilots and crews that were
in the raid. [Hughes is referring to the first B-29 raid on Yawata, Japan, on 15 June 1944 from bases in China by
B-29's of the 58th Bomb Wing. The 462nd Group of that Wing had trained at Walker, and Hughes had worked
on some of the planes.] The war news is looking better every day now. Maybe it won't last much longer.
I believe I will go to bed now. We start around four or five in the morning. Breakfast is at three-forty five. Don't
worry and take care of yourselves. Write soon.
Love
George"
Meanwhile, the Hays crew of the 882nd Squadron was as usual having a more enjoyable experience. From the
Hal Towner diary:
"18 June 44
The Globe Trotters take another trip -- but what a pleasure this one -- dinner at Haywire's [Hays'] home -- fried
chicken and everything that goes with it. We would have done justice to it without [flight engineer] Wallower or
[radar operator] Burulia, but as it was we licked the platter clean -- what a spread, and wow what a gal Hays has
under lock and key down there in Oke City.
Pearce [probably 1/Lt Stanley Pierce, AC Crew #223] and Pease [Capt Harlan Pease, AC Crew #227]
screamed and moaned about our crew getting so many cross country hops. We felt awfully bad about the boys
but decided to be selfish and go anyway. On the way down and back to Oke City the whole crew got stick time
to the exasperation and frustration of Wex [Weksler], the navigator, who can scream and moan with the best of
them. He always gets us there and back though in spite of the peculiar numbers he gives the pilot to fly."
21 Jun 44
The 500th Bomb Group continued training at Walker AAF, Kansas, still plagued by aircraft and equipment
shortages.
"21 June 44
Wing formation over 2nd A.F. Hdq.'s at Colo. Springs -- again we miss out on flying -- gunners get camera
gunning though with the old man [possibly meaning left gunner Cpl Robert Moistner, a little older and therefore
called "Pop" by the rest of the crew] in charge -- the rest of us get synthetics [ground-based training devices] --
we beat crew 222 [the Hurlbutt crew] at skeet."
22 Jun 44
Training continued at Walker AAF. From the Hal Towner (Hays crew, 882nd) diary:
"22 June 44
Flew a couple hours in a Baker Dash Two Nine -- we completed some gunnery before one engine went out.
Bombardier and Navigator got some trainer time later in the evening."
And the ground echelon of the 881st Squadron had returned from their field exercise near Kanapolis
dam. George Hughes, an airplane mechanic in the 881st, wrote home about the experience:
"June 22, 1944
Dear Mother & Dad,
.... We got back from bivouac last night. It wasn't too bad out in the woods. I was on guard duty most of the
time. We had a raid by some engineers from Camp Phillips and they put on quite a demonstration with flares
and T.N.T. We were all blacked out and it was really hard to see. I nearly stepped on a skunk when on guard at
night. It's lucky that I saw him in time. We didn't get much sleep and the ground was pretty hard.
We are still working twelve hour shifts and I am back on nights. [Hughes vents here about the disorganized
promotion process which thwarted his advancement to corporal.] We will probably be alerted soon and some of
the men are moving from town into camp. [Probably married men who had been living in town with their wives
but decided to send them home in anticipation of deployment.] I have most of my equipment except new clothes
and a new gas mask. They said today that we could take cameras overseas with us when we go.
It looks as though the B-29s are going to do allright in combat. There has been some new improvements made
lately. Maybe we won't stay over there long. One good thing is that a combined maintenance and flying
squadron gives a better break for the ground crew. When the air crews get their missions in they will bring the
whole outfit back to the states. [As Hughes would find out later, it didn't quite work out that way.] ...
Love
George"
24 Jun 44
"24 June 44
Navigator & Bombardier to trainers. Our squadron couldn't get a single ship in the air this morning -- a sad state
of affairs. ..."
The 500th Bomb Group history for the month of June 1944 confirms Towner's unofficial estimate of the situation.
On an average day in June only 35% of the B-29's assigned to the Group were in commission. The main
problem with the B-29 was the engines, which were constantly swallowing valves or otherwise malfunctioning.
Replacement engines were hard to obtain and took many hours to install. The result was B-29's unable to fly.
There were other problems too. "Shortages of gunnery equipment persisted until late June and appreciably
retarded Air-to-Air Gunnery training. ... Critical shortages of radar equipment likewise delayed long mission
training and these shortages still continue despite the efforts of the Group Radar Officer who twice went to the
Wing to expedite shipment."
The quality of ground training was so bad that many officers and enlisted men avoided it whenever possible,
resulting in only a 70% attendance rate for most classes. The command took steps to improve the instruction
and schedule make-up classes, but they couldn't do much about the lack of proper classrooms and other
facilities. Walker Field, originally designed to accommodate 2,000 men, was now crammed with 6,000,
overfilling every available space.
One bright spot was the Group and Squadron Intelligence sections, which somehow managed to develop
functional and attractive situation rooms that garnered praise from official visitors. The intelligence personnel
also presented interesting and useful classes which averaged 90% attendance.
26 Jun 44
"[GROUP] MISSION #3 -- This mission was run 26-27-28 June 44. Target = Woodward, Okla., and Gt. Salt
Plains Bombing Range. Maximum number of B-29's. Following number B-29's departed on mission on dates
indicated:
26 June: -- (5)
27 June: -- (5)
28 June: -- (3)"
27-28 Jun 44
On the night of 27-28 June the availability figures of B-29's in the 500th Bomb Group at Walker Field got a little
worse.
"27 June 1944 --

B-29 -- 42-6372, pilot W. S. Hodge made night crash landing in field NE WAAF [Walker Army Air Field].
Cause: Failure of landing gear to extend and fire in #2 engine. A/C severely damaged -- No injury to
personnel."
"28 June 44
We had fifth priority on today's 29s so didn't fly -- especially since Lt. Hodges' crash landing 372 last night...."
There was now one less B-29 available for training.
29 Jun 44
As June drew to an end, the date when the 500th Bomb Group would deploy overseas was fast approaching and
was constantly on the men's minds. George Hughes, airplane mechanic in the 881st Squadron, shared his
thoughts with his family in a letter:
"June 29, 1944
Dear Mother & Dad,
... There has been a list published today of the men that will fly over and I was not on the list. The ones on the
list will leave later than the ones going by boat. Maybe the slower way might be safer.
I don't know whether I can get a camera here or not. They have them [in the post exchange] once in a while but
they don't last long. I haven't even been able to get a pen yet. They get in a few from time to time but they sell
very quickly. ...
We get our final clothing processing this week. It looks as though we will leave sometime in July. [Hughes was
right about that.] We will probably go from here to a P.O.E. [port of embarkation] on the coast somewhere. We
might even go to N. Africa for a month or so like the boys in the Ninth [the 9th Bomb Maintenance Squadron,
462nd Bomb Group, 58th Bomb Wing, with which Hughes had worked before they left Walker]. They laid around
over there for awhile and went on to India. That way you get to see a lot of the world. ...
Love
George
[At the end of the letter Hughes included a little code so he could tip off his family where he was going.]
Code
Gorden - India
Myers - South Pacific
Quinn – England"
30 Jun 44
"30 June 44
Finally, at last, at long last (!!!), we completed mission #16 [I believe Training Mission #16 was aerial gunnery]
which has long been our jinx -- however, bombardier [that would be Towner] came back without firing a shot due
to both guns jamming -- a rainy day so no bombing. Haywire [AC Hale Hays] pulled a beautiful landing -- two
latrinograms: (1) we spend 6 weeks in Mohave Desert, (2) we spend 6 weeks in Florida."
1 Jul 44
Training problems continued at Walker AAF, Kansas. From the Hal Towner (Hays crew, 882nd) diary:
"1 July 44
Got off to a late start with 5 tons of bombs in a 29; at 18,000' #1 engine went out and we had to come back
without dropping any...."
4 Jul 44
The 500th Bomb Group at Walker Field took a short break from training on this national holiday and celebrated
as best they could. George Hughes, airplane mechanic in the 881st Squadron, went to Salina for the day with a
buddy only to find "about sixty thousand soldiers on the streets." But George had "a pretty good time" anyway.
Some of the officers had different ideas about how to celebrate the 4th. According to Hal Towner (Hays crew,
882nd), "No fireworks except at O.C. [Officers Club] in liquid form."
[After the war, many of the buildings at Walker Field were moved to Hays and other nearby towns to provide
housing, school classrooms, etc. Some of these are amazingly still in use. The old Officers Club eventually
ended up as a chicken restaurant in Hays.]
5-7 Jul 44
The training woes of the 500th Bomb Group at Walker AAF continued. From the 500th Bomb Group Operations
Journal:
"[Group] Mission #4 -- Run 5-6-7 July 44 to March Fld [California] PBT [Practice Bombing Target] #7. Five (5) B-
29 Acft scheduled for mission. Ships participating on mission:
5 July: -- (1)
6 July: -- (3)
7 July: -- (0)
Major Van Tright [Trigt] (flying B-29 #373) made a lone attempt at completion of mission on 5th, but returned
WAAF due to mechanical difficulties. On 6 July each Squadron had one (1) B-29 available for mission, but no
ships reached target area due to varied mechanical difficulties. No attempt was made 7 July 44."
To sum up, the 500th Group was not able to get a single B-29 to the target. This result must have
been frustrating and embarrassing to the command.
Hal Towner's (Hays crew, 882nd) diary confirms the training problems and the shortage of flyable B-29's:
"5 July 44
Night flight scheduled for 'A' flite, that's us, but again we didn't get off the ground. Not enough ships in
commission."
"6 July 44
Well, we got off the ground today and dropped 20 500 pounders. Just barely finished our last bomb run
when I blew an engine cylinder and we had to land."
"7 July 44
Night flight scheduled but we didn't get a ship. …"
9 Jul 44
Training continued at Walker AAF, Kansas, even on Sundays. From the Hal Towner (Hays crew, 881st) diary:
"9 July 44
Morning flight schedule but again we're without a ship, however we're not allowed to go home, so we go to
trainers, etc. till now when [copilot Ed] Betts had to fly [Deputy Group Commander Lt.] Col. Dougherty to
Dalhart. Found out today that we got 17 impact pictures Friday which is damn good news as we only had 7,
though had dropped 110 bombs."
Lt Col Dougherty's trip to Dalhart, Texas, was undoubtedly connected with the imminent move of the ground
echelon of the 330th Bomb Group of the 314th Bomb Wing from Dalhart to Walker Field. Just as earlier in the
year the ground echelon of the 500th had supported the air echelon of the preceding 462nd, the ground echelon
of the 330th would support the air echelon of the 500th when the latter's ground echelon left for overseas
deployment... and that would be soon.
Another officer departed Walker this day, but much more unobtrusively. This was 1/Lt Edward H. Gibbs,
Assistant Special Services Officer. His secret destination was the Port of Embarkation, Camp Anza, California,
and his mission was to make advance arrangements for non-standard-issue equipment and supplies that the
Group felt it would need overseas. This included such items as washing machines, ice boxes, ice cream
mix, carpenter tools, and sports equipment.
It was the Ground Echelon that would be leaving soon, but the Air Echelon also had some preparations to
make. There would be only so much room on the B-29's that they would fly over, so any excess items had to be
packed for shipping with the Ground Echelon. From a letter written by Ken Fine (navigator, Hurlbutt crew,
882nd) to his future wife:
"Sunday, July 9, 1944. ... Yesterday we had to draw our bed roll and pack a duffle bag with those things we
wanted to send over with the ground troops who are leaving today [actually, not for a week or so] and will go
across by boat. So, I spent the day in that line. I sent socks, underwear, towels, shoes, etc across. Also soap
which they say is really hard to get overseas. …"
10 Jul 44
At Walker AAF, Kansas, the air echelon continued their training despite all difficulties, while the ground echelon
continued preparations for overseas deployment.
"10 July 44
Today, Hays told us we'll probably get a cross country hop to L.A. soon. Hurrah! Wine, women & song, here we
come!
Also, our official crew name has just been released. Here's luck to the Ramblin' Roscoes!
We're scheduled to fly tonight. Finally we got a ship and flew to Wichita, Oke City and back in 2 hours & 15
minutes. Ground speed - 275 M.P.H."
A letter from airplane mechanic George Hughes of the 881st:
"July 10, 1944
Dear Mother & Dad,
I received your letter today. Thanks ever so much for the money. There was a notice posted today that we won't
sign the payroll this month. It looks as though we will be gone before the end of the month. Of course this may
be just a trick to keep us from knowing when we will leave.
There have been rumors around that we have been set back a month. I hope so. They have changed the
shipping number stenciled on the duffel bags. The amount that we can take is limited by weight.
I have two more days of K.P. left. [The 500th apparently assigned their K.P.'s for seven-day periods.] It isn't too
bad but the hours are long. We work from about 5 until 7:30. I will be glad to be off.
Most everyone thinks that we will go to P.O.E. [port of embarkation] on the west coast but the 9th [Bomb
Maintenance Squadron of the 462nd Bomb Group, with which Hughes worked in early 1944] went to N.Y. ...
Love
George"
The rumors were partially true. The ground echelon movement would be delayed but not for a month; they
would still leave in July. And the unit would not be following the route of the 462nd, which had gone via North
Africa and the Middle East to India and China.
11 Jul 44
Training -- of sorts -- continued at Walker AAF, Kansas. From the Hal Towner (Hays crew, 882nd) diary:
"11 July 44
Ground school. PHOOEY!'
Towner's emphatic opinion was obviously shared by most in the 500th Bomb Group. Ground school attendance
was very low, no better than 70% for most classes. We have already heard about the poor quality of classroom
instruction in June, and it had apparently not improved in July.
The 500th Group narrative history is very open in discussing this problem. Command attention was blatantly
lacking in this area:
"Because of incomplete attendance records, no one knew exactly who had missed what classes[!]. The
Attendance Progress Charts were the only available source to use in determining absenteeism and those were
not well kept. As a result, dissatisfaction was rampant among the crew members."
Such mismanagement would, to use an old army phrase, come back to bite the 500th in the butt. The Second
Air Force had authority over all aspects of the 500th's training program and it demanded that all missed classes
be made up by the end of "Third Phase Ground School Training", which was 24 July. What to do? Quick results
and stern measures were called for. The command decided that "each delinquent crew member [would] take as
many exams as necessary covering the subject matter which he was charged with having missed. Having
passed these exams, he was declared 'caught up' in all three phases of Ground School." And to ensure
compliance, no one would be eligible for leaves and furloughs until he had made up all missed classes. This
worked. "... [B]y 24 July nearly everyone had been declared 'caught up'."
Obviously, the airmen of the 500th thought ground school was boring and flying was exciting, but sometimes the
latter could get a little too exciting. On this day the 500th Bomb Group suffered its second major accident
involving a B-29 aircraft, 42-6373. The 500th Bomb Group unit history describes the incident in detail:
"Second Lt. Willard F. Shorey, piloting a B-29 airplane on a bombing mission over the Walker Bombing Range
discovered that his #4 engine was cutting out and later that it was throwing oil. He feathered this engine and
started back toward the field. Just before he reached the field, #1 engine began to run away and efforts to
decrease the RPM proved in vain. Then #1 engine caught fire, and though attempts to feather it cut down the
RPM, it was not completely feathered. At the same time both fire extinguishers were pulled but the fire did not
abate. Making a left hand turn into the final approach, Lt. Shorey encountered extreme difficulty in raising the
left wing to level off after he had lined the plane up with the runway. Both pilot and copilot exerted all the force
they could to raise the left wing. They succeeded to a sufficient degree in leveling the aircraft and landed on the
first third of the runway. During this time the fire was increasing in fury and was eating its way through the
nacelle. When the plane had rolled several yards down the runway, #1 engine tore loose and fell forward and
below the wing. This pulled the plane toward the left and application of right brake did not overcome this
veering. When the plane stopped all but two of the crew members made their exit through the main doorway on
the right side of the plane. The plane caught fire before the fire engines arrived and there was little left to
salvage when the blaze was brought under control. Fortunately no one was hurt.
"As a result of his expert handling and landing of this plane with one engine feathered and another on fire, 2nd
Lt. Shorey, at the request of the Second Air Force, was recommended for the Air Medal citation. As yet, official
approval has not been received.
"The Accident Investigation board in its findings held that responsibility lay in material failure in #1 engine and #4
engine. There was no pilot error involved."
12 Jul 44
On this date the 500th Bomb Group received a Warning Order for deployment of its Ground Echelon. The
specified date of departure was Sunday, 16 July, and the destination was Alliance, Nebraska. According to the
Group history for July 1944, "the members of the Ground Echelon were thereupon relieved from their duties in
the various sections of the Group. Final preparations then began for the movement. Field equipment was
issued, final adjustments in the service records made, nesting boxes and crates were painted and lettered, and
loading got under way."
13 Jul 44
Today some minor modifications needed to be made to the B-29's of the 500th Bomb Group at Walker AAF,
Kansas. Had the modifications been major, the planes would have been flown to one of the modification centers
set up around the country for that purpose. But minor modifications were usually taken care of at the training
fields by the assigned mechanics. The trouble today was that most of the mechanics of the 500th were part of
the Ground Echelon, and the Ground Echelon had been relieved of regular duties yesterday in order to prepare
for their overseas movement. Furthermore, the mechanics of the 330th Group which were to replace the 500th
mechanics had not yet arrived at Walker. As a result, the air crews were pressed into service.
From a letter from Ken Fine (navigator, Hurlbutt crew, 882nd) to his future wife:
"Thursday, July 13, 1944. We didn't fly this afternoon but they had some modifications to do to the planes so
they had them all grounded and had us working on them. So I was an aircraft mechanic awhile this evening. I
worked there until about eleven [p.m.], then quit, cleaned up and came on up here.
"We are supposed to have some Generals visiting here on Saturday so I expect they are getting things ready
for them too."
14 Jul 44
With the time for the ground echelon of the 500th Bomb Group to leave Walker AAF, Kansas, seemingly
imminent, George Hughes, airplane mechanic in the 881st Squadron, sat down to write a letter home:
"July 14, 1944
Dear Mother & Dad,
I received your letter today and I also got the camera and pen. This may be the last letter I will write from
W.A.A.F. The Group Commander told us today that we would leave tomorrow as far as he knew.
We still don't know a thing about where we will go except for the rumors. I heard today that we might go to
Nebraska for a week or two and then to go on to P.O.E. [port of embarkation] The Group Commander said we
might have to do things we never dreamed of such as loading barges, trains, etc. This doesn't look as though
we were going to a combat zone too soon. Time will tell.
I believe that I have made Cpl. but am not sure. I was listed that way on the last roster made up. I know that a
new rating list was turned in.
There is a lot of work to be done getting everything ready for moving. I will be glad when we get settled. This
moving around and not knowing your destination is no good.
It wouldn't surprise me to land in China and have to build a landing strip for our planes. Maybe a little pick and
shovel work is in the offing.
How is everything at home? The barracks is in an uproar right now. A bunch just rolled in from the beer hall so
there will be no peace or quiet for awhile.
Write soon. The mail may be forwarded faster than you can hear from me. Don't worry and I will write when I
can.
Love
George"
15 Jul 44
Today, as the Ground Echelon of the 500th Bomb Group frantically prepared to depart Walker Field tomorrow for
Alliance, Nebraska, they received a reprieve, in the form of an order postponing the movement indefinitely.
According to the unit history, "The explanation for this postponement seems to have been that accommodations
at the Staging Area at Alliance, Nebraska, were inadequate for all the Ground Echelons of all the Groups within
the 73rd Bombardment Wing VH [Very Heavy]."
The command did not anticipate a lengthy delay, and since most everything was packed up and ready, they
decided to leave as much as possible that way and use the extra time they now had to wrap up any last-minute
details and get a head start on the Ground Echelon Training Program as directed and outlined by the 73rd Bomb
Wing. This program had been intended to begin later, en route and after arrival at the overseas destination, but
with the extra time why not start it now? So over the next several days the troops were given lectures in the Intel
Section's War Room on such subjects as Security and Aircraft Identification.
While the Ground Echelon was making the best of their delay, the Air Echelon continued training. There was
both a Group Mission and a Wing Mission scheduled for this day. From the 500th Group Operations Journal:
"[Group] Mission #5: -- This mission was carried out 15 July 44 against (Simulated) Amarillo Oil Refinery at
Amarillo, Texas, with three (3) out of a scheduled six (6) B-29 aircraft. There were no abortions and mission was
completed."
"Second Wing mission (FO #1) was run on 15 July 44 to DALHART [Texas] PBR [Practice Bombing Range] #1.
Squadrons were requested to furnish a total of 5 - B-29's & 10 - B-17's. Total of ships participating in this
mission was 4 - B-29 & 7 B-17 A/C. B-29 [42-6]364 returned to line shortly before take-off time due to engine
trouble. Only plane having mechanical difficulties on mission was [42-6]372 (B-29) which made an emergency
landing at 1726 [at] WAAF."
Things were improving. Most of the planes that made it airborne were now completing the mission.
16 Jul 44
On this day Ken Fine (Hurlbutt crew, 882nd) at Walker AAF, Kansas, sat down to write another letter to Miss
Marie Sisco, whom he would marry after the war:
"Sunday, July 16, 1944. "We had visiting Generals and high rank all about yesterday. Even they were up and
about at 5 in the morning so you see this war is a serious business after all. [The VIP's were probably at Walker
to observe the scheduled Group and Wing training missions.]
We have to go down to the flight line at 3 this afternoon but I don't know whether our crew will fly as the
bombardier [2/Lt Glenn Aitken] is grounded with a cold and sore throat. He really has it bad as he can hardly
talk. Anyway, they probably will make us stay down there and fool around at something until about midnight."
As it happened, Maj Hurlbutt gave the crew the rest of the day off.
17 Jul 44
George Hughes, airplane mechanic in the 881st Squadron, wrote his parents about his delay in departure from
Walker AAF, Kansas:
"July 17, 1944
Dear Mother & Dad,
I didn't think that I would be doing any more writing from here but I was wrong. We had our bags packed and the
train loaded with equipment and luggage when our shipping orders were changed.
We are to remain here for an indefinite time. They are allowing us to send laundry so I expect to be here at least
a couple of weeks more. Some of the fellows are back to work and the rest are drilling and getting lectures on
various things to prepare for overseas. We took a six mile hike this afternoon and drilled all morning. It is plenty
hot out here now. The sun is very bright.
I don't know the reason for our change in orders unless the higher ups thought we were unprepared for
overseas. ... The rating list was posted on the fifteenth so I am now a corporal. Every little but will help.
Love
George"
18 Jul 44
On this date the Ground Echelon of the 330th Bomb Group, 45 officers and 972 enlisted men, completed its
move to Walker AAF, Kansas, from Dalhart, Texas. These personnel would provide maintenance and other
support to the Air Echelon of the 500th Bomb Group for the next several months until the air crews completed
their training and flew off to war.
The Ground Echelon of the 500th Group had been scheduled to depart Walker on 16 July, but that movement
had been delayed and consequently the field was now very badly overcrowded.
But training had to go on. The Hurlbutt crew of the 882nd had been scheduled to make a long round-trip flight to
Mather Field, California, but to the relief of navigator Ken Fine this was canceled. Instead, "We flew locally going
to the gunnery range and firing at ground targets and then flying locally the rest of the time. We didn't get in until
about 3:30 so it was 4 by the time I left operations and I felt like 11 hours at a stretch was a rather long drag
considering no breaks and no meals mixed in either."
When the crews started flying thirteen- or fourteen-hour missions from Saipan in November, "11 hours at a
stretch" would seem like child's play.
19 Jul 44
On this date Walker Field and the 500th Bomb Group were the recipients of a visit by Maj Gen Uzal G. Ent,
Commander of the 2nd Air Force, which controlled the training of all Army Air Force units in the midwest region.
General Ent made a hurried inspection of the field, then spent most of his time speaking to the personnel of the
500th. According to the 500th Group unit history, "The informal way in which the General conducted his talk and
the open house question session which followed it impressed those who attended with the idea that the
'pompous brass hats' are a thing of the past and that the present Army Air Forces' leaders are interested most of
all in the personnel who make up the entire organization."
That was the official view anyway. 2/Lt Ken Fine (Hurlbutt crew, 882nd) didn't seem terribly impressed, only
noting that "We had a Major General here to talk to us this morning at ten."
Other events seemed more important to Fine: "We didn't fly this afternoon but took a medical exam and then
went around to get some papers signed to show that we were up on our third phase work so that hopefully we
could get a leave. [This confirms the command threat to deny leaves until all third phase training was
successfully completed.] Then we had to go over and take a P.T. or physical training test. After that we (the
copilot Omilian and the bombardier Aitken and myself) went up to the club [Officers Club] and sat around and
talked for a while."'
20 Jul 44
The air crews of the 500th Bomb Group at Walker AAF, Kansas, had been complaining about the mess halls
there for some time. It wasn't the quality of the food that was their main gripe, although of course as red-blooded
American GI's they complained about that too -- it was the hours that irked them. The air crews were training
practically around the clock, flying long missions, and taking off or landing at Walker at all hours. Coming back
hungry from a long flight late at night to find that the mess hall would not open until normal breakfast hours made
for ill tempers and unhappy crews. Finally, the 500th command did something about it.
From the 500th Bomb Group unit history for July 1944:
"On July 20, the newly formed Flight Feeding Kitchen began serving its first meal. S/Sgt. Short, an instructor
from the Salina, Kansas, Flight Feeding School, is in charge and two cooks and two KP's are being supplied
daily from each of the squadrons. The inaugurating of the Flight Feeding Kitchen and the arrival of the Food
Warmers which are installed in the plane has [sic] resulted in favorable comment from the crews, in contrast to
the many previous complaints and pleas for some method of serving food to the crews on their long flights. The
Personal Equipment Section of each squadron handles the Food Warmers and their distribution."
21 Jul 44
Training continued for the air crews of the 500th Bomb Group at Walker AAF, Kansas. Hal Towner (Hays crew,
882nd) made the following entry in his diary:
"21 July 44
We had today about the smoothest mission we've ever flown -- had [42-24]537, a really sweet flying ship --
camera bombed Des Moines, Bettendorf, Chicago and Kansas City. We tried out the new food warmers and
found them most satisfactory -- especially Burulia and Wild Bill [radar operator Stanley Burulia and flight
engineer William Wallower]."
Meanwhile, on the ground, things were in turmoil again as the 500th had received new movement orders for the
Ground Echelon. Now they would depart on Sunday, 23 July, and this time directly for the Port of Embarkation
at Camp Anza, California. The unit history for July 1944 captures the atmosphere well:
"The period between July 21 and July 23 was marked by intense activity as final preparations to get under way
were carried out. Supply problems interfered to some extent with the normal loading of the trains when at noon
on July 21 an amendment to the Movement Orders was received which necessitated the issuing of certain items
of Field Equipment to all officers in the Air Echelon and the shipment of these items with the Ground Echelon.
The amendment further directed that part of the personal baggage of each officer in the Air Echelon which was
within the POM [Preparation for Overseas Movement] overall baggage limitations and above that amount
allowable for travel by air, would be shipped with the Ground Echelon movement. All officers, including those on
leave, succeeded in getting their equipment and baggage packed and loaded in time, but not without a great
deal of trouble. July 21 and the following day witnessed runs on certain items like soap, razor blades, towels,
toothbrushes, and other personal items at the Post Exchange Store, whose stock was already depleted by
previous purchases of the members of the Ground Echelon, and similar runs on khaki clothing, shorts and
undershirts, shoes, socks, etc., at the Quartermaster Sales Store. It is anticipated that once overseas, there will
be much trading among the officers of newly purchased clothing in an effort to fit everyone as best as possible
as a result of conditions existing back at this field which found many officers buying shirts and pants either much
too small or much too big for themselves."
22 Jul 44
On this day at 0115 the Hays crew of the 882nd Squadron left Walker Field on a long-distance flight to Los
Angeles. However, they didn't get that far. Near Trinidad, Colorado, the #1 engine cut out and would not
feather. They headed for the nearest field, which turned out to be Santa Fe, New Mexico. When they got there
the field was dark and the crew was unable to contact the tower, but they went on in and managed to make
a bouncy but successful emergency landing. This was a very scary experience for the crew, which was, as Hal
Towner put it, "praying to beat hell. We got religion that night."
With their B-29 in need of repair, the crew had to wait in Santa Fe until another plane could be sent to retrieve
them. Presumably a repair team would also come to work on the plane.
23 Jul 44
At Walker AAF, Kansas, George Hughes, airplane mechanic in the 881st Bomb Squadron, found time today to
write a letter home:
"July 23, 1944
Dear Mother & Dad,
This is just a few lines to let you know that everything is allright. We are drilling for three days and then working
three days. We are restricted to the base but I haven't the slightest idea how long we will stay here.
I will be glad to go and get it over with. This waiting gets very monotonous after awhile. There are rumors
around that we may go to a staging area for further training instead of going directly to a P.O.E. [Port of
Embarkation] Everyone has their own ideas on this shipment but no one knows.
From what I have heard they are cracking down on anyone disclosing any information about troop movements.
The way the news looks now we shouldn't have to stay overseas too long. Germany should crack before the
end of the summer. Japan won't last long after the B-29s get really organized. [Hughes was a trifle
overoptimistic here.]
Don't worry if you ever go for awhile without hearing from me. After all no news is good news. I will write just as
soon as I can and let you know all that I can disclose. Our mail is censored from the time we board the train for
P.O.E. until we get back to the states again.
Write when you can and don't worry.
Love
George"
It couldn't have been very long after he wrote his last uncensored letter that Hughes and the rest of the Ground
Echelon found out that their waiting was over. The command had known for at least two days that today was
departure day but had successfully kept that information secret. But when three Union Pacific trains pulled onto
the Walker spur today, everyone knew. The men were ready and loading started quickly, but as always there
was a last-minute task. From the unit history:
"On July 23 an additional amendment to the Movement Order was received which required that steel helmets, to
be used overseas by the Officers of the Air Echelon, were to be shipped with the Ground Echelon. Warrant
Officer Koon was placed in charge of this hurry-up detail and he successfully arranged for the drawing of 380
steel helmets and liners, packing them, and getting them loaded before the trains departed."
A few curious civilians who had noticed that something was up wandered over to the base to watch, but guards
posted at all the entrances kept them at a distance.
After the trains were loaded, the men had one last homage to pay to Walker Field. Each Squadron had to police
its respective area.
At 1420 the first train, carrying the ground echelon of the 881st Squadron, 8 officers and 303 men, under the
command of Squadron Executive Officer Capt Ralph Maust, pulled out.
A few hours later, at 1820, the second train, carrying the ground echelons of the 882nd Squadron, the Group
Headquarters and the 18th Photo Lab, 23 officers and 385 men, all under the command of 882nd Execuitve
Officer Maj Robert Wolcott, who was also in charge of the entire Ground Echelon, departed. On this train with
the rest of the 882nd Squadron was 21-year-old 2/Lt Norman Garrigus from Tucson, Arizona. He did not have to
be there. Garrigus, the 882nd Radar Countermeasures Officer, was supposed to have stayed behind as part
of the Air Echelon. But he was single and his friend 2/Lt Allen Morton, Squadron Radar Maintenance Officer,
was married. When Morton was assigned to the Ground Echelon, Garrigus volunteered to switch places so that
Morton could stay in the States with his wife a few months longer. No one can blame Garrigus if two months
later, trying to get to sleep in a pup tent pitched in a muddy former sugar cane field on Saipan, he might
have had second thoughts. The fact remains that he did a good thing.
At 2000, the last train rolled off with the 883rd Squadron ground echelon, 7 officers and 305 men, under the
command of Capt Harold Johnston.
The 500th Bomb Group, or half of it anyway, 1,031 officers and men, was finally off to war.
While the Ground Echelon of the 500th Bomb Group was loading up and moving out at Walker AAF, Kansas, the
Hays crew of the 882nd Squadron spent most of the day stranded at Santa Fe after their emergency landing
there yesterday -- stranded yes, unhappy no, as they enjoyed the hospitality of a local family. The plane sent to
pick them up didn't arrive until 1800, and they didn't make it back to Walker until 2200.
24-25 Jul 44
It took the Ground Echelon of the 500th Bomb Group two-and-a-half days to reach the west coast. The unit
history describes the trip:
"The three troop trains had Pullman cars and Troop Sleepers to accommodate personnel, and each train had
mess and baggage cars. The trains traveled by separate routes. While quarters were crowded in so far as
moving around and exercising were concerned, each man had a bed. Paper plates and cups were provided and
food was brought from mess cars to the men in their respective cars. Large appetites seemed to be in order and
it was quite a sight to see mess personnel bringing large pots and pans of food down the aisle and then loading
the plates. Food was good during this stage of the movement. Censorship began when troops entrained.
Guards were posted in each car and officers took regular turns as Officer of the Day enroute. At several train
stops the men were unloaded and given exercise. At more than one place, all food items and reading material
available were purchased, leaving shopkeepers with bare shelves.
"The only incident enroute was an accident in which one man in 881st Squadron was burned by gasoline in a
mess car. He was placed in William Beaumont General Hospital, El Paso, Texas."
25 Jul 44
The Air Echelon of the 500th Bomb Group continued their training at Walker AAF, Kansas, but was still having
problems with the planes.
"25 July 44
Scheduled for a honey of a round robin today, but strangely enough we seem to have exhausted our luck and
only one ship got off out of three scheduled to do so.
Some amazing poop from the group. Our C.O., Major Brannock, is giving us another crack at L.A. Looks like
the Roscoes will be Ramblin' again tomorrow if our luck holds out."
26 Jul 44
On this day the Ground Echelon of the 500th Bomb Group arrived at Camp Anza, California, 55 miles east of Los
Angeles. This would be their staging area, and they would remain here until time to board ship in the port of Los
Angeles. All three troop trains arrived within a few hours of each other, the 882nd train at 0140, the 883rd at
0630 and the 881st at 0800.
The officers and men of the 500th quickly learned that the authorities at Camp Anza had their own rules and
schedule. The different elements of the 500th were immediately assigned shipment numbers, such as 9159-V
for the 881st Squadron and 9159-AA for the 882nd, and these numbers were used by the Anza cadre in place of
unit designations. Also on the first day, medical checks were made, regardless of how many might have
been done elsewhere. Anyone whose immunization record was not up to date got some shots.
Nobody knew for sure how long they would be at Anza.
While the Ground Echelon of the 500th Bomb Group was getting acquainted with Camp Anza, some of their Air
Echelon comrades were coincidentally setting down just a few miles away, at March Field. The two groups were
probably unaware of each other. The Hays crew of the 882nd was in the Los Angeles area on a training mission.
"26 July 44
We fired her up and took off this A.M. on schedule and arrived at March Field at 3:00 P.M. We had a swell trip
across the mountains. On the way we flew down the Grand Canyon at cliff-top level and had a remarkable view
of the phenomenon.
We didn't get to L.A. till 7:00 P.M. C.W.T. because our business at March Field took about three hours.
We all had a heck of a good time and had a fast uneventful trip home."
Other less glamorous training was continuing for the air crews back at Walker AAF in Kansas. 2/Lt Ken Fine
(Hurlbutt crew, 882nd) described his crew's situation in a letter written this day to his future wife:
"We flew yesterday afternoon and night and then today we had ground work in our 4th phase. We have over a
hundred things to be checked out on in this phase and that's really going to take a lot of time. It all has to be
done by September 5th too so I want to get as much done before our leave comes up so they won't call me back
after about the first day of leave and say, 'get to work getting these proficiency checks out of the way.'
Tomorrow that good old 4 o'clock morning again. I never saw anything roll around as fast as that every third
day does."
The crews had to get up early every third day to make a long training flight to some distant location. Usually they
returned the same day but sometimes were allowed to RON (remain overnight).
27 Jul 44
At Camp Anza, California, George Hughes, airplane mechanic in the 881st Squadron, was able to write a short,
censored letter to his family today:
"July 27, 1944
Dear Mother & Dad,
I arrived safely at my present station and am in good shape. It is impossible to let you know where I am. The
censorship is quite strict about such information.
I haven't the slightest idea how long we will be here nor where I will go after I leave. ...
Love
George"
28 Jul 44
At Camp Anza, California, the Ground Echelon took the requirements laid on them by the camp authorities
seriously. They were anxious to meet them because doing so was the only way to be granted passes
to visit nearby cities, most enticingly Los Angeles, which was only 55 miles away and therefore well within bus or
hitchhiking distance.
At Anza, showdown inspections were held for clothing and equipment, and any shortages were filled. Weapons
were inspected. A new type of gas mask was issued and the troops went through the gas chamber with it.
Training in climbing and descending boarding nets was given. Hikes with full field packs were conducted. And
there were any number of lectures on safeguarding military information, first aid, conduct aboard troopships, etc.
Also, the Intel Section provided regular news updates.
Of course, the men also had to pull KP, guard duty and police detail.
Some of the 500th personnel thought they detected a prejudice toward the Army Air Forces on the part of the
Anza staff. The unit history noted "a particular lack of cooperation in matter of assistance in obtaining supplies,
extras and luxury items our units desired to purchase." But morale remained high and the frequent passes were
very much appreciated.
Training continued for the Air Echelon of the 500th Bomb Group at Walker AAF, Kansas. 2/Lt Ken Fine,
navigator on the Hurlbutt crew of the 882nd Squadron, wrote another letter today to his future wife:
"We have to fly this afternoon and night so it means another long night of it. The Major [Hurlbutt] is in the
hospital with a skin infection on his feet. (Not athlete's foot though) so we fly with some of the other pilots.
I was over at the hospital awhile yesterday afternoon to see the Major and I guess he is going to Denver this
morning for it too.
As things still stand, we are to get our leaves the 7th [August]. The Major said yesterday it might be possible
for us unofficially to get a day or so head start on them. I'll let you know as soon as I know definitely."
The Hays crew of the 882nd was back at Walker after their trip to LA and was apparently the subject of some
jealousy from the other crews for "too many RON's [remain overnight]". But bombardier Hal Towner was
flippantly unapologetic: "[W]e're the best crew and should have a vacation once in a while." Still, they had to
work through the same training as all the other crews: "We started our 4th phase today. It consists of a helluva
lot of proficiency checks -- very tiring."
29 Jul 44
The best part of life at the staging area at Camp Anza was its proximity to Los Angeles and other southern
California cities, and the availability of passes to visit them. Excerpt from the 500th Bomb Group unit history:
"In the evenings after 1700, those who had passes crowded into busses [sic] and went to Los Angeles,
Riverside, San Bernardino and other nearby cities and towns. Personnel were attempting to catch up and store
ahead good food, entertainment of their favorite variety and all forms of recreation, against that day when the
ship should sail. Los Angeles and Hollywood were popular places of rendezvous. Some of our personnel
attempted to become blotters and soak up enough spiritus frumenti to last them until they should return to the
States. It is significant, however, that out of more than 1,000 men, only a scattering handful made unpleasant
contacts with Military Police. Those who were not out on pass spent their evenings attending one of the Camp
theaters, visiting PX, canteen and Officers' Club, or in writing letters in their quarters; and although we were at
Anza almost three weeks and were anxious to continue the journey, time passed rapidly and many of our
numbers wished for a few more days or nights with the bright lights and civilization. Los Angeles was 55 miles
distant from Camp Anza and between four and five hours bus riding were required for the round trip, cutting
down on time allowed for passes."
30 Jul 44
On this day eight more CFC (Central Fire Control) specialists, MOS 580, reported to the 500th Bomb Group at
Walker AAF, Kansas. Four days previously, on 26 July, 26 CFC specialists had reported from the Fort Myers,
Florida, Gunnery School, and five Radar Mechanics, probably either MOS 852 or 867, had arrived from the Boca
Raton, Florida, Radar School. These latest additions brought the combat crews of the 500th almost up to
strength. The only shortage listed now was "2 Radar Operators (867)." (And there's some sort of error here.
They probably meant MOS 866, Radar Observer, as those were the men who served on the combat crews.
MOS 867 was a ground crew MOS, Radar Mechanic.)
The TO&E under which the 73rd Bomb Wing operated called for 60 combat crews per Group. The 500th
Group was actually operating with a small overage, 64 crews, which allowed for some attrition during training if
necessary. The crews were originally numbered 1 through 64, but someone soon came up with the idea of
adding 100 to the 881st Squadron crews, 200 to the 882nd crews, and 300 to the 883rd crews. This
system allowed immediate recognition of the Squadron to which a crew belonged. So the 881st crews were
numbered 101 to 121, the 882nd crews 222 to 242, and the 883rd crews 343 to 364. These crew numbers were
used throughout training, but after deployment overseas you generally saw them only on official documents.
The crews invariably referred to themselves and other crews by the name of the airplane commander.
Aerial training was continuing apace. In his little diary, right gunner Bob Schurmann of the McClanahan
crew (#353) of the 883rd Squadron listed "Bomb training" from 0930 to 1400 on 29 July and "Camera bomb
training over Kansas City" from 1700 to 2400 on 30 July.
Some crews, including the Hurlbutt (#222) and Hays (#228) crews of the 882nd, flew a long-range mission today
to Birmingham, Alabama, and back. Hal Towner, bombardier on the Hays crew, recorded this mission in his
diary: "Another good mission completed today. Our itinerary: Nashville, Birmingham, Memphis, Little Rock and
base. Went thru some rough weather and thrilled to see the B-29 ride it out in stride."
31 Jul 44
At the end of July the Air Echelon of the 500th Bomb Group could list a certain number of accomplishments.
The number of B-29's assigned had increased to 16, including four of "the newer type" from the Birmingham,
Alabama, Modification Center. This was timely, as most of the training tasks that could be accomplished in B-
17's had been completed. More B-29's were expected in August.
Maintenance of the B-29's, especially the engines, was still a big problem but the proficiency of the mechanics of
the 330th Bomb Group, who were now providing almost all the support, seemed to be improving.
The air crews were almost entirely filled out and well along in their training. They were now engaged in
proficiency checks under Phase 4, which was scheduled for completion by 5 September.
One area which had required a great deal of work was radar. The B-29's did not come from the factory with
radar installed. That had to be done by the radar mechanics of the 500th, and they had been busy. At the
beginning of the month, only two B-29's had radar equipment installed; now 12 planes were so equipped.
The Group Photo Officer, Lt. Donald C. Almy, had come up with a great idea to help in radar training. He
devised a method whereby a camera could take actual radar scope pictures in flight. This enabled instructors to
point out and explain features using a static image instead of trying to use a fleeting image on the scope.
A special project to increase morale was instituted in July. Photographs of the crews in front of a B-29, arranged
so that nothing secret was revealed, were taken, and a copy was given to each man to do with as he wished.
Here was something he could proudly show to his family. Attached is a typical photo, this one of the Savage
crew (#224) of the 882nd. (That's my father, kneeling far right, tail gunner James E. Bowman.)
Of course, the best boost for morale was leave, which started for some crews as early as 24 July.
But for most crews, including the Hays crew (#228) of the 882nd, training continued. Self-deprecating
bombardier-diarist Hal Towner recorded the day's activity:
"Radar bombing mission today. Navigator drops better bombs by radar than bombardier does with bombsight.
There were 15 men aboard today -- it was crowded and hot." [The extra bodies were probably trainers and/or
evaluators.]
1 Aug 44
At Camp Anza, California, George Hughes, airplane mechanic in the 881st, took time today to write another brief
letter to his parents:
"August 1, 1944
Dear Mother & Dad,
I am still in the States and still don't know for how long. We are having a pretty good time here. This is just the
same as any shipment, you lay around and draw K.P., drilling and other such detail. So far I have had two
passes to leave camp. This breaks the monotony somewhat.
It's very hard to write any sort of a letter when you can't tell any more than we are allowed but maybe later things
will be better. ..."
Love
George"
At Walker AAF, Kansas, the 500th Bomb Group received another new B-29 today. That was the good news.
The bad news was that a B-29 already on hand, 42-6379, was now out for extended maintenance after Capt
Vance Black, crew #359 of the 883rd Squadron, brought her in today from a training mission with two engines
out. A note in the 500th Group Operations Journal related to this event states that the Group was averaging
about 28 emergency landings per month. That's almost one a day. Clearly there were still many problems with
the B-29.
The weather was very warm at Walker at this time, making training very uncomfortable, both indoors and out,
and causing tempers to rise as well. Hal Towner of the Hays crew (#228) of the 882nd made the following entry
in his crew diary:
"1 Aug 44
Ground school -- we had some lectures on naval forces -- identification of same, then chow and were hustled out
to the gunnery range by 1220 -- we got sunburned and impatiently angry with the army in general. Returned at
1500 and then had to sweat out a lecture at 1930, hottest day yet."
4 Aug 44
On this day at Walker AAF, Kansas, the 500th Bomb Group had to ground another badly needed B-29 for repairs
for an indefinite period of time. From the Group Operations Journal:
"August 4-44 -- Captain R.W. Taylor had a malfunction of fire interruptor on B-29 [42-24]573. All props received
hits & each sustained 5-20 holes each [sic]. Left wing tip was badly shot up, but normal landing was affected
[effected] & no personnel injured."
Not a good thing to shoot off your own propellers. For those who may not be familiar with it, a fire interruptor
was a mechanical device which automatically prevented your guns from firing when they were moved into a
position where the bullets might strike your own plane.
The Ray Taylor crew, #112, belonged to the 881st Squadron. Ray Taylor would fly at least eight missions from
Saipan before being replaced as AC by 1/Lt Hugh McNamer. There was another Taylor crew late in the war, but
this was a replacement crew commanded by 1/Lt Roy Taylor. The similar first names have led to some
confusion.
5 Aug 44
Today the 500th Bomb Group participated in the third Wing Training Mission. If the diary entry of Hal Towner,
bombardier on the Hays crew (#228), is accurate, the mission wasn't very successful, at least the 500th's part of
it.
"Saturday 5 Aug 44
Big!! Wing Misson today -- two objectives according to Col. King, our group C.O., 1 -- to put 8 planes over the
target, 2 -- to be there at exactly 12:00:45. Six ships took off, or rather were ready to take off, but one didn't
make it. Five took off and three aborted -- the remaining two bombed 10 minutes late."
Perhaps significantly, the official unit history doesn't even mention this mission.
7 Aug 44
Training continued apace for the Air Echelon of the 500th Bomb Group at Walker AAF, Kansas. On this date the
Hays crew of the 882nd Squadron had ground school, i.e., classroom instruction.
If they chose, those men off duty in the evening had the opportunity to visit the post theatre and enjoy a USO
show, "The Panther Room Review". There is no indication as to whether it was any good or not.
8 Aug 44
The Ground Echelon of the 500th Bomb Group had been at Camp Anza, California, for almost two weeks now
and were still waiting, literally, for their ship to come in. George Hughes, airplane mechanic in the 881st
Squadron, wrote to his parents today:
"August 8, 1944
Dear Mother & Dad,
Everything is just about the same here. Yesterday was Sunday and a day of rest. [Actually, Sunday was two
days ago, on the 6th. Possibly Hughes started his letter on Monday and didn't finish it till Tuesday the 8th.] We
didn't have any formation to meet and it was quite a relief.
There was a show here last night sponsored by Bing Crosby's brother. It was very good and lasted about two
hours. There was quite a few good acts and musical numbers.
I played ball yesterday afternoon for a while and got my shoulders sun-burnt. The sun burns me in a hurry if I
am exposed to it. I guess I will have to take it in small doses. ...
There isn't much more to write about so be patient and wait for things to straighten out. Write as often as you
can.
Love
George”
Meanwhile, back at Walker AAF, Kansas, the Air Echelon of the 500th Bomb Group continued their training.
Also, the crews had begun getting their promised leaves, a few crews at a time. Three crews of the 882nd
Squadron were on leave at this time, including the Hurlbutt crew (#222), which left yesterday. Navigator Ken
Fine of that crew planned to spend his leave with his family in Hopkins, Missouri.
9 Aug 44
The Air Echelon of the 500th Bomb Group continued training hard at Walker AAF, Kansas. Hal Towner,
bombardier on the Hays crew of the 882nd Squadron, recorded in his diary their activities for the day:
"9 Aug 44
We dropped our first night bombs tonight -- also flew our first 25,000' flight. The bombs dropped all around the
target area but not in it. Visibility must have been fifty miles at that altitude. Wild Bill [flight engineer William
Wallower] has been checking out Mike [ring gunner August Michelsen] in engineering and feels he has an apt
student. [Most crews trained one of the gunners, usually the tail gunner because in most cases he was also a
trained airplane mechanic, as an assistant flight engineer so that the regular FE could be relieved on long
flights.] We shot our first air to air gunnery. Lots of firsts today."
10 Aug 44
Just before noon this day at Walker AAF, Kansas, the Air Echelon of the 500th Bomb Group received Wing Field
Order No. 3 for a Wing training mission to be flown tomorrow to Galveston, Texas. The S-2 staff quickly began
preparing the mission briefing, which was scheduled for 0400 tomorrow.
Meanwhile, down in the Squadrons, crew training continued. From the Hal Towner (bombardier, Hays crew,
882nd) diary:
"10 Aug 44
Hays, Sawdust Bill and Linwood slow-timed #366 today and the latter shot his second B-29 landing."
This brief entry cries out for annotation. Hays was of course AC Hale Hays. Sawdust Bill has to be flight
engineer William Wallower. Linwood must be the middle name of copilot Edgar L. Betts. Slow-timing is the term
for breaking in a newly installed engine. #366 may be B-29 Serial No. 42-6366, although I can find no record of
this plane ever being assigned to the 500th. Possibly Towner got the number wrong.
11 Aug 44
The Ground Echelon of the 500th Bomb Group had been at their overseas staging area of Camp Anza,
California, for 16 days now. Most of the men continued to have a relatively good time. They knew they would
have to leave but they didn't know when. George Hughes, an airplane mechanic in the 881st Squadron, wrote
another letter to his parents today:
"August 11, 1944
Dear Mother & Dad,
Everything is fine here and going along smoothly. ...
I just got off K.P. a little while ago. This is only the second time that I have had it here and outside of that things
have been very easy. A few more weeks of this life and I would start getting fat.
There isn't anything I can tell you about when we expect to move. Maybe a little later on I will be able to write
more.
The war news certainly indicates that the European war is about over. Maybe it will be all over before we expect
it. [In Europe, US forces had broken out of Normandy and Patton was racing across France, but appearances
were deceptive. There would be plenty of tough fighting ahead.]
Write as often as possible and don't worry.
Love
George"
Back at Walker AAF, Kansas, the Air Echelon of the 500th Bomb Group had an early briefing for today's
scheduled Wing training mission, a radar bombing mission to Galveston. No details on this mission are available
in the official history, but it must have been a mess, as it "was declared a failure by 73rd Bombardment Wing
Headquarters." General O'Donnell decided it would have to be done over, so it was rescheduled for later in
August.
The Hays crew of the 882nd participated in this training mission. In a case of damning with faint praise,
Bombardier Hal Towner thought it wasn't as bad as the previous one:
"Off we go on a wing mission again -- this time to do some Radar bombing off Galveston. It wasn't quite as
S.N.A.F.U. as the next preceding mission was. We arrived almost on time and dropped our bombs successfully.
…"
12 Aug 44
The time for the Ground Echelon of the 500th Bomb Group to leave the United States was nigh. At 0900 on this
date an advance party under the command of 1/Lt Harry Salomon, Group Ordnance Officer, departed Camp
Anza by motor convoy for the Port of Los Angeles. The convoy arrived at the port at 1315 and the men boarded
the ship that would take them to Saipan, the SS Alcoa Polaris. The members of the advanced party
were assigned duties and given instructions to ensure an orderly and speedy embarkation of the main body of
troops when they arrived tomorrow.
On this date at Walker AAF, Kansas, there was a meeting of the 500th Bomb Group staff at 0830 in the War
Room, a relatively secure room in the S-2 spaces. Primary reason was to pass on the latest information on
delivery of flyaway aircraft (the new B-29's that the Group would take to war), movement to staging areas, etc.
Much of the information was still very tentative, however. Capt John Smolenski, Assistant Group S-2, took
notes:
"Maj. Brannock [CO 882nd Squadron] told of what happened at Wing Ding at Salina, Kas, the first part of this
month:
(1) Flyaways will be delivered either at Okla. City depot or at the Staging Area of 500th Air Echelon. Can't say
yet where Staging area will be, may be Kearney, Neb, Harrington [Herrington], Kans, etc. [It turned out to be
Kearney.] Some A/C (flyaways) will be delivered by the 5th of Sept, some by the 15th. Maybe.
(2) Order of proceeding to Staging area will be: (1st) 497th + 498th Gps. (2) 499th + 500th. We should be
leaving for Staging area around 1st of October. Not definite, however.
(3) Possibility of our being assigned with another Grp to the same landing strip. Not well received.
(4) Spoke of modifications on flyaway A/C."
Meanwhile, outside on the runways training continued. On this day the Hays crew of the 882nd flew to Rapid
City, SD, and back. Bombardier-navigator Hal Towner rated the crew's performance, including his own, as
follows: "I did a beautiful job of navigation on the way up, but the return trip proved I need lots of celestial work.
Betsy [copilot Ed Betts] greased it in for the third time today -- a sweet landing."
Showing at the post theater tonight was the USO show "Topsy Turvy".
13 Aug 44
At 1600 today the main body of the Ground Echelon of the 500th Bomb Group boarded a train at Camp Anza for
the relatively short trip to the Port of Los Angeles, where at 1900 they boarded their transport, the SS Alcoa
Polaris. At the pier, the Red Cross served sandwiches and coffee. Embarkation went very smoothly as
each element was directed to their bunks and told to stay in them until boarding was finished and everyone
accounted for.
The ship was not scheduled to depart until morning, but the men would sleep aboard overnight, so there was
some time for shipboard acclimation that first evening. The Alcoa Polaris was a converted merchant ship. The
first thing the men noticed was that most of the troop compartments were filled with folding bunks stacked five
high. Even so, the ship was so crowded -- the 11th Combat Camera Unit and the 572nd Materiel Squadron of
the 91st Air Service Group were also on board -- that over a hundred men had to sleep on cots placed on lower
deck hatches. As always, the officers had it better than the enlisted men but were still uncustomarily crowded in
their compartments. The next important thing the men had to learn was where the heads, as latrines were called
aboard ship, were located. Gradually, things quieted down and the men settled into their bunks for their first
sleep aboard ship.
14 Aug 44
At 0800 today the SS Alcoa Polaris, carrying the Ground Echelon of the 500th Bomb Group, left the pier, an
action which the purist might say turned them into the Sea Echelon. But before leaving harbor, the vessel had to
undergo degaussing and a few other necessary tasks. Finally, in midafternoon, she headed out to sea, and the
men of the 500th gathered at the railings to quietly watch the United States slowly recede into the distance. Who
knew when they would see it again? When would they see their families again?
Before long, they were all alone on a vast ocean, except for a Navy blimp overhead. The Alcoa Polaris was a
fast ship for a converted merchantman, able to make 16 knots, so it was not deemed necessary that she travel in
a convoy or with surface escort.
Out on the open sea, which was fairly rough for the first few days, the ship began to roll, and the men learned
first-hand what "sea legs" meant. Most of them took the sea sickness pills they had been issued, and those who
were able and curious put on the life preservers that they were required to wear at all times when away from
their bunks and set about familiarizing themselves with the ship. Later, those who were not too queasy
tried dinner, which by all accounts was less than satisfactory.
At dusk the men learned a little more about life at sea during wartime when a voice boomed out over the
loudspeaker, "Attention! Attention! All members of the Merchant crew, Armed Guard Crew and Army -- Blackout
is now in order. Place blackout screens in ports or close the ports; adjust curtains in all pasageways and
companionways; no smoking on deck. Blackout!" And so the men settled down for their first night at sea, far
away from home and getting farther away with every turn of the propellers.
15 Aug 44
By their second day at sea, the men of the 500th Bomb Group Ground Echelon were getting more used to
shipboard routine. There were near-daily fire and lifeboat drills, with each man learning these procedures and
his place therein. There were details for KP, guard and sanitation, with each man pulling it once about every four
days. Daily inspections of the troop spaces were conducted by both ship's officers and troop officers. There
was a PX or ship's store on board, where the men could purchase candy, tobacco, toilet articles, etc. After a few
days on board there was even a free distribution of candy, cigarettes and cigars. However, smoking was allowed
only on deck or in the heads. Films were shown nightly in the troop mess hall. There was even a daily news
sheet, including baseball scores, put out by the Ground Echelon headquarters.
The biggest source of dissatisfaction during the voyage was the food. To quote the official history, it was
"partially very unpalatable and generally unsatisfactory." The mess facilities were too small to begin with, which
created long lines and limited full meals to breakfast and dinner, with only a sandwich or soup served at lunch.
To ease the congestion, the several troop compartments messed in rotation, with duty officers and NCO's trying
to keep things moving as smoothly as possible. There was no room for seats or benches in the mess area; the
men had to stand at tables while eating. The officers of course messed in a separate area, but most of their food
came from the same kitchen. The dissatisfaction was not helped when after a time the men realized that the
crew and the naval armed guard, which manned the guns, had their own galley and ate much better food.
But the Alcoa Polaris steamed steadily on in a generally west-southwest direction.
At Walker AAF, Kansas, the S-2 (Intel) Section of the 500th Bomb Group got official word from Maj Freeman
Parsons, Group Assistant Operations Officer, of two upcoming Wing missions. One was scheduled for this
coming Thursday the 17th and would be a repeat with only minor changes of the failed 11 August radar bombing
mission to Galveston. The other was scheduled for Saturday the 19th and would be to Batista Field, Cuba. As it
happened, the first mission would be pushed back to 18 Aug and the second to 25 Aug.
16 Aug 44
While the Ground Echelon of the 500th Bomb Group was on its third day at sea, the Air Echelon continued
training at Walker AAF, Kansas. Today the Hale Hays crew (#228) of the 882nd Squadron "became proficient in
swimming at the Hays bathtub", as bombardier Hal Towner impishly put it. The swimming training probably took
place at a community pool in the nearby city of Hays, coincidentally bearing the same name as the crew's
commander.
To be honest, the crew was not particularly focused on training this week. They were looking ahead to their
long-awaited leaves, scheduled to start on Friday 18 August. Some of the men from the New York area planned
to hitch a ride on a B-17 Friday morning as far as Chicago, then try to find a ride eastward from there. Towner
and the others planned to leave by midnight Friday by various means of transportation. Towner also noted,
"Some of the fellows will bring their wives back with them after their leave, but most of the married boys are
gradually getting moved back to the base." It wouldn't be that long before the Air Echelon would also be on the
way overseas.
17 Aug 44
Today at Walker AAF, Kansas, the S-2 Section of the 500th Bomb Group was very busy preparing for tomorrow's
Wing radar bombing mission to Galveston. This would be a re-run of the failed 11 August mission. The journal
entry written by Capt John "Smoky" Smolenski is very illuminating as to how these briefings were organized. It
also shows how the S-2 Section was itself learning on the job.
"[August 17] -- Briefing at 4:30 this afternoon, all to take part except weather [due to the changeability of
the weather, that briefing was usually not given until shortly before take-off]. This mission is a repeat of Wing
Mission No. 3 ..., except for a few minor changes which are:
(1) We are the 1st Group to bomb, from 1130 CWT [Central War Time] to 1140 CWT.
(2) We take same route out, but break up [into?] 3 plane formations @ 93 degrees W, 31 degrees 20 minutes
N, which is around Alexandria [Louisiana].
(3) After bombing proceed back over Strother Field AAF [near Winfield in southern Kansas] for fighter
interception.
"A pre-briefing meeting was held in Gp Operations Office & everything was thrashed out with Col Dougherty
presiding [Deputy Group Commander Lt Col John Dougherty was in charge while Group CO Col Richard King
was on leave]. This meeting should become standard procedure, I think, if you want the briefing to go off well.
Everybody was there.
"Briefing at 4:30 PM was good. Held in 883rd Sq. We had each sq make up their own pilot's kits for distribution
the following morning & S-2 made out the Pilots' flimseys [sic] & Navigation Section made out the Navigators'
Flimseys & we put them in the pilots' kits." [A flimsy was a single sheet of paper containing the most important
mission data presented in a concise format. For example, a navigator's flimsy would show the planned route,
change points for course, speed and altitude, other important reference points, etc. The term flimsy was used
because originally it was a thin sheet of rice paper that could be quickly chewed and swallowed if capture was
imminent.]
18 Aug 44
Today the Hays crew (#228) of the 882nd Squadron, 500th Bomb Group, was busy getting out of Dodge, or
rather Walker AAF. Their final leaves before overseas deployment started today and the men lost no time in
getting away.
It was an entirely different story in the 500th's S-2 Section, where a very harried Capt John Smolenski had more
than he could handle with a Wing mission being flown today. This was a repeat of the original Wing radar
bombing mission to Galveston on 11 August. Smolenski was actually the Deputy S-2 but was in charge while
the S-2, Capt William Marmion, was on leave. Smolenski's detailed notes provide a wonderful feel for what it
was like to be in the S-2 seat at that time. Remember, the S-2 Section was responsible for preparing and
administering the mission briefing, conducting the post-mission crew debriefings (then called interrogations), and
then compiling all the information into a consolidated mission report.
Capt Smolenski's very hectic day:
"[August] 18 -- 6 planes got off today & I'm making arrangements to instruct the Squadron S-2's to get all the
dope from the crews on those Wing Interrogation forms. It's hard as hell to make any sense out of reports that
are inconsistent as hell. Col. Dougherty at the pre-briefing session yesterday said it would be better if I
personally interrogated each crew. I squawked, but said I'd do the best I could.
Another thing, Capt. Farmer, one of the Wing Radar Officers, is here and will go on the mission. He brought
a Radar questionnaire that is as long as the Wing S-2 questionnaire. He wanted S-2 to fill it out. I told him to fill
it out himself, that we had enough to do. I guess he passed them out to the navigators. Capt. Farmer said the
interrogation forms are being revised to include radar dope, etc. Holy Smokes! What next?
Planes began returning around 3:30 PM. I caught the first crew down. Then rushed over to the 883rd & took
care of another. Then back to the 881st for another, then sat in on the tail end of Lt. Anderson's [2/Lt Leonard W.
Anderson was the Assistant S-2 of the 882nd Squadron] interrogation.
I think each Squadron S-2 should have to make a Consolidated Mission Report out on one of these Wing
Missions to realize what a job the Grp. S-2 has in consolidating all the interrogations. I appreciate the difficulty
involved in interrogating a tired crew but hell, it can be done & well too, if only the Squadron S-2's go at it
correctly.
At about 6:15 P.M. Lt Carroll called from Wing A-2 office & said Col. Sweeney [73rd Bomb Wing Chief of
Staff] was demanding the Flash Reports so I gave him what I had on four planes. Then called him back at 6:40
& gave him a revised Flash Report. (See Report on Mission in Wing Mission folder in my desk -- lower drawer
right side) [Smolenski was going on leave in a few days, so the parenthetical note was undoubtedly meant for
S-2 Capt William Marmion, who would be returning from leave about the same time. Sure wish I could find that
Wing Mission folder.]
Took Interr. forms home & wrote up consolidated mission report. Sure is a hell of a job."
19 Aug 44
At Walker AAF, Kansas, Capt John Smolenski, Assistant S-2 for the 500th Bomb Group, after a very long day
yesterday, got no relief today. The first thing on his plate this morning was to study the bomb impact photos from
yesterday's training mission to Galveston. His verdict: "Pretty sad." The next task was to hand the Mission
Report he'd spent last night writing over to Deputy Group Commander Lt Col John Dougherty, who was flying
today to 73rd Bomb Wing HQ at Colorado Springs. Smolenski noted that he'd classified the report Confidential.
Part of the Group S-2's duties was to advise and assist the Squadron S-2's, and Smolenski spent some time
today doing that. Now that Lt Moye was back on the job, Smolenski thought the 881st Squadron was "OK
again." He was a little concerned about the 882nd -- Lt Anderson of that squadron was having to handle
everything himself with no other reliable officers. Smolenski did not mention the 883rd.
Apparently, the S-2 Section had the responsibility for distributing the crew pictures which were being taken at
Walker. These photographs, which showed the crews posing in front of a B-29, were intended as a morale
booster for the men, each crewman being given a copy to keep or send to his family. Smolenski noted that 51
(out of 64) of these pictures had been distributed already.
Another S-2 responsibility was writing the monthly Group histories. Smolenski noted that the one for July "was
mailed today, at last. Only 2 weeks late." Smolenski suggested that Lt Thompson, Assistant S-2 of the 883rd
Squadron, should write the one for August.
But Smolenski's greatest concern was planning for upcoming missions:
"New Group Mission being planned for Aug. 21, 22 & 23rd. All available Group planes will camera bomb targets
in Winfield, Kas. Mission primarily for A/A [air-to-air] gunnery with interception from Strother Field. Gp. Ops.
wants Intelligence Annex, & Lt. Johnston [a photo interpreter assigned to Grp HQ] is writing one up.
"Lt. Anderson says 882nd is planning on the Batista [Cuba] Mission for Sunday, tomorrow, the 20th [this actually
didn't take place until the 25th]. Anderson has most of the dope on it -- I gave him some received from Capt.
Gabbert. He can handle it O.K."
20 Aug 44
After six days at sea on the SS Alcoa Polaris, shipboard routine had become, well, routine, for the men of the
500th Bomb Group Ground Echelon. But today there was a stir. Land was in sight -- Hawaii! As the ship came
closer, the men crowded the rails. They steamed past Diamond Head and necks craned to see the famous
tropical landmarks everyone had heard of but never seen except in movies -- Honolulu, Waikiki Beach and the
big resort hotels. Then they passed Hickam Field and entered Pearl Harbor, anchoring at 1730. The harbor was
full of Navy ships of all types and sizes. But the men on the Alcoa Polaris could only watch. The ship spent the
night at anchor and no one was allowed to go ashore.
21 Aug 44
The SS Alcoa Polaris, carrying the Ground Echelon of the 500th Bomb Group, spent most of the day in Pearl
Harbor, but the men could only look longingly at the shore and the green hills beyond. No shore leave was
allowed. The vessel took on fresh water, then at 1700 she pulled out of the harbor. Other ships did too, and as
soon as they were out at sea a convoy of ten troop ships and Navy transports, with three destroyer escorts,
formed up, and then it was off to their next destination, somewhere far to the west.
On this day the Hurlbutt crew (#222) of the 882nd Bomb Squadron, 500th Bomb Group, was back at Walker
AAF, Kansas, after their leaves, and of course not happy about it, but as navigator Ken Fine put it, "such is life."
This Monday morning the field was noisy with activity as six B-29's took off on Group Mission #6, which was a
camera bombing of Winfield, Kansas, about 35 miles southeast of Wichita, to be followed by a
simulated interception by fighters from nearby Strother Field.
While the Winfield mission was in progress, the 500th Group headquarters had a big staff meeting this morning,
with Deputy Group Commander Lt Col John Dougherty presiding. Several big items were covered,
with Assistant S-2 Capt John Smolenski taking his usual detailed notes:
"[August] 21 -- At Staff meeting this morning, Col. Dougherty explained that the Air Echelon would move out of
WAAF around Oct. 1. Major Lloyd [Group Adjutant] said the movement orders had arrived & that Gp. Hdqs, Air
Echelon is due at the POE [Port of Embarkation, which would be Mather Field, California] on Oct. 21st, with the
Squadron air echelons arriving within the next 2 days. Some conflict exists about the Flight Echelon [meaning
perhaps the men who would be going overseas via Air Transport Corps planes]. Col. Putnam, base C.O., who
was present at the meeting, said the flyaway planes [the ones the 500th would take to war] would be delivered
here, & he indicated the 500th would be pulling out before Oct. 1 because of the arrival of the 330th Air Echelon.
[The 330th Bomb Group of the 314th Bomb Wing would be the next unit after the 500th to train at Walker. Their
Ground Echelon had been supporting the 500th Air Echelon ever since the 500th's Ground Echelon had
departed for overseas on 23 July.] Well, we'll see.
"Next big news was the criticism on the last Wing Mission. [This was the repeat of Wing Mission #3, a radar
bombing mission to Galveston, run on the previous Friday, 18 Aug.] Col. Dougherty didn't direct [two lines
illegible].
As far as S-2 was concerned with the last Wing mission:
(1) Briefing was O.K. except that there was too much disorder in the specialized briefings. This will have to
be corrected by the creation of Group briefing teams made up of Gp. Navigator, Bomb., Radar, Comms, etc.,
who will work out in advance their briefing material.
(2) Adequate mission folders must be available. Ours were O.K. on last mission but this is tied up with:
(3) Flimsies -- each section will make out its own flimsies [single sheets of paper containing essential
mission data, handed out to key crew members such as navigator, flight engineer, radio operator, etc.] well in
advance, so crews can study them & know them before the Group briefing takes place. Good idea!
(4) Pre-briefing meetings will be held with each section present to adequately thrash out all the problems
concerning the mission & the briefing.
"Then came the news about the big Wing Mission. [There were two missions being planned to Cuba at this
time, a smaller one which took place on 25 Aug, and a second, bigger one to take place on 29 Aug. Smolenski
is referring here to the second one.] It will be an important one, & will be a long one. Several Generals riding,
including General Hassell [Hansell], who is C.G. of the 21st B.C. now. O'Donnell [CG 73rd Bomb Wing] will also
ride along. Here's the dope on it:
(1) 12 planes from each Gp. must get over the target.
(2) The target is Cayo Traviesa, I guess, same as on the Batista Mission [meaning the 25 Aug mission].
(3) All Wing planes will take off from Salina field, & 499th [Bomb Group, stationed at Salina] will take care of it,
briefing, etc.
(4) Planes will fly in 12 ship formations & route will be from Salina to Wichita to Batista to target to Batista to
Tampa to home fields. Don't know for sure about that last pt. Planes may all land at Salina, but I think not.
(5) 10 bombs will be dropped.
(6) 499th is the lead Group.
(7) Field Order is expected Wed. night on the mission."
After covering a few more minor issues, Smolenski confessed to an embarrassing error: "I pulled a boner on the
last Mission Report to Wing. In plotting (or reporting) the bomb impact error in feet, I used the wrong aiming
point. ... Am preparing a correction sheet to be sent [to] the Wing."
Then Smolenski, who was scheduled to go on leave tomorrow, made what he thought was going to be his final
observation for a while: "Oh yes, we may laugh at the 499th now because of the big job they have in preparing
for this mission but don't forget that we may be called upon to do the same thing before we leave the country."
Finally, if anyone at Walker had any spare time tonight, they could attend the USO show "Novelties of '44" at the
post theater.
22 Aug 44
On this day the convoy containing the SS Alcoa Polaris and the Ground Echelon of the 500th Bomb
Group continued its journey generally west-southwestward. In addition to having to travel in convoy, the men
found that things past Hawaii were a little different. Since it was uncertain when replenishment would again be
available, the fresh water on board was kept "limited." Most of the troop drinking fountains had cold water,
although on occasion the ship water condenser system became overloaded and allowed salt water into the
drinking fountain lines. Worse, showers were strictly with salt water. So-called salt-water soap was issued, but
still the men found this "a most unsatisfactory way to bathe." One thing had not changed, however. Everyone
agreed that the food continued to be bad.
This morning at Walker AAF, Kansas, five B-29's of the 500th Bomb Group took off for the second day of Group
Mission #6, flying to Winfield, Kansas, for a camera bombing exercise and a simulated fighter interception.
Over in the S-2 Section, Capt John Smolenski was busy in his office again. His leave was supposed to
start today, but yesterday at 1730 a Capt Beckett from the 73rd Bomb Wing A-2 (Intel) office called to discuss the
upcoming Wing mission to Batista, Cuba. It seems that Wing wanted some S-2 officers from the 500th to go to
Salina tomorrow, the 23rd, to conduct briefings and crew interrogations for the Wing mission currently scheduled
for Thursday, 24 August. (The plan currently called for the 500th planes to fly to Salina, be briefed and take off
from there, then also return to Salina for the interrogations.) By the time they were done, Beckett had talked
Smolenski into postponing his leave until Friday, and the list to go to Salina included Smolenski, Lt Moye (S-2 of
the 881st Squadron) and Lt Anderson (S-2 of the 882nd).
When Smolenski informed Deputy Group Commander Lt Col Dougherty about this conversation later, Dougherty
"was against the idea of our planes landing back at Salina after the mission, said he'd try to talk Wing out of it &
he'd let me know." However, a later call from Wing that afternoon showed that they still had the planes landing
back at Salina. A Lt Kramer told Smolenski that a teletype message would be on its way ordering him, Moye and
Anderson to Salina tomorrow. He was asked also to bring along two enlisted clerks and enough pilot's kits for
the 500th crews. Everything else would supposedly be taken care of by the 499th Group, which was based at
Salina and was running the mission.
Meanwhile, the upcoming Batista mission was interfering with other crew training at Walker. 2/Lt Ken Fine,
navigator on the Hurlbutt crew of the 882nd, told his fiancee today in a letter, "We were supposed to fly tomorrow
but they grounded the planes tomorrow to work on them. They are getting some of them ready for a trip to Cuba
and back non-stop. I don't know whether we will be on it or not."
23 Aug 44
On the final day for Group Mission #6, two B-29's of the 500th Bomb Group at Walker AAF, Kansas, took off this
morning for a camera bombing of Winfield, Kansas, followed by a simulated fighter interception from nearby
Strother Field.
This morning Assistant Group S-2 Capt John Smolenski received the expected teletype message from Wing
ordering the agreed-upon group of S-2 personnel from the 500th Group to Salina to conduct the briefing and
interrogation of the 500th crews participating in the upcoming Wing mission to Cuba. An obvious problem
was that the message directed them to be there by 1200 today, which was impossible. The best Smolenski
could arrange with Maj Parsons in Operations was a flight leaving for Salina at 1300 or 1330.
Another concern Smolenski had was that two S-2 officers of the 330th Bomb Group who had been helping the
Squadron S-2's of the 500th would be leaving today for Camouflage School at March Field in California. Since
Lts Moye and Anderson, S-2's of the 881st and 882nd Squadrons respectively, would be accompanying
Smolenski to Salina, this meant that those two squadrons would have no S-2 officers at all for a few days.
However, Smolenski reasoned that this should not be much of a problem, "since most of the planes will be gone
on this mission."
In the 882nd Squadron, Ken Fine of the Hurlbutt crew (#222) still did not know if his crew would be one of those
flying to Cuba. If so, they would have to fly to Salina tomorrow and leave from there for Cuba on Friday
morning. Fine also confided to his fiancee something he wasn't supposed to: "They told us we would probably
be leaving here [to head overseas] around the 1st of October which is very confidential and also subject to
change but gives an idea of when we might be going." But Fine may be forgiven, because probably most of the
men at Walker were doing the same thing.
24 Aug 44
As the SS Alcoa Polaris and her convoy moved closer to the equator, flying fish became a common sight. The
weather also became steadily warmer and the sun burned down hotter, which some men of the 500th Bomb
Group discovered the hard way when they lingered in the sun too long and ended up with sunburns.
With no laundry facilities available, most of the men had run out of clean clothes long ago. However, they
learned that a semblance of cleaning could be achieved by tying your clothes to a rope and trailing them in the
water. But you had to be careful. If you lost grip of the rope or failed to tie it securely to the railing, you could
lose your wardrobe. More than one man watched in frustration as his laundry receded in the ship's wake.
Boredom started to be a problem. The ship had a fairly good stock of books and they were much used. All kinds
of card games were played, as well as games such as bingo. The Special Service section organized
entertainment programs, boxing matches, discussion groups and more. Even an orchestra was put together and
practiced daily. And of course there were regular religious services.
25 Aug 44
At 2400 on this day, the SS Alcoa Polaris crossed the International Date Line, meaning that the men of the
Ground Echelon of the 500th Bomb Group on board passed immediately to 27 August. There was no 26 August
for them.
By this time, word had leaked out to many of the men that their next stop would be Eniwetok in the Marshall
Islands.
On or about this date George Hughes, airplane mechanic in the 881st Squadron, wrote a brief V-mail to his
parents. The letter is undated but the V-mail is postmarked 26 August 1944. Due to censorship, all Hughes
could really confirm for his parents was that he was safe and "on a ship now enroute to our destination."
On this date the first Wing mission to Batista Field, Cuba, was flown. Deputy Group Commander Lt Col John
Dougherty led four B-29's from the 500th Bomb Group on this mission. The planes had flown from Walker Field
to Salina the day before and took off for Cuba early this morning.
There is nothing in the unit history about the flight down to Cuba and what transpired there, but on the way back
the planes apparently hit bad weather which completely broke up the formation. One of the 500th planes landed
at Eglin Field, Florida, and another at Gulfport, Mississippi. Only one plane made it back to Walker Field.
The plane piloted by Lt Col Dougherty ended up near Omaha, Nebraska, with one engine feathered and burning
and another cutting out due to lack of fuel. Apparently thinking the other engines might quit at any time,
Dougherty ordered the five enlisted men in the rear of the plane to bail out but for some reason allowed the men
up front their choice. All the men up forward elected to stay with the plane, so only the five men in the rear
jumped. Three of them made it down safely, but one, Cpl K. C. Clawson, apparently struck the horizontal
stabilizer and was killed instantly. The fifth, a Cpl Woodruff, could not be found. After a two-day search,
Woodruff's body was found floating in Omaha Lake, where he had apparently splashed down and drowned. As
far as is known, these men were the first fatal casualties of the 500th Bomb Group. Meanwhile, Dougherty had
succeeded in making an emergency landing at Omaha and saving the plane and the rest of the crew.
This incident created considerable bitterness toward Dougherty on the part of some of the enlisted men, who
noted pointedly that Dougherty had not ordered the officers to jump. John Ciardi, CFC gunner on the Cordray
crew (#239) of the 882nd Squadron, still simmered over the incident months later on Saipan: "What sticks in my
craw is that it was Dougherty who ordered five EM to bail out of a burning ship over Nebraska. He then
proceeded to land [the] plane with all the officers intact. Two of the boys that jumped were killed. It's all in the
chances of war, I suppose, but the big thing is that the men were offered no choice." Ciardi held the grudge for
the rest of his life.
27 Aug 44
On the SS Alcoa Polaris, still in the Central Pacific plodding generally westward, most of the men of the Ground
Echelon of the 500th Bomb Group had already learned that their next stop was Eniwetok. As they neared that
atoll, they were also informed of their final destination -- Saipan.
The officers in charge thought it would be a good idea to give the men some orientation lectures on what they
could expect on Saipan and in surrounding areas. Unfortunately, all training aids had been stowed somewhere
in the hold with other baggage and freight. However, the men of the Group Intelligence Section were resourceful
and inventive and were able to put together some lectures on Saipan and other Pacific islands. Also, the Group
was fortunate to have on board a Lt Charles Peden, who "had spent much time in Japan and the Orient and
gave some very interesting orientation lectures."
28 Aug 44
Today at Walker AAF, Kansas, much of the 500th Bomb Group was preparing for another Wing mission to
Batista Field, Cuba, tomorrow. This would be much bigger than the one run three days earlier on 25 August, but
even so, only 13 crews were going. Not among the 13 was the Hurlbutt crew (#222) of the 882nd Squadron.
Navigator Ken Fine touched on this subject when he wrote his future wife in Houston today: "I thought we might
be going to Cuba in the morning but I guess we aren't. We may be coming down into Texas, down to Denison or
Denton, I don't know which. I guess it's Denison though as we are supposed to go on a Radar mission on the
lake north of there."
Playing at the post theater tonight was the USO show "Step Lively".
29 Aug 44
Today was another busy day at Walker AAF, Kansas, with the biggest Wing mission yet as the main event.
Group CO Col Richard King, back from leave, led 13 B-29's of the 500th Bomb Group into the air for a long
mission all the way to Batista Field, Cuba, and back. Unfortunately, it didn't take long for things to start going
wrong. Three planes aborted and never reached Cuba. The rest apparently made it to the target but there is no
indication in the records as to how successful the bombing was. Then, on the way back, two planes had
mechanical problems which forced them to make emergency landings, one in Cuba and the other in Florida,
probably at Eglin Field. The remaining eight bombers, just as had happened on the previous Cuba mission on
25 Aug, ran into bad weather and were scattered all over the central and southern US. All were able to make it
down safely except one.
The Curtis crew (#119) of the 881st Squadron was one of those that flew this mission. AC Ferd Curtis recorded
his flight time as 14 hours and 25 minutes.
The Mahoney crew (#362) of the 883rd Squadron in B-29 42-6435 found themselves trying to land that night in
foul weather at Tulsa, Oklahoma. "... Capt. Mahoney entered the traffic pattern ... and was cleared to the 5,000'
level after advising the tower that he had only 30 minutes of fuel. After circling the field till three engines were
out and the fourth sputtering because of lack of fuel, all members of the crew successfully parachuted to the
ground." The B-29 crashed near a quarry and was a total loss.
Below is the composition of the Mahoney crew as of 18 Oct 1944, which was probably the same as on 29 Aug.
AC Capt Eugene C. Mahoney

P 2/Lt Ernest E. Dearborn
B 2/Lt Donald A. Lent
N 2/Lt George J. Weber
FE 2/Lt John R. Johnson
Radio Sgt Donald E. Van Pelt
Ring G S/Sgt Warren G. Cook
RG Cpl Bruno J. Swarce
LG Cpl Rudolph J. Groce
Radar Sgt Earl B. Cousins
TG Cpl Paul F. Young
30 Aug 44
On this day at 1100 the convoy with the SS Alcoa Polaris and the 500th Bomb Group Ground Echelon arrived at
Eniwetok and anchored in the large lagoon, which was already filled with a great number of vessels of all types.
The Alcoa Polaris would remain here until a convoy was ready to move on to Saipan.
At Walker AAF, Kansas, Capt John Smolenski, Assistant S-2 of the 500th Bomb Group, had finally managed to
get away this past weekend on his overdue leave, while S-2 Capt William Marmion had returned from leave, just
in time to deal with the big Wing mission to Cuba on the 29th. Today Marmion noted that he was "back on job
amidst the confusion of the Wing super mission which was run yesterday. A/C are beginning to arrive after being
widely disbursed on mission due to mechanical failures and weather. The loss of [B-29 42-6]435 at Tulsa is
keenly felt by all. Crew bailed out with no casualties. Col. King asked for a narrative report of mission."
The Hurlbutt crew (#222) of the 882nd Squadron had not gone on the Cuba mission. They were instead
supposed to fly a mission to Texas but it was postponed yesterday because their plane needed an engine
change. Their flight was rescheduled for this afternoon and evening but navigator Ken Fine wasn't sure if they
would be going because "we have 3 ships out for repairs and 3 scattered over the country: one in Cuba, one in
Florida and one at Oklahoma City."
31 Aug 44
Another sign that the time for the overseas deployment of the 500th Bomb Group Air Echelon was steadily
approaching occurred today. The foodwarmers were removed from the B-29's at Walker Field and along
with photographic equipment were shipped to the staging area for installation in the flyaway aircraft as they
became available.
The Group was still trying to recover from the big Wing mission of the 29th, which had taken a heavy toll on the
aircraft. Several were down for repairs, one had been lost, and some had not yet returned to Walker. This did
not help the end-of-month status report, which showed only 15 B-29's available in comparison with 17 at the
beginning of the month.
Maintenance continued to be a concern. The mechanics of the 330th Bomb Group who had been providing
maintenance support since late July were stretched very thin, resulting in a constant maintenance backlog. The
500th was seeking additional maintenance personnel from the 72nd Service Group. In one bright spot, the
Group had managed to acquire four new engines and planned to hold them ready for needed engine changes.
The personnel figures were more positive. With the addition of two radar operators, MOS 867, the Group now
had no MOS shortages, and in fact was 32 officers and 33 enlisted overstrength. The surplus men were
expected to be transferred out soon. The Group now had 63 full crews and only one partial crew.
In training, the Group was actually ahead of schedule in hours flown, instrument time, individual navigation and
camera bombing. However, they were behind schedule in missions flown and completed, formation flying, bomb
releases, radar bombing and gunnery.
The medical portion of the report was good, with only one case of venereal disease reported.
Morale was considered high, in large part because of the leaves and furloughs which were currently being
issued.
Other accomplishments during the month included the construction of a parachute training stand and a mock-up
of a B-29 for teaching ditching procedure. The Base Operations building had been remodeled to create upstairs
offices for Flight Control. And the 882nd Squadron enlisted men had been moved to a new barracks area which
gave them more room and put them closer to their operations buildings and the flight line.
1 Sep 44
Today at Walker AAF, Kansas, Capt William Marmion of the 500th Bomb Group noted in the S-2 journal that a
message had been received from the 73rd Bomb Wing advising of a Wing critique of the recent Wing mission to
Cuba on 29 August to be held tomorrow morning at Salina. Marmion then spent the day "consolidating reports
and getting records together for Wing", as well as preparing a narrative report for Group CO Col King. The
reports would necessarily be incomplete, however, because only nine of the thirteen 500th Group planes which
had participated in the mission had returned to Walker. One had crashed at Tulsa, although the crew had
successfully bailed out, while three had made forced landings at other fields due to mechanical problems, and
those three had not yet been repaired.
One positive thing that happened today was "a very successful Group Critique ... led by Col King."
2 Sep 44
On this day at Salina, Kansas, a critique of the 29 August Wing mission to Cuba was held, led by Brig Gen
Emmett "Rosie" O'Donnell, Commanding General of the 73rd Bomb Wing. Twelve officers of the 500th Bomb
Group, including the CO, Col Richard King, and the S-2, Capt William Marmion, traveled from Walker AAF to
participate. Capt Marmion took notes of the critique:
"Sept 2 ... The group CO's gave their story of the mission from beginning to end. All agreed that the mission
was not successful as a whole. There was some satisfaction for the 500th, however, inasmuch as we did as
good or better than any one of the other three groups. The C.G. pointed out many short comings and stressed
some very good points. It was generally conceded that much more was learned by the errors committed than
would have been possible if the mission had been run perfectly. These points included --
(1) The Airplane Commander must realize his responsibilities and be just what his name implies.
(2) Increased use of visual signals.
(3) Bombardiers to assist Navigators by doing DR [dead reckoning] navigation.
Upon return to Walker, Col. King announced intention of having two group missions next week -- one to
Galveston on Tuesday [5 Sep] and one to Key West next Friday [8 Sep] with 12 A/C on each."
3 Sep 44
Today at Walker AAF, Kansas, the 500th Bomb Group held a briefing at 1600 for a Group radar bombing mission
to Galveston scheduled for Tuesday, 5 Sep. [It was unusual for a mission briefing to be given two days ahead of
the mission. Am not sure why, unless the Group did not want to fly on Labor Day, which was on Monday 4
Sep.] Capt William Marmion, Group S-2, admitted that the briefing was "not too successful", in part because "I
did not cover any friendly or enemy situation." The airplane commanders complained that they were not
provided sufficient detail.
The Hurlbutt crew (#222) of the 882nd Squadron was not scheduled for the Galveston mission, so today they
had a crew picnic and cookout with steaks and beer at a park in nearby Hays. Afterwards, navigator Ken Fine
and bombardier Glen Aitken went out with the enlisted men "to a joint there and drank our sorrows away."
4 Sep 44
The men of the Ground Echelon of the 500th Bomb Group on board the SS Alcoa Polaris had been swinging at
anchor in Eniwetok lagoon for five days now. No one was allowed ashore, and everyone was becoming
frustrated. What was the hold-up? Why couldn't they get a move on?
Maj Robert Wolcott and the other officers did what they could to keep morale up. Daily boxing matches
continued, sometimes including members of the merchant crew and the Navy gun crew. The medical officers
gave lectures on health conditions on Saipan. A chess tournament was organized, with Pfc Aubry Ross, a
draftsman in the 883rd Squadron, defeating Capt Ralph Maust, commander of the 881st detachment, for the
championship. But despite the best efforts, the long, sweltering days at Eniwetok ate steadily away
at everyone's morale.
At Walker AAF, Kansas, the Hurlbutt crew (#222) of the 882nd Squadron did not get Labor Day (4 Sep) off. They
were sent on a special mission instead. Navigator Ken Fine explained what happened in a letter to his fiancee:
"... Monday we went to fly and they sent us down here [stationery says "Officers' Club -- Eglin Field, Florida"] to
pick up a crew which was stranded down here. We waited at Walker from 9 in the morning until 4 in the
afternoon. They got an old B-17 ready to go. We left then and got down here at about 10. We went over to the
club and fooled around awhile and then went to bed. This other crew had gone to Cuba and had developed
engine trouble and made it back here and are having an engine changed. [This was probably one of the B-29's
that had had mechanical trouble on the last Wing mission to Batista, which means it and the crew had been
sitting at Eglin since 29 Aug. Missing a crew and more importantly a plane for that long must have put a big
crimp in the 500th's training schedule.] We were supposed to take them back to Walker. We were scheduled to
go back today [5 Sep] but we had engine trouble (on purpose) so we are going back tomorrow. [This ready
admission makes you wonder how often this sort of thing happened.]
We are out at the club they have on the beach. It really is nice. They have a nice club house here and the
breeze is blowing in grand from off the coast. I'd like to be able to come back down here some day. Maybe we
can."
As it happened, the Hurlbutt crew didn't get back to Walker until 7 Sep. Turns out they had been delayed
another day at Eglin by mechanical trouble -- apparently real this time.
5 Sep 44
This morning at Walker AAF, Kansas, Group CO Col Richard King led ten B-29's of the 500th Bomb Group off on
a radar bombing mission to Galveston. The official records are silent about whether this mission was successful
or unsuccessful. One of the participating crews was the McClanahan crew (#353) of the 883rd Squadron.
According to the brief diary notes of right gunner Robert Schurmann, they took off at 0815 and returned to
Walker at 1810. All Schurmann says about the mission itself is "Galveston radar bombing mission. Fired guns
over Gulf."
8 Sep 44
Today the morale of the men in the Ground Echelon of the 500th Bomb Group at Eniwetok "was lifted 1000% to
write conservatively", according to the hyperbole of the unit history, and all because of a few bags of letters.
Mail which had accumulated at Saipan was flown in and distributed. Almost everyone got something, and some
men received as many as 40 letters. All over the ship, men were busy reading. Morale would be okay for a
while.
"8 Sept 44 Gp Mission #8. Batista Target. We got 7 B-29's off. Colonel King was Force Commander.
Remaining part of day very slow."
The Hurlbutt crew (#222) of the 882nd Squadron was not on today's Group mission. They flew instead to
Denison, Texas, making as many as six simulated radar bombing runs on a large lake there before returning to
Walker AAF. The Hays crew (#228) of the 882nd, just back from leave, also flew a crew mission today, an aerial
gunnery exercise at 25,000 feet. According to Hal Towner, who as a bombardier was also a gunner, they fired off
a total of 1500 rounds.
9 Sep 44
At Eniwetok, the SS Alcoa Polaris must have started running a little low on food, because today the noon meal,
which had been only soup or a sandwich, was discontinued. Many men started saving fruit from breakfast to
have as a noon snack. But even this cutback failed to significantly dampen the men's spirits after
yesterday's exhilarating mail call.
Airplane mechanic George Hughes of the 881st Squadron was inspired to answer his family's letters today, even
though he had to use V-mail and he didn't know when it would actually be posted. As it happened, the V-mail
was postmarked Sept 26, 1944, which was after the unit arrived on Saipan, but we know Hughes wrote it on 9
September because of his reference to receiving letters yesterday.
"Dear Mother & Dad,
I am still aboard ship enroute to my final destination. Don't think that I am forgetting the date on these letters
because it is against rules to date them at this time. Everything is fine and the trip has been most enjoyable so
far. There isn't a great deal to do except read, play cards and of course eating [sic].
We got our mail yesterday. I got four letters....
Love
George"
Ken Fine of the Hurlbutt crew (#222) of the 882nd Squadron must have had a security briefing today, or else he
was feeling guilty, because today from Walker AAF, Kansas, he cautioned his fiancee in a letter, "Say, for Pete's
sake don't say anything over the phone about whether we are leaving here around the first of October. You
might get me in trouble if anyone should hear that." It's doubtful if any security personnel were monitoring phone
calls in and out of Walker Field, but it should be remembered that all long-distance calls in those days were
manually connected by usually very patriotic female operators, who could listen in as they pleased and might
feel it their duty to report security violations.
11 Sep 44
"11 Sept 44 73rd Wing FO #6 which was scheduled to be run tomorrow is cancelled per TWX [teletype
message] 73BW. This is a Batista Mission.
Major Parsons [Assistant Operations Officer] departed WAAF [for] Los Angeles, Calif. at 0830 CWT in B-17F."
On this day the Hurlbutt crew (#222) of the 882nd Squadron flew a mission to Galveston. They left Walker AAF
about 1430, flew over Houston at about 1900 at 22,000 feet, then continued to Galveston for what was probably
a radar bombing mission. They got back to Walker at about 0030 on the 12th. The next day navigator Ken Fine
excitedly wrote his fiancee that he had flown almost directly over her Houston home.
12 Sep 44
"12 Sept 44 Operations Order #9 (F.O. #6) not run today as scheduled due to bad weather in vicinity of Batista
[Cuba]. Apparently a hurricane is due along East Coast. Mission was cancelled before briefing was held."
The Hurlbutt crew (#222) of the 882nd Squadron had been scheduled to go on this Batista mission but got a
reprieve. The McClanahan crew (#353) of the 883rd flew a three-hour mission today of unspecified nature. We
know it was above 10,000 feet, though, because flight engineer 2/Lt Fred Stacker had a problem with his oxygen
system and nearly passed out.
13 Sep 44
Finally today at 1640, after two weeks of languishing in the lagoon at Eniwetok, the SS Alcoa Polaris with the
Ground Echelon of the 500th Bomb Group left for Saipan "in a convoy consisting of seven ships and two escort
vessels." One of the ships was an LST (officially Landing Ship, Tank, but dubbed by their crews Large, Slow
Target), which could make no more than eight or nine knots, so the convoy traveled very slowly. The trip was
expected to take about five days. The men were glad to be on their way, even though their route would take
them within 300 miles, that is, within bomber range, of the Japanese fortress of Truk. Supposedly, repeated
American air attacks had neutralized the base, but you could never be sure.
"13 Sept. 44 There was a meeting of 'Planning Committee' for 73rd Bomb Wing 'Wing Ding' in Captain Martin's
Office [Group Air Inspector] today. Colonel King [Group CO] was present at latter part of meeting.
Major Parsons [Assistant Group Operations Officer] returned WAAF from L.A. today."
The "Wing Ding" planned for 15 September was to be a big, combined inspection, briefing, reception and dinner
in honor of no less than four visiting generals, including Brig Gen Emmett O'Donnell, CG 73rd Bomb Wing, and
Maj Gen Uzal G. Ent, CG 2nd Air Force. The command of the 500th Bomb Group intended to spare no effort to
impress the big brass. 1/Lt Harvey Chapin, S-2 of the 883rd Squadron, was placed in charge of organizing the
"Wing Ding".
The McClanahan crew (#353) of the 883rd Squadron was up again on a mission this evening, air-to-ground
gunnery practice from 1800 to 2130. They had a little engine trouble and had to feather a prop but got down
okay.
On this day 2/Lt Kenneth Fine of the Hurlbutt crew (#222) turned 28 years old. Before turning in for the night he
wrote his fiancee:
"... I think I'm about right on the time we will be leaving here but we merely go to another field, get our plane,
fly shakedown flights and get ready to jump across. That all takes almost a month.
I went to the movies tonight, saw 'Girl Crazy' with Judy Garland and Mickey Rooney also Tommy Dorsey and
orchestra and quite a few good tunes although most of them were old ones.
I'm sending you some pictures one of the boys took the day we were leaving on our leave. Gosh, that seems
like ages ago. I sure wish I was starting off again on that leave. [One of those photos, taken by CFC gunner Ed
Levin on 7 Aug 44 at the Victoria, Kansas, train station, is attached.]
Aitken [bombardier] and I have to start to a school here tomorrow for three days. I guess it's about some new
long range radio navigation they have gotten. Anyway, we won't be flying for those days."
15 Sep 44
Today at Walker AAF, Kansas, was the day of the long-planned "Wing Ding", a series of inspections and
briefings, a reception, dinner and other entertainment in honor of four visiting generals, including the CG, 2nd Air
Force, Maj Gen Uzal G. Ent, and the CG, 73rd Bomb Wing, Brig Gen Emmett O'Donnell. It must have been a
great disappointment to the command of the 500th Bomb Group when only one of the generals, O'Donnell,
actually showed up. But the program went ahead anyway. From the 500th Bomb Group Operations Journal:
"15 Sept - 44 'Wing Ding' held today! Brig General O'Donnell arrived WAAF in B-25. ... Business meeting was
held at 1600 in 882nd Sq. Briefing Room followed by session of Miniature Golf & Skeet shooting on range.
Refreshments followed at Officers' Club and Dinner at Officers' Mess in dining room."
Research Note: The handwritten Operations Journal and S-2 Journal both state that it was Gen O'Donnell who
was present, but the "official" typed unit monthly history says it was Gen Ent. Contradictory information like
this gives the researcher fits and teaches you to be wary of single sources, even "official" ones. In this case, the
two handwritten sources are almost certainly more contemporary and therefore more reliable than the history,
which was probably written weeks or maybe months later.
Another important event took place at Walker today when the first flyaway aircraft, B-29 42-24653, arrived on the
field. This plane was assigned to the Moreland crew (#344) of the 883rd Squadron. The plane had to undergo
an acceptance inspection and various checks, and probably some modifications had to be made. All this would
take a few days, then the Moreland crew would get to take her up for a shakedown flight.
16 Sep 44
This morning at 0930 Brig Gen O'Donnell of the 73rd Bomb Wing departed Walker AAF, Kansas, after last night's
"Wing Ding" events. As the general's plane took off, Col King, CO of the 500th Bomb Group, was already a half-
hour into an officers call at the base theater.
Col King mainly passed on information from yesterday's "Wing Ding" briefings and discussions. Capt John
Smolenski, Assistant Group S-2, was back from his leave and keeping the S-2 notes again:
"... Meeting was very successful. Points discussed included:

(a) Approximate [time] of departure from WAAF to Kearney [Nebraska] & approximate time of departure from
Kearney.
(b) Taking of wives and children to Kearney not encouraged.
(c) Delivery of flyaway A/C to this Group.
(d) Liquor pool: $2.08 increase per man.
(e) Question session.
(f) Schedule of missions to be flown by flyaway A/C from Kearney AAB."
This evening the McClanahan crew (#353) of the 883rd Squadron was in the air from 1710 to 2330 conducting
gunnery and bombing exercises.
17 Sep 44
On this day at Walker AAF, Kansas, the Hurlbutt crew (#222) of the 882nd Squadron did not fly, but the copilot,
2/Lt Felix Omilian, was assigned to fly a B-25 to Chicago to pick someone up. Since the plane would
be stopping in Kansas City to refuel, 2/Lt Ken Fine decided to hitch a ride as far as that city and visit his
sister. He arrived in K.C. at about 6 P.M. and was able to spend five hours or so visiting before catching the
11:30 train back to Walker, where he had ground school all the next day. Presumably Fine caught some sleep
on the train.
18 Sep 44
At daylight this morning land was visible from the SS Alcoa Polaris. It was Saipan and Tinian. At last, after 57
days, the Ground Echelon of the 500th Bomb Group had arrived at its destination. After negotiating the narrow
passage into Saipan's Tanapag harbor and being guided to her place by a small tug, the ship dropped anchor.
While the men gathered at the rail to look over their new home, Ground Echelon commander Maj Robert Wolcott
went ashore with some of his staff to make transportation arrangements and inspect their camp site. The men
would not disembark until tomorrow. And so they spent their last night aboard the Alcoa Polaris.
On the evening of 17 September, the Cooper crew (#349) of the 883rd Squadron took off in B-29 42-6379 on a
night mission. Something went wrong fairly soon, as the plane returned to the field at 2030 to debark the
bombardier, a Lt Myers, who was suffering from "a slight illness." The plane took off again and the crew
continued their mission, which presumably did not require a bombardier. Several hours later, over southwestern
Kansas, something really bad happened. At about 0200 on this date, the plane crashed into a farmhouse near
Copeland, Kansas. All ten men aboard were killed, along with two civilians in the house, one of them an infant.
In addition, two women in the house suffered burns in the resulting fire.
So far as is known, the cause of the crash was never determined. We can't be certain of the time either. A
newspaper article attached to the unit history says the crash occurred at 9:55 PM on the 17th. The 500th Bomb
Group Operations Journal says 0200 on the 18th. The S-2 Journal says 1100 on the 18th. Take your pick. I
picked the Operations Journal time of 0200, as it is between the other two and also provides the information
about the return to the field at 2030.
This was the 500th's first loss of a full, or nearly full, crew in training. (Two men had died bailing out near Omaha
on 25 Aug.) The men of the Cooper crew are not listed as combat casualties, but they were training for combat,
so probably they should be. They were just as young, just as patriotic, and unfortunately just as dead.
One can only imagine the thoughts going through the head of Lt Myers, who survived through a quirk of fate. Or
did he have a premonition? We don't know. There is no Myers on the officer roster of the 883rd Squadron for
either August or September, so the lieutenant must have been new and quickly transferred out. Either that or the
Operations Journal got his name wrong.
Despite the tragedy, scheduled training continued today. The Holmes crew (#354) of the 883rd made a long
flight to Cuba and back today, 14 hours and 40 minutes. The McClanahan crew (#353), also of the 883rd, was
in the air on a gunnery mission for over three hours, from 1010 to 1325.
Ken Fine, navigator on the Hurlbutt crew (#222), made it through ground training today after his overnight train
ride from Kansas City. In fact, he had enjoyed himself so much in K.C. visiting his sister and family that when he
found out that the crew was not going to fly on Tuesday the 19th, he decided to go back. He could catch the
night train tonight and return to Walker on Tuesday night. Fine confided in his letter to his fiancee that the
reason they weren't flying was because "we are ahead of schedule and we are letting another crew fly during our
time so that they could catch up."
19 Sep 44
Today the men of the Ground Echelon of the 500th Bomb Group set foot on the island that would be their home
for they knew not how long. Transportation and other arrangements took some time to complete, but
finally at 1400 the men began debarking from the SS Alcoa Polaris. No one would miss the ship; all were happy
to be off "that little scow" that had been their prison for 36 days. Still, there was anxiety about what they would
find on Saipan. Signs of the heavy fighting from the invasion in June were all around, and rumor had it that there
were still Japanese hold-outs on the island.
The men climbed onto trucks and the convoy headed toward the south end of the island over bad roads choked
with dust, even though it was supposedly still the rainy season. At length, the trucks lurched to a stop in what
would be the 500th's new home -- a large sugar cane field. Construction was in progress nearby as the former
Japanese Aslito Field was being converted into Isley Field, with the long runway needed for the B-29's. (See
attached photo.) There was a detachment of Company B of the 806th Aviation Engineer battalion in the
500th area working on the squadron mess halls, which required concrete foundations, but other than that --
nothing. The 500th would have to build its own living quarters and working spaces. But that was in the future.
The immediate task was to set up a campsite for the night.
The men put up pup tents for overnight shelter. Fortunately, it was not raining at this time, because as the men
found out later, this area, and especially the 881st Squadron area, had poor drainage. Drinking water was
supplied in 55-gallon drums, and the men, unused to working in the tropical heat, stood in long lines to get a
drink. A makeshift latrine consisting of a barrel with a seat on top was set up. Late in the day cold C-
rations were handed out for supper, and many men had to eat in the dark. Area guards were posted. Then
those men not on guard duty crawled into their tents and tried to get some sleep. They knew there would be a
lot of work tomorrow.
While the Ground Echelon of the 500th Bomb Group was debarking on Saipan, the Air Echelon was still at
Walker AAF, Kansas, but the time for reuniting the two halves of the unit was moving a bit closer. At least two
more flyaway aircraft, 42-24656 and 42-24664, arrived at Walker today. The former was assigned to the
Goldsworthy crew (#101) of the 881st Squadron, the latter to the Hays crew (#228) of the 882nd. In a diary entry
written the following day, bombardier Hal Towner enthused over their shiny new B-29, which the crew had
already decided to name "Ramblin Roscoe": "Our ship arrived on the field yesterday -- old Ramblin' Roscoe in
person and it's a honey -- a brand new Boeing #664 with an all-electric bombing system."
There was a Wing mission to Batista, Cuba, planned for tomorrow, but according to notes written by Assistant
Group S-2 Capt John Smolenski, it would involve "only the groups in the Staging area" at Herington, Kansas,
which meant only the 497th and 498th Groups. But for some reason the 497th was staging for this mission
through Walker, and fifteen of their planes arrived on the field today. (Does this mean the 498th staged through
Salina?) The briefing for the mission was held in the 500th's "War Room" at 1800.
Smolenski also noted that today Deputy Group Commander Lt Col Dougherty returned from leave.
20 Sep 44
Reveille came ungodly early for the Ground Echelon of the 500th Bomb Group this morning -- 0400. Many
men had to be driven out of their blankets and pup tents by multiple blasts on the whistle. Breakfast was cold C-
rations again, with cold coffee for anyone who cared to mix it up in their canteen cups.
There was much to do today. First priority was unloading the ships, and work details were formed for that
purpose. There was great pressure to get the ships unloaded as quickly as possible, so this continued on a 24-
hour basis, with portable lights used at night. The port authorities loaded crates and boxes onto trucks as they
came off the ships, with no regard for units or shipment codes. This resulted in a huge mess which would have
to be sorted out later. "Very soon there were mountains of supplies in the several dump revetments.
Unfortunately the supplies were not loaded on the ships according to shipment codes. Our supply dump had
boxes belonging to all codes in the Wing, and it would have been unusual to find two boxes on a truck with the
same code number."
A temporary motor pool was set up near the docks and 500th Group vehicles were put into service as soon as
they were unloaded. They and trucks from the island authorities formed a steady stream across eleven miles of
bad roads, carrying the supplies to temporary dumps, then returning for another load. At the dumps most of the
unloading was done by muscle power, with some help from cranes supplied by the service groups. Supply and
section officers scoured the growing stacks of boxes for items that were needed first. These included mess
equipment so that hot meals could be served to to the men, and pyramid tents and cots so that more permanent
and comfortable quarters could be established.
The 500th quickly learned that everything had to be guarded -- at the port, at the motor pool, at the dumps, and
even along the way. Every truck carried a guard. Anything remotely useful left unattended on Saipan tended to
disappear very quickly.
Another big job was the Group area itself. The cane field had to be cleared, and bulldozers from the 303rd Air
Service Group were used for that purpose when available. But simultaneously the area had to be cleared of
battlefield debris. There had obviously been much fighting here. Most dangerously, large quantities of
ammunition, mortar shells, grenades and more than 100 tons of Japanese dynamite had to be carefully
removed.
Due to the presence of Japanese holdouts on Saipan, guard posts were established in the Group area and the
men drew regular guard duty. There was understandably much nervousness initially, and in the first few nights
occasional shots were fired, but the only victims appeared to be a couple of goats.
At Walker AAF, Kansas, this morning, the 15 planes of the 497th Bomb Group that had arrived yesterday took
off on their Cuba mission. The 500th Bomb Group Operations Journal noted that these planes upon return from
Cuba would land at their staging base at Herington, Kansas. In any case, the 500th Operations Section had had
a man on duty all night to take care of any problems that might arise.
Ken Fine, navigator on the Hurlbutt crew (#222), had carried through on his plans to travel to Kansas City again
yesterday. He caught the 1:05 AM train, probably at nearby Victoria, spent the day in K.C. with his sister and
family, then returned on the 11:30 PM train. And today he had another easy day, attending an officers' picnic at a
park in Hays.
Hal Towner, bombardier on the Hays crew (#228), had some very important information to impart to his diary
today:
"Friday, 20 Sept 44
Excited -- who's excited! Just because we know when and where we're going and also how. I've not been able
to write for a week because I knew I'd spill the beans, but I can't resist the temptation any longer to tell you, dear
diary, the latest poop from the group. ...
It looks like we leave here the 30th, spend a month at Kearney, Nebraska, where we will be staged.. From there,
we'll take our new ship to the Port of Embarkation at Hamilton Field, California, and finally the big day when we
hop off for Saipan. I'm glad I got that off my chest and I'm glad there was someone I could tell that will keep the
secret!"
21 Sep 44
Today the Ground Echelon of the 500th Bomb Group on Saipan continued unloading ships in Tanapag harbor,
sorting out boxes and crates in the temporary supply dumps, and clearing the assigned Group area. The supply
and mess sections had found and unpacked the immersion heaters, so at least today the men had hot water for
making coffee and heating up their cans of C-rations. The pyramid tents had been located and were being set
up in neat rows on ground that was slightly higher, or at least not in an obvious depression. Luckily, the rains
were holding off so far.
Group and squadron orderly rooms and also a dispensary were quickly established in tents. A common problem
treated by the medics at this time was cuts from opening C-ration cans. More barrel-type latrines were set up
pending the digging of more permanent latrines. In place of showers, many men temporarily bathed in the
ocean. Today the 500th did get one piece of unexpected good news. There was a Quartermaster laundry on
the island and the 500th was allowed to use it, so many men rushed to send off bags of dirty clothing.
On this day a group of command and staff officers of the 500th Bomb Group, including CO Col Richard King and
Deputy Commander Lt Col John Dougherty, flew to the unit's designated overseas staging area, Kearney,
Nebraska, "to investigate processing system there & facilities for handling our Group when it arrives." The group
returned to Walker Field at 1515. The war was getting closer for the Air Echelon.
22 Sep 44
On Saipan, the Ground Echelon of the 500th Bomb Group continued improving its living area. By the end of
today, enough pyramid tents had been put up that all the men could be moved in from their pup tents, with as
many as ten cots and men per pyramid tent. And none too soon, because the rains came and turned the lowest
lying spots into ponds and the "higher" spots into mud. Much of the 881st Squadron area became a small
lake about two acres in extent and two feet deep at its center. Clearly much work needed to be done to make
the area livable.
23 Sep 44
Things on Saipan were gradually getting better for the 500th Bomb Group. Drainage was greatly improved in the
new tent area by shoveling and hauling many loads of sand from the beach and spreading it on the muddy
pathways. Also today a PX opened in the 500th area in a tent, with Special Service Officer 1/Lt Glenn McClure
in charge. The most popular item was beer, which was available at the rate of six bottles per week. Of course,
there was no refrigeration, but even warm beer was better than no beer at all. Fruit juices were also available on
a rationed basis, three cans of either tomato or orange-grapefruit.
Today at 1000 at Walker AAF, Kansas, there was a staff meeting in Col King's office to discuss what had been
learned by the staff visit on the 21st to Kearney AAF, Nebraska, which was to be the overseas staging area for
the 500th Bomb Group. Each officer related his experiences there and gave his opinion of how things would go
at Kearney. Col King "emphasized fact that there was no basis to the rumors that this Group would be
postponed in its movement to Kearney, but that we were pulling out on date originally scheduled."
24 Sep 44
On Saipan the men of the Ground Echelon of the 500th Bomb Group continued to work on improving their
assigned areas. The various Group supply dumps continued to teem with activity as supply officers went from
one to another trying to locate items belonging to their units. Questions such as "Have you seen any boxes
marked 9159Z?" were heard often. Despite the initial confusion, things were gradually sorted out, and in the
500th no major items ended up missing.
Up to this time, in order to keep clean, the men had had to bathe in the ocean or take "spit baths" out of their
steel pots, but about today the Squadron decontamination trucks began offering showers of a sort. As the Group
history described it, "Operators manned the hose nozzles and sprayed those wanting a shower. The force of the
stream alone was both invigorating and sufficiently strong to almost take the dirt off of the bather." Sorry, no
nude photos available.
At Walker AAF, Kansas, the flyaway aircraft for the 500th Bomb Group continued to arrive, at the rate of one or
two per day from 19 September through the end of the month. A note in the S-2 Journal under today's date (but
obviously entered later) states that 13 planes had arrived by the 25th. One of these was 42-63429, which had
arrived probably on the 22nd or 23rd and had been assigned to the Hurlbutt crew (#222) of the 882nd.
On this Sunday Ken Fine, navigator on the Hurlbutt crew, explained in a letter to his fiancee in Houston why he
had not written her yesterday. The crew had "worked on our plane all day Saturday until nine at night," then Fine
and his buddy, bombardier Glen Aitken, had gone to the officers club and "proceeded to get pretty high." This
morning they had worked on the plane again, then in the afternoon Fine and Aitken went to the post theater to
see Dorothy Lamour in "some island picture." Then it was back to work on the plane again for a while, after
which Fine and Aitken ended up at the club again. Finally, Fine wrote that their flight engineer, 1/Lt Glenn
Truesdell, was sending his pregnant wife home to Massachusetts on Tuesday. The baby was due in December,
so Truesdell knew that he would not see it before he left. In fact, sadly, he would never see the baby, as he
would be killed in action over Nagoya on 3 January 1945.
25 Sep 44
Today on Saipan the men of the 500th Bomb Group Ground Echelon got their quartermaster laundry back. From
the 500th Bomb Group unit history:
"On September 25th laundry was returned. Men learned that no attempt at ironing was made, but that
apparently a concerted effort at wrinkling clothes was undertaken by the laundry crew. Clothing was not entirely
cleaned, but the dirt was more or less evenly distributed, and there was no charge for the laundry service; and
although the hot weather and labor in setting up camp caused clothing to need cleaning sooner and number of
pieces allowed were limited, all agreed that it was very convenient not to be required to wash all of their clothes."
As time went on, many men turned to doing their own laundry, using home-made wind-driven washing
machines. Some even cleaned their clothes with high-octane gasoline. (A little dangerous if you were a smoker,
wasn't it?) But that was all in the future. For now the men had to walk around in soiled and wrinkled uniforms.
Today George Hughes, airplane mechanic in the 881st Squadron, found time to write his first letter home from
Saipan. The censors were very strict at this time because it was still secret that elements of the 73rd Bomb
Wing were on Saipan.
"September 25, 1944
Dear Mother & Dad,
This is the first chance I have had to write since we landed here. We are not allowed to say where we are yet
but it is [cut out by censor] in the Pacific. That isn't very definite but is the most I can say.
There is a lot of work to be done getting set up. Things aren't too bad here and should get better as time goes
on.
The mail seems to come through pretty good and I believe that most of the back mail has caught up with me.
We lived in pup tents the first few days and now have big tents set up. We are eating 'K' & 'C' rations. It seems
nice to be off the boat and be able to move around a little. I got pretty soft and lazy on the boat but a couple
more weeks of sand shoveling should get me in good shape.
It is quite hot but the nights are cool enough to sleep well. It is dark here at [censored]. The sun is up at
[censored] though. ...
Love
George"
"25 Sept 44 Officers and Enlisted Men 500th Hqs. were processed this A.M. All completed by noon.
Three (3) B-29's off for Batista [Cuba]. #446 [42-6446] (881st) only a/c completing same. This airplane
landed Eglin Fld. due to engine trouble.
P.M. fairly slow. We now have thirteen (13) Flyaway Aircraft.
S-3 busy preparing equipment for Air Echelon shipment. Subject equipment will go over by boat. Packing
lists are also needed by S-4."
The processing mentioned was probably for overseas movement.
26 Sep 44
According to an account written later by Maj Ralph Maust, Executive Officer of the 881st Squadron, copies of the
Base Development Plan had been obtained soon after arrival on Saipan. Using this plan and surveying
equipment borrowed from the Island Engineers, the locations of buildings and latrines in the 500th Bomb Group
area were staked out. One of the first projects was to dig the 15-foot-deep permanent latrines. Another high
priority was to drain the small lake in the middle of the 881st Squadron area by digging a drainage ditch to the
sea, However, working parties quickly discovered that only a foot or two below ground level was a layer of coral
impenetrable to pick and shovel. As a result, resort was made to air compressors and blasting, and for 24 hours
a day until the work was completed, the noise of jackhammers and shouts of "Fire in the hole!" followed by loud
explosions were heard throughout the Group area. A good night's sleep was impossible under these conditions.
Fortunately, during this time there were only a couple of minor injuries from flying bits of coral, and only a few
tents were damaged.
"26 Sept 44 S-3 Office crowded all day with 330th [Bomb Group] Navigators & Bombardiers to see Lt. Colonel
Walter (330th S-3).
Shakedown Mission forms & data published in PM.
Two (2) emergency landings today."
This entry begs for analysis and comment.
First, it's unclear what the S-3 (Operations Officer) and flight personnel of the 330th Bomb Group. were doing at
Walker AAF at this time. The 330th's ground personnel had moved in to support the 500th's air echelon after its
ground echelon left for overseas on 23 July. But the 330th's air echelon was originally not scheduled to move to
Walker until after the 500th's air echelon departed. So what happened? Was the schedule moved up? Or were
the flight personnel of the 330th only temporarily at Walker for some sort of exercise? We don't know.
Second, those shakedown mission forms probably refer to the checks and procedures performed on the flyaway
aircraft after arrival at Walker. There was a lot to be done, as will be discussed later.
Third, there are unfortunately no details available on any emergency landings on this date.
Otherwise, training continued at Walker for the crews of the 500th Bomb Group. The McClanahan crew (#353)
of the 883rd Squadron flew a gunnery mission today from 1710 to 2050.
27 Sep 44
"27 Sept 44 S-3 officers went on Bomb-Gunnery mission this A.M. (4 hours) in 421 [B-29 42-24421] - (882nd).
Aircraft of 497th [Bomb Group] (Herrington) arrived WAAF for F.O. [Field Order] #8 -- Batista Mission -- to be
held tomorrow. --- Rec'd TWX [teletype message] postponing same until 30 Sept 44 at 1800. Base notified by
night NCO."
One of the requirements laid on by higher headquarters was for each flyaway aircraft and crew to complete one
practice bombing mission to Batista, Cuba, and return. This is probably what was going on with the 497th
aircraft, which were apparently already at their overseas staging area of Herington.
Tonight Ken Fine, navigator on the Hurlbutt crew (#222), wrote a letter to his fiancee filling her in on his recent
activities. For at least the last five days he and his crew had been working on their new plane during the day.
Most evenings, Fine and his buddy, bombardier Glen Aitken, had been going out drinking, if not to the officers
club, then into nearby Hays or Russell. Fine hoped that they would finally be able to take their plane into the air
tomorrow.
28 Sep 44
In the 500th Bomb Group area on Saipan, the only buildings which were not erected by the men of the 500th
were the squadron mess halls, which required solid concrete foundations and other special features. These
were built by Company B of the 806th Aviation Engineer Battalion, but the 500th supplied work details to help
speed up the construction. The additional manpower would pay off. The mess halls would be open for business
by about 1 October.
As navigator Ken Fine had hoped, the Hurlbutt crew (#222) of the 882nd Squadron did get their plane into the air
today, from about 1200 to 1700. Another crew that took their new flyaway plane up for the first time today was
the Hays crew (#228), also of the 882nd. Bombardier Hal Towner described how the flight went:
"... We flew our maiden voyage in our own ship today and she performed very well. Betsy's [copilot Ed Betts]
flap indicators didn't work, 'Sparks' [radio operator Henry Koert] lost his trailing antenna, and the Bombardier
opened the bomb bay doors while Mike [ring gunner August Michelsen] was crawling thru the bomb bays. We
calibrated the compass and air speed meter, check[ed] the feathering function and fired off some bomb
stations[?]. Skipper [AC Hale Hays] made a good landing after it was all over. We checked the guns and turrets
as far as possible without ammunition. Crider, our new tail gunner, had trouble stripping his guns -- ole Pop [left
gunner Robert Moistner] just sat back there, did his job and didn't say a word while [right gunner] Cohen gave
forth with choice bits of conversation such as an occasional 'yessir' or 'nosir'. ...
P.S. We climbed to 30,000 feet today -- looks like 28,000' is our service ceiling -- completed #1 shakedown."
These shakedown flights were part of a supplemental training program designed to make sure both the flyaway
planes and the crews were fully combat-ready. According to the 500th Bomb Group narrative history, the three
main elements of the program were as follows:
"a. Instrument calibration and test flight of each flyaway aircraft.
b. One practice bombing mission from WAAF to Batesta [Batista], Cuba and return required by each crew.
c. Two practice bombing missions of seven hours each required of the Group. 14 aircraft over the target was
required before considering the mission completed."
29 Sep 44
Work continued on the 500th Bomb Group area on Saipan. In the few hours of spare time that the men had
during this time, there wasn't a whole lot to do. Most men wrote letters or got extra sleep. Some men ventured
out sightseeing and searched for Japanese souvenirs, but most of the good stuff had already been scoured up
by Marines, Seabees or Navy personnel. Souvenirs could be readily bought or traded for, especially if you had
some liquor, which was quickly becoming the medium of exchange on Saipan. However, items had to be
carefully checked for authenticity, as the Marines especially were proficient at manufacturing fakes.
George Hughes, airplane mechanic in the 881st squadron, gave the censors more work to do by writing his
parents today:
"September 29, 1944
Dear Mother & Dad,
Everything is fine here and I am in the best of health. I am getting pretty well in shape after the long boat ride.
We still have lots of work to do but it looks as though we will have lots of time to do it. I have been tearing up a
little [looks like two words cut out by censor] the past two days. It runs through our area and is pretty much in
the way.
I have taken in a couple of movies at night in another outfit close to ours. We should have pictures of our own
soon. For an outdoor theater they are very good.
One thing that I should have is a good suntan when I come home from here. I have to stay covered up most of
the time because this sun is really hot.
If you notice the envelope you will see that I have a new rank. A rating list was posted yesterday and I was
made sergeant effective as of August 31st. I should have a good pay when we finally get paid in full. We
haven't received a full pay since we left Walker and probably won't until November 1st. As yet there isn't much
to spend money for around here.
Write soon and don't worry because everything will turn out all right. I am trying to get my letters caught up but it
seems as though I owe letters to everyone.
Love
George"
"29 Sept 44 Three (3) B-29's off on Batista [Cuba] Mission. Two (2) aborted."
These long-range, partly over-water missions to Cuba were proving to be the bane of the 500th Bomb Group.
Even if a plane made it all the way to Cuba, it was difficult to make it all the way back to Kansas without one or
more of the very temperamental Wright engines acting up and forcing an emergency landing. But the B-29's
would be making even longer flights once they got to Saipan, and there was no place between Japan and
Saipan to make an emergency landing, so they had better master this problem or they would be in trouble.
30 Sep 44
On approximately this day the men of the Ground Echelon of the 500th Bomb Group saw their first movie on
Saipan, on an outdoor screen in the 882nd Squadron area. The name of the movie was not recorded, but
civilization was gradually catching up with the 500th. Later a much larger outdoor facility with a covered stage,
called "Surfside", would be constructed in the 500th area.
"30 Sept 44 All B-29 aircraft 'grounded' per authority 2AF TWX [2nd Air Force teletype message] for retraction
tests. F.O. [Field Order] #8 (497th) now postponed until 3 Oct 44."
Retraction tests involved putting the whole plane up on jacks and checking the extension and retraction of the
landing gear. Apparently there had been some problems with the landing gear on new B-29's.
This morning, apparently before the grounding message was received, the McClanahan crew (#353) of the
883rd Squadron took their new flyaway B-29, 42-24657, up for the first time. They were airborne for three hours,
and like the Hays crew two days earlier probably accomplished several tasks, but there was at least one they
didn't get done. Right gunner Robert Schurmann noted, "Didn't fire guns because of overcast."
1 Oct 44
On about this date on Saipan, the squadron mess halls were opened, complete with concrete foundations,
kitchens, serving lines, lights and tables. Now the men could have regular meals instead of C- and K-rations.
Not only that, they were allowed to use the mess halls at night to read and write letters. Some work had also
been started on other buildings, and paths and roadways were being improved with crushed coral and sand.
Training continued at Walker AAF, Kansas, for the air crews of the 500th Bomb Group. As the date of their
departure drew closer, more married men were sending their wives home and moving onto post. In the Hurlbutt
crew (#222) of the 882nd Squadron, flight engineer 1/Lt Glenn Truesdell had sent his pregnant wife home a few
days ago. Now today airplane commander Maj Wilbur Hurlbutt sent his wife and child home to Arizona and
moved onto post.
Navigator Ken Fine of that crew was uncertain when their next training flight would be, or when they would leave
for the overseas staging area at Kearney, Nebraska. In fact, he opined in a letter to his fiancee, "Nobody seems
to know much about what is to happen as all the plans have been screwed up some." After confiding that he
and his good friend, bombardier Glen Aitken, had gone over to the officers' club again last night, Fine noted that
"everyone feels like thay have to drink up enough to last for a long dry spell."
2 Oct 44
Today on Saipan, even though he wasn't allowed to reveal the name of the island yet, airplane mechanic George
Hughes of the 881st Squadron wrote a rather positive letter home to his parents, highlighting the many
improvements in their living conditions:
"October 2, 1944
'Somewhere in the Pacific'
Dear Mother & Dad,
Well how is everything at home? I imagine the leaves are starting to fall. It must be very pretty at home now. I
don't believe that this place ever has a change in season. It's hot all the time. We still have rain nearly every
day. Sometimes two and three times a day.
I am feeling great and sleeping more than I have in a good many years. At first we got up at four but now we
arise at five. This doesn't seem very early when you go to bed at seven.
Our messhall is in operation and we can write letters in there at night. We had good food and get fruiit and
cereal now that we are no longer living from a can. There is a broadcasting system rigged up with speakers set
up around the area. We have music and news reports during the day.
I went to some boxing bouts the night before last. Some of them were very good. I suppose in due time we will
have baseball diamonds fixed up but now the important things are being taken care of. I am still working on a
sand detail. We bring it from the beaches to our area to combat the mud. I never saw such mud in my life.
These heavy trucks and tractors can really churn it up.
There isn't much more to write about and I must go to work soon. Take care of yourselves and write soon.
Love
George"
At about this time the flyaway B-29's of the 500th Bomb Group at Walker AAF, Kansas, were having Group and
Wing markings painted on their large vertical stabilizers. For confirmation of this we are indebted to 2/Lt Ken
Fine of the Hurlbutt crew (#222). In a letter written this day he described for his fiancee what she should look for
if their plane happened to show up on any newsreels:
"They have painted the letters and numbers on our plane now. If you look on the B-17 up here [according to
Ken Fine's son, also Ken Fine, his father drew an arrow pointing up to the B-17 depicted on the stationery, and
on the tail of the B-17 he had drawn the letter Z, with a square below it, and the number 22 below that -- Z
Square 22] you can see them. The Z and the Square and 22 also a small 3429 [the last four digits of the serial
number, 42-63429]. So now if you see us in the news reel, you will know us."
The Z stood for the 500th Bomb Group, the Square for the 73rd Bomb Wing, and 22 was the plane number
within the Group. In the 500th, numbers 1-19 were reserved for the 881st Squadron, 21-39 for the 882nd, and
41-59 for the 883rd, so you could tell immediately by the number to which squadron a plane belonged.
Some veterans remember that their planes weren't marked until they reached Saipan. That may have been true
for later planes and crews which came over, but this letter is pretty clear proof that the original 30 flyaway aircraft
had their markings painted on in Kansas. This is further supported by the unit narrative history, which in noting
the date each plane arrived on Saipan in October and November 1944 reports them as "Z Square 5", etc.
This seems a good place to note that the plane numbers within the Group were not permanent to a particular
plane. They were changed as circumstances dictated. In fact, it would be fair to say that in the beginning the
number stayed more with the crew than the plane. For example, take the Hurlbutt crew's first plane here, Z-22,
42-63429. They flew this plane to Saipan but never took her into combat. For unknown reasons 63429 was
transferred to the Savage crew (#224) as their regular plane, at which time she was renumbered Z-29. Still later,
63429 would be again renumbered to Z-35. Meanwhile, the Hurlbutt crew was assigned a new plane, 42-24766,
which was promptly numbered Z-22. A lot of numbers painting was going on in the 500th.
3 Oct 44
Today the 500th Bomb Group Operations Journal recorded that Field Order #8, which was a Batista, Cuba,
mission involving the 497th and 498th Groups, had been postponed again, this time until 6 Oct. You may recall
that on 27 Sep several aircraft of the 497th group had arrived at Walker AAF from their staging area at
Herington, Kansas, to participate in this mission. Then late on the 27th the mission was postponed until the
30th, then later postponed again until 3 Oct. Now it had been postponed a third time until 6 Oct. The probable
reason that the 500th was closely following the progress of this mission is that, for unknown reasons, the 497th
planes were staging through Walker.
4 Oct 44
The Ground Echelon of the 500th Bomb Group continued working on their living and working areas on Saipan.
Today the permanent living area of the ground crew of the 881st Squadron, and possibly those of the other
squadrons as well, were completed. The ground personnel would live their entire time on Saipan in these tents.
The more substantial quonset huts were reserved for the air crews. Of course, the ground crew tents weren't
just ordinary tents. They were large pyramid tents reinforced with wooden frames, and later wooden floors were
laid inside to get things up out of the dirt. Most ground crewmen found the tents perfectly adequate.
Speaking of wood, this was always a critical shortage on Saipan. There was never enough to go around, and
sufficient quantities had to be bartered for, scrounged or stolen. Men became expert in fashioning tables, chairs
and other furniture from scrap lumber, sheets of plywood and shipping crates. Nails were also a critical item.
5 Oct 44
Today George Hughes, airplane mechanic in the 881st Squadron, filled in his parents on the latest happenings
on Saipan:
"October 5, 1944
Dear Mother & Dad,
Everything is fine here and I hope that they are at home. I suppose you are listening to the World Series. We
get replays of the game by short wave. ...
My election ballot came the other day and I sent it right out. ...
We get our first full pay on November 1st. ...
We are still doing about the same jobs and our area has shown lots of improvement. We moved to our
permanent area yesterday. ... There is [sic] eight to a tent for now but later they expect to cut down to six. That
gives one quite a little room. ...
Love
George"
The 2nd Air Force grounding directive of 30 Sep had been lifted apparently late yesterday, which resulted in
much air activity today. Training and transfers could resume. This afternoon, an unspecified number of aircraft
from the 497th Bomb Group flew in to the home field of the 500th Bomb Group at Walker AAF, Kansas. These
planes were to participate tomorrow in the much delayed Field Order #8 training mission to Batista, Cuba. It
appears that this FO had now been expanded to include planes from all four Groups of the 73rd Bomb Wing.
Fifteen B-29's of the 500th Group would now participate in this mission.
The 500th Operations Journal doesn't give many details about this mission, but navigator Ken Fine of the
Hurlbutt crew (#222), which was scheduled for this mission, tells us that the participating planes flew today
to Salina, the base of the 499th Group. Salina apparently served as the staging base for all Groups for this
mission, as Fine states that "There were supposed to be around 50 B-29s in that flight and I never saw so many
29s as there were over at Salina."
The Hurlbutt crew had been notified about the Batista mission this morning at about 1100. They hurried to get
ready, then flew their plane to Salina, where they were in "a meeting all afternoon." This was probably Fine's
description of the mission briefing. They then spent the night at Salina in preparation for an early morning take-
off.
Among the 500th crews not assigned to the Cuba mission today were the Hays crew (#228) of the 882nd
Squadron and the McClanahan crew (#353) of the 883rd. The Hays crew was on a gunnery-bombing exercise.
Bombardier Hal Towner recorded that "All guns were fired including the 20mm. cannon and then we went to
10,000 feet and dropped ten [bombs]." The McClanahan crew was probably doing the same exercise, but all
right gunner Bob Schurmann noted was that they "fired 200 rounds per gun at 15,000 [feet] with no
malfunctions."
A large number of flyaway aircraft which had stacked up at the depots or modification centers due to the 2nd AF
grounding directive flew in to Walker today. The Operations Journal reported today that the Group "has 26
Flyaway Acft at present." This meant only four to go to reach full strength.
Several crews were finally able to take their flyaways up for their shakedown flights today. One of these was the
Holmes crew (#354) of the 883rd. After four hours and 30 minutes in the air with their plane, probably 42-63434,
the crew returned to a nasty surprise. According to flight engineer Bob Sebring, the post-flight inspection
revealed that “an entire row of rivets on a panel on the top surface of one wing had popped out.” Bad luck for
the Holmes crew. The plane was red-lined and they were now without a flyaway.
6 Oct 44
At 0300 today the Hurlbutt crew (#222) of the 882nd Squadron was awakened at Salina, Kansas, for their
mission to Cuba. They went to breakfast and got all ready to go but the rain was coming down hard, so there
was a delay until 1000. According to Ken Fine, navigator on the Hurlbutt crew, a decision was made to send
only some of the planes off to Cuba. The rest, including the Hurlbutt crew, presumably in their flyaway B-29, 42-
63429, "were supposed to fly up to the north of Minnesota and back." The weather must have been better in
that direction. However, the Hurlbutt crew apparently didn't even get off the ground. They "burnt out a starter
and had to change that so we flew back to Walker this evening."
Fine wrote his fiancee tonight that he wished they had made the Cuba mission and had it behind them. They
would have to make it soon and "I'm sure not looking forward to a 15 hour ride. I'll sure be glad when the time
comes when I'll never have to get into a plane again."
Their next shot at Cuba would come probably sooner than the Hurlbutt crew imagined. Today the 500th Group
Operations Section received 73rd Bomb Wing Field Order #10 for a mission to Batista, Cuba, on 8 Oct 44. The
500th scheduled 15 planes and crews for this mission, including the Hurlbutt crew.
7 Oct 44
By this time the 500th Bomb Group probably had its full complement, or close to it, of 30 flyaway aircraft. These
planes were assigned ten per squadron.
Also by this time the number of crews in the 500th had been whittled down to 60. The original assumption was
that the long missions would be harder on the men than the planes, hence two crews per plane. However, in
combat the opposite was found to be the case. It was the lack of flyable aircraft that quickly became the critical
factor, at least until more planes were assigned and maintenance improved.
It is unknown what criteria, objective or subjective, were used to select the 30 crews who got the 30 flyaway
planes. As for the 30 crews that didn't, they were divided into two groups of 15, five crews from each squadron.
The plan was to send the first group of 15 to Kearney AAF, Nebraska, to await the arrival of new aircraft, which
they would then fly over to the Marianas. The second group would be sent to Lincoln AAF, Nebraska, then
eventually on to Kearney, either to fly new planes overseas or to travel to Saipan via Air Transport Corps planes.
While waiting at Kearney and Lincoln, these crews were apparently to continue training insofar as possible.
Possibly the 500th crews were divided between the two locations so as not to overtax the training and
other facilities at Kearney.
The original 30 flyaway aircraft and their assigned crews were as follows:
881st Squadron
Z-1 42-24656 Goldsworthy (#101)
Z-2 42-24662 Irvin (#105)
Z-3 42-63435 Samuelson (#106)
Z-4 42-24672 Oswald (#121) (later renumbered #103)
Z-5 42-24643 Luman (#109)
Z-6 42-24694 Field (#110)
Z-7 42-24680 Sullivan (#111)
Z-8 42-24692 Fitzgerald (#115)
Z-9 42-24689 Hatch (#118)
Z-10 42-65219 Thompson (#117)
882nd Squadron
Z-21 42-24652 Pierce (#223)
Z-22 42-63429 Hurlbutt (#222)
Z-23 42-24664 Hays (#228)
Z-24 42-24676 Tackett (#237)
Z-25 42-24686 Van Trigt (#230)
Z-26 42-24687 Grise (#231)
Z-27 42-24668 Cordray (#239)
Z-28 42-63436 Gerwick (#233)
Z-29 42-65221 Savage (#224)
Z-30 42-24700 LaMarche (#226)
883rd Squadron
Z-41 42-24675 Ashley (#343)
Z-42 42-24653 Moreland (#344)
Z-43 42-63441 Setterich (#346)
Z-44 42-65218 Hansen (#351)
Z-45 42-24657 McClanahan (#353)
Z-46 42-24721 Holmes (#354)
Z-47 42-24600 Adams (#358)
Z-48 42-24660 Black (#359)
Z-49 42-24671 Feathers (#360)
Z-50 42-24696 Braden (#364)
8 Oct 44
Now that the mess halls and living areas for the ground personnel had been completed, the men of the 500th
Bomb Group had more manpower available to finish the quonset huts for Group and Squadron Headquarters
and the various staff sectons. Also, construction was started on quonset huts to serve as living quarters for the
air crews when they arrived. A total of 65 Quonset huts for all purposes were erected during this time.
Meanwhile, the 500th continued to be called on to furnish construction details for Wing Headquarters.
Also, according to Maj Ralph Maust, Executive Officer of the 881st Squadron and author of the Group history
covering this period, the 500th furnished 75 men per day "to assist the Service Groups in constructing the
warehouses and facilities for Service Center 'B'. The 500th Bomb Group was the only Bomb Group required to
furnish personnel for this purpose." The men of the 500th were fast becoming first-rate carpenters.
Today the 500th Bomb Group prepared to send 15 planes on a Wing mission to Batista, Cuba, a daunting round-
trip of 3,000 miles expected to last 15 hours. It was probably not a coincidence that the round-trip distance
between Saipan and Japan was also 3,000 miles.
According to navigator Ken Fine of the Hurlbutt crew (#222) of the 882nd Squadron, the crews were awakened
at 0430, ate breakfast at 0500, then went down to the flight line to check out their planes. Take-off was about
0730. The Hurlbutt crew would be the lead plane on this mission, with Group CO Col Richard King on board.
All 15 planes scheduled made it airborne, but there was a problem right away. Z-5, 42-24643, probably Luman
crew (#109) of the 881st Squadron, had some sort of trouble and aborted shortly after take-off. The remaining
14 planes headed off for Cuba, but two more aborted later. Z-48, 42-24660, probably Black crew (#359) of the
883rd Squadron, returned to Walker AAF at 0210. If that late arrival time is correct, it's a good indication that she
had had to make an emergency landing somewhere to make temporary repairs. Z-25, 42-24686, probably Van
Trigt crew (#230) of the 882nd, made it all the way to Batista but for unknown reasons (rack malfunction?) was
unable to complete the mission. She did however make it all the way back to Walker on three engines.
According to the Group Operations Journal, "Interrogation was held at Gp Hqs under the direction of S-2,
immediately after last ship returned WAAF. All S-3 Staff Officers were present. Interrogation completed shortly
after 0300 AM."
The Hurlbutt crew must have been one of the first ones back. According to navigator Fine, they returned to
Walker at around 2200 and finished interrogation by midnight. Fine hadn't had anything to eat since breakfast
but was so exhausted that he went straight to bed and didn't wake up until 1000 the next day. After cleaning up,
he went over and got some lunch.
Landing at 2220, not long after the Hurlbutt crew, was the McClanahan crew (#353) of the 883rd. They came in
on three engines. Right gunner Bob Schurmann wrote in his diary, "Bombed range at Batista, Cuba. Saw
Havana. Feathered #3 engine over Oklahoma for lack of fuel transfer on return trip."
The Hays crew (#228) of the 882nd also flew this mission but according to bombardier Hal Towner, they did it
without their airplane commander. Towner does not say why Hays was absent or who filled in for him. He does
however mention that they had to make an engine change after returning to Walker.
Another crew completing this mission, in 14 hours and 45 minutes, was the Holmes crew (#354) of the 883rd,
but it is not known in what B-29, since their flyaway had been red-lined back on 5 Oct.
9 Oct 44
This afternoon at Walker AAF, Kansas, at Group Headquarters, the 500th Bomb Group held a general critique of
yesterday's Cuba mission. Apparently all the participating crews were present. Many of the crews, including the
Hurlbutt crew (#222), were also told that they would be flying another mission tomorrow, 10 Oct, this one
a Group mission.
Over in the S-3 Section, officers and men were busy completing lengthy and detailed Consolidated Tactical
Mission Reports, apparently on yesterday's Wing mission to Cuba, to be sent to the 73rd Bomb Wing.
10 Oct 44
Work continued for the 500th Bomb Group Ground Echelon on Saipan. Airplane mechanic George Hughes of
the 881st Squadron had been working the night shift lately and wasn't very happy about it. Sleeping during the
day was difficult due to the heat, and also he wasn't able to go to any of the movies in the evening. The only
good thing about it was that it gave him more time to write letters.
2/Lt John Barrett Grant, 882nd Squadron Aircraft Engineering Officer, known to his friends as Barrett or Barry,
was also very busy. Writing his sister in California about this period later, Grant noted that he was the only
officer in his maintenance section, which meant he was working "twelve to fourteen hours a day, coordinating
things, getting equipment and censoring letters on the side." But there were some bright spots. The tent he
shared with several other officers now had the "wonderful luxury" of a wooden floor and was located in a grove
of small trees with a beautiful view of the sea. They were sleeping on cots, but Grant was one of the few men
with a precious mattress, which he had stolen off the Alcoa Polaris "by stuffing it in a barracks bag and throwing
it over the side, then later nonchalantly retrieving it." This Yale engineering graduate had learned a few things
about how to survive in the Army. More improvements would come later.
The air crews of the 500th Bomb Group at Walker AAF, Kansas, were being kept very busy. There was good
reason for that. The scheduled deployment date to the overseas staging area was coming up fast.
Today there was a Group Mission, FO #8, a bombing exercise to Pueblo [Colorado?] PBR [Practice Bombing
Range] #2. Ten B-29's got off as scheduled but two of them had to abort. Z-48, 42-24660, probably Black crew
(#359) of the 883rd Squadron, returned to Walker at 1637, and Z-4, 42-24672, probably Oswald crew (#121) of
the 881st, returned at 1655. The other eight planes, including the Hurlbutt crew (#222) of the 882nd, probably in
Z-22, 42-63429, and probably the Holmes crew (#354) of the 883rd, plane unknown, apparently completed the
mission.
11 Oct 44
Hal Towner, bombardier on the Hays crew (#228) of the 882nd Squadron, was in a thoughtful and reflective
frame of mind as he wrote in his crew diary today. The crew had been at Walker Field for almost six months now
and felt that they were "pretty well trained." They had developed confidence in each other and felt they were
ready to go to war. But a problem had arisen: "We're overdue at our staging base [Kearney AAF, Nebraska], but
they have no room for us there. Something along the line has bottlenecked the flow of combat crews to the
theatre and each day we become more anxious to leave the field."
Towner added that "the accommodations at this field, which we have suffered for six months, grow steadily
worse, though we thought such a thing impossible." Towner doesn't say why conditions had deteriorated, but it
is likely that more elements of the 330th Bomb Group, which would replace the 500th at Walker when they left,
had moved onto the base, making all facilities more crowded.
Finally, Towner recorded that his crew was scheduled for a seven-hour mission tomorrow, if their plane was
ready. The #1 engine, which had been slated for change after the Batista mission of 8 Oct, had still not been
replaced.
12 Oct 44
On this day on Saipan a landmark event occurred. After a long flight from Kansas, the first B-29 of the 73rd
Bomb Wing, T-5, "Joltin' Josie", of the 498th Bomb Group, carrying Brig Gen Heywood Hansell, Commander of
XXI Bomber Command, set down on Isley Field. This of course wasn't one of the 500th's planes, but the arrival
of "Joltin' Josie" brought home to the men of the 500th that their planes wouldn't be far behind. Work to
complete the Group working and living quarters redoubled.
Throughout the training period in Kansas, the 497th and 498th Groups were always a little ahead of the 499th
and 500th. The 497th and 498th went to the overseas staging areas first, so it's not surprising that it was a
498th plane that got to Saipan first.
As the first B-29 of the 498th Bomb Group was landing on Saipan, the first plane of the 500th Bomb Group had
yet to leave Walker Field, Kansas, for the staging area at Kearney, Nebraska. But that move was coming soon.
Today the 500th Bomb Group ran a "Round Robin", which was a navigational and formation-flying exercise
usually conducted along a roughly circular route. Ten B-29's were scheduled but one, Z-49, 42-24671, had
some sort of mechanical problem during taxi or take-off prep and returned to the line. The other nine planes got
off okay and flew the following route: DWK - TS - PDI - PBS - AQ - ELK CITY - DWK. This breaks out to Walker
Field - Tulsa - possibly Padre Island - unknown - Amarillo - Elk City (probably Oklahoma) - Walker.
Also today Deputy Group Commander Lt Col John Dougherty and Group Bombardier Capt Charles McClintick
departed Walker Field for the overseas staging area at Kearney AAF, Nebraska, in B-17 #554. They would soon
be followed by the first of the 500th flyaway planes.
13 Oct 44
On this day 12 B-29's took off from Walker AAF, Kansas, on a "Round Robin", a long-range navigation,
formation-flying and bombing exercise to Batista, Cuba. The route as given in the 500th Bomb Group
Operations Journal was DWK - WBA - LEESBURG - NW - DWK, which breaks out to Walker Field - probably
Batista, Cuba - Leesburg (probably Florida) - Norfolk - Walker. Two planes did not make it to Cuba. Z-10, 42-
65219, probably Thompson crew (#117) of the 881st Squadron, had to land at Tinker Field near Oklahoma City,
and Z-44, 42-65218, probably Hansen crew (#351) of the 883rd, landed at Maxwell Field in Alabama. Also, Z-
26, 42-24687, probably Grise crew (#231) of the 882nd, made it to Cuba but became "separated
from formation ... and was unable to bomb." The remaining nine planes apparently completed the mission.
14 Oct 44
Today in a letter George Hughes, airplane mechanic in the 881st Squadron, brought his parents up to date about
his life on Saipan, even though he still wasn't allowed to mention the island by name:
"October 14, 1944

Dear Mother & Dad,
I am writing just a few lines to let you know everything is all right. Things are just about the same here.
I am working on a ditch digging job now. It's pretty tough digging because there are just a few inches of top soil.
The biggest part has to be picked out of solid coral. We use jackhammers when they are available but most of
the work has to be done with a pickaxe.
... I received the camera while I was at P.O.E. [Port of Embarkation, Camp Anza, California] I must have
forgotten to say so at the time. When we get caught up on the work a little maybe I can take some pictures.
I saw a show last night presented by the natives. They did a few native dances but they weren't very
interesting. There are fights again tonight so I believe I will attend. They have some very good bouts.
The weather continues the same. I am pretty well used to the heat by now. It still rains a couple of times a day.
The nights are cool enough to use a blanket at times. As long as I can sleep nights I don't care how hot it gets.
The medics made everyone put up mosquito nets over their beds. They are the only things for good sleeping.
The mosquitoes here carry dengue fever. This isn't bad but quite painful I guess[?]. ...
Love
George"
On this day at Walker AAF, Kansas, another milestone in the history of the 500th Bomb Group was reached
when the 248th AAF Base Unit, the controlling authority at Walker, issued Special Order No. 199. Paragraph 10
of this order directed the first ten planes and crews of the 500th Bomb Group to report to the overseas staging
area at Kearney AAF, Nebraska. Three pages attached to the text of Para 10 listed the planes by serial number
and the full crews by name, rank, MOS (Military Occupational Specialty), ASN (Army Serial Number) and crew
position.
The crews were to report to Kearney by the following day, 15 Oct 1944... with one exception. A paragraph in the
order read, "Crew indicated by an asterisk (*) now on TD [Temporary Duty] Oklahoma City, Oklahoma will
comply with this order upon return to this sta[tion]." This was the Hurlbutt crew (#222) flying their assigned
plane, Z-22, 42-63429.
Z-22 and the Hurlbutt crew had been sent to the Oklahoma City Air Depot at Tinker Field today in the hope of
getting a significant structural defect corrected. As CFC Gunner Ed Levin remembers it, the rivets on as many
as 70 wing panels were faulty or suspect. Some had popped and others appeared to be in danger of doing so.
The full crew was apparently not along on this trip. Radar Operator Paul Dreyer remained at Walker. However,
two passengers had come along to OKC -- Crew Chief M/Sgt Doc (his real first name) Duncan and 882nd
Squadron Flight Chief M/Sgt Raymond "Ace" Carter. These very experienced airplane mechanics had probably
been sent along in case the plane had to make an emergency landing somewhere.
This evening navigator Ken Fine phoned his fiancee to let her know where he was, and the next day he wrote
her a letter using stationery from the hotel where he and the rest of the crew were staying -- Hotel Black, Grand
Ave at Hudson St., Oklahoma City, OK. The Air Depot must have quickly determined that the necessary repairs
were beyond their capability, because by this time Fine already knew that they would have to take the plane
back to the factory in Atlanta. He didn't know how long they would be there, but after the plane was repaired
they would finally fly to Kearney AAF, Nebraska, to prepare for overseas movement.
Several men in the crew viewed this excursion as sort of a last fling before heading off to war, so a lot of heavy
drinking and womanizing went on, right from the beginning. In Oklahoma City, one of the officers picked up the
girl who drove the tractor that towed their plane to the debarkation area after landing. Young and innocent Ed
Levin was shocked.
The 500th Group Operations Section was either not aware of the full situation of the Hurlbutt crew or someone
deliberately obscured it by noting in the Operations Journal on 14 October, "One (1) B-29 off from WAAF for
Kearney, Nebr." Well, yes, Z-22 was destined for Kearney, but by a very roundabout route and not anytime
soon.
15 Oct 44
Today at Walker AAF, Kansas, nine of the ten planes and crews listed in SO #199 left for the staging area at
Kearney AAF, Nebraska, as ordered. These included three planes and crews from each squadron:
881st Squadron
Z-1, 42-24656, Goldsworthy crew (#101)
Z-2, 42-24662, Irvin crew (#105)
Z-4, 42-24672, Oswald crew (#121 - later renumbered 103)
882nd Squadron
Z-21, 42-24652, Pierce crew (#223)
Z-25, 42-24686, Van Trigt crew (#230)
Z-24, 42-24676, Tackett crew (#237)
883rd Squadron
Z-42, 24-24653, Moreland crew (#344
Z-48, 42-24660, Black crew (#359)
Z-49, 42-24671, Feathers crew (#360)
Maj Robert F. Goldsworthy was designated as the Movement Commander.
The tenth, missing plane and crew was Z-22, 42-63429, Hurlbutt crew (#222), of the 882nd. This plane was still
at the Oklahoma City Air Depot and preparing to head to Bell Atlanta for factory repairs.
Each plane flying to the staging area would take its crew chief along as a passenger. (It's hard to keep a crew
chief and his plane apart.) Some planes carried an additional passenger. Capt Melvin Parker, 881st Squadron
Engineering Officer, flew with the Irvin crew in Z-2. Capt Arthur Miller, 881st Squadron Navigator, flew with the
Oswald crew in Z-4. Capt Richard Hale, 882nd Squadron Bombardier, traveled with the Van Trigt crew in Z-25.
And 2/Lt Robert Holmes, 883rd Squadron Radar Officer (not to be confused with 1/Lt Theodore Holmes, AC
Crew #354, Z-46), flew with the Black crew in Z-48.
1/Lt Frank Carrico was a spare pilot in the 882nd who had been transferred into the 500th in April 1944 from
antisubmarine duty. Already with extensive flying time in two- and four-engine aircraft, mainly B-25's and B-24's,
he qualified on B-29's while at Walker. With no crew of his own, Carrico hitched a ride to Kearney today in Z-24
with his friend Capt Cecil Tackett. While Tackett and Carrico were flying to Kearney, their wives, Maxine and
Rosita respectively, were driving there. The command had discouraged wives from coming to the staging area,
but the two women were determined to stay with their husbands as long as possible and would not be deterred.
Of course the men reached Kearney first, and while waiting for their wives to arrive they got into a poker game,
and Carrico won $150. He used the money to buy Rosita a going-away present, a lovely watch which she kept
for the rest of her life and which one of her granddaughters treasures today.
Also taking off from Walker on the 15th, but heading in a different direction were 15 other B-29's off on a training
Round Robin. The route given in the Operations Journal is DWK - TS - PDI - AQ - SPRINGFIELD - DWK,
which breaks out to Walker - Tulsa - Padre Island (?) - Amarillo - Springfield (Colorado?) - Walker. All planes
completed the training mission successfully except for Z-43, 42-63441, Setterich crew (#346) of the 883rd, who
had to land at Hutchinson, Kansas, with engine trouble.
Lastly on this day the McClanahan crew (#353) of the 883rd, while attempting to take off on a training flight,
probably in Z-45, 42-24657, experienced a "malfunction of waste gate controls" which cut the power in all four
engines and caused the plane to run off the runway.
16 Oct 44
George Hughes, airplane mechanic in the 881st Squadron, wrote his parents from Saipan again today:
"October 16, 1944

Dear Mother & Dad,
Everything is fine here and I am in the best of health. There hasn't much of anything happened in the past few
days. I went to the fights Saturday night. There was lots of action in some of the bouts. ...
I am still working on the ditch digging. It's pretty slow going. I can certainly sleep at night after bouncing around
on that jack-hammer. ...
Do you think that you could get a pair of slippers of some sort? I would like something to wear around the tent at
night. These G.I.s are heavy enough dry but when they get covered with mud they are like a couple of lead
weights. ...
Love
George"
On this day 1/Lt Hale Hays, AC of Crew #228 of the 882nd Squadron, 500th Bomb Group, married Mary
Katherine Brenneman in the 1st Presbyterian Church in Hays, Kansas. Bombardier Hal Towner and probably
the rest of the officers in the crew attended the wedding.
Hays was far from the only officer getting married at this time. With the men heading overseas, the choice was
to act now and seize what little was left of the present or wait on an uncertain future. Many couples chose the
former.
17 Oct 44
Today five more B-29's and crews of the 500th Bomb Group departed Walker AAF, Kansas, for the staging area
at Kearney AAF, Nebraska. The Group Operations Journal tells us that these planes and crews were all from the
881st Squadron, but nothing more specific than that. This made a total of 15 flyaway planes and crews, half the
Group, to have left Walker.
Besides the planes and air crews, there were other personnel of the 500th at Walker who needed transportation
to Saipan. A few men could be squeezed aboard the B-29's, which could carry one or two passengers each.
The 500th Bomb Group had already decided that the crew chief of each plane would travel with it, so that took
up one space. Any additional passengers would be command or staff officers.
This left a large number of maintenance personnel at Walker requiring transportation. These men would go
overseas via Air Transport Corps (ATC) planes. Today a group of these men, 64 in all, consisting mostly of radar
(MOS 867) and remote control turret (MOS 960) specialists, under the command of Group Electronics Officer
1/Lt Joel Dolkart and Group Radar Counter-Measures Officer 2/Lt Milton Pack, left for Kearney AAF by motor
convoy.
The remaining ground personnel at Walker, probably around 230 in number, would also travel to Saipan via Air
Transport Corps, but later and not via Kearney. These men would go directly to Hamilton or Mather Fields in
California.
But before anyone left Walker, there was a round of immunization shots, the first of several the men would
undergo at seemingly every stop along the way.
Also today, Deputy Group Commander Lt Col John Dougherty and Group Bombardier Capt Charles McClintick
came back to Walker from Kearney for a "4 hour business mission." The details of this meeting are not known,
nor is it known when the two officers returned to Kearney.
Meanwhile, down at the Oklahoma City Air Depot at Tinker Field, the Hurlbutt crew (#222) of the 882nd
Squadron took off today in Z-22, 42-63429, for Atlanta to have permanent repairs to their plane made at the
factory in nearby Marietta. They arrived in Marietta in the evening, left their plane at the factory field, and were
taken downtown to the Atlanta Biltmore Hotel, billed as "The South's Supreme Hotel". When they arrived at the
hotel, they found it festooned with Confederate flags. It turned out that the United Daughters of the Confederacy
were holding a convention there. CFC gunner Ed Levin, a Jewish boy from Boston, felt a little out of place. Maj
Hurlbutt's rank secured a single room, but the four junior officers - Omilian, Aitken, Fine and Truesdell - were
squeezed into one room. The seven enlisted men -- five from the crew (radar operator Paul Dreyer didn't make
the trip), crew chief Doc Duncan and flight chief Ace Carter -- presumably were even more squeezed. Navigator
Ken Fine was not impressed with the accommodations, writing that if this "is supposed to be the finest hotel in
these parts..., I feel sorry for them down here."
The crew hoped to be in Atlanta only a few days until their plane was ready and they could fly off to Kearney and
the war.
18 Oct 44
On Saipan, work continued on improving the 500th Group and Squadron areas. Evening entertainment was
improving too. Airplane mechanic George Hughes of the 881st Squadron wrote his parents again today:
"October 18, 1944

Dear Mother & Dad,

This is a few lines to let you know that everything is fine here. I never felt better in my life. Lots of sleep really
does wonders for one.
I'm still working at ditch-digging and probably will for some time. As long as I work days I don't care what job I
have. Night work doesn't go over too big with me in this climate. When I get home I think that I will replace my
bed with a canvas cot. They feel just like a inner-spring now.
I saw a show the other night given by [cut out by censor] and her troupe. It was very good. Of course it rained
during the show but everyone is pretty used to rain by now. ...
I go to the movies almost every night. the pictures are old ones but it is something to do anyway. In time we will
probably have the latest films.
... Write when you can, mail is really appreciated here.
Love
George"
The last few days had been very busy for the clerks in the headquarters building on Walker AAF, Kansas. Today
they released their latest opus, SO No. 203, at least two paragraphs of which pertained to the 500th Bomb
Group and determined the future of 280 men.
Paragraph 2 of SO No. 203 ordered 15 crews, a total of 165 officers and men, to depart Walker today and
proceed by government motor transport to Kearney AAF, Nebraska, the overseas staging area for the 500th
Bomb Group. These crews did not as yet have assigned flyaway planes. At Kearney they were to await the
delivery of 15 new "Theater Reserve" aircraft which had been earmarked for the 500th and then fly these planes
to the Marianas. The designated commander for the motor convoy to Kearney was Capt Eugene C. Mahoney of
the 883rd Squadron. The crews listed under Para 2 were as follows:
881st Squadron
H. Jackson crew (#102)
Brown crew (#104)
McNamer crew (#114)
Pearson crew (#116)
Curtis crew (#119)
882nd Squadron
Farrell crew (#227)
Gray crew (#232)
D. Jackson crew (#236)
Shorey crew (#240)
Schmitz crew (#241)
883rd Squadron
Cheney crew (#348)
Gregg crew (#355)
Schmidt crew (#356)
Mahoney crew (#362)
Amos crew (#363)
Para 2 had one footnote. 2/Lt Frederick W. Shippee, Jr., flight engineer on the Amos crew and currently in the
base hospital, was directed to comply with the order upon release.
Also possibly departing Walker this day were the 15 remaining spare crews of the 500th. We know these
crews were ordered to Lincoln AAF, Nebraska, at about this time, but we don't know the exact date. Flight
engineer Jim Wride of the Clinkscales crew remembers that they traveled by troop train. This movement could
well have been covered by the presently unrecovered Para 3 of SO No. 203. After a few weeks at Lincoln, all
of these crews would be transferred to the staging area at Kearney, where most if not all would be assigned new
B-29's to fly to the Marianas. Some may have traveled to the war zone via Air Transport Corps. No official list of
these crews is available in the records but one can be reconstructed using later documents:
881st Squadron
McGuire crew (#107)
Mather crew (#108)
Ray Taylor crew (#112)
Bricker crew (#113)
Kappil crew (#120)
882nd Squadron
Reeves crew (#229)
Arbon crew (#234)
Hodge crew (#235)
W. Parsons crew (#238)
McClure crew (#242)
883rd Squadron
Ryan crew (#347)
Clinkscales crew (#350)
Haley crew (#352)
Charters crew (#357)
Irby crew (#361)
Next, Paragraph 4 of SO No. 203 directed ten more B-29's and crews of the 500th Bomb Group to proceed
tomorrow to the overseas staging area at Kearney AAF, Nebraska. The ten planes and crews were as follows:
882nd Squadron
Z-29, 42-65221, Savage crew (#224)
Z-30, 42-24700, LaMarche crew (#226)
Z-23, 42-24664, Hays crew (#228)
883rd Squadron
Z-41, 42-24675, Ashley crew (#343)
Z-43, 42-63441, Setterich crew (#346)
Z-44, 42-65218, Hansen crew (#351)
Z-45, 42-24657, McClanahan crew (#353)
Z-46, 42-24721, Holmes crew (#354)
Z-47, 42-24600, Adams crew (#358)
Z-50, 42-24696, Braden crew (#364)
The four pages of Para 4 are attached. From the crew lists we can see that the crew chiefs for all planes have
been included as passengers, as would be the case for the entire movement overseas. Also, in order to make
room for another passenger, one of the gunners has been bumped from each crew. The gunner left behind was
in all cases the one holding MOS 611, Aerial Gunner, probably chosen because he was the only gunner without
an additional specialty. (The CFC gunner, MOS 580, was trained in operation and maintenance of the remote
control turret system; the left gunner, MOS 1685, was also a trained electrical specialist; and the tail gunner,
MOS 748, was also a trained airplane mechanic.) The 611 gunners would travel to Saipan via Air Transport
Corps planes and be reunited with their crews there.
A few command and staff officers hitched rides to Kearney with this batch of planes. 882nd Squadron CO Lt Col
Joseph Brannock rode with the Hays crew in Z-23. 883rd Squadron Engineering Officer Capt Harold
Reichenberg flew with the Adams crew in Z-47, while his assistant, 2/Lt Alvah Willis, rode with the Setterich crew
in Z-43. And the 883rd Squadron Navigator, Capt Roy Hopper, flew with the Braden crew in Z-50. Finally, a
lowly Corporal, Harry Pennel, somehow rated a spot flying with the McClanahan crew in Z-45. Maybe his MOS
of 686, Airplane Instrument Mechanic, was in critical demand.
There was one footnote with this order. 2/Lt Donald G. Wilson, navigator on the Braden crew, was in the base
hospital at the time. He was ordered to comply with the order upon release. Also, there are at least two errors
on the crew lists. (Errors are to be expected on such a long, complicated order.) On the Hays crew, the MOS of
Cpl Kiolen Crider should be 748, and the MOS of Sgt Henry Koert should be 2756.
There was also one apparent error on the order. The Holmes crew of the 883rd is listed as flying B-29 42-
24721, but other reliable sources indicate that this plane didn't arrive at Walker until the following day, 19 Oct. It
was a replacement for original flyaway 42-63434, which had developed a serious structural problem on 5 Oct
and would not deploy with the 500th.
The 500th S-3 Section would soon be leaving Walker too. Lt Col Marcus Mullen, the S-3 (Operations Officer),
and his deputy, Maj Freeman Parsons, "began settling business & clearance papers for expected shipping
Friday 19 Oct 44."
In spite of all the turmoil of men moving out or preparing to move out, some training was still going on at Walker.
There was apparently an abortive Group mission from Walker AAF to Galveston today, but the Operations
Journal says nothing at all about it. The only indication we have of it comes from an unofficial source, the diary
of Robert Schurmann, CFC gunner on the McClanahan crew (Z-45). But Schurmann's brief notation rings true:
"Started for Galveston, but returned to base because not enough planes got airborne." Schurmann records only
15 minutes flying time. This mission would be rerun tomorrow, and in an innovative way.
19 Oct 44
At 0700 today in the 500th Bomb Group S-3 Office at Walker AAF, Kansas, there was a meeting of the airplane
commanders of the ten crews scheduled to fly to Kearney AAF, Nebraska. The purpose of this gathering is not
stated but was probably because of a last-minute change in plans. Some of the crews, including the
McClanahan crew (#353) in Z-45, still had to complete the aborted training mission from yesterday. Therefore,
those crews would fly a very roundabout route to Kearney, DWK - TS - GS - KEARNEY, which breaks out to
Walker - Tulsa - Galveston - Kearney. The crews that did not need to complete this Galveston mission,
including the Hays crew (#228) in Z-23, would fly directly to Kearney.
As it turned out, only eight of the ten planes were able to get off the ground. Two planes had problems and had
to return to the line. For one plane, the problem was not serious and she got off by noon. This was probably Z-
23, as bombardier Hal Towner's diary tells us that that is the time they took off. The other plane, despite what
the Operations Journal says about returning to the line, was probably 42-24721, the replacement flyaway for the
Holmes crew (#354) of the 883rd. 42-24721 arrived at Walker just today and would need at least a couple of
days for the acceptance inspection, a shakedown flight, and other checks. She was definitely not leaving for
Kearney today.
It took Z-23 only 45 minutes to make it to Kearney. Towner noted that "We expect to stay here long enough to
draw new equipment and to modify and inspect our ship -- at most two weeks. [Towner was a little optimistic
here.[ This field is just like all the others but our morale has changed overnight."
Meanwhile, the crews that had to make up the aborted mission from yesterday, including the McClanahan crew
(#353) in Z-45, had a much longer flight to make. According to CFC gunner Bob Schurmann, they took off from
Walker at 1005 and touched down at Kearney nearly seven hours later, at 1700.
Some men traveled to Kearney by other means. Today Group Flight Engineer Capt Prescott Martin and Group
Navigator Capt Berry Thompson left for the staging area by automobile.
And the 500th Group weren't the only ones on the move. Today the Group received a teletype message from
the 73rd Bomb Wing "barring submission of correspondence of any kind to Hqs 73 BW until further notice is
issued."
20 Oct 44
Since the bulk of the 500th Bomb Group had now left Walker AAF, and the 73rd Bomb Wing had barred
submission of any correspondence, the 500th's Operations Section considered themselves essentially relieved
of duty at Walker. An entry for today in the Operations Journal noted that the Operations personnel of the 330th
Bomb Group, which was moving in to Walker after the 500th, "are now in complete charge of our S-3 building.
Until we depart this station for our overseas assignment we have only to finish our packing & clear up other
minor details."
But while most of the Air Echelon of the 500th had now moved to Kearney, there was one small far-flung
detachment temporarily grounded far to the east.
The Hurlbutt crew (#222) of the 882nd Squadron had arrived in Atlanta on the 17th and left their plane, Z-22, 42-
63429, at the Bell factory in Marietta to have a number of defective wing panels repaired. CFC gunner Ed Levin
remembers that the factory was huge, with 25,000 employees, most of them women. The workers rarely if ever
had a chance to see the combat crews who flew the airplanes they were building, so as news of the crew's
presence spread through the factory, they became instant celebrities. Anybody who wanted female
companionship had no trouble getting it. Levin actually ran into a girl he knew from college who set him up on a
date with a local girl from a proud southern family, complete with crossed swords over the mantle.
Today, three days later, the crew was still waiting on their plane. Navigator Ken Fine wrote his fiancee a letter
today from the hotel where they were staying, the Atlanta Biltmore. He had no solid information on how much
longer they would be in Atlanta but hoped they would be able to leave for Kearney on Monday, 23 October. In
the meantime, they had nothing to do but laze around and enjoy themselves, which most of the crew had no
trouble doing. Fine wrote that he had been "sleeping about all day, getting up of the evening and going down
town and going to a show once in a while, taking in the floor show at one of the joints down town, etc."
Tomorrow he and a couple of other crew members were planning on going to the Georgia Tech - Navy football
game. Sixty-three years later, Fine's son Tim would find three tickets to this football game in the pocket of his
father's old dress uniform jacket.
21 Oct 44
At the overseas staging area at Kearney AAF, Nebraska, the air crews of the 500th Bomb Group were subjected
to another round of processing, including physical examinations and more immunization updates. In addition,
the men were issued a dizzying array of new equipment to carry overseas. Bombardier Hal Towner of the Hays
crew (#228) of the 882nd Squadron described how it went for his crew today:
"21. Oct 44
We were processed today, and I do mean today because it took all of it. In spite of the comparatively efficient
manner in which we were processed it still took eight hours. We went through a lot and got a lot done.
Innumerable articles of clothing and equipment were issued to us including new parachutes and attachable
jungle emergency kits, sun-glasses, helmets and goggles [I still have my father's] -- thousands of dollars worth of
equipment. Wex [navigator Wilbur Weksler] and I drew duplicate bombardier-navigator kits except for the
sextant. We have one A-14 and one A-10. This new A-10 is a honey with the automatic averager attached.
Anyhow, we were a pretty tired crew by suppertime."
Coming late to the ball was the Holmes crew (#354) in Z-46, 42-24721. This plane, a replacement for the crew's
original flyaway which had been found to have some structural problems, had not arrived at Walker until 19 Oct.
Then she had to undergo an acceptance inspection and other checks. Finally today the Holmes crew had been
able to take her up for a shakedown mission. Fortunately, everything checked out okay, and soon after that she
and their crew were off to Kearney to catch up with their Squadron.
22 Oct 44
The men of the Ground Echelon of the 500th Bomb Group continued their hard work to prepare the Group area
for the arrival of the Air Echelon. Most of the working and living quarters were up now but some interior work
remained to be done. Also, digging continued on drainage ditches, roads were being improved, communications
lines were being laid, and buildings and tents were being wired for lighting,
To supply electricity, the 500th had some of its own generators, but more were needed. To fill the gap, some old
Japanese generators were repaired and put back into service under new management. A critical shortage of
wiring was addressed by sometimes unorthodox means of procurement. The 500th Group narrative history tells
this story: "On one occasion when Major Wolcott [Ground Echelon Commander] was attending a Wing meeting,
the Wing Communications Officer complained that most of their communications lines were out and that the
trouble had not been located. When the Major returned to our area it was discovered that the main phone lines
from Wing running through our Camp had been cut and hauled up as additional 'much needed' wire."
Two days ago the 500th Bomb Group Operations Section had turned over their offices to their counterparts in
the 330th Bomb Group, expecting that they would be pretty much out of operation until they shipped out, which
they assumed was imminent. They now found however that there was more work to do and that they would be
at Walker longer than they had anticipated. From the 500th Bomb Group Operations Journal:
"22 Oct 44 -- Apparently we were a bit optimistic as to our duties for the remainder of our stay at WAAF. Gp Hqs
has moved into a building near the Base Processing Hqs and has incorporated the Squadron S-1 [Personnel]
offices into one section. All records are being given last minute checks, and furloughs for all men of Air Echelon
are in order. (5 days maximum) Final entries are also being inserted in Service Records."
Reading between the lines, we might reasonably reach several conclusions. Most important, something had
happened, at the staging area at Kearney or elsewhere along the line, to slow down the overseas deployment of
the 500th Bomb Group. The last-minute decision to give furloughs appears to be fall-out from this deal. It also
seems likely that the processing authorities had found the personnel records of the 500th deficient, hence the
belated extra attention.
23 Oct 44
Today the men of the Hays crew (#228) of the 882nd Squadron at the overseas staging area at Kearney AAF,
Nebraska, received some welcome news, which bombardier Hal Towner enthusiastically recorded in his crew
diary: "Whoopee! A three-day pass which means we all get to see our wives, sweethearts and families for the
last time -- that is if they live within a reasonable distance. Wex [navigator Wilbur Weksler], Pop [left gunner
Robert Moistner], Koert and Burulia have to go to Omaha though, which is pretty tough. Their families are back
East. Omaha has its compensations."
24 Oct 44
On Saipan the work details of the 881st Squadron of the 500th Bomb Group were finishing up with the digging of
drainage ditches and had moved on to other things, including road repair and improvement. Airplane mechanic
George Hughes was ready to return to his regular job, as he told his parents in a letter today:
"I am still doing the same work. It will be nice to get back to work on the planes again. The ditch digging is
about completed. We were patching road this afternoon. This coral makes very good roads. It packs nearly as
hard as cement. It is hard on the eyes though because of the glare from the sun. The coral is as white as snow
in some places."
On this day the Hurlbutt crew (#222) of the 882nd Squadron was still in Atlanta waiting for the Bell factory to
finish repairing their plane, which was taking a lot longer than they had expected. At first, their time in this large
southern city had been like a big vacation. On Friday night the 20th, navigator Ken Fine had gone to a wrestling
match, on Saturday a college football game, on Sunday a movie, and yesterday he went shopping with flight
engineer Glenn Truesdell. Nearly every evening they were out drinking late into the night, followed by sleeping
late into the next day. Fine admitted to his fiancee, "I've never spent such a lazy time in my life."
But too much of anything can become boring, and it was becoming increasingly hard for the crew to enjoy
themselves when they knew that their buddies in the 500th were heading off to the war zone... without
them. Fine's sense of guilt may have been sharpened when last night in the hotel bar he "met some guys just
back from combat and sat around for awhile talking to them." Today he was so jaded that he just loafed about
the room reading and listening to the radio. He impatiently wrote: "How much longer we are going to be here I
don't know. ... They keep saying that we will be going in a couple of days then when that comes along they say it
will be another couple of days more. I thought we would be going home by now." By "home" Fine clearly meant
his unit.
25 Oct 44
Another milestone in the history of the 500th Bomb Group was passed this morning when the first B-29 of the
Group to leave for the war zone climbed into the air at the staging area at Kearney AAF, Nebraska. This was Z-
42, 42-24653, Moreland crew (#344) of the 883rd Squadron, and her destination was Mather AAF, California,
and beyond. The rest of the Group would soon follow. On nearly every day with flyable weather for the next
several weeks, one or more B-29's of the 500th Group would take off from Kearney bound for Mather.
Each plane carried twelve men -- ten crewmen and two passengers -- plus their baggage. The MOS 611 "career
gunner" in the crew had been "bumped" in order to make room for the plane's crew chief. The other passenger
was a command or staff officer. The gunners left behind would travel to Saipan by ATC (Air Transport Corps)
and rejoin their crews there.
Each plane also carried in its bomb bays a vital cargo. No, I don't mean cases of booze, although liquor would
prove to be as valuable as gold on Saipan, and those crews which had crammed several cases into their plane
would be able to barter it for practically anything. The vital cargo to which I refer is the spare Wright R-3350
engine that each plane carried. The decision to load an extra engine into each plane turned out to be a very
wise one, considering the number of engine changes that would be required in the coming weeks and months.
Z-42 and the Moreland crew apparently had a safe trip and landed at Mather Field this afternoon.
26 Oct 44
All the men of the 500th Bomb Group who left descriptions of Mather Field as they passed through on their way
overseas were impressed by this beautiful, well-kept base a few miles east of Sacramento. The Moreland crew
was probably no different. They were no doubt less impressed by yet another round of Army processing today --
physicals, shots, clothing and equipment inspections, records checks, etc. The men held their breath. If any
serious deficiencies were turned up, they could be delayed at Mather for an indefinite time. Thankfully, this
would be the last such check they would endure before reaching Saipan.
The processing included a review of ditching procedure. With all that water out there, everyone agreed this
training was necessary but hoped they would never have to put it to use.
Probably departing Kearney and arriving at Mather today were three more 500th planes -- Z-2, 42-24662,
Irvin crew (#105), and Z-4, 42-24672, Oswald crew (#103) of the 881st; and Z-24, 42-24676, Tackett crew (#237)
of the 882nd.
Meanwhile, over 2,000 miles to the east, the Hurlbutt crew (#222) of the 882nd Squadron was still stuck in
Atlanta -- nine days and counting -- and still with no projected date of departure. What was the factory doing
with their plane? Ken Fine wrote his fiancee that he was beginning to feel like a native. Indeed, he had taken
a liking to Atlanta. "It's so warm and comfortable and gives one such an easy going feeling and I just love to
hear these people talk." But at the same time, "I'm ready to leave I guess for it is getting old this not doing
anything...."
27 Oct 44
Today George Hughes, airplane mechanic in the 881st Squadron, updated his parents on things on Saipan,
otherwise known as "Somewhere in the Pacific":
"October 27, 1944

Dear Mother & Dad,
Everything is fine here and going along smoothly. I am working nights again but this shouldn't last very long.
We are hauling sand again to increase the size of our tent area. After shoveling coral this sand is a cinch. We
work from six P.M. until two A.M. This gives us a little sleep before the sun comes up. These tents get plenty hot
during the day.
We should have as nice an area here in time as most places in the States. We have a shower in operation now
with a tank big enough to hold about 800 gallons of water. Soon they expect to have another one in the making.
The lighting system is pretty good now so it is possible to read or play cards in the tents. ...
I hope the Christmas packages get here safely. They probably get plenty of rough handling on the way. Some
of the fellows have started to receive Christmas cards already. That's really rushing the season isn't it.
There isn't much more to write about now. I think I will try to get a little more sleep before dinner. There is a
good breeze blowing so it is quite cool yet. ...
Love
George"
Attached photo shows a water tank being installed in the 500th Bomb Group area.
First out of the blocks in the unofficial race to be the first B-29 of the 500th Bomb Group to reach Saipan was Z-
42, 42-24653, Moreland crew (#344), which took off from Mather Field, California, for Hawaii probably late
tonight. The plane headed down the Sacramento Valley, across San Francisco Bay, over the Golden Gate
Bridge, and then winged on into the vast Pacific.
The scheduled route for B-29's flying from Mather to Saipan was via Hawaii and Kwajalein. Flight time was
about ten hours from Mather to Hawaii, about the same to Kwajalein, and about six hours from Kwajalein to
Saipan. If everything went perfectly, the trip would take three days, but since the planes would be crossing the
International Date Line, it would be four days by the calendar. However, a couple of wild cards -- bad weather
and mechanical problems -- could add days or even weeks to the trip.
The Air Transport Command, which controlled all overseas departures, normally scheduled take-offs from
Mather Field late at night or early in the morning, so that the planes would be ensured a daylight landing in
Hawaii. If there was enough light and it wasn't foggy, the crews could watch the California coastline gradually
recede from their vision. Thoughts of home and loved ones passed through their minds as they wondered how
long it would be before they saw that coast again. For some men that day would never come.
Possibly watching Z-42 take off was Group CO Col Richard King. He had arrived at Mather today from
Kearney in Z-1, 42-24656, with the Goldsworthy crew (#101) of the 881st. King was understandably anxious to
get to Saipan. No doubt he wanted to be first, but Z-42 had a good head start. However, if she experienced any
sort of a problem en route, Z-1 could still beat her.
Also probably arriving today from Kearney was Z-49, 42-24671, Feathers crew (#360). With the Irvin (Z-2),
Oswald (Z-4) and Tackett (Z-24) crews currently in processing, that made five planes and crews now at Mather.
28 Oct 44
Probably sometime this afternoon the aerial spearhead of the 500th Bomb Group, Z-42, Moreland crew (#344) of
the 883rd Squadron, landed safely at John Rodgers Field on Oahu. At about the same time, back in California,
two more 500th planes arrived at Mather from Kearney. These were Z-48, 42-24660, Black crew (#359), 883rd;
and probably Z-7, 42-24680, Sullivan crew (#111), 881st. As these planes arrived, two planes and crews already
at Mather were preparing to leave for Hawaii tonight or early tomorrow. These were Z-1, Goldsworthy crew
(#101), 881st Squadron, with Group CO Col King aboard, and Z-49, Feathers crew (#360), 883rd.
Way back at Kearney AAF in Nebraska, the Hays crew (#228) of the 882nd had returned from their three-day
passes. Bombardier Hal Towner noted in the crew diary that "Hays and his bride went with Wallower to his
family's place in the mountains. [Flight engineer William Wallower hailed from Evergreen, Colorado.] They
spent three days there and brought back enough venison for a big crew dinner."
At Kearney, once through the initial processing, the crews waiting for their turn to leave for Mather had little to
do. Some crews were able to take their planes up occasionally to check out something or other, but mostly they
just sat and waited. According to CFC gunner John Ciardi of the Cordray crew (#239) of the 882nd, "On orders
of Col. Causland [base commander?] the ships were turned over to base personnel for maintenance, and
crewmen were forbidden to work on the planes." Other accounts also indicate some level of friction between the
2nd Air Force personnel handling maintenance at the staging areas and the personnel of the outgoing bomb
groups. But the 2nd AF had the authority here and they seemed determined to exercise it to the last minute.
29 Oct 44
This morning Z-42 and the Moreland crew of the 883rd Squadron, 500th Bomb Group, departed John Rodgers
Field on Oahu and headed for Kwajalein.
Arriving at John Rodgers from the States probably well after Z-42 had gone were Z-1, Goldsworthy crew of the
881st, and Z-49, Feathers crew of the 883rd.
Back at Mather in California, the Oswald crew (#103) of the 881st was preparing to leave for Hawaii tonight in Z-
4.
Z-2, Irvin crew (#105) of the 881st, and Z-24, Tackett crew (#237) of the 882nd, had arrived at Mather on the
same day as Z-4, 26 Oct., but they would be delayed in leaving the States. Z-2 would require an engine change,
which would take some time. The problem that Z-24 had is unknown.
Thousands of miles away from Hawaii and the war zone, the Hurlbutt crew (#222) of the 882nd Squadron was
still in Atlanta waiting on their plane to be repaired at Bell Aircraft. Navigator Ken Fine was more than ready to
leave. He confided to his fiancee in a letter written today that he was even getting tired of drinking. He was
frustrated with the factory, where "They keep telling us we will be leaving here in a couple of days and then when
that time is up, they say it will be another couple of days more and so it goes." But Fine really felt that they
would be leaving by Tuesday, 31 Oct, or Wednesday, 1 Nov.
30 Oct 44
About 1300 miles out of Hawaii on 29 Oct, Z-42 and the Moreland crew of the 883rd Squadron, 500th Bomb
Group, crossed the International Date Line and immediately leaped into 30 Oct, which is the date they landed on
Kwajalein. So far, so good. Only about 1350 miles, an easy day's flight, to go to Saipan.
The B-29 crews found Kwajalein to be a stark contrast to lush, idyllic Hawaii. The atoll had been assaulted in
January, and evidence of the fierce fighting was all around, from wrecked landing craft on the beach to shell
holes and splintered trees. Clearly, they were getting closer to the war.
Meanwhile, arriving today at John Rodgers Field on Oahu after a long flight from Mather Field was Z-4, Oswald
crew (#103), of the 881st. She joined there Z-1, Goldsworthy crew, also of the 881st, and Z-49, Feathers crew of
the 883rd, who had been held back from leaving for Kwajalein today for unknown reasons, possibly bad
weather. While on Oahu, the crews were officially restricted to base. Maj Robert Goldsworthy obeyed the order
but learned later that some of his crew had sneaked off to the beach, probably the famous Waikiki.
And far away in Nebraska, Z-5, 42-24643, Luman crew (#109), 881st Squadron, took off from Kearney today and
flew to Mather, where the Sullivan crew (#111), Z-7, 42-24680, of the 881st and the Black crew (#359), Z-48, 42-
24660, of the 883rd had completed their overseas processing and were preparing for a night-time departure for
Hawaii.
Attached is a photo of the Goldsworthy crew taken almost certainly at Walker AAF in July or August 1944.
Thanks to Don Thurow and Ed Lawson, veterans of the 882nd/500th, for the photo and to Dick Sheil, veteran of
the 94th Bomb Group, 8th Air Force, for the nifty captioning. However, the plane in the photo is almost certainly
not Z-1, which didn't arrive at Walker until 19 Sep 44. Also, ring gunner Robert Abel did not accompany the crew
on its flight to Saipan. He came over by ATC later. Abel's place on Z-1 for the trip was taken by the crew chief,
T/Sgt Alfred W. Anderson, Jr.
31 Oct 44
From the 500th Bomb Group narrative history:
"October 31st was a red letter day in the records of the 500th Bombardment Group. B-29 No. 24653, Group No.
Z Square 42, commanded by Captain Charles T. Moreland, Jr. of 883rd Bombardment Squadron, landed at Isley
Field No. 1, the first B-29 in our Group to arrive at Saipan."
Attached is a photograph of the Moreland crew, but taken much later, after 14 missions with Z-42, "Supine Sue".
Also, ring gunner Ivyl Enders was not with the crew when they arrived on Saipan. He came over via ATC later.
Flying in Enders' place on the trip over was the plane's crew chief, T/Sgt George H. DeVelbis.
In other activity today, Z-1, Goldsworthy crew, with Group CO Col Richard King on board, and Z-4, Oswald crew,
both of the 881st Squadron, were able to fly out of John Rodgers Field on Oahu this morning. Both planes
reached Kwajalein safely, landing on 1 Nov after losing a day due to crossing the International Date Line.
Finally today, coming into John Rodgers from Mather were Z-7, Sullivan crew, of the 881st and Z-48, Black crew,
of the 883rd.
1 Nov 44
In less than a month and a half, starting from nothing more than a muddy cane field, the Ground Echelon of the
500th Bomb Group had done an amazing job in preparing the working and living areas for the incoming Air
Echelon. All the air crews had to do when they got to Saipan was move into their quonsets. Meanwhile, the
ground personnel who had put up all the buildings would continue living for their entire time on Saipan in tents.
Of course, they were greatly improved tents. They already had the very welcome addition of wooden floors, and
more improvements would follow.
The experience of 2/Lt John Grant, 882nd Squadron Assistant Engineering Officer, was probably typical, as he
wrote in a letter to his sister: "... [W]e obtained some extra wood from some Quonset Huts we have built and
one of the fellows in my department, a former carpenter, offered to construct [for] me a small table and a smaller
chest of drawers. The latter is a godsend and the table, with the addition of a couple of small boxes, has
become a nice little desk, on which I am now writing. I got a box, put a top on it and upholstered the lid to make
it more comfortable on the fanny.... [Grant also slept on a mattress which he had stolen off the Alcoa
Polaris.] ... [W]ith the improvements made and a few luxuries improvised from elbow grease and stolen lumber,
etc. we are fairly comfortable and quite well situated. Later our tents will all be built up with 2 x 4s and we will
really be set."
West of the International Date Line, Z-1, Goldsworthy crew, and Z-4, Oswald crew, both of the 881st Squadron,
landed this afternoon at Kwajalein. If all went well, they would reach Saipan tomorrow.
East of the IDL, back in Hawaii, three more planes of the 500th Bomb Group took off from John Rodgers Field
bound for Kwajalein. These were Z-7, Sullivan crew, of the 881st, and Z-48, Black crew, and Z-49, Feathers
crew, of the 883rd. These planes would cross the IDL and arrive at Kwajalein on 2 Nov.
Back at Mather Field in California, the Luman crew (#109) in Z-5, 42--24643, 881st, were preparing to make their
flight to Hawaii tonight or in the morning, and while they were busy with that, four more B-29's of the 500th
Group flew in from Kearney today. The new arrivals were Z-9, 42-24689, Hatch crew (#118), 881st; Z-10, 42-
65219, Thompson crew (#117), 881st; Z-21, 42-24652, Pierce crew (#223), 882nd, and Z-25, 42-24686, Van
Trigt crew (#230), 882nd.
And back in Atlanta, the Hurlbutt crew (#222) of the 882nd was still waiting for their plane, Z-22, 42-63429, to be
repaired at the Bell factory. But there was a clear sign that the enforced vacation in Atlanta was coming to an
end. Today navigator Ken Fine wrote his fiancee, "They went out to test fly the plane this afternoon so if it
checks out OK we will take it and go to Kearney, NB tomorrow or we might possibly go tonight." Fine hoped they
waited until daylight; he did not like flying at night.
Looking back on his sojourn in Atlanta, Fine wrote, "I really have had one of the grandest times here of all my
time in the Army. For over two weeks now I haven't done one lick of work." He had become quite fond of the
city and contemplated coming back some day. Looking ahead to Kearney, he expected that after the crew's long
absence, "they will work our heads off and the first thing we know we will be leaving there. ... I wouldn't be
surprised if I was on the other side of the world in a couple of weeks or so." Fine wasn't far off. Z-22 and the
Hurlbutt crew would reach Saipan on 21 Nov.
2 Nov 44
Even though they had known he was coming for some time, the arrival on Saipan today of the 500th Bomb
Group's Commanding Officer, Col Richard King, caught the Ground Echelon by tactical surprise. The Group
narrative history explains:
"The Ground Echelon had been expecting Colonel King for several days, and a large key to the Island had been
prepared for presentation. Daily calls were made to the Control Room as to arrival of any of our aircraft. On
November 2nd we were informed that no planes for the 500th were scheduled, but unexpectedly our
Commanding Officer arrived in B-29 No. 24656, Group No. Z Square 1, with Major Robert F. Goldsworthy and
crew of 881st Bombardment Squadron. ... The key of welcome was presented to Colonel King, and he was
escorted to the temporary Officers' Club for refreshments; then to his newly completed quarters."
Hopefully Maj Goldsworthy and his crew got some of the refreshments too.
Z-1 had had an uneventful flight from Kwajalein today. Airplane Commander Maj Robert Goldsworthy had
divvied up the flying duties from California. He had flown the first leg to Hawaii, then let his copilot, 2/Lt Robert
E. Sollock, fly the next leg to Kwajalein. King flew the final leg to Saipan. Sollock had made what Goldsworthy
called "a rough landing" at Kwajalein, for which "King chided him a bit." Goldsworthy didn't like that, so he and
Sollock were secretly hoping that their CO would make a rough landing at Saipan. But King disappointed them
by making a good one.
Also arriving on Saipan today but with considerably less fanfare was Z-4, Oswald crew, of the 881st. It is not
known if they got any refreshments.
Meanwhile, back on Kwajalein, Z-7, Sullivan crew, of the 881st, and Z-48, Black crew, and Z-49, Feathers crew,
of the 883rd all arrived safely this afternoon. And in Hawaii, Z-5, Luman crew, 881st, arrived today at John
Rodgers Field from Mather. Flying with Luman as a passenger was Lt Col Ralph Reeve, CO of the 881st
Squadron.
Back at Mather, Z-24, 42-24676, Tackett crew (#237), after about a week's delay on the base, was getting ready
to leave tonight or early tomorrow for Hawaii. Riding as a passenger with his friend Tackett was 1/Lt Frank
Carrico, a spare pilot in the 882nd. Coincidentally, in less than three months Carrico would be flying this very
same plane as AC and would pull off one of the great flying feats of the war in it.
At Kearney, two airplanes tried to get off the ground today for Mather, but only one made it. Z-3, 42-63435,
Samuelson crew (#106), 881st Squadron, was successful and landed at Mather later today. Z-8, 42-24692,
Fitzgerald crew (#115), also of the 881st, was unable to take off as scheduled due to a bad solenoid leak. She
would have to try again tomorrow. The delay was disappointing to young copilot Bob Copeland, who was eager
to get off to the war, but he had the thought that Maj Fitzgerald's wife, who had come to Kearney to be with her
husband for as long as possible, would be happy.
And today, after 16 days of waiting, the Hurlbutt crew (#222) of the 882nd finally got their repaired plane back
from the Bell factory. They left their hotel in downtown Atlanta at 0700, repossessed their plane at the factory
field, and were able to take off by about 1000. Fortunately, everything went well on the flight and they reached
Kearney at about 1430. Then they had to sign in, get their quarters assignments, unload their stuff from the
plane, eat supper, etc. They discovered that about half of the Group planes were still at Kearney, but the
Hurlbutt crew was now well behind in processing and would have much to do to catch up.
3 Nov 44
The build-up of B-29's on Saipan had not gone unnoticed by the enemy, who were well aware that their
homeland was now within bombing range. A little after midnight on the night of 2-3 Nov an undetermined
number of Betty bombers, probably staging through Iwo Jima, hit Saipan in an air raid. Several raiders were
shot down by antiaircraft and more were claimed by nightfighters. According to the 500th Bomb Group narrative
history, the only damage "was caused by an enemy plane falling into an Engineering unit's area and killing some
half dozen men." This time the men of the 500th were only spectators to the fireworks, but some were
impressed enough to start work on previously neglected air raid shelters. This was not an easy task, as in most
places there was only a foot or two of topsoil overlying nearly impenetrable coral. Most shelters were therefore
shallow and had to have walls built up with sandbags. Planks were then placed across the top, and more
sandbags were placed on top of those.
With the arrival of the first planes on Saipan, many of the men in the 500th Bomb Group Ground Echelon,
including airplane mechanic George Hughes of the 881st Squadron, saw a change of duties. Hughes touched
on this in a letter to his parents today:
"November 3, 1944
Dear Mother & Dad,
I received two letters from you today and one from Anna [George's sister]. ...
I believe that my ditch digging and road building has ended for awhile. I go to work tomorrow on the line.
[Hughes was part of the ground crew for Z-1.] This will be a relief anyway for awhile.
There still isn't much to do here for amusement. I take in a show about every night. That and playing cards are
about all you can do. They are building a ball diamond and this should be completed in a few days. It will be too
hot to do much running here. It also gets dark too early to do any playing after supper. I guess it won't get much
use for awhile anyway. So far the only ones that have time to play ball are the cooks. ...
Love
George"
Three more B-29's of the 500th Bomb Group landed at Isley Field on Saipan today. These were Z-7, Sullivan
crew of the 881st Squadron; Z-48, Black crew of the 883rd; and Z-49, Feathers crew, also of the 883rd. This
made a total of six planes now on hand, three from the 881st and three from the 883rd. Where was the 882nd?
Z-5, Luman crew, 881st, had arrived on Oahu yesterday, but it's uncertain when she left for Kwajalein. It could
have been as early as today or as late as 5 Nov, but somewhere along the way she was held up for a couple of
days. She was joined at John Rodgers Field today by Z-24, Tackett crew of the 882nd, flying in from Mather.
Meanwhile, back at Mather, Z-21, 42-24652, Pierce crew (#223) of the 882nd was preparing to leave for Hawaii
tonight or in the morning. Flying with the Pierce crew was Maj Frank Roberts, 882nd Squadron Operations
Officer.
Also at Mather but definitely not leaving tonight was the Samuelson crew (#106) of the 881st in Z-3, 42-63435.
During the physical exam today, the bombardier, 2/Lt John Wright, was found to have "ear trouble" and was
grounded. According to Airplane Commander 1/Lt Stanley Samuelson, "Wing Headquarters immediately sent in
a replacement and gave us less than six hours to leave the field for overseas." This was unacceptable
to Samuelson. The crews had become like family, and you just didn't break them up like that. Samuelson was
already a combat veteran, having flown 50 missions in B-17's in the Mediterranean Theater. He had volunteered
to be shot at again in B-29's, and he wasn't going to be intimidated by some armchair officers. As Samuelson
put it later, "I wasn't sure whether we would lose our bombardier for good or just for the trip across, and I wasn't
taking any chances. Everyone was tired from lack of sleep and some had been drinking a few beers at the club.
Because this trip was a long one, I didn't think we were in the best condition to fly on such short notice, so I
immediately contacted the medical officer to ground the whole crew for a short period."
The movement of the 73rd Bomb Wing overseas was being closely followed at the highest levels, and
Samuelson's action set off a firestorm. "That's when the wires really started to burn -- all the way to Washington
and back. The generals chewed out colonels and colonels chewed out majors all the way down to Mather Field.
This all resulted in declaring all liquor off limits on the base and our crew was made out to look like a bunch of
drunks." The liquor ban can't have made Samuelson popular among his fellow officers, so he was in
everybody's doghouse. But the delay served its purpose. The next day bombardier Wright was checked and
given a clean bill of health, so the crew remained intact.
4 Nov 44
No B-29's of the 500th Bomb Group reached Saipan today but at least one was close. Z-24, Tackett crew of the
882nd Squadron, took off from John Rodgers Field on Ohau this morning headed for Kwajalein, but due to
crossing the International Date Line, she would arrive at the atoll on the afternoon of the 5th. Z-5, Luman crew
of the 881st, which had arrived at John Rodgers on 2 Nov, either remained there another day or possibly flew to
Kwajalein and was delayed there, or possibly she had made an emergency landing en route at the tiny speck of
Johnston Island, 700 miles southwest of Oahu. Records are unclear.
Z-21, Pierce crew of the 882nd, reached John Rodgers from Mather today, while back in California Z-25, 42-
24686, Van Trigt crew (#230) of the 882nd, was preparing to leave for Hawaii tonight or in the morning.
Riding with the Van Trigt crew was 882nd Squadron Bombardier Capt Richard Hale.
Meanwhile, back at Kearney in Nebraska, the Fitzgerald crew (#115) of the 881st in Z-8, 42-24692, was trying
for the third day in a row to get off to the war. Yesterday they had been held back by bad weather. Today the
third time proved to be the charm. They took off at 0919 and flew the southern route via Albuquerque to reach
Mather in California about 7-1/2 hours later, at 1650. The wings picked up some ice in clouds over Bakersfield
and the crew had to use the de-icing boots, but other than that everything went fine.
On this Saturday evening in the town of Kearney, Capt Robert M. "Mac" Cordray of the 882nd Squadron treated
his entire crew (#239) to a steak dinner. They were on pass until 0700 Monday morning, and they expected to
fly out a day or two after that, so this would probably be their last weekend in the States. The steak was good
and so were the drinks. Several of the men, including CFC gunner John Ciardi, got a little drunk.
Ciardi was not a typical enlisted man. For one thing, he was older, 28. For another, he was not only a college
graduate but had actually taught briefly at the University of Kansas City as a guest lecturer in Modern Poetry. He
was already gaining national recognition as an up-and-coming poet. Then the war came along.
Ciardi joined the Aviation Cadet program to avoid the draft. He was washed out of pilot training like many others
but completed navigation school. However, he was denied a commission because of a flirtation with left-wing
politics in graduate school, and he ended up as an enlisted B-29 gunner. The other enlisted men looked up to
Ciardi due to his age, education, experience and confident bearing. Even the officers accepted him almost as
one of their own. Cordray relied on Ciardi as a back-up navigator if it should ever become necessary.
Earlier today, Ciardi had gone looking for a hotel room, thinking it might be his last chance for a room to himself,
with a tub, a bed and clean sheets. But very disappointingly, there were absolutely no rooms to be had in
Kearney. Ciardi did however have some female acquaintances in town. The darkly handsome and worldly
Ciardi was envied by the rest of the crew for never lacking female companionship. So after dinner he called up a
girl he knew and spent the night with her. That still left Ciardi nowhere to go the next morning but back to base,
where he spent the last day of his pass catching up on his sleep and then losing his last $60 at baccarat.
Navigator Ken Fine of the Hurlbutt crew (#222) of the 882nd did not have any female companionship this
evening. He had to settle for a long-distance phone call to his fiancee down in Houston. That was after he had
gone to the movies to see Kay Kayser in "Carolina Blues". Then after the phone call he went to the Club for a
few drinks with flight engineer Glenn Truesdell.
5 Nov 44
West of the International Date Line Z-24, Tackett crew of the 882nd Squadron, 500th Bomb Group, arrived at
Kwajalein this afternoon. Meanwhile, east of the IDL, Z-21, Pierce crew of the 882nd Squadron, and possibly Z-
5, Luman crew of the 881st, left John Rodgers this morning for Kwajalein. On the way they passed over the
International Date Line and time-warped into 6 Nov.
Flying into John Rodgers from Mather Field in California was Z-25, Van Trigt crew of the 882nd.
Arriving probably a little later at John Rodgers was Z-3, Samuelson crew of the 881st. For the first four hours out
of Mather, everything went fine with Z-3. The plane was on autopilot, and most of the crew were asleep or
playing cards. Then, according to AC 1/Lt Stanley Samuelson, "Suddenly the plane began to vibrate terribly.
One look at the instruments told us that number four engine was bad so we had to stop the engine and feather
the propeller immediately before she caught on fire." Then they retrimmed the controls, put the plane back on
autopilot and flew on in to Hawaii. They discovered that the B-29 flew almost as well on three engines as on
four, but of course they were sweating it a little because now there was no safety margin. Nobody wanted to try
it on two engines. Just in case, Samuelson went over with the crew what they would throw out of the plane
if they lost another engine. They probably couldn't maintain altitude on two engines, but by jettisoning as much
weight as possible they could stay in the air for some time and get closer to Hawaii.
The crew kept in close contact with the ground stations, and fortunately the remaining three engines ran well.
About six hours later Oahu came in sight and six P-38's came up to check them out. Samuelson landed at John
Rodgers with no problem, but when he taxied to his assigned spot and cut off the engines, he was surprised by
a greeting party of "a couple of colonels and majors", who wanted to know how the plane had operated on three
engines. Z-3 must have been one of the first ones to come in to Hawaii on three.
Meanwhile, back at Mather, three more B-29's were getting ready to fly out tonight or early in the morning.
These were Z-8, 42-24692, Fitzgerald crew (#115), Z-9, 42-24689, Hatch crew (#118), and Z-10, 42-65219,
Thompson crew (#117), all of the 881st Squadron. Like others before them, the Fitzgerald crew found Mather to
be very pleasant stopover. Copilot 2/Lt Robert Copeland was particularly impressed by the food.
And back at Kearney AAF in Nebraska, event though it was a Sunday, the Hurlbutt crew (#222) of the 882nd had
classes today, probably to make up for the time they had lost in Atlanta.
After the last of the air crews had flown off in their flyaway aircraft to the overseas staging area at Kearney
AAF, Nebraska, there were still probably around 250 ground personnel -- mechanics, technicians, clerks, intel
specialists, etc. -- left at Walker AAF, Kansas. These men would fly over to Saipan via Air Transport Command
aircraft. But first they lingered at Walker for a couple of weeks performing various administrative tasks, and
probably dispensing short leaves to as many personnel as possible. Then in early November orders came for
rail travel to Hamilton Field, California, north of San Francisco, from where they would fly overseas. The
Operations Section left a detailed account of their journey, which is probably fairly representative of the unit as a
whole:
"5 Nov 44. The Air Echelon, 500th Gp, departed this date from W.A.A.F. for Hamilton Fld., Calif., via Union
Pacific Railroad. Train was boarded at Victoria Station at approximately 0600 CWT [Central War Time]. Lt. Col.
Smith [S-3, 330th Bomb Group?] was at station to see us off.
"6 Nov 44. All concerned are enjoying our trip to west coast A.P.O.E. [Aerial Port of Embarkation] This echelon
section has one (1) pullman coach to itself. Diner is attached to rear & we've always had first chance on each
meal. Awoke near Ogden, Utah this A.M. & were given 4 hours to see city between trains.
"7 Nov 44. Arrived Oakland this A.M., and proceeded to cross bay by Ferry to San Francisco. Weather today
was very good. Greyhound Bus awaited us at Ferry Dock and we departed San Francisco for Hamilton Fld.
almost immediately. Major Weber reported to Port Control as per instructions and EM were sent to Base Unit
Orderly Room. All were assigned bunks in 2 story barracks. This seems to be a very pleasant station."
6 Nov 44
On Saipan, airplane mechanic George Hughes of the 881st Squadron, 500th Bomb Group, was happy to be
back doing what he had been trained for. He wrote his parents today, "I am working on the planes now and time
seems to pass much faster than it did. I have had about enough ditch-digging to last me a long while. So far I
have been working day[s] and I hope to continue. ... The routine is about the same as always here. I take in a
second run picture at night and go to bed. It has been very cool the past week. Maybe we are having our winter
time. It's a good thing it did cool off or the planes would have been too hot to touch. They are still hot
enough. ... Our P.X. has a pretty good stock of candy, gum, peanuts and cookies now. The food is also getting
better. Our Group Special Service has a library set up. I can catch up on my reading now. I will probably be
here long enough to read all the books."
Today Z-24, Tackett crew of the 882nd, became the first B-29 of the 882nd Squadron and the seventh of the
500th Bomb Group to land on Saipan. Riding along as a passenger was 1/Lt Frank Carrico, a spare pilot.
While Z-24 was landing on Saipan, Z-5, Luman crew, 881st, and Z-21, Pierce crew, 882nd, were landing on
Kwajalein.
East of the International Date Line, Z-25, Van Trigt crew of the 882nd, took off from John Rodgers Field on Oahu
headed for Kwajalein, and Z-9, Hatch crew, Z-10, Thompson crew, and Z-8, Fitzgerald crew, all of the 881st, took
off from Mather Field for Hawaii. The three planes from California all arrived at John Rodgers Field later today
without incident.
This morning at John Rodgers, the bad engine on Z-3 "was inspected and proven to be absolutely worthless," in
the words of AC 1/Lt Stanley Samuelson. This meant the plane and crew were going to be on Oahu for at least
several days, until a new engine could be installed. For the crew, there was nothing to do but make the best of
the situation. Samuelson left the following account:
"As a rule all transient crews were restricted to the field. However, due to our expected long stay, the
commanding officer gave us permission to go to town and also to Waikiki Beach. Everyone took off to the beach
with great expectations, only to be very disappointed. There was the beach, not a half mile long and hardly fifty
yards wide. Some of us tried the native surf boards with almost disastrous results. Sure looks easy but then so
does ice-skating.
"Honolulu is just another large American city; high prices, crowds of people and vehicles running all over the
place. The city is filled with Japanese who actually outnumber everyone else on the island. Every time the
government tries to draft one of them, they say they are for Japan and end up in the 'clink.' [A digression here in
order to keep the record straight. The contemporary wisdom that Samuelson repeated here is wrong. First of
all, Japanese-Americans were not even allowed into the US military until 1943. And while there were some who
avoided military service, there were also many young Nisei who eagerly volunteered. One of the latter was
nineteen-year-old Daniel Inouye, who immediately left the University of Hawaii medical school to join the Army.
He was assigned to the all Japanese-American 442nd Regimental Combat Team, which fought with great
distinction in Italy and France, becoming the most highly decorated unit in the history of the US Army. Inouye
himself was soon promoted to sergeant, then later received a battlefield commission to lieutenant. When he
returned home, it was without a right arm but with a Distinguished Service Cross -- later upgraded to the
Medal of Honor -- on his chest. In 1959, Inouye ecame one of the first two US senators from Hawaii, and he
continues in the Senate to this day. You can read more about his life and military exploits on Wikipedia. To be
fair also to young Americans like Lt Samuelson, the Japanese sneak attack on Pearl Harbor and subsequent
atrocities such as the Bataan Death March understandably evoked some very bitter feelings against all things
Japanese. - JEB]
"The whole crew went souvenir hunting and ended up almost broke. I kept clear of such articles as $140.00
earrings and $240.00 gold cigarette lighters. Sailors who have been on the seas for about seven months come
into Honolulu with a stuffed wallet, and care nothing about prices -- consequently the ridiculous prices of most
souvenirs. After dinner in one of the better hotels, we called it a day and took a GI bus back to camp. From then
on, most all our time was spent with the plane, or playing cards. Incidentally, I'm fifty dollars to the good -- so
far."
Far away from warm, sunny Hawaii, the weather had turned nasty at Kearney AAF in Nebraska. John Ciardi of
the Cordray crew (#239), 882nd, noted that "The bottom dropped out of the weather" and the field was "socked
in solid. ... The card games boil in the barracks, the planes roar on the ground and stay there, and you can't see
the barracks across the street." Maj Barney Hurlbutt and two of his officers from the Hurlbutt crew (#222) of the
882nd went into town this evening to get their first look at Kearney. Navigator Ken Fine's judgment was, "not
much here.... It's larger than Hays or Russell but doesn't seem to be much more as far as places to go are
concerned."
7 Nov 44
Two more B-29's of the 500th Bomb Group landed on Saipan today -- Z-5, Luman crew of the 881st, and Z-21,
Pierce crew of the 882nd. Arriving with Z-5 was Lt Col Ralph Reeve, CO of the 881st Squadron. Arriving with Z-
21 was Maj Frank Roberts, 882nd Operations Officer.
Back along the route, Z-25, Van Trigt crew of the 882nd, made it to Kwajalein this afternoon from Oahu. On the
other side of the International Date Line, Z-10, Thompson crew of the 881st, took off this morning for Kwajalein
from John Rodgers Field on Oahu.
The Fitzgerald crew of the 881st in Z-8 briefed today at John Rodgers for their scheduled flight tomorrow to
Kwajalein. Copilot Bob Copeland noted that they would be passing close to some Japanese-held islands. He
also noted that as they moved farther away from civilization, i.e., the States, little things formerly taken for
granted, such as fresh milk, were no longer available.
At Kearney AAF in Nebraska, the weather cleared up enough today to allow Z-29, 42-65221, Savage crew
(#224) of the 882nd, to get off. She arrived presumably later today at Mather Field in Calfornia. Scheduled to
leave tomorrow for Mather were Z-6, 42-24694, Field crew (#110) of the 881st; Z-23, 42-24664, Hays crew
(#228) of the 882nd; and Z-30, 42-24700, LaMarche crew (#226), also of the 882nd. Bombardier Hal Towner of
the Hays crew wrote in the crew diary: "We have said our goodbyes and are ready to go. Tomorrow's the day.
We'll be gone a long time and we'll be far from home so nobody is elated tonite at the prospect of leaving loved
ones behind."
This first Tuesday in November 1944 was election day, and many men of the 500th followed the results by radio.
Those still in the States listened in the evening, those in Hawaii in the afternoon, and those already on Saipan on
the other side of the IDL sat by their radios on the morning of the 8th. The "Global 20th Air Force" was living up
to its nickname Those men who wished to vote had already done so by absentee ballot. As with the rest of the
American people, some were happy with Roosevelt's reelection, others were not.
8 Nov 44
With the arrival on Saipan of more personnel of the 500th Bomb Group by B-29 and Air Transport Command,
some changes were in order in the command structure. By Special Order #14 dated 8 Nov 44, Maj Robert
Wolcott was officially relieved as CO of the Ground Echelon and designated Acting Group Executive Officer; Maj
Frank Roberts, 882nd Squadron Operations Officer, was appointed Acting Group Operations Officer; and several
other officers were given acting Group staff appointments.
One purpose of these appointments was to facilitate planning and preparation of a shakedown mission for the
500th. The target would be Truk Atoll, about 650 miles to the southeast. This mission would take place in a few
days.
Today Z-25, Van Trigt crew of the 882nd Squadron, 500th Bomb Group, landed on Saipan from Kwajalein. This
addition gave the 500th ten planes on hand, a full third of the original 30 flyaway aircraft. Soon there would be
more.
Arriving at Kwajalein this afternoon from Hawaii was Z-10, Thompson crew of the 881st. To the east of the
International Date Line, Z-8, Fitzgerald crew, and Z-9, Hatch crew, both of the 881st, left John Rodgers Field on
Oahu this morning and headed for Kwajalein. Z-8 took off at 0745. As they flew out over Pearl Harbor, an
observant Robert Copeland in the copilot seat on Z-8 noted below a naval task force containing an aircraft
carrier with some cruiser and destroyer escorts heading out to sea. He also saw a few subs and a ship that
looked like it had been torpedoed. Later they flew over tiny Johnston Island, then crossed the IDL and passed
into 9 Nov.
Flying in to Mather Field in California this afternoon from Kearney AAF, Nebraska, were Z-6, 42-24694, Field
crew (#110) of the 881st; Z-23, 42-24664, Hays crew (#228) of the 882nd; and Z-30, 42-24700, LaMarche crew
(#226), also of the 882nd. Flying with the Hays crew was 882nd CO Lt Col Joseph F. Brannock. At the outset of
the flight, Hal Towner, bombardier on the Hays crew, wrote a little melodramatically in his crew diary, "At last
we're really on our way. All of us are excited at what's ahead of us as we fly into the setting sun bent on the
invasion of the land of the 'rising sun'." The Hays crew landed at Mather at 1400 and were told they'd be there
for three days for final processing and physicals. As had many others before them, the Hays crew thought
Mather was beautiful and that "it would be a swell field for permanent assignment." A raid on the last mainland
PX they would see for a long while secured gum and candy in quantities but found other critical items such as
cigarette lighters scarce.
Back at Kearney, the Cordray crew (#239) of the 882nd had been trying for the past two days to take their plane,
Z-27, 42-24668, up for its required pre-departure test flight but had been thwarted by the weather. Today it
looked like they might be able to fly, so the crew went down to the flight line. The base maintenance people in
charge of their plane handed them a clean Form 1A that indicated everything was fine. The crew decided to
check out the plane anyway, and they were really glad they did. According to CFC gunner John Ciardi, "We'd
have done better to fly the Form 1A -- the ship was short on gas and oil, the strainers were fouled, the left
landing strut was flat, the new upper forward turret cover was not latched and improperly adjusted so that it
couldn't latch, and #2 engine cut out when it was run up." Capt Cordray had a few choice words with the
maintenance officers and by dusk the plane was ready to take up. So they went up for a couple of hours for
what Ciardi labeled "mostly an air-speed calibration run." Then #3 engine had a problem and had to be
feathered, and they "came in on three engines past the disappointed meat wagon."
Ken Fine, navigator on the Hurlbutt crew (#222) of the 882nd, spent part of the day packing things into a
footlocker to send home. These included his woolen winter uniforms, coats, etc. He expected to be
wearing only cotton for a while.
9 Nov 44
Z-10, Thompson crew of the 881st Squadron, 500th Bomb Group, landed on Saipan today from Kwajalein.
Arriving at Kwajalein this afternoon from Hawaii were Z-8, Fitzgerald crew, and Z-9, Hatch crew, both of the
881st. The Fitzgerald crew went swimming in the lagoon soon after landing. Copilot Bob Copeland took note of
all the destruction still quite visible on Kwajalein several months after the invasion. They were scheduled to take
off for Saipan tomorrow at 0900.
Yet another 881st plane, Z-2, Irvin crew, finally got away from Mather Field today. They had been there a full two
weeks getting an engine changed and probably other problems fixed. Z-2 arrived safely later today at John
Rodgers Field on Oahu.
Back at Kearney in Nebraska, the faulty engine on Z-27, 42-24668, had been repaired and the Cordray crew
(#239) of the 882nd was all ready to leave for California today. Unfortunately, the weather failed to cooperate --
bad weather over the Rockies. So the crew washed down their plane in the afternoon. When they finished, the
now gleaming B-29 had significantly less drag.
Picture of the Thompson crew attached. Ring gunner William S. Cloud did not fly over with the crew. He arrived
later via ATC. His place on the plane was taken by Z-10's crew chief, M/Sgt Walter A. Raynes.
10 Nov 44
Today two more B-29's of the 881st Squadron, 500th Bomb Group, landed on Saipan from Kwajalein. These
were Z-8, Fitzgerald crew, and Z-9, Hatch crew. Z-8 left Kwajalein as scheduled at 0900 and reached Saipan at
1835. Copilot Bob Copeland of the Fitzgerald crew set down his first impressions of Isley Field and the 881st
Squadron area: "It's a swell field with 1 asphalt runway and another under construction. [The second runway
would be ready for use by about 1 Jan 45.] We were quite impressed with the amount of construction that has
been done in the Squadron area. We are eating [in] the E.M.'s mess at present but will soon have our own. The
food isn't bad considering everything. We are living in Quonset huts which are very nice and a lot better than I'd
ever expected."
Copeland also became acquainted with the legendary Tokyo Rose today: "Tokyo Rose announced today at
1600 that every man on Saipan would be dead in 6 hrs. So we're kind of expecting an air raid. There have been
two so far since our outfit moved in. [The nights of 2-3 and 5-6 Nov.] The Japs made preposterous claims as to
the amount of damage done, altho 11 men were killed when a Betty hit a tent after [being] shot down. A few
incendiaries hit the runway.” The 500th sustained no damage in these attacks.
Z-2, Irvin crew of the 881st, departed John Rodgers Field on Oahu today bound for Kwajalein. After crossing the
International Date Line, the plane would arrive there safely on the afternoon of the 11th.
Several thousand miles away in Kearney, Nebraska, no planes were able to take off for Mather today, probably
due to continued bad weather over the Rockies. The skies around the field itself were flyable, so the Holmes
crew (#354) of the 883rd Squadron was able to take their plane, Z-46, 42-24721, up for a predeparture test
flight. The Hurlbutt crew (#222) of the 882nd was also supposed to test fly their plane, Z-22, 42-63429, today
but she wasn't ready, so the flight was postponed till tomorrow.
11 Nov 44
On this day the 500th Bomb Group engaged in its first military action against the Japanese. Nine B-29's led by
Group CO Col Richard King took off to hit the Japanese-held atoll of Truk, more specifically the submarine base
on Dublon Island. The participating planes and crews were as follows:
Z-1, Goldsworthy
Z-5, Luman
Z-4, Oswald
Z-7, Sullivan
Z-25, Van Trigt
Z-21, Pierce
Z-42, Moreland
Z-48, Black
Z-49, Feathers
Col King flew as usual with the Goldsworthy crew in Z-1. 881st Squadron CO Lt Col Ralph Reeve flew with the
Luman crew in Z-5. Acting Group Operations Officer Maj Frank Roberts rode with the Pierce crew in Z-21. 1/Lt
Frank Carrico, an experienced extra pilot in the 882nd, flew in the right seat on Z-25 with Maj John Van Trigt,
replacing the regular copilot, 2/Lt Hubert Bingham.
You may recall that all the crews in the 500th Bomb Group were short one of their gunners, left back in the
States to come over later via Air Transport Command. However, everyone was eager to get a crack at the
Japanese, so there was no shortage of volunteers to fill the vacant position. In the case of Z-1, Z-5 and Z-21,
the copilots who were displaced from their right seats by King, Reeve and Roberts (2/Lt Robert Sollock, 2/Lt
Donald Hardy and 2/Lt William Douds, respectively) simply moved to the rear of the plane and became gunners
for a day. Group Ordnance Officer 1/Lt Harry Salomon took the right gunner's position on the Van Trigt crew in
Z-25. Two crew chiefs decided to become temporary gunners too, T/Sgt George DeVelbis on the Moreland crew
in Z-42 and M/Sgt Howard Ball on the Black crew in Z-48. Never has a simple gunner's position been graced by
so much rank. I wonder how much training on the remote control gunsights these volunteer gunners were given.
Also along to memorialize this mission were several photographers, probably from the 11th Combat Camera
Unit.
Truk had once been Japan's greatest island bastion, but by this point in the war it had been bypassed and was
only a shadow of its former self. The Japanese had withdrawn all their major naval vessels and most of the
aircraft, but Truk still had antiaircraft guns, and some fighters remained. No one was really certain what level of
resistance the American bombers would encounter.
Take-off from Isley Field was at 1100 local. Seven planes carried between 14 and 20 x 500 lb General Purpose
(high explosive) bonbs; two planes (Z-7 and Z-25) carried 500 lb cluster fragmentation bombs. After assembly,
the formation headed for the IP, which was 27 miles southeast of Ruo Island in the Murillo Group.
There was one abort. The #2 engine on Z-48, Black crew, failed about 350 miles out of Saipan and the crew
returned to base after jettisoning their bombs.
The remaining eight aircraft continued to the target and bombed successfully from 25,000 feet. From the
Consolidated Intelligence Report:
"Eight aircraft bombed the target. Three made radar approach, but all eight made visual release. Lead
bombardier sighted for range and deflection; others for range only, dropping on the leader. One of the aircraft
carrying fragmentation clusters had difficulty with release. One cluster had broken and some of the bombs were
loose in the bomb bay. It is reasonable to presume that some of these bombs were widely scattered in the area.
One aircraft returned with one 500 lb. GP bomb. A total of 76,000 lb. of bombs were dropped on target area,
20,000 lb. of which were fragmentation bombs."
Fires and smoke were observed in the target area but an accurate estimate of damage was not possible.
The Japanese put up flak but it was inaccurate, the shells exploding at least 1,000 feet below the bombers. A
few fighters, mostly Zekes, came up and made some passes but did not press their attacks. In the front of Z-1,
AC Bob Goldsworthy, bombardier Walter “Pat” Patykula, and Col King, in the copilot's seat, watched as one
fighter dropped a phosphorous bomb which exploded harmlessly well out of range. The fighter was also out of
range but King evidently thought Patykula should have fired at it anyway, because he lifted his foot and gave the
bombardier a little kick. An annoyed Patykula told King “I see him.” The bombardier on Z-5, 2/Lt Admer Boren,
claimed possible damage to a Zeke, and the bombardier on Z-21, Capt Richard Hale, 882nd Squadron
Bombardier, claimed another Zeke as probably damaged. No damage was sustained by the B-29's.
All planes returned safely to base, landing at about 1700 local.
The Truk raid was less a combat mission than a training exercise, and in that sense it proved valuable. Crew
feedback was that the target briefing was not detailed enough, while the weather briefing was too detailed.
There were complaints that preparation time for the mission had been insufficient. The gunners in particular
wanted more time to prepare and load their guns. Some men complained of wet parachutes.
Back on Saipan, four recently arrived planes and crews did not participate in the Truk mission. These were Z-8,
Fitzgerald crew; Z-9, Hatch crew; Z-10, Thompson crew; and Z-24, Tackett crew. Copilot Bob Copeland of the
Fitzgerald crew seemed almost disappointed that there had not been an air raid on the island as Tokyo Rose had
seemed to promise the day before. The crew spent most the day working on their plane, after which Copeland
censored mail for an hour. "What some E.M. don't write," he wondered in his diary.
While the forward elements of the 500th Bomb Group were bombing Truk today, the rest of the Air Echelon was
moving up. Z-2, Irvin crew, arrived this afternoon at Kwajalein from Oahu. A day behind them, landing at John
Rodgers Field on Oahu from Mather Field in California, was the Savage crew of the 882nd in Z-29. Two other B-
29's, Z-23, Hays crew, and Z-30, LaMarche crew, both of the 882nd, were preparing to leave Mather late tonight
or in the morning.
Back at Kearney in Nebraska, bad weather over the Rockies for the last few days had delayed the departure of
several planes. Today, despite the weather, somebody decided to send them off by the southern route over
Arizona. At least five, and possibly six, planes left Kearney today -- Z-26, 42-24687, Grise crew (#231); Z-27,
42-24668, Cordray crew (#239); Z-28, 42-63436, Gerwick crew (#233); Z-46, 42-24721, Holmes crew (#354); Z-
47, 42-24600, Adams crew (#358); and possibly Z-50, 42-24696, Braden crew (#364). The first three planes
were from the 882nd, the last three from the 883rd.
The Cordray crew were awakened at 0530 on this freezing cold and foggy Armistice Day and by 0700 were
standing shivering around their plane. The moisture in the air had condensed and frozen on the plane's
surfaces, so the crew had some work to do. Using mechanics' stands and hot-air blowers, they clambered
precariously over the slippery bomber for an hour or two until the ice was melted. Luckily, no one fell off and
broke a leg or an arm.
Then, according to CFC gunner John Ciardi, "[Copilot Milton G. "Bud"] Orenstein broke open a box he had
brought from the morning's briefing and issued each of us a .45, a shoulder holster, an ammunition pouch, three
clips, and a hunting knife. ... We had a fine time strapping on the equipment and playing cowboys and Indians
with our new toys."
But the field was still socked in, so most of the crew went off to get a late breakfast at the nearby civilian
cafeteria. Finally in late morning the fog cleared and the planes prepared to take off. The public, which had
been invited onto the base to watch an Armistice Day parade from a specially constructed grandstand, found that
they were getting a special bonus -- the impressive sight of several of America's newest and most powerful
bombers taking off for the war zone. The crowd cheered wildly as the big silver B-29's began to taxi out.
But then Z-27 suffered a deflating -- literally and figuratively -- setback. The right strut went flat and they had to
slink back to the line to pump it back up and refill the hydraulic cylinder. They got into the air on the second try,
at exactly 1108, as recorded by Ciardi.
Once airborne, everything went fine, and the crew settled back for the long trip, sleeping, playing cards or,
later, listening to the Army-Notre Dame football game on the radio.
Aboard as a passenger, and not enthused about it, was the plane's crew chief, M/Sgt Sydney Smith, inevitably
nicknamed Smitty. Smith was prone to airsickness. He complained, "A good crew chief belongs on the ground.
If I'd wanted to fly, I'd've asked for it. I don't go for it," But somebody well above Smith's pay grade had decreed
that the crew chiefs would fly overseas with their planes, taking the place of one of the gunners, which in the
case of the Cordray crew was right gunner Thomas J. Moore. Moore would fly to Saipan via ATC and rejoin the
crew there.
Over Arizona, the 500th planes on their way to Mather received a radio message. There was bad weather
ahead, so all planes were ordered to land at Kingman, Arizona, which they did.
Ciardi wrote that the big B-29's caused quite a stir when they came in to Kingman. Probably few if any men on
the base, which hosted a gunnery school, had ever laid eyes on a B-29 before, and they wanted to see one up
close. But the B-29 was still a very secret item, so the curious couldn't be allowed too close. The enlisted men
of the crew were left to guard the plane with their .45's, with Ciardi in charge, while Capt Cordray and the officers
headed off for parts unknown. Ciardi wasn't too happy about that, and his anger grew as the minutes stretched
into hours, but finally Cordray showed back up and by way of amends handed Ciardi a fifth of whiskey to be
shared with the rest of the EM. A base guard soon showed up for the plane, so they locked it up and the
crew went to get some chow and overnight accommodations.
There were now probably only five flyaway planes of the 500th back at Kearney. Four of them belonged to the
883rd Squadron -- Z-41, 42-24675, Ashley crew (#343); Z-43, 42-63441, Setterich crew (#346); Z-44, 42-
65218, Hansen crew (#351); and Z-45, 42-24657, McClanahan crew (#353). The fifth was Z-22, 42-63429,
Hurlbutt crew (#222) of the 882nd. Z-22 was the plane which had had to be taken back to the factory in Atlanta
for structural repairs. But all these planes and crews would be leaving soon. In fact, the McClanahan crew took
Z-45 up this afternoon for a "test hop after modification and 100 hour inspection."
The looming date of departure weighed heavily on some men. Soon they would be leaving their homeland and
all their loved ones behind, with no idea when, or if, they would return. Ken Fine, navigator on the Hurlbutt crew,
released the tension by making phone calls to relatives and pouring out his feelings in letters to his fiancee,
Marie Sisco. Tonight he wrote Marie for the last time from the States. He tried to end on an upbeat note. "Well,
honey, I can't think of any more to write tonight. Goodnight honey. Don't worry about me for I'll be back soon. I
love you. Always yours, Ken"
12 Nov 44
Today on Saipan the Fitzgerald crew of the 881st Squadron, 500th Bomb Group, continued cleaning their plane,
Z-8, 42-24692. The officers also made the first of many planned improvements to their quonset hut this
afternoon -- a tarpaulin stretched across the front as an awning..
Today, after a lengthy delay en route, Z-2, Irvin crew of the 881st, finally arrived at Saipan.
Across the Pacific, two planes, Z-23, Hays crew, and Z-30, LaMarche crew, took off from Mather Field and
landed at John Rodgers Field on Oahu today. Z-23 left Mather at midnight last night. Bombardier Hal Towner
wrote that the crew "had a thrilling view of San Francisco and the Golden Gate. Our ship flew beautifully and
easily at 205 [probably mph] indicated for 10-1/2 hours till we landed at John Rodger[s] field at Oahu...."
The flock of B-29's that had taken refuge at Kingman, Arizona, yesterday was still stuck there through today.
According to John Ciardi, CFC gunner on the Cordray crew: "The field is still closed. There are terrific black
clouds in the west, louring and immense." As for the base, Ciardi's considered judgment was that Kingman was
"a miserable place in which to be stationed."
13 Nov 44
This morning there was an air raid on Saipan, but it wasn't much of one. Copilot Bob Copeland of the Fitzgerald
crew, 881st Squadron, saw many friendly fighters in the air -- F4U's, TBF's and P-47's -- diving at something on
the other side of the island, but not a single Japanese plane was in sight.
No planes of the 500th Bomb Group arrived at Saipan today, but Z-30, LaMarche crew of the 882nd, took off
from John Rodgers Field on Oahu for Kwajalein. After crossing the International Date Line, Z-30 would arrive at
Kwajalein on the afternoon of 14 Nov.
Z-6, Field crew of the 881st, reached John Rodgers from Mather Field in California. Already at John Rodgers
were Z-3, Samuelson crew; Z-23, Hays crew; and Z-29, Savage crew. The Samuelson crew had been there for
eight days getting an engine change, but that was completed today and they expected to take off for Kwajalein in
the morning.
While waiting for their plane to be repaired, the Samuelson crew had taken care of one important item. They
had already decided on the irreverent name "Snafu-perfort" for their plane, Z-3, in recognition of the many little
things that were constantly going wrong. The next step was to get that name painted on the plane, with some
appropriate artwork. So they hired some "sign painters" in Honolulu and got it done.
Before leaving Hawaii, Samuelson and his navigator decided to stock up on some items, and they knew exactly
where to go: "As was expected, the Navy had everything. Charley Kingsley and myself loaded up on Kodak film
at one of the Navy ship stores. They had all types and sizes of film stacked all over the counter."
Today was also Samuelson's first wedding anniversary, and he wished deeply he could be with her. "Never
realized I could miss anyone as much as I do my wife." Sadly, Stanley Samuelson would not live to see his
second anniversary.
The five or six 500th planes that had been grounded at Kingman, Arizona, due to weather successfully got off
today, but not without a hiccup. Z-27 got airborne but had some sort of a problem with the #1 engine, so Capt
Cordray circled the tiny town and landed back at the field. Whatever the problem was, it didn't take Smitty
-- crew chief Sydney Smith -- long to fix it. Then they were off again and all went well for the three-hour flight to
Mather. The other planes -- Z-26, Grise crew; Z-28, Gerwick crew; Z-46, Holmes crew; Z-47, Adams crew; and
possibly Z-50, Braden crew -- also apparently made it safely to Mather.
As much as he had been repelled by Kingman, John Ciardi, CFC gunner on the Cordray crew, was
captivated by Mather -- the efficiency, the grounds, the food, the barracks, everything. As soon as they rolled to
a stop, there were trucks there to take them to their quarters and guards ready to take over the plane. For
dinner they had pork chops, or the mess sergeant offered to fry up some lamb chops if they wanted. Ciardi
opted for the lamb. They were issued clean sheets and assigned to a spotless barracks. And then there was
the lush, green grass and the flowers -- in November. According to Ciardi, "Smitty swore the grass looked good
enough to eat, and to prove it he chewed a mouthful."
Also arriving at Mather today, but by the direct route from Kearney, were two more 500th B-29's. One of these
was Z-22, 42-63429, Hurlbutt crew (#222) of the 882nd. The other was Z-45, 42-24657, McClanahan crew
(#353) of the 883rd. Z-45 made it to Mather in eight hours and fifteen minutes, landing at 1830. Z-22
presumably made it in about the same time.
14 Nov 44
Today on Saipan the recently arrived Fitzgerald crew of the 881st Squadron cleaned their plane Z-8 again,
including the guns. Copilot Bob Copeland wrote that "the guns are a little screwed up," but it's unclear what he
meant by that. Possibly they were not harmonized with the central fire control system. More importantly,
Copeland learned today of "a big mission coming up in the next few days with the choicest target of all as our
destination, TOKYO." He was very much looking forward to this. They had been told that they would carry 10 x
500 lb bombs, 500 rounds of ammo per gun and 8,000 gallons of gasoline.
Also in the 881st, airplane mechanic George Hughes wrote home today to let his parents know that he had
already received three Christmas packages. "We have been polishing off lots of fruit cake around here the last
few days. It seems funny to be thinking of the winter holidays over here. One day is just like another and I'm
sure this will be the greenest Christmas I have ever seen. The sun is really bright all the day long." Hughes also
noted that the rains had slackened off recently. As for work, all he could say was that he was working days,
which was good, and that they had been "quite busy" lately.
Z-30, LaMarche crew of the 882nd Squadron, landed this afternoon at Kwajalein from Hawaii.
Taking off from John Rodgers Field on Oahu this morning bound for Kwajalein were at least two B-29's -- Z-3,
Samuelson crew of the 881st, and Z-23, Hays crew of the 882nd. Z-29, Savage crew of the 882nd, may also
have departed John Rodgers today. But none of these planes would reach Kwajalein today. Z-23, "Ramblin
Roscoe", was an hour past Johnston Island when she was ordered to turn around and land at the tiny island due
to bad weather farther west. Z-3, "Snafu-perfort", was also ordered to stop at Johnston. The landing was a little
tricky, as the runway at Johnston was only 6000 feet long, but the B-29's managed it.
As usual, the B-29 crews found that the Navy, which ran Johnston, knew how to live right. The quarters were
nice and the food was very good. Stanley Samuelson wrote that there were also pool tables, a big PX and "hard
and soft drinks ... served from the bar." The crew took advantage of today's remaining daylight to go to the
beach to fish and swim.
In California, Z-50, 42-24696, Braden crew of the 883rd, left Mather for Hawaii on about this day, arriving safely
at John Rodgers Field on Oahu probably in the afternoon.
Going through overseas processing at Mather today were several 500th crews, including the Hurlbutt (#222),
Cordray (#239) and Gerwick (#233) crews of the 882nd and the Holmes (#354) and Adams (#358) crews of the
883rd. John Ciardi, CFC gunner on the Cordray crew, wrote that "Like all processings it repeated most of every
other processing that ever was: a squint at our teeth, eyes, ears, and noses; a finger in the scrotum, a forced
cough, and an O.K. for overseas duty." They drew some final items from supply. Ciardi was proud of himself for
having "wangled an illegal pair of sun-glasses for Smitty [crew chief M/Sgt Sydney Smith] and a semi-illegal GI
wristwatch for myself." Then there were lectures on emergency kits, and tropical and venereal diseases. And
finally a little talk from the chaplain.
But there was some extra work to do today. According to Ciardi, during the three weeks they had lingered at
Kearney "the ships were turned over to base personnel for maintenance, and crewmen were forbidden to work
on the planes. The base didn't bother to touch the guns and in three weeks of wet weather the barrels dissolved
away in rust. Our ship makes four coming in from Kearney needing an all around change in barrels," which
came to about $2500 per plane. Fortunately, the crew were able to save the moving parts of the guns through "a
long session of scrubbing off rust."
Two more 500th planes and crews arrived at Mather today from Kearney -- Z-43, 42-63441, Setterich crew
(#346), and Z-44, 42-65218, Hansen crew (#351), both of the 883rd. This left only one of the original 30 flyaway
aircraft and crews back at Kearney -- Z-41, 42-24675, Ashley crew (#343).
The air crews weren't the only element of the 500th Bomb Group flying overseas today. The Operations
Section personnel who had arrived at Hamilton Field near San Francisco from Kansas on 7 Nov were finally
alerted for their flights today. From the Operations Journal:
"14 Nov 44 - Last seven (7) days were spent processing etc., and today we were alerted for shipment at 0900
PWT [Pacific War Time]. This shipment is assigned Shipment no. 9159-7I. Our APO number (temp) is 17159-
7I.
All personnel 'weighed in' baggage at 1100 and reported to ATC office at 1300 ready to leave. Take off finally
was accomplished at about 1630. Within 35 minutes no land was visible."
15 Nov 44
On Saipan today 2/Lt Robert Copeland, copilot on the Fitzgerald crew of the 881st Squadron, got in some good
flying time. "This afternoon we test hopped our ship [Z-8, 42-24692] for 45 mins. I got to make both the takeoff
and landing from the left seat. I enjoyed this flight more than any I've made in a long time. We got a good look
atTinian. It seems to be well cultivated. There are about 3 strips on the island. It is rumored that we'll make a
milk run up to the Bonin's [Iwo Jima was in the Bonin Islands] before the big raid. Probably the day after
tomorrow."
Today Z-30, LaMarche crew of the 882nd Squadron, landed on Saipan. This made 15 aircraft on hand for the
500th Bomb Group, half of the original 30 flyaways. Arriving as a passenger on Z-30 was Col George E.
Schaetzel, A-4 (Supply) of the 73rd Bomb Wing.
The planes and crews which had been forced to land on Johnston Island yesterday due to weather tried again
today to get to Kwajalein but with little success. Z-23, Hays crew of the 882nd, got off but soon had to return
with a stuck #3 prop governor. This meant another day on Johnston while the problem was fixed. Bombardier
Hal Towner summed up the crew's feeling: "Navy is a good host but we're terribly impatient to get to Saipan." Z-
3, Samuelson crew of the 881st, didn't even get off the ground. True to the plane's name, one of the engines on
"Snafu-perfort" acted up, and crew chief M/Sgt Lyle Way and flight engineer 2/Lt Elwyn Shinn went to work on it.
They found and fixed the problem but by then it was too late in the day to take off for Kwajalein, so like the Hays
crew they had to spend another night on Johnston.
Presented with more leisure time, most of the Samuelson crew headed for the beach again. But not their
AC. Samuelson had a special task to complete. "No one in our crew liked the way the sign painters at Honolulu
put the name on our ship so I repainted it.... Three hours later it was finished and so was I." Samuelson had
underestimated the effect of the tropical sun and ended up with a nasty sunburn. Samuelson, who had
graduated from an art institute before the war, had skill. Later on Saipan he painted the nose art on many other
B-29's.
Arriving in an Air Transport Command C-54 early this morning at 0200 at Hickam Field, Hawaii, after an 11-1/2
hour flight from Hamilton Field, California, were the personnel of the Operations Section. They were given no
time to see Hawaii. They had an early breakfast while the plane was being checked and refueled, then at 0630 it
was off for Johnston Island, which they reached at 1150. Here they had a quick meal at a large Navy mess, then
at 1250 it was off for Kwajalein. On the way, they crossed the International Date Line and passed into 16 Nov.
Back in California, as many as five B-29's of the 500th left Mather Field today for Hawaii -- Z-22, Hurlbutt crew;
Z-27, Cordray crew; Z-28, Gerwick crew, all of the 882nd; and Z-46, Holmes crew; and Z-47, Adams crew, both
of the 883rd. According to John Ciardi, CFC gunner on the Cordray crew, his crew was awakened at 0330, only
to spend "four hours shivering on the ramp waiting to take off." Finally at 0803 they got clearance and off they
went. At 0827 the plane crossed San Francisco and the Golden Gate Bridge. Attempting to project a
sophisticated level of cynicism, Ciardi wrote that the scene "was very dramatic because we had all wanted it to
be." As they flew out to sea, Ciardi had intended to watch the land fade away to the very last, but this took a
while, and a combination of lack of sleep and the droning of the engines put him to sleep before the awaited
moment arrived. About ten hours later they came in past Hawaii's lush, green mountains and over Diamond
Head and landed at John Rodgers Field, which Ciardi described as "a dusty sprawled out ATC strip." Here they
were assigned a barracks and drew bedding, ate dinner out of their mess kits, and then there was nothing to do
but wait for tomorrow.
Far away in Nebraska, the last of the 30 flyaway aircraft of the 500th Bomb Group, Z-41, 42-24675, Ashley crew
(#343) of the 883rd, left Kearney AAF today for Mather Field, where she arrived in the afternoon. However, this
wasn't the last of the 500th in Nebraska. There were still 30 full crews there, 15 at Kearney and 15 at Lincoln,
awaiting B-29's to fly overseas. Their time would come.
16 Nov 44
There was a good deal of excitement in the 500th Bomb Group area today. The crews were briefed for their first
mission against Japan, which was scheduled for tomorrow. Target would be the Nakajima Aircraft Engine
Factory in the Tokyo suburb of Musashino. This factory produced 30-40 percent of all Japan's aircraft engines.
However, the excitement was soon dampened by the announcement that the mission was postponed due to
weather.
With the rest of the day free, 2/Lt Robert Copeland, copilot on the Fitzgerald crew of the 881st, went with three
friends in a jeep to take a tour of the island. They drove through the towns of Charan Kanoa and Garapan, both
of which "were beaten up horribly during the fighting." They saw detachments of Marines out hunting down
Japanese hold-outs. They even went swimming at the beach at Charan Kanoa, which Copeland pronounced
"the nicest beach I've ever seen." He enjoyed the excursion very much.
After crossing the International Date Line, the Air Transport Command C-54 on which the personnel of the 500th
Bomb Group Operations Section were traveling touched down on Kwajalein today at 1800. Here there was a 4-
1/2 hour lay-over, which gave the men time to eat in the ATC mess hall and then to catch half of the movie being
shown nearby in an outdoor theater. They were even issued a ration ticket good for one can of 3.2 beer. By
2200 they were back on the plane and taking off for their final stop, Saipan.
The anonymous author of the Operations Section journal took time to praise the ATC for its conduct of the trip
from California to Saipan:
"This flight over has been very enjoyable to what we had expected. Lunch boxes made up by the American Red
Cross were aboard ship for the entire trip. Coffee & hot soup was [sic] also carried in Thermos jugs, and the
stewards furnished by A.T.C. were more than courteous and helpful to all aboard, regardless of rank. They are
to be commended for their intelligent service."
Both Z-23, "Ramblin Roscoe", Hays crew of the 882nd, and Z-3, "Snafu-perfort", Samuelson crew of the 881st,
got off from Johnston Island successfully this morning, although the latter plane lived up to its name again with
another minor snafu. AC Stanley Samuelson wrote that he had been given priority for take-off over six
transports and seven B-24 bombers and was just ready to rev up for take-off when "a naval officer came buzzing
up in a jeep waving a piece of paper. It seemed that Cpl. Janecek and Sgt Evans [left gunner and radar
operator, respectively] had checked out rods and reels while they were there and gave them to a sailor to turn
in. When we were ready to go, the sailor hadn't turned them in so it cost my two gunners seventy dollars. The
hold-up cost the government over a thousand dollars in gasoline that was burned up, for all the planes that were
waiting for us to take off had their engines going. We were disgusted with the Navy when we left Johnston."
Both Z-23 and Z-3 crossed the IDL on the way to Kwajalein and passed into 17 Nov. Also flying to Kwajalein
today, either from Johnston island or straight from Hawaii, were three more B-29's of the 500th -- Z-29, Savage
crew of the 882nd; Z-6, Field crew of the 881st; and Z-50, Braden crew of the 883rd.
Four B-29's of the 500th departed Mather Field, California, today and flew to John Rodgers Field on Oahu.
These were Z-26, Grise crew of the 882nd; Z-43, Setterich crew of the 883rd; Z-44, Hansen crew of the 883rd;
and Z-45, McClanahan crew of the 883rd.
17 Nov 44
Early this morning at 0200 the Air Transport Command C-54 carrying the personnel of the 500th Bomb Group
Operations Section landed at Isley Field. Also on the plane were Group S-4 (Supply) Maj Harry Weber and
Group S-2 (Intelligence) Capt William Marmion. It was very dark and the men had a little difficulty locating all
their baggage. The last two pieces were finally found wedged on either side of the large auxiliary tank on the C-
54. The officers and their baggage were transported to the 500th Headquarters area, where they were assigned
to Quonset huts. Then the enlisted men and their baggage were transported to the enlisted area, where they
were assigned to six-man pyramid tents. An early breakfast was served in the 883rd Squadron mess hall. By
then it was starting to get light, and even though everyone was very tired, most men stayed awake long enough
to get a first look at their new surroundings.
While the Operations personnel were getting settled, the air crews of the 500th Bomb Group on Saipan received
the specialist briefings -- navigation, bombing, air/sea rescue, etc. -- for the planned Tokyo raid. Bob Copeland,
copilot on the Fitzgerald crew of the 881st Squadron, was a little daunted to hear that they could expect to be
met by 400-500 enemy fighters in the Tokyo area. These would be a mix of Zekes, Oscars, Nicks, Franks, Jacks
and Irvings. But Copeland was reassured a bit by the air/sea rescue plan, which provided for a line of
submarines along the flight route, up to a few miles off the Japanese coast, plus a "Dumbo" comms and rescue
plane.
With some free time today, Copeland made a trip to get some bananas and discovered that "they do grow upside
down." He also passed some of the US military cemeteries, which reminded him of the high cost paid to take
Saipan.
Landing at Kwajalein this afternoon, from either Johnston Island or Hawaii, were five B-29's of the 500th Bomb
Group -- Z-3, Samuelson crew of the 881st; Z-6, Field crew of the 881st; Z-23, Hays crew of the 882nd; Z-29,
Savage crew of the 882nd; and Z-50, Braden crew of the 883rd.
According to Stanley Samuelson, they made it to Kwajalein ahead of schedule despite flying through a dozen
storms. Samuelson thought Kwajalein looked like "hell on earth... The reef looked like the Japs had left
yesterday instead of five or six months ago. There wasn't a whole palm tree on the island. Bullet riddled pill
boxes, tanks and landing boats were strewn all over creation."
Bombardier Hal Towner of the Hays crew took note of the battle damage too, but he was also impressed by the
number of planes on the field at Kwajalein, "lots of Corsairs and B-24s about as well as transports and B-29s."
Leaving John Rodgers Field on Oahu this morning for Kwajalein were three more planes -- Z-27, Cordray crew
of the 882nd; Z-28, Gerwick crew of the 882nd; and Z-46, Holmes crew of the 883rd. Later in the day they would
cross the International Date Line and pass into 18 Nov.
On the eastern side of the Pacific, the last of the 500th's original 30 flyaway aircraft, Z-41, Ashley crew of the
883rd, took off from Mather Field and about ten hours later landed at John Rodgers Field on Oahu.
Meanwhile, back in Nebraska, the 30 reserve crews of the 500th were still cooling their heels in Kearney and
Lincoln waiting for new B-29's to arrive from the factories.
18 Nov 44
2/Lt Robert Copeland, copilot on the Fitzgerald crew of the 881st Squadron, was really anxious to be off to Tokyo
-- "I wouldn't miss being on it for the world" -- but that first mission kept getting postponed. So Copeland spent
the day touring the island again, this time all the way to the far end at Marpi Point.
Today, after getting some sleep, the members of the 500th Bomb Group Operations Section who had arrived on
Saipan by ATC early yesterday "inspected their new Opns Office and found it to be satisfactory." The S-3 clerks
who had arrived a couple of months ago with the Ground Echelon had done a very good job setting up the
Operations quonset, including building several desks "from an assortment of boxes formerly used for shipping
our files etc. across."
Major Frank Roberts, 882nd Squadron Operations Officer, was still Acting Group Operations Officer pending the
arrival of the regular in that job, Lt Col Marcus Mullen, but as it happened, Mullen would arrive in only a few more
hours.
During the afternoon a total of five B-29's of the 500th Bomb Group landed on Isley Field from Kwajalein. This
was the greatest number of aircraft to arrive in a single day. The planes and crews were Z-3, Samuelson crew,
881st; Z-6, Field crew, 881st; Z-23, Hays crew, 882nd; Z-29, Savage crew, 882nd; and Z-50, Braden crew,
883rd. Arriving as passengers on these planes were several key command and staff personnel, including Group
Operations Officer Lt Col Marcus Mullen with the Savage crew; 882nd CO Lt Col Joseph Brannock with the Hays
crew; 881st Operations Officer Maj Gerald Mosier with the Field crew; and Group Bombardier Capt Charles
McClintick with the Samuelson crew.
However, before the Samuelson crew was able to leave Kwajalein this morning, the aptly named "Snafu-
perfort" had another small problem. Someone in the ground crew had noticed a small crack in the wing, so
when the air crew arrived at the plane they found some maintenance men busy riveting a piece of sheet metal
onto the wing. Samuelson and crew had to wait until they were finished, so they weren't able to take off until a
little before 1100.
When he got to Saipan, Samuelson was "pleasantly surprised" by the "grand job" that the Ground Echelon had
done. And the Ground Echelon was pleasantly surprised to see Z-3 and the Samuelson crew. They had been
16 days in transit from Kearney and "most of the fellows were wondering if we ever would get there."
Now that two-thirds of the Group's aircraft and most of the command and staff had arrived on Saipan, CO Col
Richard King decided it was time to close the books on the Ground Echelon and merge the morning reports
of the Ground and Air Echelons. The 500th Bomb Group was again officially whole.
The Ground Echelon Historian, 2/Lt Richard Cutler, thought it appropriate to mark the end of this phase of
operations by recognizing the efforts of certain personnel:
"The Historian cannot close this Chapter of an Interest-experience [sic] withour paying particular tribute to the
efforts of Major Wolcott as Commanding Officer of the Ground Echelon of this Group. Likewise the acting
Squadron Commanders, Captain Maust, 1/Lt. Roach, Captain Johnston, and Lt Chase 'carried the ball' for their
respective units. The efforts of Lt. Judell as Group Adjutant, T/Sgt. Gordon Groby as Sergeant Major of the
Group; First Sergeant Ritnour; First Sergeant Belletete and First Sergeant Thompson of the respectvie
Squadron[s] must have bouquets handed in their direction. There were many others; each man did his part, but
these listed were under the gun and had the particular responsibility of making the machinery operate."
This historian agrees with his predecessor, 2/Lt Cutler. The Ground Echelon of the 500th Bomb Group
accomplished an amazing amount of work with very limited resources in less than two months, and that could
not have been done without excellent leadership.
This afternoon, two B-29's of the 500th Bomb Group -- Z-27, Cordray crew of the 882nd Squadron; and Z-46,
Holmes crew of the 883rd -- arrived at Kwajalein.
On the other side of the International Date Line in Hawaii, two more planes of the 500th -- Z-44, Hansen crew,
and Z-45, McClanahan crew, both of the 883rd -- took off from John Rodgers Field en route for Kwajalein. About
an hour out from Hawaii, Z-45 developed an oil leak in one of its engines and the crew had to feather it and
return to Oahu. Z-44 continued, crossing over the IDL and passing into 19 Nov.
19 Nov 44
On Saipan, the air crews of the 500th Bomb Group got up at 0300 today, hoping this would be the day they
bombed Tokyo, but “the mission was called off because the wind was blowing the wrong way,” as 2/Lt Robert
Copeland, copilot on the Fitzgerald crew of the 881st Squadron, put it. Also, the weather on the route to Japan
and around Saipan itself was not good. "It rained considerably harder today than it ever has before." So
Copeland spent part of the day building himself a shelf in his quonset. Later in the day he saw the first helicopter
he had ever seen. "It flew along quite nicely."
This afternoon, despite the weather, two more B-29's of the 500th made it to Saipan from Kwajalein -- Z-27,
Cordray crew, 882nd; and Z-46, Holmes crew, 883rd. Group Navigator Capt Berry Thompson arrived with the
Gerwick crew.
One good thing about the weather delays was that the 500th was growing stronger every day. The
Group now had 23 planes available to send against Japan. Hal Towner, bombardier on the Hays crew, which
had arrived yesterday, was excited about the opportunity: "Are we lucky! We will get to participate in the first
raid on Tokyo from Saipan. The boys didn't take off this morning so as our ship will be ready today we will go
along tomorrow." In the meantime, the crew busied themselves improving their new living quarters -- building
furniture, adding front and back steps to the quonset, laying out paths, etc.
Also this afternoon, two more 500th B-29's – Z-28, Gerwick crew of the 882nd; and Z-44, Hansen crew of the
883rd -- landed at Kwajalein from Hawaii.
On the other side of the International Date Line, four more B-29's -- Z-22, Hurlbutt crew, 882nd; Z-41, Ashley
crew, 883rd; Z-43, Setterich crew, 883rd; and Z-45, McClanahan crew, 883rd -- departed John Rodgers Field on
Oahu this morning for Kwajalein. This was Z-45's second try -- she turned back due to an oil leak yesterday --
but everything went well today. Later in the day the four planes crossed the IDL and passed into 20 Nov.
The last two B-29's of the 500th -- Z-26, Grise crew of the 882nd; and Z-47, Adams crew, 883rd -- were delayed
at John Rodgers for unknown reasons.
20 Nov 44
Bob Copeland, copilot on the Fitzgerald crew, 881st Squadron, was becoming frustrated with the repeated
delays of the first mission to Tokyo. "Getting up at these ungodly hours just to bomb Tokyo is getting very
monotonous. We arose at 0430 this morning and after we got all prepared they called the mission off." It rained
hard most of the day. Copeland didn't get much done today except for writing some letters.
It was a similar story for the Hays crew of the 882nd. Bombardier Hal Towner wrote, "Our schedule[d] raid on
Tokyo was cancelled before we finished breakfast to everybody's great disappointment." And it rained. "Lots
and lots of rain today."
All this rain was affecting more than just missions and morale. AC Stanley Samuelson, who had arrived on
Saipan on 18 Nov, wrote that for his first three days on the island "it rained off and on all day and all night.
Leather began to get moldy after the first few days and most everything took on a musty odor." Stuck indoors
with time on their hands, the men turned mostly to card games, with poker being the game of choice, until
you lost all your money, in which case it became bridge or rummy.
Despite the wet weather, Z-28, Gerwick crew of the 882nd; and Z-44, Hansen crew of the 883rd, with 883rd
Squadron CO Lt Col William McDowell as a passenger, made it from Kwajalein to Saipan today. Farther back
along the route, Z-22, Hurlbutt crew, 882nd; Z-41, Ashley crew, 883rd; Z-43, Setterich crew, 883rd; and Z-45,
McClanahan crew, 883rd, all made it to Kwajalein this afternoon. Bob Schurmann, right gunner on the
McClanahan crew, recorded the flight time from Hawaii to Kwajalein as 9 hours and 40 minutes.
A few thousand miles away at Lincoln AAF, Nebraska, the 15 reserve crews of the 500th Bomb Group that had
been sent there from Walker AAF, Kansas, back in October finally received orders today to proceed tomorrow to
Kearney AAF, where they would hopefully receive B-29's to fly to the Marianas. Jim Wride, flight engineer on the
Clinkscales crew (#350) of the 883rd Squadron, remembers that Lincoln was nothing more than a "warehouse"
stop. There was no training. The crews just reported every morning for roll call and then were free until the next
morning. The routine was broken only by the occasional weekend pass. The men were undoubtedly glad to be
leaving Lincoln.
21 Nov 44
This morning the crews of the 500th Bomb Group actually made it into their aircraft before the Tokyo mission
was called off once again. The word was that there would be no mission tomorrow either. A disgusted Bob
Copeland, copilot on the Fitzgerald crew of the 881st Squadron, wrote in his diary, "I'm getting slightly bitter
about this whole thing." Copeland passed the day by writing letters. The highlight of his day was dinner. "We
had pork chops for dinner and boy did they taste good." In the evening navigator Bob Nelson checked Copeland
out on the A-14 sextant.
The officers of the Hays crew of the 882nd likewise spent the day writing letters, or censoring enlisted men's
mail, or reading. Some of them managed to do their laundry in the Squadron's Maytag washer that the
command had had the foresight to purchase in the States and ship over with the unit.
This afternoon four more B-29's of the 500th arrived on Saipan after about a six-hour flight from Kwajalein -- Z-
22, Hurlbutt crew, 882nd; Z-41, Ashley crew, 883rd; Z-43, Setterich crew, 883rd; and Z-45, McClanahan crew,
883rd. Arriving with the McClanahan crew was 883rd Squadron Operations Officer Maj John Gay, and with the
Ashley crew Group Air Inspector Capt Prescott Martin.
The arrival of these four B-29's made 28 of the Group's 30 aircraft now on hand. Only Z-26, Grise crew of the
882nd; and Z-47, Adams crew of the 883rd, were missing, probably still held up in Hawaii.
22 Nov 44
Today was a full day off for the air crews of the 500th Bomb Group. In the morning Bob Copeland, copilot on the
Fitzgerald crew of the 881st Squadron, went over to East fighter field, where he ran into a couple of old friends
from flight school who had been on Saipan since D + 12. They had a nice chat. In the afternoon he went
swimming at Blue Beach, where he observed something really noteworthy: "I saw a woman down there for the
first time since I left the states. She was a nurse."
But the ground crews did not have a day off. They were working around the clock to make sure as many planes
as possible were ready for that first mission, whenever it might come. Today airplane mechanic George
Hughes had the first opportunity in over a week to write home:
"November 22, 1944

'Somewhere in the Pacific"
Dear Mother & Dad,
I received a package today from you. It came in very good shape. Everything was very useful.
We have had about a week of rainy weather. It has been cloudy all the time. The sun came out today and it was
really hot. I have been on nights lately so the cool weather was just right. It is almost impossible to sleep when
the sun is bright. ...
We will probably have a big spread for Thanksgiving [tomorrow]. I certainly hope so. I can stand lots of good
meals but it looks as though I will have to go to the States to get them. ...
... If you can get some film some place I wish you would. A couple fellows in the tent have some coming.
There isn't much more to write about now. When I get off the night shift I will have more time to write. ...
Love
George"
23 Nov 44
This was Thanksgiving Day on Saipan. No mission again today. In the 500th Bomb Group there was apparently
no turkey, but according to Bob Copeland, copilot on the Fitzgerald crew of the 881st Squadron, they still had a
nice dinner, "with chicken, potatoes, peas, fresh butter, and pumpkin pie."
Copeland also went to church today and enjoyed the sermon. Then in the afternoon he helped clear rocks out of
a recreation field they were laying out next to their hut.
Copeland got a piece of unwelcome news today. His AC, Maj Robert Fitzgerald, told him that their crew might
be made a lead crew. The problem with this from Copeland's point of view is that he would have to give up his
right seat to whichever command or staff officer led the mission. In that case, Copeland would be allowed to
bump the tail gunner from the mission and ride back there. But of course he'd much rather be up front. "Why
did they give me wings?" he wondered.
Ken Fine, navigator on the Hurlbutt crew of the 882nd, wrote his fiancee today for the first time since leaving the
States. Due to censorship rules, he couldn't tell her much, "except things are as I expected they would be. I
really enjoyed the trip over as it was different from anything I'd seen or run across so far." Fine also took note
of the hot weather, writing, "You should have seen me sewing today. I cut the sleeves on a shirt so it has short
sleeves and then sewed it up. I cut the legs off a pair of pants so that they are shorts now but I haven't sewn
them up."
24 Nov 44
On this day, after repeated daily delays due to bad weather, the 73rd Bomb Wing launched its long-anticipated
attack against Japan, the first bombing raid on the main island of Honshu since Doolittle's raiders in April 1942.
Primary target was the Musashino Aircraft Engine Factory near Tokyo, secondary target was the dock and
industrial area of Tokyo.
As its contribution to this mission, the 500th Bomb Group scheduled 27 aircraft. Assigned bombing altitude for
the 500th was 32,000 feet. Each plane carried a mix of general purpose bombs and incendiaries. Take-off was
between 0740 and 0825 local. One plane, Z-30 (LaMarche crew) failed to take off due to loss of power in #3
engine. Of the 26 planes that got airborne, four -- Z-1 (Goldsworthy crew), Z-10 (Thompson crew), Z-27
(Cordray crew) and Z-49 (Feathers crew) -- had to abort due to engine trouble.
The 22 planes which reached Japan found heavy cloud cover over the primary. Only three bombed the primary
through the clouds, while 17 dropped their bombs on the secondary target or targets of opportunity. The 20
planes which bombed included Z-2 (Irvin crew), Z-4 (Oswald crew), Z-5 (Luman crew), Z-6 (Field crew), Z-7
(Sullivan crew), Z-8 (Fitzgerald crew), Z-9 (Hatch crew), Z-21 (Pierce crew), Z-23 (Hays crew), Z-24 (Tackett
crew), Z-25 (Van Trigt crew), Z-28 (Gerwick crew), Z-41 (Ashley crew), Z-42 (Moreland crew), Z-43 (Setterich
crew?), Z-44 (crew unknown), Z-45 (McClanahan crew), Z-46 (Holmes crew), Z-48 (Black crew), Z-50 (Braden
crew). Two aircraft -- Z-3 (Samuelson crew) and Z-29 (Savage crew) -- experienced bomb rack malfunctions
over the target and jettisoned their bombs later.
Flak was light, fighter opposition was also light. The 500th BG fortunately suffered no losses on its first mission.
Unfortunately, due to the cloud cover, damage to the target was negligible.
After a very long flight, all planes returned safely to Saipan, landing between 1930 and 2200 local.
One footnote to this mission. Some people recall it as taking place on Thanksgiving Day. But 24 Nov was
actually the Friday after Thanksgiving. The confusion probably results from the fact that because of the
International Date Line, it was still 23 Nov, Thanksgiving Day, back in the States.
25 Nov 1944
The 73rd Bomb Wing crews who had flown the first mission against Tokyo the day before were physically
fatigued but mentally exhilarated by the experience. But if the air offensive against Japan was going to be
successful, bombing procedures and accuracy would have to be much improved. Here is the Group
Bombardier's Report for the 500th Bomb Group:
GROUP BOMBARDIER'S REPORT

Par. 53.
a. The 500th Bomb Group attacked the Musashino Aircraft Engine Factory with three (3) aircraft; the docks and
urban area of Tokyo with thirteen (13) aircraft; and four (4) aircraft attacked an opportunity target believed to be a
camouflaged steel mill at Matsuzaki, Japan.
b. Bombing was accomplished at the secondary target by means of radar; all other bombing was visual. All
releases were made on the leader with the deputy leader sighting for range only in the event that he might
necessarily have to take over the lead position.
c. The actual bombing was not accomplished according to plan. The element which picked out a target of
opportunity made no attempt to bomb the secondary target as briefed.
d. The biggest factor which prevented precision bombing was the undercast condition over the target.
e. In as much as very few bomb impacts were spotted and only one photograph taken, which was capable of
being interpreted, it is impossible to conjecture as to possible causes of errors.
f. No estimate of bombing results are [sic] now available.
g. Conditions at the target were fine for bombing except for the undercast. Visibility was fair, and flak and
fighters only meager.
h. Only two aircraft reaching the target area failed to bomb. Rack malfunction was the trouble in both cases.
i. Ship No. Malfunction

[65]221 [Z-29] Rack malfunction unconfirmed
[63]435 [Z-3] Bomb doors failed to close confirmed
and bombs failed to release
[63]436 [Z-28] 4 bombs in L.H. rack failed
to release confirmed
[24]643 [Z-5] 2 bombs failed to release confirmed
[24]686 [Z-25] Bombs failed to release unconfirmed
Bombsight and C-1 cut out unconfirmed
[65]218 [Z-44] Rack malfunction unconfirmed
[24]643 [Z-5] Intervalometer out confirmed
j. Thirty-six (36) arming wires were not returned due to the bombs being salvoed.
27 Nov 44
On this day the 500th Bomb Group put up 17 aircraft (one of the scheduled 18 failed to take off) to participate in
another attack on Target 357, the Musashino Aircraft Engine Factory near Tokyo. Secondary target was again
the dock and industrial area of Tokyo.
Take-off was between 0657 and 0716 Local, except for one plane, Z-48 (Black crew?), which got off late and
flew with another Group. Each plane carried a bomb load of 7 x 500 lb GP bombs and 3 x 500 lb incendiaries.
One aircraft, Z-4 (Oswald crew), aborted 140 miles before IP due to engine trouble. Another, Z-6 (Field crew),
experienced an engine failure at the IP, turned back and bombed a Last Resort Target.
The target area was found completely covered by an undercast, forcing bombing by radar. Probably because it
was much easier to find the huge target of Tokyo on radar rather than the relatively small Musashino factory, all
15 500th BG planes bombed the secondary target at about 1340 from the assigned altitude of 31,000 feet. No
flak or fighter opposition was encountered.
Aircraft bombing were Z-1 (Goldsworthy), Z-2 (Irvin), Z-5 (Luman) and Z-9 (Hatch) of the 881st Squadron; Z-21
(Pierce), Z-23 (Hays), Z-24 (Tackett), Z-25 (Van Trigt), Z-28 (Gerwick) and Z-30 (LaMarche) of the 882nd; Z-42
(Moreland), Z-45 (McClanahan), Z-48 (Black?), Z-49 (Feathers) and Z-50 (Braden) of the 883rd.
On the way home the 500th Bomb Group suffered its first combat loss. Z-2, Irvin crew, had bombed the target
on the wing of Z-1, Goldsworthy crew. After leaving the target, Maj Goldsworthy “pulled over on Irvin's wing to fly
a little formation. Later we gradually grew apart. I remember seeing the sun reflecting off the airplane for a
while. Then I didn't see him again....” For unknown reasons Z-2 ditched about 400 miles north of Saipan.
Despite searches by ships and aircraft, including the 73rd Wing B-24 piloted by Irvin's good friend Ferd Curtis of
the 881st, no trace of the plane or crew was ever found.
The crew of the lost plane were:
AC Capt Joseph R. Irvin

P 2/Lt Robert B. Clore
B 2/Lt Clay D. Shannon
N 2/Lt William L. Moores, Jr.
FE 2/Lt Myron C. Bjerva
Radio Sgt Alfred J. Morton
Ring G Cpl Clifford M. Fleming
RG Sgt Richard L. Connell
LG Sgt Verdal Brown
Radar Sgt Everett L. Abernathy
TG Sgt Marion E. Berry
Also, Maj Gerald L. Mosier, Operations Officer of the 881st Bomb Squadron, was riding as an observer on this
plane.
All other planes returned safely, most landing at Saipan but some diverting to Guam due to enemy air raids on
Saipan.
On this day Saipan was caught by surprise by two damaging air raids, the first just after midnight by several
Betty bombers, the second shortly after noon by 16 Zero fighters coming in low and strafing. In the Wing several
B-29's were destroyed and several more badly damaged. In the 500th Group Z-8 and Z-29 were both severely
damaged. In addition, one of the Japanese Zeroes brought down by AA fire crashed in the 500th Group
headquarters area. Burning fuel from this plane flowed into an air raid shelter, severely burning 42 men from the
Group HQ.
Most of the enemy planes on these missions were shot down, but they were effective. The 73rd Wing was
suffering more losses on the ground from these air raids than in the air on missions. As a temporary measure,
most B-29's were flown to Guam for a few days. They would stage back through Saipan for missions.
29 Nov 44
On this day the 73rd Bomb Wing tried something new -- night radar bombing. For its part, the 500th Bomb
Group put up seven aircraft for this mission:
Z-5 (Curtis)
Z-23 (Hays)
Z-25 (Savage)
Z-41 (Barron?)
Z-44 (Hansen)
Z-49 (Feathers?)
Z-50 (Braden?)
Take-off was at twilight, between 1810 and 1828 local. No formation was attempted; each plane flew and
bombed individually. Target was the "light industrial portion" of Tokyo. Bomb load was incendiary clusters with a
few fragmentation clusters mixed in.
Six aircraft are known to have reached and bombed the target, dropping between 0118 and 0147 from various
altitudes (17,500-33,200 feet). Z-23 and Z-49 bombed by radar. Radar on Z-5, Z-25, Z-41 and Z-50 was
inoperative, so these planes dropped by dead reckoning. Due to darkness and cloud cover, no observation of
bombing accuracy was possible.
Flak was very light, fighter opposition was practically nil.
One aircraft, Z-44 (Hansen crew) was lost on this mission. This plane and crew were never seen or heard from
after take-off. They disappeared without a trace.
The members of this crew were:
AC Maj Harold M. Hansen

P 2/Lt Robert T. Battell
B 1/Lt Kenneth F. Hodson
N 1/Lt Charles Van Amburgh
FE 1/Lt Eugene B. Reynolds
Radio T/Sgt Martin V. Taylor
Ring G Sgt Paul E. Bussell
RG T/Sgt George W. Hunt
LG Sgt Lawrence E. Lindgram
Radar Sgt Thomas J. Burns
TG Cpl Donald P. Flynn
In addition, 1/Lt Paul Steger of the 11th Combat Photo Unit was along as a passenger.
The returning aircraft landed at Isley Field between 0630 and 0819 30 Nov.
3 Dec 44
On this day the 73rd Bomb Wing mounted another major attack against -- yep, you guessed it, and so did the
Japanese -- the Musashino Aircraft Engine Factory near Tokyo. Another daylight, high-altitude mission.
The 500th Bomb Group scheduled 23 aircraft for this mission, but one, probably Z-21 (Pierce), “Devils' Delight”,
failed to take off. The 22 planes which got airborne took off between 0833 and 0854. Two planes aborted due to
engine trouble: Z-4 (H. Jackson crew), "Black Magic", returned shortly after take-off, and Z-6 (Field), "Draggin'
Lady", turned back just 30 minutes before the IP.
The original plan called for the planes from the 500th to form two combat squadrons of 11 planes each. The first
would be led by Lt Col McDowell, CO 883rd Squadron, flying in Z-42, "Supine Sue", Moreland crew; the second
would be led by Group CO Col King himself in Z-1, "The Rosalia Rocket", Goldsworthy crew. Accompanying
King in Z-1 as an observer would be Col Byron Brugge, A-3 (Deputy Chief of Staff for Operations) of the 73rd
Bomb Wing. Allowing two high-ranking officers to fly in the same plane would turn out to be a big mistake.
Plane loading was carefully calculated. From the 500th BG Historical Narrative:
"The bomb load carried by each airplane on this take-off consisted of three 500 pound M-78 incendiary bombs,
and seven 500 pound General Purpose bombs, the intervalometer setting being 150 feet. The fuel loading on
the mission being 8000 gallons per airplane, with 6000 rounds of .50 caliber and 129 (sic) rounds of .20 (sic)
millimeter ammunition, the gross weight carried in the rear bomb bay being 5400 pounds, which consisted of the
ten 500 pound bombs. The front bomb bay compartment carried the extra gasoline tanks. The approximate
gross weight at takeoff per plane was 136,800 pounds...."
Due to variable weather conditions and tactical decisions made along the way, the second squadron reached
Japan before the first and took the lead in to the IP and target at 30,000 feet. It was here that the squadrons
encountered very high winds which made it almost impossible to reach the IP and maintain the planned course
toward the target.
Both aborts had come from Col King's squadron, so he led only nine planes at this point. Furthermore, one of
the aborts (Z-6) had been his left wingman, and then for some reason the right wing, Z-5 (Luman), "There'll
Always Be a Christmas", dropped back. The high winds and the drop-outs disrupted the formation. Z-25 (Van
Trigt), "American Beauty", and Z-10 (Thompson), "Punchin' Judy", tried to move up onto King's left and right
wings respectively. And then the fighters pounced.
With plenty of warning, the Japanese had assembled dozens of fighters at high altitude, by some reports as
many as 70. They picked their time and dove on their firing passes. First to be hit was Z-7 (McNamer), "Hell's
Bell", on the far right of the formation. She took a 20mm round below her nose which caused the bomb bay and
wheel well doors to open and the landing gear to come down. The drag slowed the plane immediately and she
began to drop behind. Smelling blood, enemy fighters closed in. The crew was able to get the landing gear
back up but the doors would not close, and the bombardier was unable to salvo the bombs. All the while this
was going on, the fighters were shooting Z-7 full of holes.
Relief for Z-7 came at the expense of another B-29. Just after bombs away, Z-1, out in front, was assailed by
several fighters. A Tony flown by Capt Teruhiko Kobayashi, a hot pilot and the youngest group commander in the
Japanese Army Air Force, made a head-on attack and hit Z-1 in her left wing tanks. Flaming gasoline began to
flow over the wing and into the plane. Z-1's gunners fought back hard. They hit Kobayashi's fighter but he
managed to make it back to base. Goldsworthy saw several other fighters hit and one of them explode. But the
fighters had knocked out at least two of the bomber's engines. As she dropped out of formation on fire, most of
the enemy fighters followed her down. As this was happening, the crew of Z-7 was finally able to salvo their
bomb load, then put on power and pull away. Though badly damaged, she would make it home to Saipan,
crashing on the B-24 strip when the nose wheel collapsed.
Not so lucky were the crew of Z-1. As the plane was going down, airplane commander Goldsworthy gave the
order to bail out and strained to hold the big bomber level to give his crew time to get out. But there was a
problem up front. The men there had to go out the nose wheel hatch but the landing gear controls had been
shot up and the nose wheel wouldn't go down. Flight engineer Hank Warde quickly jumped into the nose wheel
well and kicked at the wheel until it went down. This allowed King, Brugge and Warde to jump out. The
bombardier, “Pat” Patykula, seemed to be in a daze and in no hurry to leave the plane. By this time, the rear of
the front compartment where the navigator and radio man were stationed was fully afire and the fire was
spreading forward. With “flames licking at the seat of my pants,” Goldsworthy finally gave up the controls,
dragged Patykula to the exit hatch and pushed him out, then jumped out himself. The radio operator, John
Wright, somehow made it out of the plane, possibly through the forward bomb bay, but he was badly burned.
The navigator, Benjamin Franklin Edwards, apparently did not make it out. This may have been a deliberate
choice on Edwards' part, as he had told his family he would not bail out over enemy territory.
Two of the men in the rear of the plane also apparently did not make it out. Ring gunner Abel had been
wounded. Nobody knew what happened to the tail gunner, Corrigan; the interphone system had been shot up
and there was no contact with him. But neither man was seen on the ground. Left Gunner Schroeder, right
gunner Goffery and radar operator Wells did make it to the ground, although Wells was injured.
Upon leaving the plane, Goldsworthy saw a parachute, which he believed was Patykula's, open up below him,
quickly turn brown and burst into flames. Goldsworthy would never forget the sight of Patykula, “a fine boy, a
grand friend and one of the best bombardiers in the Air Force,” dropping to his death. But at the moment
Goldsworthy had his own serious situation to think about. He had been in too much of a hurry to get out of the
plane to hook up his emergency oxygen and he was at almost 30,000 feet. Also, there were still Japanese
fighters around and he didn't want to chance being machine-gunned in his parachute. So he fell free for what he
estimated to be about 15,000 feet before pulling the ripcord. As he did so, he wondered if his chute would burn
up like Patykula's... but it opened all right and he drifted safely to earth.
Here is the crew of the ill-fated Z-1:
AC Maj Robert F. Goldsworthy

P Col Richard T. King
B 1/Lt Walter J. Patykula
N 1/Lt Benjamin F. Edwards
FE 1/Lt Henry H. Warde
Radio Sgt John A. Wright
Ring G Cpl Robert R. Abel
RG Sgt Thomas M. Goffery
LG Cpl Harold O. Schroeder
Radar S/Sgt Carl T. Wells
TG S/Sgt James P. Corrigan
Obs Col Byron E. Brugge
Completing the mission safely were the remaining planes of Col King's squadron: Z-5 (Luman), Z9 (Hatch), Z-10
(Thompson), Z-24 (Tackett), Z-25 (Van Trigt), Z-27 (Cordray) and Z-28 (Gerwick). However, only four planes
attempted to drop on the primary. Z-10 and Z-24 dropped on the secondary target, Tokyo, and Z-28, suffering a
rack malfunction, had to jettison her bombs later, over water.
All 11 planes of Lt Col McDowell's squadron made it safely home: Z-22 (Hurlbutt), Z-26 (Grise), Z-30
(LaMarche), Z-41 (Amos), Z-42 (Moreland), Z-45 (McClanahan), Z-46 (Holmes), Z-47 (Adams), Z-48 (Black), Z-
49 (Setterich) and Z-50 (Braden). All dropped on the primary except Z-30 and Z-41, which dropped on the
secondary.
Planes landed back on Saipan between 2134 and 2235 local.
It had been a tough mission with the heaviest opposition to date, and the 500th Bomb Group had lost its CO.
Several planes had suffered damage. And damage assessment photos showed no hits within 3000 feet of the
primary target. It was a sad night in the 500th Group.
5 Dec 44
On this day Lt Col John E. Dougherty, former Deputy Commander of the 500th Bomb Group, was appointed
Group Commanding Officer to replace Col Richard T. King, lost in action two days previously.
The officers and men of the 500th were still digesting the results of the 3 Dec mission. In his report, the Group
Bombardier, Capt Richard E Hale, tried to put the best face on things: "The bombing was accomplished
according to plan with the exception of the 1st Sq which was unable to make the IP against the terrific winds that
prevailed." But even he had to state, "No damage was done to the primary target."
The gunners, having faced more fighter opposition than on any previous mission (269 separate attacks), had
learned a number of things. Acting Group Gunnery Officer 1/Lt Frank A. Carrico dutifully recorded their
suggestions: "The general consensus of opinion seemed to be that more ammo should be carried in the lower
turrets than the uppers because at the altitude we fly the missions most of the attacks come from below.
Harmonization should be accomplished on all ships in this Group as soon as possible. The selzten [sic] and
lamphouse screws in the ring sight should all be painted black. The hot wires in the rear end of the ship as well
as in the tunnel should all be painted in a color code so the gunners would be able to splice them in case of
accidents. The phone switch in the blisters should be made more convenient. When pilots try to adjust the
airplane heating system for comfort of the men in the front compartment, the boys in the blisters and ring sight
burn up. It should be brought to the pilots' and engineers' attention. Some sort of a safety harness should be
rigged up for the blister gunners when they are on their knees using their sight."
But Carrico noted that overall the CFC system, turrets and guns generally worked well. There were no major
problems. He concluded, "The mission came off fine. Of course the boys were jumpy and trigger happy but the
information gained was invaluable. The haphazard attacks of the Japs bothered them no little but they learned."
8 Dec 44
On this date the 73rd Bomb Wing finally attacked a target other than the Musashino Aircraft Engine Factory near
Tokyo, and one much closer: Iwo Jima.
Iwo was certainly a legitimate target, as it was the source of the recent damaging air raids against Saipan. Also,
it was scheduled for invasion in Feb 45. B-24's had been softening it up for some time, and several hundred
more tons of bombs from B-29's could only help.
But this mission also served useful training purposes. Many new crews had reported in the last week or so and
they could use a "milk run" as a training mission. Also, the command of XXI Bomber Command and 73rd Bomb
Wing were well aware of their poor bombing accuracy in the high-altitude missions against Japan. A mission to
Iwo would provide badly needed practice for the crews. In addition, a dry run on Pajores Island on the way back
was laid on for even more training.
The 500th Bomb Group scheduled 22 aircraft for this mission, divided into two combat squadrons of 11 planes
each. Newly appointed Group Commanding Officer Lt Col John Dougherty led the first squadron in Z-4
(Fitzgerald), "Black Magic". The other ten planes in this squadron were Z-6 (Calhoun), "Draggin' Lady", carrying
Deputy Lead Lt Col Ralph Reeve, CO 881st Squadron; Z-3 (Brown), "Snafu-perfort"; Z-48 (Black), "Million Dollar
Baby"; Z-45 (Standen), "Mustn't Touch"; Z-49 (Amos), "Three Feathers"; Z-43 (Setterich); Z-9 (Pearson), "Nina
Ross"; Z-10 (Jackson), "Punchin' Judy"; Z-46 (Holmes), "Su Su Baby"; and Z-47 (Adams), "Adam's Eve".
Newly appointed Deputy Group Commander Lt Col Marcus Mullen led the second squadron in Z-22 (Hurlbutt),
"Leading Lady". The other ten planes in this squadron were Z-21 (Pierce), "Devils' Delight", carrying Deputy
Lead Maj Frank Roberts, 882nd Squadron Operations Officer; Z-23 (Hays), "Ramblin Roscoe"; Z-26 (Grise),
"Tokyo Local"; Z-41 (Barron), "The Baroness"; Z-28 (Gerwick), "Old Ironsides"; Z-27 (Cordray), "Heavenly Body";
Z-24 (Tackett), "Pride of the Yankees"; Z-29 (Savage), "Pacific Queen"; Z-50 (Braden), "Fancy Detail"; and Z-30
(LaMarche), "Slick Dick".
The brass was well represented on this mission. In addition to those already noted, Lt Col Joseph "Toby"
Brannock, CO 882nd Squadron, rode in Z-23 with Hays, and Maj Freeman Parsons, newly appointed Group
Operations Officer replacing Mullen, flew in Z-28 with Gerwick.
The bomb load was entirely 500 lb GP bombs. Eighteen aircraft carried 40 bombs; four aircraft carried only 32
bombs.
Take-off was from 0656 to 0716 local. However, Z-10 failed to take off on time due to a problem with the putt-
putt; this plane took off later with the 498th Group. Of the remaining 21 planes, three aborted due to engine
trouble: Z-30, Z-46 and Z-47.
Somewhere along the way in the clouds the second squadron (Mullen) passed the first squadron (Dougherty)
and reached the target first. Iwo was covered with clouds on this mission so bombs were dropped by radar. The
ten planes remaining in Mullen's squadron made a good bomb run at 19,500 feet and apparently dropped on the
target, which was the Japanese air fields, but the eight planes remaining with Dougherty had problems. The
500th BG Mission Summary describes it well:
"The lead ship's [Z-4] radar went out and it was forced to change leads with the deputy. The deputy leader's [Z-
6] radar went out and the lead was passed back to the original leader who was able to operate his radar at close
range only. The bomb run was made on a heading of 59 degrees instead of the scheduled heading of 39
degrees. At the same time, the bomb release line in the radar scope was mistakenly identified and the lead ship
failed to release bombs at the correct time. The deputy leader, whose radar was partially operative and who was
also sighting for range and deflection, then dropped his bombs at 0118Z [1118 local], about three seconds after
the indices crossed, and all but two ships in the formation dropped on him. From reports of observed bomb hits,
all bombs dropped on the deputy leader struck in the target area and slight to the east along the coast.
"The leader did not drop his bombs until about one minute later and one ship dropped on him. These bombs are
reported to have landed in the water beyond the target area."
In summary, of the 19 planes which made it to the target (including Z-10), 18 successfully dropped their bombs.
Z-28 experienced a rack malfunction and did not drop. Of the 18 which dropped, 16 hit on or near the target.
There was no enemy opposition - no flak, no fighters. All B-29's returned safely to base, landing between 1330
and 1510 local.
13 Dec 44
On this day the 73rd Bomb Wing put up a maximum effort against a new target in Japan, the Mitsubishi Aircraft
Engine Factory in Nagoya. This would be another high-altitude daylight mission.
The 500th Bomb Group scheduled 25 aircraft for this mission, divided into two combat squadrons. Leading the
Group would be Group Commander Lt Col John Dougherty in Z-6 (Sullivan crew), "Draggin' Lady". Leading
the first squadron would be Lt Col Toby Brannock, 882nd Squadron CO, in Z-22 (Hurlbutt), "Leading Lady";
leading the second squadron would be Maj John Gay, 883rd Squadron Operations Officer, in Z-48 (Black),
"Million Dollar Baby".
The planes of the first squadron carried 500 lb general purpose bombs, except for Z-8 (Curtis), "Wabash
Cannonball". That plane and all the planes of the second squadron carried incendiaries.
Take-off was from 0851 to 0915 local. One plane, Z-21 (probably Pierce crew), "Devils' Delight", failed to take off
when its #4 engine starter burned out on preflight. This left 24 planes, 12 per squadron, airborne heading for the
target. Z-25 (probably Van Trigt crew), "American Beauty", and Z-28 (probably Gerwick crew), "Old
Ironsides", both developed engine trouble en route and aborted, leaving only 10 planes in the first squadron.
The 500th Bomb Group suffered its first casualty even before reaching Japan. While still about a hundred miles
from landfall and climbing toward bombing altitude of 28,500 feet, the left blister in Z-45 (McClanahan), "Mustn't
Touch", blew out, taking the left gunner, Sgt August Renner, and his gunsight with it. Renner's parachute was
seen to open about 2,000 feet below the formation, but he was never found. Back on the plane, the explosive
depressurization caused a metal ladder stowed in the forward part of the tunnel to shoot toward the rear.
Fortunately for the ring gunner, Sgt Bill Agee, the ladder caught on some padding around the rear end of the
tunnel; otherwise it would have struck him at about knee level. A bitterly cold wind whistled through the gunners
compartment, nearly freezing Agee and right gunner Robert Schurmann. A less determined pilot might have
aborted, but Capt Robert McClanahan decided to complete the mission... and so they did, shivering all the way.
Schurmann later discovered that the water in his canteen had frozen solid.
Due to navigational errors, the first squadron hit the Japanese coast about 50 miles to the left of planned landfall
and the second squadron about 20 miles to the right, but both successfully corrected to locate the IP and bomb
the target, except for Z-27 (Cordray), which suffered an engine failure at the coast and turned back, dropping its
bombs on a fishing village. The remaining 21 aircraft all bombed the primary visually at a little after 1630 from
28,500 feet. Bombing accuracy appeared to be good.
Bombing as part of the first squadron were: Z-22 (Hurlbutt), "Leading Lady"; Z-23 (Hays), "Ramblin Roscoe"; Z-
24 (Tackett), "Pride of the Yankees"; Z-26 (Grise), "Tokyo Local"; Z-10 (Thompson), "Punchin' Judy"; Z-8 (Curtis),
"Wabash Cannonball"; Z-30 (LaMarche), "Slick Dick"; Z-29 (Savage), "Pacific Queen"; and Z-2 (Brown), "20th
Century Limited". Bombing as part of the second squadron were: Z-48 (Black), "Million Dollar Baby"; Z-42
(Moreland), "Supine Sue"; Z-6 (Sullivan), "Draggin' Lady"; Z-47 (Adams), "Adam's Eve"; Z-45 (McClanahan),
"Mustn't Touch"; Z-46 (Holmes), "Su Su Baby"; Z-4 (Jackson), "Black Magic"; Z-49 (Feathers), "Three Feathers";
Z-41 (Barron), "The Baroness"; Z-50 (Braden), "Fancy Detail"; Z-9 (Pearson), "Nina Ross"; and Z-43
(Setterich?).
Enemy fighter opposition was light and ineffective. B-29 gunners made two claims of enemy aircraft damaged,
one a Tojo shared by the right and tail gunners of Z-2 and the other an Irving by the left gunner of Z-50. Enemy
flak was light to moderate on the way to and from the target but intense over the target itself. No fewer than 12
B-29's were struck by flak. One of these was Z-26, "Tokyo Local", which was leading the second (right) element
of the first squadron. She was hit in two engines and dropped out of formation after the turn away from the
target. The plane gradually lost altitude but made it out to sea. Z-2 followed her down and saw her ditch but
when Z-2 circled back, there was no sign of the plane or survivors. The entire crew were declared dead after the
war.
Here is the crew of Z-26, "Tokyo Local":
AC Capt Charles G Grise

Copilot 1/Lt Edwin P. Schmitz
B 2/Lt Morris D. Rosenthal
N 2/Lt Robert L. Rogers
FE 2/Lt Anthony J. Musil
Radio Sgt James S. Allison
Ring G Cpl Joseph A. Kehrer
RG Cpl Barry S. Campbell
LG S/Sgt Jessie J. Irvine
Radar Sgt Russell L. Kaufman
TG Cpl Hyrum P. Pringle
The regular copilot of this crew was 2/Lt James O. Burpo but he had been bumped from this flight so that 1/lt
Schmitz, the AC of a newly arrived crew, could go along for orientation purposes. Good luck for Burpo, bad luck
for Schmitz.
All other planes returned to base safely, landing on Saipan between 2121 and 2345.
Bomb damage assessment revealed significant damage to the target, estimated at 30%. The 500th Bomb
Group and 73rd Bomb Wing could feel good about this mission.
15 Dec 44
As December wore on, the 73rd Bomb Wing continued to wrestle with the numerous problems it was
encountering in trying to carry out its strategic bombing campaign against Japan. But problems had been
expected. After all, nothing like this had ever before been attempted. Flying missions of 13 or 14 hours duration
over 3200 miles of water was unprecedented in warfare. It placed great strain on the planes, the air crews, the
ground crews, and the commanders. Most men met the challenges, doing their part and more. Some of the
problems were already being overcome; others were proving more difficult.
The loss of gunner Gus Renner due to a blister blow-out on 13 December had one positive result, at least in the
500th Group. The command finally acted on repeated requests from the gunners and ordered safety belts
improvised for the blister positions. In addition, electrically heated suits were provided for the tail gunners, who
faced freezing to death alone in their small compartment if pressurization failed during action. Harmonization
ranges were also being built to improve the accuracy of the central fire control system.
Changes were being made to maintenance procedures too, as described in the 500th Bomb Group Dec 1944
Narrative History, actually written in early Jan 1945:
"One factor that helped maintenance was to make a complete coordinated maintenance section out of the
sections assigned to care for the airplane. Instead of having all the different sections like communications,
ordnance, armament, radar, and supply operate independently, they were all coordinated into one section, with
the purpose of bringing the airplanes into commission in the least possible time."
Plans were also being made to change the way new engines were built up and installed. This was taking far too
long, 24 to 30 hours per engine. The new procedure would be implemented in January and would pay great
dividends.
Cruise control plans were developed to help the flight engineers calculate fuel consumption more accurately.
Since each plane performed slightly differently, data on fuel consumption and power settings was compiled on
each one.
The 500th Group and the 73rd Wing were learning. They were determined to succeed... and they would.
18 Dec 44
On this day the 73rd Bomb Wing struck again at the Mitsubishi Aircraft Engine Factory in Nagoya, another
daylight high-altitude mission. The 500th Bomb Group scheduled 24 aircraft for this mission, but one, Z-6 (Taylor
crew), "Draggin' Lady", had magneto trouble and did not take off. This left 23 planes airborne.
Take-off was from 0713 to 0741. Each plane carried 10 x 500 lb general purpose bombs.
The 23 airplanes formed into two combat squadrons, the first led by Capt Charles Moreland in Z-42, "Supine
Sue", with Lt Col Marcus Mullen, new Deputy Group Commander, taking the right seat as Force Leader. Maj
Wilbur “Barney” Hurlbutt in Z-22, "Leading Lady", was Deputy Lead for this squadron.
Leading the second squadron was Lt Col Ralph “Pete” Reeve, CO 881st Squadron, flying with Maj Robert
Luman and crew in Z-5, "There'll always be a Christmas". Maj Robert Fitzgerald in Z-8, "Wabash Cannonball",
was deputy lead.
In the Consolidated Mission Report is what appears to be a first-hand critique. There is no signature block after
it, but it was certainly overseen, if not authored, by the Force Leader, Lt Col Mullen:
////////////////////////////////////////////////////// Begin Critique ///////////////////////////////////////////////////////////////////
CRITIQUE HELD ON MISSION #13
1st Squadron:
Nine planes assembled 10 minutes after the turn onto course from Marpi Pt. The formation was OK while
cruising at 1000' until the climb began. There was only a thin overcast above, so no signal to disperse was given
when the climb started. The formation broke out of the overcast at about 5000' somewhat spread out, but in a
short time was assembled again. Another plane, presumably from the second squadron, came out of the
overcast with the first squadron and took its place in the formation. At this point, and during the remainder of the
climb, Cheney in #43 lagged behind. So there were 10 planes in the formation during the climb.
[This squadron originally had 11 planes assigned but that number included Z-6, which as previously mentioned
failed to take off, and Z-30 (LaMarche), "Slick Dick", which soon developed a bad oil leak in #3 engine and had
to abort, dropping its bombs on still Japanese-occupied Rota between Tinian and Guam to get rid of them. That
left nine planes as noted. These were Z-42 (Moreland), "Supine Sue"; Z-22 (Hurlbutt), "Leading Lady"; Z-50
(Gregg), "Fancy Detail"; Z-41 (Barron), "The Baroness"; Z-47 (Amos), "Adam's Eve"; Z-43 (Cheney); Z-23
(Hays), "Ramblin Roscoe"; Z-26 (Parsons); and Z-21 (Pierce), "Devils' Delight". The tenth plane which joined
from the second squadron was Z-7 (McNamer), "Naughty Nancy". - JEB]
Navigation was OK; as the climb progressed, stronger winds were encountered and the drift increased steadily.
At the step in the climb at 18,000', the formation flew level for 15 minutes. Strong winds were encountered at the
20,000 ' level and the lead plane ended up crabbing enough to kill 40 degrees drift from the west. Landfall was
made in good shape.
Nine ships were in formation during the bomb run. [The plane which had dropped out was Z-26, which could not
keep up due to a problem with the #3 engine. This was the Parsons crew's first mission. Finding themselves
alone over Japan and with a balky engine, they dropped their bombs on a target of opportunity, a fishing village,
and scooted for home.] The formation was close until the turn was made into the bomb run, then it became
somewhat loose. Half way to the IP, Moreland's radar went out (lead ship). The lead then changed to Hurlbutt,
at about the IP. Hurlbutt took a few short turns to get on the bomb run heading but this was because the
navigator failed to recognize the IP and overran it to some extent. [In defense of the navigator, there were
several complaints in the post-mission comments about the poor selection of the IP.] The turn to the left was
quite sharp after the mistake was realized. The bombardier saw the target through a break in the clouds and
final correction was made to the right to get on the correct heading.
Bombing altitude was 31,550', airspeed(calibrated) was 190. The bomb run was on radar for about 2-1/2
minutes. The bombardier corrected visually, but the results were unobserved. Bombing was done on a heading
of about 260-265 degrees.
Withdrawal was made by a sharp turn to the left and a decrease in airspeed to 185. The formation stayed well
together until dark and then broke up.
Flak in general was below the formation. Fighter attacks were meager. Only five planes were bothered by
frosting.
2nd Squadron:
Assembly was good. 12 planes formed at Marpi Pt. Upon reaching the front, the lead ship signaled for the climb
but the second element was ahead of the lead element. As a result, when the formation broke out of the
overcast, there were only seven planes out of the original 12 that started up. These planes were 24, 1, 5, 8, 4
[plus 2 & 9]. The others were not seen again. The formation of the seven planes was not too good. They
seemed to be waiting for the other five planes to catch up and take their original positions, so several slots were
left open. Radio silence was broken by Col. Reeve to get them into close formation, and then it was OK.
[There were originally 13 planes assigned to this squadron, but as we have seen, Z-7 joined the first squadron.
The remaining 12 were Z-5 (Luman), "There'll always be a Christmas"; Z-8 (Fitzgerald), "Wabash Cannonball";
Z-3 (Samuelson), "Snafu-perfort"; Z-4 (Oswald), "Black Magic"; Z-9 (Hatch), "Nina Ross"; Z-1 (Bricker), "Pee
Wee"; Z-49 (Feathers), "Three Feathers"; Z-2 (McGuire), "20th Century Limited"; Z-25 (Van Trigt), "American
Beauty"; Z-29 (Savage), "Pacific Queen"; Z-28 (Gerwick), "Old Ironsides"; and Z-24 (Tackett), "Pride of the
Yankees". Z-29 soon aborted due to "pilot sickness"; Z-3 turned back due to #4 turbo malfunction; and Z-49
also returned due to a problem with the #4 turbo. This left nine planes.]
The climb was slow, and from 28,000' to 32,000' a few planes began to straggle. The lead plane, #5, blew a
cylinder head in #1 engine and was forced to leave the formation. Fitzgerald in #8 was asked if his radar was
working and if he could take over the lead. His answer was negative. Oswald in #4 was also asked and his
reply was also negative because his radar was not on and he did not know whether it worked or not. Reeve left
the lead without knowing who was going to take over and so Fitzgerald took the lead.
[Straggling were Z-25 and Z-28, which bombed targets of opportunity. Then Z-5 aborted, as noted. This left only
six planes of the second squadron to reach the target.]
Landfall was made approximately 50 miles to the right of the IP and a left turn was made in order to get on the
scheduled route. The bomb run was made on a heading of 262 degrees. The IP was never seen. About six
minutes of the bomb run was made by radar entirely, and the last three minutes were made visually. During the
visual run final corrections were set in the bomb sight. Radar estimated the wind to be 204 knots per hour, and
the ground speed was 111 MPH.
Bomb bay doors were open for 10 minutes. Airspeed was indicated at 190 on the run. 6 ships were over the
target. [These were Z-8, Z-9, Z-4, Z-1, Z-2 and Z-24; but Z-2's bomb bay doors would not open, so only five
planes dropped on the target.]
Withdrawal was to the left, and the airspeed increased to 210 before Fitzgerald recognized it and this was
immediately reduced to 185. Formation was OK then. Formation was held until just outside of Ise Bay and then
started to break up (this was too soon).
Flak encountered was right over the target, meager but very accurate. 2 fighters out of range seemed to be
directing fire of flak. Heavier flak was encountered by the rear of the formation. McGuire in #2 was struck in #2
nacelle doors by a flak fragment. From 10 to 15 fighters atacked. Fighters seemed to make all their attacks
from the inside of the bomb run and turn away from the target.
Van Trigt [Z-25] bombed Hamamatsu AF; Gerwick [Z-28] bombed Yokosuka, south of Yokohama.
There was a total of 7 aborts. Of these however, 1 bombed Hachicho Jima (Samuelson #3); one got over the
target but could not release his bombs (McGuire #2); and one jettisoned his bombs about fifteen miles inland on
course over Japan (Parsons #26). [Hugh Phillips, a gunner on the Parsons crew, is certain they bombed a
fishing village on the coast.] LaMarche [Z-30] bombed Rota, but just to get rid of his bombs; he aborted shortly
after take-off.
///////////////////////////////////////////////////////// End Critique /////////////////////////////////////////////////////////////////
One aircraft, Z-1 (Bricker crew), was forced to ditch on the way home when its fuel transfer pumps went out and
the crew were unable to transfer fuel from the bomb bay tanks. Two other B-29's followed her down and radioed
the ditching position. Four crewmen were lost in the ditching but the survivors made it into the life rafts and were
sighted the next day by search planes sent out from Saipan. That night they were rescued by a submarine.
However, they had to spend 28 days on the sub before getting back to Saipan. Most of the survivors eventually
returned to duty.
Here are the members of the Bricker crew (#113):
AC Capt Linden O. Bricker

Copilot 2/Lt Kenneth R. Chidester
B 2/Lt Jack O. Mueller KIA
N 2/Lt Jay L. Meikle
FE 2/Lt Clifford B. Smith
Radio Sgt Edmund G. Smith
Ring G Cpl Emory A. Forrest KIA
RG Cpl John C. Estes KIA
LG Cpl William F. Frank KIA
Radar Sgt Richard J. Grinstead
TG Cpl Stephen J. Darienzo
The other 22 aircraft safely returned to Saipan, though some, particularly Z-2 and Z-24, had damage from flak or
fighters. Landings were from about 2000 to 2300 hrs.
500th Bomb Group gunners made two claims on enemy aircraft. The ring gunner of Z-23 claimed a Zeke
destroyed and the tail gunner of Z-50 claimed an Irving damaged (with the 20mm cannon, no less).
A total of 14 500th Group aircraft bombed the primary target. Bomb damage asessment showed results good,
with 30 percent of target estimated destroyed.
22 Dec 44
On this day, for the third straight mission, the 73rd Bomb Wing went back to Nagoya, hoping to complete the
destruction of the Mitsubishi Aircraft Engine Factory. But they would try something a little different this time. In
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Two of the scheduled 14 planes, Z-10 (Thompson), "Punchin' Judy", and Z-23 (Hays), "Ramblin Roscoe", had
last-minute problems which scratched them from take-off. Another plane, Z-27 (Cordray), "Heavenly Body", also
had problems but managed to get them fixed and took off later with the 497th Group (which was one of the
Groups making the downwind run). All this left only eleven planes airborne in the 500th Group combat
squadron.
Designated Group leader was Group Commander Lt Col John Dougherty, riding in Z-30 (LaMarche), "Slick
Dick".
Take-off was from 0656 to 0706. Bomb load was 11 x 500 lb M76 incendiary bombs.
As the planes droned their long way toward Japan, their number grew even smaller. First, Z-7 (Sullivan),
"Naughty Nancy", dropped out due to a turbo malfunction. Then Z-25 (Van Trigt), "American Beauty", developed
oil leaks in #2 and #3 engines and had to turn back. Then successively Z-30 (LaMarche), "Slick Dick"; Z-3
(Jackson), "Snafu-perfort"; and Z-31 (McClure), "Homing De-Vice", aborted for various mechanical reasons. By
the time landfall was made, only six planes were still in formation.
Fortunately, navigation was good and the formation was only five miles off the planned course when it hit the
Japanese coast. As they headed toward the IP, the six planes tightened up their formation, well aware that
Japanese fighters were attracted by stragglers and smaller formations.
When Lt Col Dougherty had to drop out in Z-30, tactical command fell to Maj Robert Fitzgerald in Z-4, "Black
Magic". It was evidently Fitzgerald who out of concern over the vulnerability of his small formation made the
tactical decision to bomb from 32,000 feet instead of the assigned 27,000 feet. It was hoped the increased
altitude would be above the effective ceiling of most Japanese interceptors.
The Group was able to pick up the IP (southern end of Lake Biwa, east of Nagoya) through the clouds, but then
the undercast became complete all the way to the target and the bomb run had to be made entirely by radar.
As the formation approached the target area, 1/Lt Stanley Pierce in Z-21, "Devils' Delight", was in the lead.
Probably there was a problem with Z-4's radar, as Fitzgerald had dropped back to deputy lead position, on
Pierce's right wing. On Pierce's left wing was Z-2 (Brown), "20th Century Limited". Leading the second element,
to the right rear of the first, was Capt Joe Savage in Z-29, "Pacific Queen", with Z-24 (Hodge), "Pride of the
Yankees" on his right wing and Z-26 (Parsons) on his left.
The attempt to avoid enemy fighters by bombing from a higher altitude was not successful, as the 500th was hit
by about 70 attacks over the target. Z-26 was struck in her #1 engine nacelle and oil tank, and also in her radar
dome, while Z-29 took a 20mm round in her astrodome. Fortunately, none of these hits was fatal. In return,
500th gunners claimed one enemy fighter destroyed, two probably destroyed, and four damaged.
Flak over the target was also fairly accurate. Z-24 took a hit in the fuselage behind the putt-putt engine, and Z-
29, already struck by fighters, took three sizable holes in the vertical stabilizer. (A couple of feet lower and I
wouldn't be writing this, as my father was the tail gunner on that plane.)
All six planes successfully dropped their bombs, at about 1436, but results were unobserved due to the cloud
cover.
As the formation turned away from the target to the right, the second element fell behind. Parsons in Z-26 was
having trouble with both his #1 and #3 engines and could not keep up, so Savage in Z-29 cut his speed to keep
the element together for mutual protection.
Fortunately, all planes safely returned to Saipan, landing between 2033 and 2100. However, Z-29 must have
had some control problems, because she had to make an emergency landing that damaged the main gear tires
and wheels enough to require their replacement.
While the main 500th formation was being tested over Nagoya, Z-27 (Cordray), "Heavenly Body", was
having her own adventure. As you recall, this plane had been delayed on the ground and had taken off with the
497th Group. She made it to the target okay, undergoing several fighter atacks but coming through unscathed.
Unfortunately, when she tried to drop her bombs, nothing happened -- rack malfunction. The bombs were
successfully jettisoned later and Z-27 safely returned home.
There is interesting story behind Z-27's rack malfunction. John Ciardi, the right gunner, tells it like this:
"Doc [2/Lt Lynn Grow] toggled the bombs out on the lead bombardier and called for verification. I couldn't get
my head into the blister to look out. The flak helmet wedged in the way. [The problem of the flak helmets being
too big to fit into the blisters was a frequent gunner complaint. - JEB] I ripped it off and looked out: no bombs.
But cruising along 50 ft under our open bomb bay doors right down the bomb run was one of the A Square
[497th Bomb Group] boys doing a little sightseeing. Doc's warning lights were telling him no bombs had dropped
and he was working the toggles hard. I interphoned a stop to that in a hurry. We were carrying 11 500-pounders
with instantaneous fuses. If one of them had hit our little friend down below, both of us and a good piece of the
nearest elements of the formation would have been making a badly splashed Christmas in and under Nagoya.
The miracle was that our bomb releases had frozen tight."
24 Dec 44
On Christmas Eve 1944 the 73rd Bomb Wing took a break from bombing Japan and went after a closer target,
Iwo Jima. This would be a coordinated strike with fighters and B-24 bombers of the 7th Air Force based on
Saipan, as well as a naval bombardment force.
Japanese air raids against Saipan from Iwo Jima had been annoyingly effective over the past month, with at
least ten B-29's destroyed or badly damaged on the ground. According to diarist John Ciardi of the 882nd
Squadron, this mission on 24 December stemmed from an event which had occurred two days earlier. After
having to abort on the 22 Dec mission to Nagoya, Group Commander Lt Col Dougherty, riding in Z-30, "Slick
Dick", decided to fly over Iwo Jima and drop his bombs on a worthwhile target rather than jettison them at sea.
Arriving over the island, he found a large number of Japanese planes on what appeared to be a fully repaired
airfield. Some fighters were also sighted in the air. The Japs were apparently building up for another raid on
Saipan. The 73rd hoped to nip it in the bud by striking first.
The 500th Bomb Group originally scheduled eleven aircraft for the 24 December mission but two, Z-29, "Pacific
Queen", and Z-41, "The Baroness", had been erroneously reported as in commission, so they had to be
dropped. The remaining nine planes were augmented by two planes from the 498th Bomb Group, bringing the
number of planes in the formation back up to eleven.
Leading the Group was Lt Col Dougherty again, flying with 1/Lt James Farrell and crew in Z-22. Deputy
commander was Lt Col Joseph Brannock, CO 882nd Squadron, riding with 1/Lt William Hodge and crew in Z-
24. Other brass along for the ride were Maj Freeman Parsons, Group Air Inspector, in Z-23, with 1/Lt John
Reeves and crew; and 883rd Squadron Operations Officer Maj John Gay in Z-48, with Capt Eugene Mahoney
and crew. Several newly arrived crews were flying their first missions. This would be good training for them in
preparation for the longer and more dangerous flights to Japan.
Since the target was much closer than Japan, the B-29's could dispense with bomb bay fuel tanks and carry a
full load of bombs, 20 x 500 lb general purpose.
Take-off was from 1053 to 1104. The eleven planes formed up as follows. Leading the first element of four
planes was Z-22 (Farrell), "Leading Lady"; in No. 2 position on the right wing was Z-24 (Hodge), "Pride of the
Yankees"; on the left wing was Z-21 (Gray), "Devils' Delight"; and closing up the box to the rear was Z-31
(McClure), "Homing De-Vice". The right element was led by Z-28 (Gerwick), "Old Ironsides", with Z-23 (Reeves),
"Ramblin Roscoe" on his right wing and Z-27 (Carrico), "Heavenly Body" on the left. The left element was led by
Z-48 (Mahoney), "Million Dollar Baby"; on his right was Z-52 (Irby), "20th Century Sweetheart"; on the left was T-
1 (Kilgo); and bringing up the rear was T-6 (Rodley).
There were no aborts and no changes in position as the formation neared Iwo. However, the island was
completely covered by clouds, so bombing had to be done by radar. The first approach was not satisfactory to
the lead bombardier, so Lt Col Dougherty brought the formation around for a second run. This one was
successful and all planes dropped their bombs at 1512 from 20,000 feet. Bombing results could not be observed
due to the undercast.
No flak or fighters were encountered. All aircraft returned safely to Saipan, landing between 1845 and 1856.
25 Dec 44
The 500th Bomb Group made a valiant attempt to celebrate Christmas. The cooks did the best they could with
limited resources. According to gunner John Ciardi, the noon meal included "ham, chicken, cranberry sauce,
potatoes, sweet potatoes, pickles, peas, corn, bread, jam, fruit salad, coffee, tea, lemonade, apples and vitamin
pills." (Vitamin pills?) Probably the officers fared even better.
Bottles of various alcoholic libations appeared and made the rounds during the afternoon, and in the evening
there was a Christmas party at Surfside, the group theater, featuring grapefruit punch spiked with gin, followed
by a talent show put on by men from the three squadrons. The 881st performers went first, followed by the
882nd, but before the 883rd artists could take the stage, the war interrupted.
Yesterday's preemptive attack against Iwo had not preempted the Japanese air raid after all. About 25 Japanese
Betty's broke up the party a little after 2000 as they zoomed bombing and strafing across the island. Two more
B-29's were destroyed and another badly damaged. (The badly damaged plane was my father's, Z-29, "Pacific
Queen". She was out of action until mid-February, when she would return with the same name but a different tail
number, Z-35, and be taken over by the Hewert Gray crew.) Fortunately, there were no casualties in the 500th.
This was another frustrating episode for the 73rd Bomb Wing, but they would have felt better had they known
that this would be the last successful Japanese raid.
And so Christmas 1944 passed on Saipan.
27 Dec 44
On this day the 73rd Bomb Wing went back to the infamous Target 357, the Nakajima Aircraft Engine Factory in
Musashino on the outskirts of Tokyo. Secondary target was the harbor facilities and built-up areas of Tokyo
proper.
The Groups were directed to put up a maximum number of aircraft for this effort, but for the 500th that turned out
to be a paltry eight planes. The official mission report blamed the low number on "problems of maintenance and
the frequency of the missions," and that was true enough as far as it went. Engine changes were slowing things
down, several planes were red-lined awaiting replacements for cracked blisters, etc. Not mentioned however
was the impact that weather strike missions were having on the regular missions.
The 500th Group drew WSM duty from 20-29 December. This required three planes per day. Considering that
the three planes from the previous day's WSM's were probably still undergoing post-flight maintenance,
and three planes had to be reserved for the following day, that left as many as nine planes unavailable for
regular missions. In fact, the 500th had delegated WSM duty for the three-day period 26-28 December to the
882nd Squadron. The effect was that the 882nd would provide no planes for the regular mission on 27
December, leaving the effort to fall entirely on the 881st and 883rd.
Force commander for this mission would be Lt Col William McDowell, CO 883rd Squadron, riding with Capt
Vance Black in Z-48, "Million Dollar Baby".
All eight planes assigned made it off the ground as scheduled between 0600 and 0617. Bomb load was 10 x
500 lb general purpose bombs.
The 500th Group led the Wing on this mission, followed in order by the 497th, 498th and 499th.
About 5-1/2 hours out from Saipan, Z-49 (Clinkscales), "Three Feathers", lost her #3 engine and had to turn
back. The remaining seven planes soldiered on, climbing to the briefed altitude of 30,000 feet about four
minutes before the IP.
At this point the formation was as follows: Black in Z-48 was in the lead; in No. 2 position on his right wing was
Z-2 (McGuire), "20th Century Limited"; in No. 3 position on his left wing was Z-51 (Schmidt), "Tail Wind". The
remaining four planes were divided into two two-plane elements. The right element was led by Z-11
(Samuelson), "Holy Joe", with Z-6 (Taylor), "Draggin' Lady" on his right wing. The left element was led by Z-41
(Ryan), "The Baroness", with Z-52 (Standen), "20th Century Sweetheart", on his left wing.
As the Group headed from the IP toward the target, everything seemed to be going well. But then something
went wrong. In an unusually frank mea culpa which was included as part of the official report, the lead
bombardier explained in detail what happened:
[Note: Slightly edited to improve understanding - JEB]
"Weather over target was clear. We turned at IP with seven (7) planes in formation and we were on C-1
[autopilot]. We were at the briefed altitude of 29,500 [feet] when we leveled off to start bomb run. We were
following the briefed course and had a wind (obtained from navigator's data after mission) of 240 knots from 260
degrees, which was 120 knots more than briefed wind. Just as we leveled off I checked and pre-set drift and
synchronized rate and started looking for the target, which was visible just at that time, but I didn't positively
identify it and the pilot and co-pilot started pointing at the target and asking me if I could see it. By the time I
found out we had been looking at the same target, which was the right target, we were a little left of course and I
couldn't get the airplane turned over on course to the target because of the strong wind and the fast ground
speed we were making. The pilot decided to make a 180 degree turn to the right and attempt another run. After
flying upwind for about 15 minutes he decided to turn downwind and we saw that we would be blown downwind
past the target before we could level off for a run. We then tried to bomb the secondary target. I tried to
synchronize on a railroad marshalling yard but was past the point of release and got on another installation just
over this target and dropped the bombs. Just before we dropped our bombs two planes broke formation and
went off to the right, so only five planes dropped bombs on this target. [The two planes which broke off, Z-11
and Z-52, reported that they could not keep with the formation and were running low on fuel. Also, Z-11's CFC
system had gone haywire, putting all turrets out of commission. These two planes bombed a target of
opportunity near Yokohama. However, Z-52 dropped only four of her bombs because the bombardier
accidentally closed the bomb bay doors too early; the others had to be jettisoned at sea. - JEB]
"The IP and AP were OK for the briefed wing. I think we should have an IP farther upwind to allow for these
excessive winds and give you more time to check your course to see if you are making track good enough to
come into target. The aiming point was excellent. It turned out to be the most prominent land mark on the
ground for the Japs had been grading and trying to camouflage the area. The large black water tanks were
painted green and looked like pools of water. This and the suddenness with which we came upon the target
were the contributing factors to my missing the target. I also think that we should be briefed on a last resort that
is on the same course as the primary target because there is not enough time to make a turn of any size, and we
could be prepared to bomb something of a military value instead of haphazard bombing when an instance like
this occurs again.
"The reason for not bombing target was failure to identify target and exceedingly strong wind (240 knots). Our
racks and intervalometer worked OK, as well as all the rest of our equipment. .... IP should be farther upwind of
target to allow for these excessive winds. It was my error in not hitting the target due to failure to positively
identify target soon enough.
Thomas P. Bills
1st Lt., Air Corps
Lead Bombardier"
You have to sympathize with 1/Lt Bills and admire his honesty. He obviously felt badly about his mistake. But he
was not the first bombardier to be victimized by the jet stream winds over Japan, nor would he be the last.
So as we see, the 500th Bomb Group failed to hit the primary at all, and photos showed damage to the
secondary target to be minimal. Another mission that must be called a failure.
Fighter opposition was light to moderate, 22 attacks reported, mostly on the two planes, Z-11 and Z-52, which
broke off from the main formation. Three planes, Z-6, Z-11 and Z-48, were slightly damaged by flak, which was
rated moderate to heavy over the target. But no planes were lost. 500th gunners claimed two enemy fighters
destroyed, a Tojo by the right gunner of Z-41 and either an Oscar or Hamp claimed by the right gunners of both
Z-52 and Z-6.
All planes returned safely to Saipan, landing between 2030 and 2107.
29 Dec 44
The 500th Bomb Group had been very lucky over the past three missions -- no losses on 22, 24 or 27
December. But today they lost an airplane, on a weather strike mission. The luck wasn't all gone, though, as
the crew were all rescued.
Maj John Van Trigt and crew of the 882nd Squadron had taken off in Z-25, "American Beauty", late in the
evening of 28 Dec on WSM #69. Well, not the whole crew. For some reason, Group Commander Lt Col John
Dougherty decided to go along on this mission, so the copilot, 2/Lt Hubert Bingham, was bumped from the flight
so Dougherty could take the right seat.
There was a passenger, a twelfth man, along for this mission too. All the early WSM's included a trained
weather officer to take weather readings all along the route and then encrypt the data so the radio operator could
send them back to base. The transmitted data would be used in planning bombing missions for the next day or
so.
The weather officer, or observer, assigned to this mission was 2/Lt Frederick R. "Dick" Worthen. Worthen was
one of the original eight weather officers who volunteered to come to Saipan and fly weather missions with the
73rd Bomb Wing. They formed the 55th Weather Detachment.
The weathermen found that there were some problems with being an extra man on a B-29 crew. For one thing,
they had no seat - so they sat wherever they could find space, or in some cases where the Airplane Commander
told them to sit. When they started taking their weather readings, they were pretty busy moving around, and
when encrypting the data to be radioed home they usually took over the navigator's table. Another problem was
that there was no extra plug-in to the oxygen system, so when at altitude the weather observer had to carry
around an oxygen bottle. Bothersome but necessary.
Planes on WSM's were usually assigned a particular area of Japan to head for to take their readings. On this
mission the target area was Tokyo.
There were high clouds nearly all the way to Japan preventing celestial fixes, and the Loran set was ineffective,
so positions had to calculated by dead reckoning. When Z-25 hit the coast of Japan, the navigator thought they
were WSW of Tokyo, so they turned ENE and flew up the coast. As luck would have it, though, they had hit the
coast east of Tokyo, around Chosi Point, so they ended up flying farther away from Tokyo. By the time the
mistake was realized, they were running low on fuel, so they unloaded their bombs on Sendai and headed
directly for home.
The official report says the plane hit unexpected headwinds all the way back, and it soon became obvious they
wouldn't make it back to Saipan. So they flew down the small islands of the northern Marianas looking for a
likely place to ditch. When the #4 engine ran out of fuel, they were near what they thought was Guguan Island (it
turned out to be Alamagan Island), so that's where they ditched, about 140 miles north of Saipan.
The radio operator had been in regular contact with base and successfully sent out a ditching message.
Fortunately, the misidentification of the island would not impede rescue. The crew took up their ditching
positions. The weather observer took a position lying down in the tunnel. By this time it was about 1300 hrs on
29 December.
Maj Van Trigt skillfully put the plane down in the lee of the island, even as a second engine gave out and a third
was beginning to sputter. The landing was relatively soft, the plane remaining intact, but it was rough enough to
give the navigator, 2/Lt Jerome Silver, a broken leg. But Silver was the only man seriously injured. With the
plane staying afloat for quite some time, the crew were able to get out safely, retrieve all survival and emergency
equipment, inflate the large life raft, get the navigator into it, and swim to the shore, only about 50 yards away,
while towing the raft.
Rescue was very efficient. The first search plane flew over only 20 minutes after the ditching. Other planes
followed and circled, and by 1730 a destroyer showed up and lowered its whaleboat. The crew were off the
island by 1800. The last they saw of "American Beauty", her tail had been broken off by the pounding waves,
the forward part of the plane had turned belly up, and she was almost entirely under water. Parts of her are
probably still there today.
The above is what's in the official records. But sometimes there's another view. According to John Ciardi of the
882nd, Lt Col Dougherty was to blame for the ditching:
"The boys are fairly well soured at Lt Col. Dougherty. The report is that Dougherty ... kept them over Japan
looking for a good target of opportunity an hour and a quarter longer than the navigator's estimated time of return
and the flight engineer's gas consumption curve permitted. As a result they ran out of gas on the way back and
had to ditch. Total: one navigator's leg, one crew unnecessarily risked, one B-29 forming barnacles.
"I seem to see a lot of stupidity these days."
In fairness it should be pointed out that Ciardi had not had a good opinion of Dougherty ever since an incident in
training in Kansas during which two enlisted men died, and for which Ciardi held him to blame.
So which version of the mission is correct, the official one of unexpected headwinds, or Ciardi's of lingering over
Japan too long? Impossible to say at this late date.
Here is a list of the Van Trigt crew (Crew #230):
AC Maj John R. Van Trigt

P Lt Col John E. Dougherty
B 1/Lt William B. Mayes, Jr.
N 2/Lt Jerome Silver
FE 2/Lt William L. Ryalls
Radio Sgt Victor V. Thompson
CFC Sgt Thomas E. McEvoy
RG Cpl Francis H. Kindseth
LG Cpl Peter A. Sanchez
Radar Sgt Raymond B. Dugan
TG Cpl Dick Woolf
Weather Observer 2/Lt Fredrick R. Worthen
After the ditching the Van Trigt crew was broken up. Van Trigt himself went to Group as Assistant Operations
Officer. The rest of the crew were parceled out to other crews. (Victor Thompson flew as radio operator with my
father's crew on several occasions.) Ryalls was lost with the Hughes crew in Z-30, "Sting Shift", on 23 May 45.
McEvoy was lost as part of the Sewell crew in Z-31, "Homing De-Vice", on 4 Apr 45. All others survived the war.
31 Dec 44
No combat missions today. The 500th Bomb Group concentrated on a different type of mission, celebrating the
imminent arrival of 1945.
Here is how the poet-diarist John Ciardi recorded the events:
"The whiskey caches around the area began emerging about supper time. A couple of the boys in the Quonsett
were fairly well spiked by six-thirty or so. At seven o'clock we had a false-alarm air-raid -- probably part of
somebody's celebration -- and I went out into the field between our Quonsetts and the officers' Quonsetts (BGQ
for Bachelor Gunners' Quarters and BOQ for Bachelor Officers' Quarters). Bud Orenstein [the copilot on Ciardi's
crew] was bumping around there in the dark with a naval Ensign, Hank Mannheim, an old pal who had popped in
off a cruiser. There were loud and bacchic noises coming from the darkened BOQ, and after a while we gave up
the raid and all went inside."
Ciardi spent the next few hours in the officers' quonset engaging in "the serious business of getting drunk."
[Ciardi was an enlisted man but he was older (28), had a master's degree, and had even completed navigator's
school before being denied a commission, so he was accepted as an equal in officers' country.]
And then, "All at once somebody down by the shore cut loose with a tommy gun. Almost everybody had his
piece with him because of the false alarm alert. In no time at all pistols and carbines were popping off all over
the area. I looked at my watch -- midnight. All at once the batteries of fifties up on the hill let go, firing out to
sea. The tracers zoomed above our heads all over the sky."
The senior officers tried to get things under control before somebody got killed. "Major Wollcott, Ground
C.O. [Maj Robert E. Wolcott, 882nd Executive Officer], pretty well in whiskey himself was going through the
frantic motions ot trying to restore order. As we passed him, he was having a call sent out for all Master Sgts. to
report to the orderly room." Ciardi, self-admittedly drunk, made a smart-ass comment to the Major, who
threatened to have him arrested, but by morning everyone involved had sobered up, and all was forgiven.
Eventually the firing died down and mercifully no one in the 500th had been shot.
So ended 1944, a tumultuous year for the 500th. A year before, the unit was hardly more than a cadre, but
within that time they had organized, been brought up to strength, trained, reorganized, trained some more,
deployed half-way around the world, engaged in combat, and suffered their first losses, including their
commander. What would 1945 bring?
1 Jan 45
On this day there were a lot of hangovers in the 500th Bomb Group.
On a more official note, the 500th Group narrative history reviewed the unit's accomplishments since arriving on
Saipan:
"Since the start of its first combat mission against the mainland of Japan on the 24th of November 1944, the
500th Bombardment Group had at the end of December 1944 participated in four daylight and one night combat
bombing missions against military targets in Tokyo and three daylight missions against the city of Nagoya, both
located on the main Japanese island of Honshu. In addition to these seven major attacks the Group had
participated in two bombing missions against the fortified Japanese island of Iwo Jima, in the Kazan Island
Group, a preliminary combat mission against the Japanese island of Truk, and had sent twenty-two planes on
effective night 'weather strike' missions over the cities of Nagoya and Tokyo.
"The Group's aircraft had released a total of 572.90 tons of bombs against Japanese military installations. Of
this tonnage 71.5 percent was the 500 pound general purpose demolition bomb, 28 percent was the 500 pound
incendiary type bomb, .5 percent was the 100 pound photoflash bomb used on the night 'weather strike'
missions."
********
"The Group had lost a total of six aircraft on combat missions; one to enemy action over the target, four were
forced to 'ditch' in the open sea on the return route from combat missions, and one is missing probably ditched.
Two aircraft were destroyed and several others damaged by enemy air raids.
"Personnel rescued from ditched aircraft consisted of seven men reported picked up by a submarine, details
unknown until return of submarine [this was the Bricker crew in Z-1 (second), ditched on 18 Dec, survivors
returned to Saipan on 13 Jan]; and the rescue of a crew of twelve men from one aircraft that ditched in the lee
side of Alamagan Island in the Marianas, when the aircraft ran out of fuel on a weather strike mission [this was
the Van Trigt crew in Z-25]. Four other complete crews are missing [Irvin on 27 Nov in Z-2, Hansen on 29 Nov in
Z-44, Goldsworthy on 3 Dec in Z-1 (first), Grise on 13 Dec in Z-26].
"A total of 2312 combat crew hours was accumulated by crews of the Group and a total of 176 crew sortie
credits obtained.
"Colonel Richard T. King, Group Commander since the 5th of May 1944, was lost over Tokyo while leading a
squadron on the 3 December bombing mission against the Nakajima Musashino Aircraft Engine Plant.
"Lieutenant Colonel John E. Dougherty assumed command of the Group on the 5th of December 1944. ...."
2 Jan 45
In his diary. 2/Lt Harold "Hal" Towner, bombardier on the Hale Hays crew (#228), made the following brief entry
for the night of 1/2 Jan 45: "Japs came over again tonight -- dropped one big bomb and fled."
For Hal Towner, this incident merited no more than passing notice, but for young Sgt Ed Levin, CFC gunner on
the Hurlbutt crew (#222), it was a matter of life or death, in more ways than one.
Levin had been assigned that night as plane guard, a regular duty rotated among the enlisted men of the crew.
Even though they were on a friendly base, the planes had to be guarded, partly because there were still a few
Japanese soldiers on the island who would roam around at night foraging for food and other items, and partly
because you had to guard against other air and maintenance crews who might make "moonlight requisitions" for
parts and items of equipment they needed. So Levin was up on the flight line that night when the air raid alarm
went off about 0345 and the antiaircraft guns opened up.
In Levin's words, "Then we saw many tracers. There was a streak in the sky. I assumed that a Japanese
bomber had been shot down. It looked like it would fall close to where I was. When a previous Japanese plane
had gone down, some people had gotten souvenirs. I wanted one, too.
"I was unaware that the Japanese had rocket bombs and was nonchalant about watching the display until I
heard a whistling sound. Then I remembered that planes shot down do not whistle. I tried to get into the air raid
shelter. I could not get in all the way. Others blocked me. Perhaps the shelter was too small. The result was
that my ankles were sticking out. The bomb (I later found out that it was an 1800 pounder) had landed quite
close to us. I believe it exploded 100 to 200 feet away. It was the loudest noise I ever heard in my life -- before
then or later. I remember having visions of flames.
"It turned out that a bomb fragment had pierced my left ankle and I was bleeding badly...." Levin was given first
aid to stop the bleeding and then transported to the hospital, where a surgeon repaired his severed tendons. He
would fully recover and eventually return to duty but would be out of the war for a while.
But the war waited on no one. The Hurlbutt crew was scheduled for the 3 Jan 45 mission against Nagoya and
they would go. Levin was replaced on that flight by Cpl Richard P. Steinberg. The crew would never come
home. To quote John Ciardi, "We live by accidents." He could have also said, "We die by accidents."
It would be impossible to describe the feelings that ran through Ed Levin's mind when he found out his crew had
been shot down, and I won't try, except to say that there was certainly some survivor's guilt there, as after he got
home from the war Ed screwed up his courage and took the time to visit the families of his lost crewmates, or at
least as many as he could. This made for some awkward times, but it was something Ed felt he had to do. He is
a good man.
3 Jan 45
The 73rd Bomb Wing would start out the new year with a new tactic -- the incendiary raid, or as the B-29 crews
put it, a "burn job". The target chosen was the industrial center of Nagoya, which, not having experienced a
major earthquake or fire in recent times, was thought to be the Japanese city most vulnerable to incendiaries.
The crews knew this would be a tough mission, as the Nagoya area was well protected with antiaircraft guns.
Also, the 73rd Wing Field Order warned them they could expect to be met by more than 200 fighters.
A second runway on Isley Field had been under construction for some time, and it was used for the first time on
this mission. The two runways, designated A and B, greatly speeded up take-offs and landings.
For this mission the 500th Bomb Group put up 24 planes. They were supposed to be organized into two equal
combat squadrons, but during take-off one plane of the first squadron, Z-4 (Mather), "Black Magic", had some
sort of problem on the runway, taxied off and back around, and took off as tail end charlie in the second
squadron. This left the first squadron with 11 planes and the second squadron with 13 planes.
Force Leader would be Lt Col Marcus Mullen, formerly Group Operations Officer but now Deputy Group
Commander, riding with Maj Barney Hurlbutt and crew in Z-22, "Leading Lady", at the head of the second
squadron. Leading the first squadron would be Lt Col Ralph Reeve, 881st Squadron CO, flying with Capt Jay
Brown and crew in Z-2, "20th Century Limited". In charge of the second squadron would be Lt Col Joseph
Brannock, 882nd Squadron CO, riding in the Deputy Lead position with 1/Lt Hale Hays and crew in Z-23,
"Ramblin Roscoe".
Take-off was from 0758 to 0823 from Runway B. Bomb load was 14 x 500 lb incendiary bombs and 1 x 500 lb
high explosive bomb.
On the route out, the first squadron lost two planes to mechanical problems. Z-8 (Fitzgerald) turned back when
its fuel transfer system went out. Z-3 (Jackson), "Ann Dee", aborted with #1 and #2 engines overheating. The
second squadron had three aborts: Z-50 (Gregg), "Fancy Detail", due to failure of bomb bay doors to remain
closed; Z-28 (Arbon), "Old Ironsides", with #1 engine backfiring and losing power; and Z-25 (Hodge), "Homing
De-Vice", with a severe oil leak in #3 engine. Z-25 bombed Iwo Jima on the way back as a target of opportunity.
Also on the way to Japan, Brown and Reeve in Z-2 relinquished the lead to the Deputy Lead, Capt Horace Hatch
in Z-9, "Nina Ross", because Z-2's radar was out. The radar came back on later but it was decided not to
change leads again. While this was going on, the second squadron, due to more accurate navigation, reached
Japan and the IP first and led the way in to the target. It had been expected that the target would be covered by
clouds, so a radar approach had been planned, but the clouds dissipated at the IP, the city of Fushima, and the
B-29's were able to bomb the target visually.
Due to the aborts, the first squadron was now down to nine planes and the second squadron reduced to ten.
The second squadron, now in the lead, was still led by Hurlbutt and Mullen in Z-22. Z-23 (Hays and Brannock))
was still in No. 2 position on Hurlbutt's right wing. Z-21 (Reeves), "Devils' Delight", was probably in No. 3
position on Hurlbutt's left wing. The positions of the remaining planes are uncertain. They included Z-43
(Cheney); Z-32 (Parsons), "Fever from the South"; Z-24 (Carrico), "Pride of the Yankees"; Z-41 (Barron), "The
Baroness"; Z-51 (Mahoney), "Tail Wind"; Z-42 (Clinkscales), "Supine Sue"; and Z-4 (Mather), "Black Magic".
The first squadron was still led by Hatch in Z-9, with Brown and Reeve in Z-2 in No. 2 position on his right wing.
Z-7 (McNamer), "Naughty Nancy", was probably in No. 3 position on Hatch's left wing. Z-10 (Kappil), "Punchin'
Judy", was in the No. 4 (rear) position of the lead element. The third (left) element of this squadron was
composed of Z-47 (Holmes), "Adam's Eve", in the lead; Z-52 (Irby), "20th Century Sweetheart", on his right wing;
and Z-48 (Amos), "Million Dollar Baby", on the left. Z-11 (Curtis), “Holy Joe"; and Z-6 (Engle), "Draggin' Lady",
probably formed the second (right) element, but positions are uncertain.
On this mission the 500th was the last Group in the Wing order, so the enemy was well set up and waiting for
them over the target. The 500th planes dropped their loads from the briefed altitude of 29,000 feet, the second
squadron at 1611 and the first squadron five minutes later at 1616. All planes dropped successfully on the
primary except for Z-11, which experienced a partial rack malfunction and only dropped eight bombs.
Right after bombs away, the fighters struck. The second squadron was jumped by an estimated 75-100 fighters,
the first squadron by about the same number. The B-29 gunners blazed away with no shortage of targets.
The enemy fighters concentrated on the leader, Z-22. A Tony came in firing from eleven o'clock high. The
bombardier of Z-22, 1/Lt Glen Aitken, picked up the fighter, fired back and apparently hit him. Opinions varied as
to whether the fighter went out of control or whether it was a deliberate ramming, but whatever the case it struck
the bomber's right wing between the #3 engine and the fuselage. If a deliberate ramming, it was a harbinger of
what was to come on later missions.
According to 2/Lt Hal Towner, who as the bombardier on Z-23 had an excellent vantage point, the Tony's right
wing cut a large gash in the fuselage from the nose back to behind the copilot's seat, and the left wing hit the #3
engine. The Tony broke into pieces, with the main portion sliding over Z-22's wing before falling, while other
chunks shrapneled out through the formation. One piece of debris put a hole in the left wing of Z-24 of the
second element.
Z-22 immediately dropped down and turned to the right under the formation. According to Cpl Melvin Neel, right
gunner on Z-32, Parsons crew, she appeared at first to be trying to head toward the coast but then turned back
inland and began losing altitude rapidly. She was seen to level off briefly, then go into a spin, burst into flames,
and eventually crash into the ground. No parachutes were seen, and it was thought there were no survivors, but
after the war it was found that tail gunner Sgt Harold Hedges had somehow managed to bail out and had
survived as a POW.
While Z-22 was going down, the Japanese fighters continued their attacks on the rest of the formation. Z-7 took
holes in the #2 and #3 engine nacelles, the right tire and the leading edge of the left wing. Z-9 had hydraulic
lines and the trim tab control cable severed. Z-10 had her rear pressurized compartment holed and the ring
gunner's blister shot out. Z-43 collected numerous holes and had her command antenna shot off. In Z-21 an
oxygen line and the wiring to the lower aft turret was cut. Other planes were hit too, but fortunately not fatally.
The gunners were dishing it out too. With most of the attacks coming from ahead, the bombardiers were
especially active. The Japanese pilots had apparently hoped to catch the bombardiers while they were still
occupied with the bomb run, but they were a little late. Claims totaled four Tony's and one Tojo destroyed, five
fighters probably destroyed, and three damaged. That includes claims of one destroyed and one probable put in
for Z-22 by their comrades.
Japanese antiaircraft scored too. At least five B-29's -- Z-2, Z-52, Z-48, Z-10 and Z-43 -- were hit by flak, and for
one of them the damage proved fatal. On the way home, Z-48, Amos crew (#363), was observed to have a large
hole in her left wing. All engines seemed to running fine at that time, but something must have been wrong,
because later she sent out a ditching message saying she was going into the water about 350 miles out
from Japan.
Other B-29's were in trouble too. The Engle crew (#105A) in Z-6 had been anxiously watching an oil leak in #1
engine ever since the IP but gamely stayed in formation until after bombs away. By that time the engine was
smoking. An attempt to feather it was unsuccessful, the prop began to windmill, and the plane started to lose
speed. Luckily, the bomber was not followed by fighters, but it still began to look like "Draggin' Lady"
wouldn't make it home. When the plane reached the coast, 1/Lt Engle ordered the radio operator to send
a ditching message and the crew to start jettisoning equipment, but then he decided to wait and get as close to
home as possible before dark before ditching. About a hundred miles south of Iwo Jima the windmilling propeller
came off and flew out ahead of and over the plane to the right, causing no damage. The airspeed immediately
increased and the crew was then able to make it home on the other three engines.
Z-51 ran low on fuel and the Mahoney crew (#362) salvoed the bomb bay tanks and jettisoned their flak suits, tail
gun armor plate, crew chief and armorers kits, and other equipment to lighten ship. It worked. They made it
home.
All other aircraft safely returned to base, landing on Saipan between 2150 and 2316. But there was much
damage to patch up before the next mission. At least eleven planes had been hit by fighters or flak and another
eleven had various mechanical or electrical problems that had to be fixed. The ground crews wouldn't get much
sleep for the next few days.
Bomb damage assessment revealed that results were modest -- only 3.2 acres of Nagoya had been burned out.
The analysis was that the incendiaries had not been concentrated closely enough, which in turn was partly a
result of the high bombing altitude of 29,000 feet. Ironically, however, these poor results gave the Japanese
overconfidence in their fire-fighting abilities, so they failed to prepare sufficiently for the big fire raids which would
come later.
Back on Saipan, the men of the 500th thought about their friends who didn't make it home. They had
seen Barney Hurlbutt and his crew go down over Japan. There was nothing that could be done for those men
now. But the Amos crew was out there somewhere on the cold, lonely ocean, and their buddies in the 883rd
Squadron would do everything possible to find and save them. They just had to wait for daylight.
The Hurlbutt crew (#222) lost on 3 Jan 1945 was composed of the following men:
AC Maj Wilbur E. Hurlbutt

Copilot 2/Lt Felix P. Omilian
B 1/Lt Glendon M. Aitken
N 1/Lt Edward H. Stoehr
FE 1/Lt Glenn C. Truesdell
Radio Sgt Joseph P. Nighan
CFC Cpl Richard P. Steinberg
RG Sgt Frank J. Yanik
LG Sgt Karl Hunt
Radar S/Sgt Paul E. Dreyer
TG Sgt Harold T. Hedges
Obs Lt Col Marcus A. Mullen
Tail gunner Sgt Harold Hedges was the only survivor, as a POW. Two regular members of the crew were not on
this mission. Sgt Edwin D. Levin, the CFC gunner, as explained previously, had been wounded while on plane
guard on 2 Jan. He was replaced on this mission by Cpl Steinberg. 2/Lt Kenneth F. Fine, the navigator, was
bumped from the flight in favor of 1/Lt Stoehr for reasons never explained to Fine. Possibly Lt Col Mullen, the
mission commander, wanted a lead navigator with whom he was familiar. Both Levin and Fine would finish out
their combat tours with other crews.
4 Jan 45
On this date on Saipan, at 0253, a single B-29 rolled down the runway in the early morning darkness and lifted
into the air. This was the McClanahan crew (#353) in Z-45, "Mustn't Touch". Their mission was to search for the
Amos crew (#363). which had ditched the day before in Z-48, "Million Dollar Baby", on the way home from
Mission No. 17 to Nagoya.
Z-45 proceeded to the reported ditching area near Sofu Gan Island and began a systematic search. After 4-1/2
hours, they spotted the crew in two rafts, about 40 miles NE of Tori Chima. Z-45 circled and dropped a life raft
with rescue equipment, while the men in the rafts, clearly elated, waved their arms.
Z-45 then spent several hours trying to guide a rescue submarine to the rafts, while the weather, which had
initially been clear, steadily worsened into low clouds and rain. When Z-45 was forced to leave for home, the
sub was within five miles of the raft. Unfortunately, the sub failed to find the rafts that evening.
Z-45 got back home late that evening, after 20 hours and 35 minutes in the air.
5 Jan 45
On Saipan on this day the 500th Bomb Group, and especially the 883rd Bomb Squadron, remained focused on
rescuing their downed comrades. They now knew from yesterday's successful search by the McClanahan crew
(#353) that the Amos crew (#363), or at least most of them, had survived the ditching. Unfortunately, the rescue
submarine had not been able to locate the life rafts in the darkening and swelling seas, so today the 883rd would
go out to try to find their buddies again.
The search this day was undertaken by the Braden crew (#364) in Z-51, "Tail Wind". They took off in the
darkness at about 0330 and headed for the island of Tori Shima. From there, they initiated a standard search,
first heading out 45 miles on a bearing of 40 degrees magnetic, which was the last reported position from
yesterday, then running legs from there. The sea was calm, visibility was variable.
The Braden crew did not find the rafts but they did find several armed Japanese ships which fired on them,
scoring a few hits but fortunately none serious. They made contact with one of two rescue submarines
searching the area and learned that the subs had been forced to dive during the day by the Japanese ships, as
well as by some patrolling Nell aircraft.
After a long and frustratingly unsuccessful day, Capt Braden called it quits late in the afternoon and returned to
base, landing at about 2045.
6 Jan 45
The 500th Bomb Group and 883rd Bomb Squadron tried again today to relocate the downed Amos crew, found
on 4 Jan NE of Tori Shima Island by the McClanahan crew but then lost in the bad weather.
Taking up the search this day was the Setterich crew (#346) flying Z-46, "Su Su Baby". They took off at 0300
and arrived at Tori Shima at 0810. From there they flew NE to the last known position of the downed crew and
began a systematic, circular search. Sea was rough and weather was squally.
The crew noticed in the area several small Japanese ships, which by their movements also appeared to be
searching. They also noted at least two Nells (twin-engine long-range reconnaissance planes). At 0934 one of
the Nells made the mistake of getting too close. Capt Setterich turned and headed for the enemy plane, which
turned toward Tori Shima and began climbing. Setterich picks up the story: "The Bombardier opened fire at 800
yards with the upper turret and must have hit the E/A [enemy aircraft] for it stopped climbing and went into a
dive. The rate of our closure then doubled and on a second burst from our lower turret, the E/A burst into flames
and glided burning into the sea. On hitting the water, the NELL skipped and, on the second bounce, still burning,
burst into a mass of flames." The bombardier who got credit for the kill was 2/Lt Robert Oesterreicher.
This is the only known instance of a B-29 turning the tables, acting like a pursuit plane and chasing and shooting
down an enemy aircraft.
Unfortunately, no sign was seen of the Amos crew. In view of the rough weather and the heavy presence of
Japanese vessels apparently also searching, Setterich decided to abandon the search and return to base. 73rd
Bomb Wing then ordered cessation of the search for the Amos crew. Nothing was ever heard of them again.
The members of the Amos crew (#363) were the following:
AC 1/Lt Joe S. Amos, Jr.

Copilot 2/Lt Otis L. Perriman
B 2/Lt George Y. Rainey, Jr.
N 2/Lt Dillon G. Miller
FE 2/Lt Frederick W. Shippee, Jr.
Radio Sgt Norman L. Young
CFC Sgt John R. Volk
RG Cpl Morris S. Jones
LG Cpl James E. Johnson
Radar Sgt James B. Cusick
TG Sgt Robert M. Sadler
9 Jan 45
On this day the 73rd Bomb Wing and the 500th Bomb Group paid another visit to Target 357, the
Nakajima Aircraft Engine Factory in Musashino near Tokyo. This would be another high-altitude, precision
bombing mission.
Field Order 37 from the 73rd Bomb Wing directed the 500th Group to prepare 18 aircraft for this mission, in two
combat squadrons of 9 planes each. The 500th would bomb third in the Wing order, behind the 498th and 499th
Groups and in front of the 497th Group.
The 500th scheduled 18 planes plus two spares in case of mechanical problems with any of the original 18. As it
happened, Z-32, "Fever from the South", scheduled in the first squadron, did have a mechanical problem (prop
governor stuck) and had to be replaced by one of the spares (identity unknown).
Leading the mission and leading the first squadron was Lt Col John E. Dougherty, Group Commander, riding in
Z-27 with Capt Joseph M. Savage and crew. Leading the second squadron in Z-46, "Su Su Baby", with Maj
Charles F. Adams and crew was Maj John E. Gay, 883rd Squadron Operations Officer.
All planes took off from Runway B between 0746 and 0805. Bomb load was 10 x 500 lb general purpose
bombs. The weather at take-off time was poor, with low clouds and rain showers, necessitating instrument take-
offs by some planes.
The weather continued very poor all the way to Japan and played hell with squadron assembly and maintenance
of formations.
Four planes from the first squadron turned back for various reasons before reaching Japan. The fuel transfer
system on Z-3 (Samuelson), "Ann Dee", went out. Z-21 (Pierce), "Devils' Delight", couldn't pressurize and had
insufficient oxygen remaining to complete the mission. Z-22 (Jackson), "Georgia Ann", with a new crew on their
first mission, lost the formation in the foul weather and decided against trying to bomb alone. Z-25 (Van Trigt?),
"Homing De-Vice", had an oil leak in the #1 engine.
Still another plane from the first squadron, Z-28 (Gerwick), "Old Ironsides", lost the formation in the rotten
weather and bombed a target of opportunity, a fishing village on Cape Omae.
When the first squadron finally broke out into the clear at the Japanese coast after the climb to 30,000 feet,
there were only four planes left together. These four planes formed into a diamond formation, with Z-27 still in
the lead, Z-31 (McClure) in No 2 position on the right, Z-24 (Carrico), "Pride of the Yankees", in No 3 position on
the left, and Z-30 (Farrell), "Constant Nymph", in No 4 position in the rear.
The squadron had hit the coast to the right of their scheduled course, so they had to turn onto a hurriedly plotted
new course to the IP, the city of Kofu, and as they approached it, there were other problems.
Because of icing on the lead bombardier's window, Z-27 surrendered the lead to Z-31. However, no sooner had
Z-31 taken over than the McClure crew discovered their C-1 (autopilot used on the bomb run) was not working.
They tried to pass the lead to a third ship (Z-24?) but that didn't work out, so Z-27 moved back into the lead
again. By this time they were well past the IP, so the formation had to turn sharply toward the target. Originally,
the 500th had been scheduled to make a downwind run, but after all these changes, they now found themselves
on an upwind run at 240 degrees.
Finally, they had some good luck. In an effort to obscure the target, the Japanese had set off smoke pots around
the factory area. This had the unintended effect of drawing attention to the target from a distance. The 500th
planes picked it up from 40 miles away and homed in. The lead bombardier, doing his best to sight in on the
target from 30,000 feet through the ice on the glass, hit the release at 1518. The other planes dropped on his
lead, except for Z-30, which suffered a rack malfunction and was unable to drop any of her bombs.
In the final analysis, only three planes from the first squadron dropped on the primary. Bombing results were
unobserved.
Flak over Tokyo was rated as moderate to intense, fighter opposition as moderate but inaccurate. Z-30 took
several hits from flak and fighters in the fuselage, wing, and vertical and horizontal stabilizers, and Z-31 was
holed by fighters in the left wing, but none of the damage proved serious. The tail gunner of Z-30 claimed a
Zeke damaged.
Meanwhile, the second squadron was having an even worse time. Z-2 (McGuire), "20th Century Limited",
aborted shortly after take-off due to an oil leak in #2 engine. Then the multiple weather fronts on the way to
Japan hopelessly scattered the formation.
Z-45 (Charters), "Mustn't Touch", Z-50 (Gregg), "Fancy Detail", and Z-51 (Schmidt), "Tail Wind", managed to stay
together for the first part of the route, but when they began their climb to altitude about 600 miles out from
Japan, Z-51 fell back and lost the formation. Then Z-45 developed engine trouble. Charters feathered his #1
engine, signaled by Aldis lamp that he was aborting, and turned for home. Z-50 flew on alone. About 45
minutes later the radio operator on Z-50 intercepted a ditching message from Z-45. Nothing else was heard and
no survivors from the Charters crew were ever found.
Z-51 gamely struggled on toward the target but was jumped by Japanese fighters near the coast and forced to
jettison her bombs. Her gunners kept the fighters at bay, claiming one Tony probably destroyed and six Tony's
damaged, but the bomber was badly shot up. The fighters shot out her radar dome, oil separators and a fuel
transfer motor, and put holes in the fuselage, the bomb bay doors, nose wheel doors, horizontal stabilizer, and
#3 engine and nacelle. Unsure if they would be able to make it home, 1/Lt Robert C. Schmidt ordered a ditching
message sent out but rescinded it later when things looked a little better. Z-51 limped home and finally set down
on Saipan at 2313.
Z-50 was luckier. Before reaching the target, the crew spotted two planes from the 499th Group, V-43 and V-44,
and hooked up with them. This small formation bombed the primary from 34,000 feet. They were attacked
ineffectively by fighters, the gunners of Z-50 claiming one Tony destroyed and one Tony probably destroyed.
The remaining five aircraft of the second squadron arrived over Japan individually and bombed targets of
opportunity. Z-41 (Ryan), "The Baroness", dropped on Hamamatsu; Z-49 (Feathers), "Three Feathers",
hit Shingu; Z-4 (Oswald), "Black Magic", bombed Nagoya; Z-10 (Kappil), "Punchin' Judy", struck Shizuko; and Z-
46 (Adams), "Su Su Baby", attacked a fighter air field. Z-4 ran into some fighters but fought them off, her
gunners claiming one Tony and one Tojo damaged.
Aside from Z-45, all aircraft made it back safely to Saipan, landing between 2059 and 2313.
With so few planes making it through to the primary, this mission had to be rated a failure. Once again, the 73rd
Bomb Wing's worst enemy had proved to be the weather.
The members of Crew 357 lost on Z-45 were:
AC Capt John J. Charters

CP 1/Lt Carmon B. Rucker
B 1/Lt Leland L. Young
N 2/Lt Thomas G. Maher
FE 2/Lt William F. Northcutt
Radio Pfc James A. Marshall, Jr.
Ring G Cpl Clarence Cohen
RG Cpl Ray M. Bell
LG Sgt George T. Copher
Radar T/Sgt Max J, Swanson
TG Pvt Beverly A. Hocker
10 Jan 45
"10 Jan 45 -- Weather Strike Mission #103 (Wing) was run today. Target was the OGURA OIL Co, TOKYO.
Major Fitzgerald [in Z-8, 42-24743] reached the target and dropped 19 x M18IB [M18 incendiary cluster] on it at
1154Z [2154 local] from 27,500 feet. Bomb load was 20 x M18's but due to a rack malfunction, one (1) was
dropped in the ocean.
One twin engine E/A [enemy aircraft] made a single pass over Tokyo firing tracers from 2:30 [o'clock]. -- No
damage. Flak was heavy [to] meagre & one hit was sustained on stabilizer. About 35 searchlights were seen in
TOKYO area. A/C [aircraft] received radio message to the effect that Z Square 45 had ditched.
There were no casualties on this mission.”
13 Jan 45
On this date the 500th Bomb Group was directed by the 73rd Bomb Wing to carry out a special reconnaissance
mission "to obtain aerial photographs of the aircraft factories at Akashi, Osaka, and of the city of Nagoya." The
Group assigned this mission to the 882nd Squadron. No bombs would be carried.
Seven aircraft took off between 0624 and 0646. These were Z-22 (Jackson?), "Georgia Ann"; Z-28 (Gerwick),
"Old Ironsides"; Z-21 (LaMarche), "Devils' Delight"; Z-30 (Reeves?), "Constant Nymph"; Z-31 (McClure?); Z-24
(Carrico?), "Pride of the Yankees"; and Z-27 (Arbon?).
Three planes turned back on the way to Japan. Z-24 blew a cylinder in #2 engine; on Z-27 the turbo
supercharger control in #4 engine failed; and Z-28 lost its #1 engine.
Z-31 reached the coast of Japan, but due to excessive gas consumption the flight engineer advised the airplane
commander to return to base immediately, so no photographs were taken.
The remaining three planes reached the assigned locations and attempted to take photographs from between
31,000 and 33,000 feet. However, the weather largely failed to cooperate. An extensive undercast covered
most of the area. Z-30 got some pictures of Akashi; Z-21 took 46 camera photos and eight radar scope photos
of Akashi, Osaka and Nagoya; and Z-22 took 29 radar scope photos of the same three cities.
No flak or fighter opposition was encountered on this mission.

All planes returned safely to base.
NOTE: The crews which flew this mission are not indicated in the official mission report. From other sources I
have been able to determine only two for sure -- the LaMarche crew (#226) in Z-21 and the Gerwick crew (#233)
in Z-28. The others are educated guesses, based on which crews usually flew those planes.
14 Jan 45
On this day, in accordance with 73rd Bomb Wing FO No. 39 dated 13 Jan 1945, the 500th Bomb Group
scheduled 10 aircraft for a mission to the Mitsubishi Aircraft Factory Kokoku Plant on the Nagoya waterfront.
This would be another high-altitude, precision bombing mission.
Due to a leak in the bomb bay tank, Z-11 (Pearson), "Holy Joe", failed to take off, leaving only nine planes to
make it airborne. These nine were:
Z-2 (McGuire), "20th Century Limited"

Z-3 (Samuelson), "Ann Dee"
Z-6 (Luman), "Draggin' Lady"
Z-7 (McNamer), "Naughty Nancy"
Z-25 (Arbon), "Homing De-Vice"
Z-32 (W. Parsons), "Fever from the South"
Z-46 (Standen), "Su Su Baby"
Z-47 (Adams), "Adam's Eve"
Z-52 (Haley), "20th Century Sweetheart"
Maj Freeman Parsons, new Group Operations Officer (replacing Lt Col Marcus Mullen, lost on the 3 Jan
mission), would lead this mission, flying in Z-6 with the Luman crew.
Take-off was from Runway B between 0754 and 0803. Bomb load was 10 x 500 lb general purpose bombs.
There were no problems on the route out or on the climb to the bombing altitude of 30,000 feet, and the
formation was well maintained. Z-6 led the squadron, with Z-47 in No. 2 position (right wing) and Z-2 in No. 3
position (left wing). Z-3 led the second (right) element, with Z-7 in No. 2 position and Z-52 in No. 3 position. Z-
32 led the third (left) element, with Z-46 in No. 2 position and Z-25 in No. 3 position. However, faulty navigation
resulted in a landfall 60 miles to the right of the scheduled course, near Hamajima.
At this point Z-2 lost its #1 engine and had to drop out. Capt McGuire dropped his bomb load through the
complete undercast by radar on the airport on Iwo Shima, then headed for home.
The now eight-plane formation did not even attempt to make the far-away IP. They headed instead for Toshi
Jima Island in Ise Bay, then turned to the left and flew upwind along the western coast of the bay, eventually
turning right onto the bomb run. A radar approach was made but the undercast broke up slightly near the target
and the lead bombardier was able to make last-minute corrections. Winds were strong, estimated from the west
at from 138 to 170 knots, but the formation stayed tight and all planes dropped on the leader at 1617, except for
Z-25, which only got one bomb out before suffering a rack malfunction.
The formation turned away from the target before the on-board cameras could take any good photos, and the
undercast hindered visual observation, so there was no immediate bomb damage assessment. However, post-
strike photos would reveal very little damage to the target.
Flak was rated at light to moderate, fighter opposition from moderate to heavy but generally inaccurate. About
75 attacks were made on the formation, starting at bombs away and gradually ceasing as the B-29's reached the
coast on their withdrawal.
Both Z-46 and Z-47 had their lower forward turrets put out of action by fighter fire, and the former also took some
bullet holes in the fuselage. B-29 gunners claimed a Tojo probably destroyed (right gunner Z-52), an Irving
damaged (right and tail gunners Z-6), and an Oscar damaged (tail gunner Z-47).
All planes experienced a routine trip home except for the unlucky Z-25, the plane that had suffered the rack
malfunction. In the bombardier's frantic efforts to salvo their remaining bombs right after bombs away, he also
accidentally salvoed their bomb bay tanks. Now they were dangerously low on fuel. All remaining ammo was
fired out of the turrets, and everything of any weight was thrown out through the bomb bays: flak vests, food
warmers, cameras, the radar, navigational equipment, tool kits, oxygen bottles, everything. They sweated it out
all the way, and when they reached Saipan, their engines were sputtering, but they safely set down at 2224 on
Isley #2, the B-24 strip. The other planes landed on Isley #1 between 2228 and 2251.
17 Jan 45
From the 883rd Bomb Squadron War Diary:
"17 Jan. - Briefing for Mission #20 held in new briefing building. Target #1547. [This mission was against the
Kawasaki-Akashi Aircraft Plant just west of Akashi and was originally scheduled for 18 Jan, but it would be
postponed to 19 Jan due to weather.] Morale of combat crew enlisted men not too high from their
correspondence. Lack of understanding of censorship rules, their lack of understanding about the liquor
situation, squadron details to which they are assigned, and lack of details for the officers on the combat crews
seem to be the major causes of their present discontented mood. Maybe this condition will clear up with the
passing of time."
This entry probably exaggerates the poor morale of the enlisted men of the 883rd and the 500th.
18 Jan 45
From the 881st Bomb Squadron War Diary:
"18 January 1945

1st Lt William S. Schlup Jr to DS [detached service] XXI Bomber Command. 96 Enlisted Men promoted
on SO #6, 500th Bomb Group, dated 18 January."
"18 Jan. - Mission postponed due to weather. Men worked on ball diamond getting it into shape. Code classes
for E/M."
19 Jan 45
On this date the 73rd Bomb Wing mounted a mission against the Kawasaki-Akashi Aircraft Plant just west of
Akashi. This would be another daylight, high-altitude, precision attack, but the Wing continued to try new things
to improve bombing results. For example, as the 500th Bomb Group Mission Summary explains, "A combat
group formation was directed to be flown for the first time en route to the target. A diversionary force of 3 planes
provided by the 499th Group was directed to make a feint toward Nagoya and turn before reaching that city and
proceed to bomb the city of Hamamatsu."
The 500th Group put up all 21 planes of the 21 scheduled. Using both runways, the planes were in the air in ten
minutes, from 0710 to 0720. After assembly and formation into two squadrons, the group headed off on the long
flight to Japan, with the eleven planes of the second squadron flying to the right of the ten planes of the first
squadron.
The planes and crews on this mission were as follows:
1st Squadron:
Z-21 (Pierce), "Devils' Delight"

Z-22 (D. Jackson), "Georgia Ann"
Z-23 (Hays), "Ramblin Roscoe"
Z-30 (Farrell), "Constant Nymph"
Z-41 (Barron), "The Baroness"
Z-42 (Moreland), "Supine Sue"
Z-43 (Setterich)
Z-46 (Holmes), "Su Su Baby"
Z-49 (Black), "Three Feathers"
Z-50 (Gregg), "Fancy Detail"
2nd Squadron:
Z-3 (H. Jackson), "Ann Dee"

Z-4 (Mather), "Black Magic"
Z-5 (Hatch), "There'll Always Be A Christmas"
Z-6 (Calhoun), "Draggin' Lady"
Z-7 (Sullivan), "Naughty Nancy"
Z-8 (Fitzgerald)
Z-11 (Pearson), "Holy Joe"
Z-19 (Thompson), "Sna Pe Fort"
Z-27 (Savage)
Z-31 (McClure)
Z-32 (Shorey), "Fever from the South"
Leading the Group and the first squadron on this mission was Deputy Group Commander Lt Col Harry M.
Brandon, riding with Capt Vance E. Black and crew in Z-49. Deputy Lead in the first squadron was Lt Col
William B. McDowell, Jr., CO of the 883rd Squadron, flying with Capt Charles T. Moreland and crew in Z-42
Leading the second squadron was Major Robert J. Fitzgerald in Z-8. Deputy Lead was Capt Donald W.
Thompson in Z-19.
On the route out, the second squadron lost two aircraft to aborts, Z-4 due to inoperative #1 and #2
superchargers.and Z-5 due to a malfunctioning fuel transfer system.
The climb to bombing altitude was begun about 400 miles out from Japan and went according to plan, with the
formation reaching the briefed altitude of 27,000 feet just at landfall. Navigation was pretty good, the Group
hitting the coast about 12 miles west of the planned course.
Three more aircraft dropped out before reaching the IP of Otsomura. The #1 engine on Z-21 began running
away, making it impossible for her to hold formation; she dropped out and bombed a last resort target, the city of
Kantori Saki, south of Shingu. Z-46 lost an engine and turned away to drop her bombs on shipping in the harbor
of Kuki. Z-31, having trouble with her #4 engine, broke off and bombed Shingu.
These reductions left both squadrons with eight planes. As the Group formation made their turn toward the
target at the IP, the second squadron swung a little wider than the first and came within range of the outer
defenses of Osaka. It was here that Z-19 was struck by flak in the left and right outboard nacelle panels and the
#1 propeller blade, but she stayed in formation.
As the squadrons headed toward the target, they looked like this:
Z-42 now led the first squadron, with Z-49 in No. 2 position on her right wing. Z-43 was nominally in the No. 3
position on the left wing but was lagging a little behind. Z-50 and Z-41 formed the second (right) element, flying
essentially even with one other, with Z-41 on the outside. Z-23 led the third (left) element, which was out a
little far to the left. Z-22 was nominally in the No. 2 position of this element but was out wide, closer to the rest of
the squadron. Z-30 was tucked closely into No. 3 position on Z-23's left wing.
The formation of the second squadron was a little loose at the IP but tightened up as it approached the target.
This squadron was led by Z-8, with Z-19 in No. 2 position on her right and Z-6 in No. 3 position on her left. The
second (right) element was led by Z-7, with Z-11 in No. 2 position and Z-3 in No. 3. The third (left) element of
two planes was led by Z-27 with Z-32 on the left wing.
A page from the Consolidated Mission Report showing airplane positions diagrammatically at the IP and the
target is attached. The copy is off microfilm so may be hard to see.
As the squadrons approached the target, the weather was CAVU (Clear and Visibility Unlimited). Bomb bay
doors opened. The two lead bombardiers hunched over their bombsights, while the other bombardiers watched
carefully to drop on their mark. That is, except for the bombardier on Z-50, who accidentally hit his release about
ten seconds too early, putting his bombs into the city of Akashi.
The rest of the planes dropped visually at 1524, the first squadron from 26,800 feet, the second from 27,200.
Two partial rack malfunctions were experienced, on Z-7 and Z-22, each of which failed to get off two bombs,
which had to be jettisoned later. All told, the 500th Group put 41.5 tons of bombs in and around the target. Both
visual observation and strike photos indicated excellent results, with the aircraft factory appearing to be totally
covered by explosions.
All during the bomb run, flak continued to pepper away at the formation, mostly the second squadron, which was
a little farther to the north. In addition to Z-19 already mentioned, four other planes in the second squadron were
struck by flak. None of these hits proved serious, although Z-6 had to fly home with the center panel in the
nose shattered.
Fighter opposition was light for the first squadron, but heavy for the second, which counted about 80 separate
attacks. Fortunately, the enemy fire was mostly inaccurate, although you probably wouldn't convince the Shorey
crew in Z-32 of that. They were attacked by several fighters and had their right blister shot out. The 20mm
round which did this then struck the right gunner in his flak vest but was mostly spent so did not hurt him. A
lucky man. But Z-32 was the only plane that reported damage from fighters.
500th gunners claimed one Tony destroyed (ring gunner Z-11), two Zeke's probably destroyed (ring gunner Z-3
and left gunner Z-32) and three Irving's damaged (right gunner Z-3 and tail gunner Z-32 twice).
All planes returned to Saipan safely, landing between 2105 and 2304. The only casualty was one flight engineer
suffering a minor case of frostbite.
Later bomb damage assessment estimated the target to have been more than 50% destroyed. This was a very
successful mission.
20 Jan 45
From the 500th Bomb Group Chronology:
"20 January 1945

Critique on Mission No. 20 held in Group Briefing Room. Captain Allen, USMC, gave briefing to all combat
crews on escape and evasion."
21 Jan 45
During January 1945 the men of the 500th Bomb Group continued to work on improving their living and working
facilities. The following remarks were added at the end of the 881st Bomb Squadron War Diary for that month:
"During the month progress was made on several projects. A concrete mixer was kept very busy from 6 to 9 of
January pouring floors for the Squadron Day Room, two EM showers and wash rooms, a 'wash line' for the
mess, a garbage rack for the mess, and two other wash rooms. The 'wash line' for the mess was piped and put
into operation as soon as possible and has proven to be a vast improvement. The completion of the new
showers was hampered by a lack of plumbing fittings but these were finally obtained and assembled by the
Squadron Welders and one new shower for the Combat EM was completed in the latter part of the month. Its
operation was not entirely satisfactory due to the small size of the valves installed.
"The Day Room progressed slowly with volunteer labor from among the EM. That part of it which was to be the
new Mail Room was completed rapidly and the Mail Clerk (Cpl. Earl V. Harrison) was installed in his new place
of business. This change is considered a vast improvement and further, it complies with regulations on the
subject.
"An additional quonset hut for housing Combat EM was begun and work on it was sporadic. The project was
under the supervision of Sgt. William H. Harrison with Sgt. Bruce E. Gilbertson assisting and crews of Combat
EM assigned to the job by Operations.
"About twelve pyramidal tents were built and erected by volunteers for their own comfort. At the end of the
month three tents still remained to be built in order for all to live six men to a tent.
"Wiring for the area to make the power from a 50 KW generator available was begun. 2d Lt Elwyn M. Shinn was
in charge with 2d Lt Bruce P. Craig and 2d Lt Horace A. Portigal as energetic volunteer assistants. The project
was hampered by lack of materials and some 'unusual' requisitioning was necessary. At the end of the month
the new system was operative and proved to be a great improvement."
22 Jan 45
22 Jan. - Several of our planes were slow timed. Back stop erected on ball diamond. Shower bath was
completed. Briefing at 1800 in Gp S-2 on Target #193, Nagoya.
[Note: Slow timing was the standard method for breaking in newly installed engines. The airplane was flown
low and slow for an hour or so, then after landing the sump plugs in the engines were checked for metal
fragments. If too many fragments, there was a problem with the engine and it had to be replaced. Occasionally,
new engines failed during the slow timing flight and the plane crashed. This happened at least once in the
500th, with some loss of life. - JEB]
23 Jan 45
On this day the 73rd Bomb Wing carried out a mission against the Mitsubishi-Hatsudeki Aircraft Plant, Target No.
193, on the northeastern outskirts of Nagoya. Secondary target was the center of Nagoya. This would be
another daylight, high-altitude mission. Bomb load was a mix of high explosive and incendiary bombs, 7 x 500 lb
general purpose and 5 x 500 lb incendiaries per plane.
For this mission the 500th Bomb Group scheduled 19 aircraft, but Z-27 (Rouse) and Z-51 (Mahoney) had engine
trouble and did not take off, so only 17 made it into the air. The eight planes of the first combat squadron took off
from Runway B from 0724 to 0732, while the nine planes of the second combat squadron took off from Runway
A from 0725 to 0734.
Participating planes and crews were as follows:
First squadron

Z-2 (Brown), "20th Century Limited"
Z-25 (Porter), "Homing De-Vice"
Z-32 (Parsons), "Fever from the South"
Z-28 (Arbon), "Old Ironsides"
Z-7 (McNamer), "Naughty Nancy"
Z-8 (Taylor)
Z-6 (Engle), "Draggin' Lady"
Second squadron

Z-9 (Curtis), "Nina Ross"
Z-22 (Gray), "Georgia Ann"
Z-45 (Braden), "Mustn't Touch"
Z-49 (Haley), "Three Feathers"
Z-52 (Irby), "20th Century Sweetheart"
Z-31 (Hodge)
Z-30 (Reeves), "Constant Nymph"
Leading the Group was Lt Col Joseph F. "Toby" Brannock, CO 882nd Squadron, flying with 1/Lt Hale Hays and
crew in Z-23. Leading the first squadron was Maj Frank F. Roberts, 882nd Squadron Operations Officer, riding
with 2/Lt Samuel B. Porter and crew in Z-25. Leading the second squadron was Maj Charles F. Adams in Z-47.
The two squadrons assembled without incident and headed for Japan at 1,000 feet, with the second squadron
flying to the right and rear of the first squadron and slightly higher. There were three aborts along the way, two
from the first squadron (Z-6 and Z-32) and one (Z-49) from the second squadron. On Z-6, the fuel transfer
system failed, while Z-32 lost her #2 and #4 turbos. Z-49 turned back because of fumes in the cabin. This was
later determined to be due to burnt wire insulation, nothing serious, or at least not serious enough in the
estimation of the command to justify aborting the mission. The Airplane Commander of Z-49, Capt Hostetter J.
D. Haley, who was flying only his second mission, must have thought the plane was on fire. But there was little
forgiveness in the 500th Bomb Group. Haley was transferred to Guam and never flew with the 500th again.
The three aborts left the first squadron with only six planes and the second squadron with eight.
About four hours out from Saipan, at the start of the climb to altitude, the crew of Z-23, the lead plane,
discovered that their C-1 autopilot, necessary for the bomb run, was not working. The bombsight vertical gyro
was also doubtful. Normally, the No. 2 position (right wing) plane, Z-2, would have taken over the lead, but Z-2's
radar was not working, so Z-23 switched places instead with the No. 3 position (left wing) plane, Z-25. Z-25 then
held the lead all the way to the target.
Flying his very first mission as AC in Z-25 was Sam Porter, a tall, likable West Virginian. Porter had previously
been copilot on the Farrell crew (#227) but had been promoted to take over the Gerwick crew (#233) when
Gerwick had been medically grounded. Now here he was, on his first mission as AC and still only a 2/Lt, by
quirk of circumstance flying in the important -- and dangerous -- lead position, even though his was not a trained
lead crew. On top of that, the crew's regular navigator, 2/Lt Alfred Olsen, had also been medically grounded, and
radar operator S/Sgt Manuel Bettencourt missed this mission due to illness. Both the navigator and radar
operator played vital roles in radar bombing, but now there were two men in those positions who had probably
never worked together, and the replacement radar operator was only a Pfc, indicating little experience. (Most
radar operators were Sgt's or S/Sgt's.) On the plus side, at least Maj Roberts was along to provide experienced
back-up if needed.
The climb to bombing altitude, which was 25,000 feet on this mission, was accomplished without incident. In an
effort to improve bombing results, the 73rd Wing had decided to reduce the altitude from the previous 30,000 or
more. This was not popular with the crews, as it made them more vulnerable to both flak and fighters. But
orders were orders. (A suggestion recorded in the Bombing Data section of the Consolidated Mission Report
was to make all bomb runs upwind and above 38,000 feet! Ostensible reason given was that this would
increase sighting time.)
Landfall was 10-15 miles to the right of the scheduled course, near the city of Shingu, and the turn to the right at
the IP, which was a point on the eastern shore of Lake Biwa, was made on time. However, the second squadron
turned a bit later than the first. This meant that the two squadrons approached the target on slightly different
headings, 80 degrees for the first and 86 degrees for the second. The different headings were not a problem,
but the fact that the squadrons were now in trail, one behind the other, was a problem. The Wing order had
called for the two squadrons to cross the target nearly abreast, in order to prevent enemy fighters from attacking
both squadrons in succession. But that was now out the window.
As well as can be determined, airplane positions at this time were as follows:
In the first squadron, Z-25 was still leading, with Z-2 in the No. 2 (right wing) position and Z-23 in the No. 3 (left
wing) position. The positions of the other three planes are unconfirmed, but some evidence indicates that
they formed an element to the right and rear of the first element, with Z-7 leading, Z-28 in No. 2 position, and Z-8
in No. 3 position.
In the second squadron, Z-47 was in the lead, with Z-9 and Z-22 in No. 2 and No. 3 positions respectively. The
second (right) element had Z-45 in the lead and Z-46 in No. 2 position. Positions of the remaining three planes
are unconfirmed, but they probably formed the third (left) element, with Z-52 in the lead and Z-31 and Z-30 in No.
2 and No. 3 positions respectively.
Japanese fighters were particularly aggressive on this mission, probably because of the lower altitude. Attacks
began at about the IP and continued on through the bomb run. 500th gunners were kept very busy.
Flak was active as well, beginning on the western outskirts of Nagoya and intensifying during the bomb run.
From a distance the target appeared to be obscured by clouds, but as the B-29's neared the release point at
25,300 feet, a hole opened in the cloud cover and visual sighting was made. A good break. But the other planes
could see that there was something wrong with Z-25. Her bomb bay doors were still closed. As the other
bombardiers watched anxiously with fingers on the release mechanism, the doors on Z-25 finally opened, but
late. As she released her bombs at 1547 and the other planes in the first squadron followed suit, it was
dishearteningly clear that all their bombs would fall beyond the target. A complete waste. But then something
even worse happened.
Just after bomb bay doors were closed and the formation turned away from the target, the lead element was
rocked by a very accurate pattern of flak. Both Z-2 and Z-23 were struck by multiple fragments, and one burst
appeared to be very close to Z-25's #4 engine. Other observers say that at about the same time the bomber
was hit by a fighter, possibly a Tony, making an attack from directly above. Whatever the cause, the #4 engine
caught fire and Z-25 dropped rapidly out of the formation. Fighters swarmed around the cripple as she fell. At
about 15,000 feet the #4 engine was seen to explode, and the right wing tip broke off, after which the plane
turned over on her back and went into a spin. She was observed to crash into the sea about 15 miles off the
coast. No parachutes were seen.
The shocked crews of the first squadron continued their withdrawal, fighting off the still hungry fighters, some of
which pursued them up to 40 miles out to sea.
Meanwhile, the second squadron was running the flak and fighter gauntlet. They dropped bombs from 26,420
feet at 1545, or at least most planes did. Z-30 had a complete rack malfunction, and Z-31 had a partial one,
getting out only eight bombs. But it hardly mattered. All bombs from the second squadron also fell beyond the
target. (The Bombing Data section of the Consolidated Mission Report submitted by Group Bombardier Capt. R.
E. Hale counter-intuitively sought to blame the poor results on the lower bombing altitude: "The lower altitude at
which this mission was flown caused great personal anxiety among the bombardiers and was [a] very large
contributing factor to bombing errors.")
In addition to Z-25, seven B-29's suffered damage from either flak or fighters, or in some cases both. Z-2, Z-23
and Z-8 were the worst shot up, but they all made it home, although Z-2 had to do it on three engines. Z-7, Z-9,
Z-45 and Z-46 suffered light damage. Z-28, Z-30 and Z-31 had holes in the front bomb bay doors and other
protuberances on the underside of the plane, but these were later determined to have been inflicted by the
planes' own lower forward turret. It appeared some sort of limiting device for that turret was needed.
The returning planes landed on Saipan late that evening, between 2133 and 2252. They brought back with them
five wounded men, four on Z-8 and one on Z-45. The most seriously wounded was a man who had two fingers
shot off.
500th gunners made claims of 10 enemy fighters destroyed, 12 probably destroyed and 15 damaged.
Jim Farrell, AC of Crew 227, of which Sam Porter had been the copilot, took the loss of his good friend hard. On
a night not long before the fatal flight, before either knew Porter would soon have his own crew, the normally
optimistic West Virginian had suddenly blurted out, "Jim, I know I'm not coming back from this fracas, but I don't
care because I know it's worth it." The surprised Farrell had told him he was off his rocker and tried to reassure
him. But Farrell remained disturbed by the incident. Now he went to Squadron, Group and all the way up to
Wing pleading for permission to take a plane out to search for survivors from Z-25. But he was refused.
General O'Donnell wisely ruled, "It could only result in the loss of another B-29 and its crew."
No trace of Z-25 or its crew was ever found. The members of the crew were:
AC 2/Lt Samuel B. Porter, Jr.

Copilot Maj Frank A. Roberts
B 2/Lt Howard E. McBride
N 2/Lt Eugene E. Pierson
FE 2/Lt William F. Kottke
Radio Sgt Glen E. Danielson
Ring G Sgt Charles F. Hicks
RG Sgt James A. Bailey
LG Sgt Joseph P. Conte
Radar Pfc Arthur W. Mitchell
TG Sgt Eugene B. Wood
Maj Roberts was the third Operations Officer (one Group, two Squadron) that the 500th Group had lost in two
months of operations. For some reason, it was uncommonly dangerous to be an operations officer in this Group.
24 Jan 45
"24 Jan. - Squadron critique [of previous day's mission] at 1230; Gp critique at 1300. Capt. Chapin in Wing
hospital with a fungus in his ear. Training program discontinued for the day."
25 Jan 45
"25 Jan 45 - WSM's [Weather Strike Missions] #139, 140 & 141 were run today. Pilots participating were
Tackett, Savage & [D.] Jackson. Target was the Atsuta factory of Nagoya Arsenal.
Capt Tackett reached Target and observed flashes from his bombs and one medium fire growing in intensity.
Target was completely blacked out. No searchlights were seen nor E/A [enemy aircraft]. Flak was Heavy
meagre [?] behind at 6:00. Inaccurate over Nagoya. No photos were obtained since no camera was installed.
Two Radar Scope Photos were obtained -- Lake Biwa & Nagoya. No casualties.
Capt. Savage aborted due to fire in #4 turbo. Bomb bay doors wouldn't close.
Capt. Jackson dropped 12 x 500# G.P.'s [General Purpose, i.e., high explosive] over Target. Bomb impacts
were observed, but position of same was not exactly determined. This A/C bombed on an ETA [Estimated Time
of Arrival?] since Radar was out & there was a complete undercast. There were no searchlights seen. No E/A
sighted. Flak was very slight; LG saw 3 bursts at 07:00. No casualties were sustained."
26 Jan 45
Below is a summary of Weather Strike Mission #143 flown on this date, taken from the 500th Bomb Group
Operations Journal. WSM's did not usually encounter enemy fighters, but this one did.
"A/C 696 [42-24696, Z-50, "Fancy Detail"] (McClanahan) was over Target [Ogura Oil Co, Tokyo] at 25,600' (Abs)
[Absolute?] and dropped 6 x GP's [General Purpose, i.e., high explosive] & 6 IB's [Incendiary Bombs]. Bomb
impact flashes were seen, but the exact location of same is unknown since searchlights were very bright. Tail
gunner thinks he saw some fires. Target was completely blacked out except for searchlights. One night fighter
made a single pass on B-29. It was not seen, but its tracers were. This E/A [Enemy Aircraft] inflicted damage on
#696, to the extent of machine gun & 20mm holes in center section of left wing, bomb bay doors, #2 nacelle
doors, and top part of fuselage at wing roots. Attack was made just after bombs away. B-29 did not return fire.
A/A was moderate & accurate; lasted 6 or 7 minutes. There were no casualties."
27 Jan 45
On this day the 73rd Bomb Wing flew another daylight, high-altitude mission to Tokyo. But it wasn't quite as
straightforward as that. 73rd Bomb Wing Field Order 44 dated 26 Jan 45 actually specified two possible targets,
designated Plan A and Plan B. The plan which would be followed would depend on weather reports sent back
by two weather planes which would precede the main force by one hour to check out the weather at 32,000 feet
over the two potential targets. The 500th Bomb Group was tasked with providing the two weather planes.
These were Z-3 (Samuelson), "Ann Dee", and Z-6 (Calhoun), "Draggin' Lady". Lt Col Reeve, 881st Squadron
CO, would accompany Samuelson, while Col Beightol, Wing Deputy Chief of Staff for Operations, and Lt
Kimball, Wing Weather Officer, would fly with Calhoun. Beightol would make the final determination as to which
plan would be followed, then the decision would be transmitted to the bombing force en route.
Target A was Tokyo, more specifically the dreaded Target #357, the Nakajima Musashino Aircraft Engine Plant,
as primary, and the harbor area as secondary. Target B was also a familiar one, Target #193, the Mitsubishi
Hatsudoki Aircraft Engine Plant in Nagoya as primary, and the city center as secondary. Bomb load was 8 x 500
lb General Purpose and 4 x 500 lb Incendiary bombs.
The two weather planes took off as scheduled, Z-6 at 0607 and Z-3 at 0608. Carrying no bombs, they would be
able to fly faster and reach Japan well before the main force.
The rest of the 500th Group planes took off between 0655 and 0702. Since the 500th had drawn Weather Strike
duty for 25-27 Jan, and had also had to provide the two weather planes for this mission, there were only 13
planes left to join the bombing force, only enough to form one combat squadron.
Planes and crews forming the combat squadron from the 500th were as follows:
Z-5 (Fitzgerald), "There'll Always Be A Christmas"
Z-9 (Hatch), "Nina Ross"
Z-22 (Pierce), "Georgia Ann"
Z-7 (Sullivan), "Naughty Nancy"
Z-52 (Clinkscales), "20th Century Sweetheart"
Z-48 (Cheney)
Z-27 (Savage)
Z-31 (McClure)
Z-24 (Carrico), "Pride of the Yankees"
Z-29 (Shorey), "Gravel Gertie"
Z-49 (Feathers), "Three Feathers"
Z-45 (Setterich), "Mustn't Touch"
Z-30 (Farrell), "Constant Nymph"
Group CO Lt Col Dougherty led this mission, riding with Maj Fitzgerald and crew in Z-5. Capt Hatch in Z-9 was
the Deputy Leader.
Assembly was accomplished without incident and the squadron headed for Japan. All went well until the climb to
altitude started. Then Z-30's #1 and #3 turbos went out and she could not keep up. A little later Z-49 lost
manifold pressure in her #3 engine. Both these planes turned for home but detoured over Iwo Jima and
unloaded their bombs on Airfield #2 there.
While en route to Japan, the formation received the target decision from Col Beightol in the weather plane. It
would be Plan A, Tokyo.
The 500th's combat squadron with its remaining 11 planes made landfall in the vicinity of Hamamatsu as
scheduled. Just off the coast, as a harbinger of what was to come, the formation was met by about five
Japanese fighters, which made some tentative passes. Shortly after crossing the coast, Z-45 dropped out due to
an oil leak in #2 engine. She bombed Hamamatsu as a Last Resort target, then headed for home.
Now down to ten planes, the squadron continued at 24,580 feet toward the IP, which was the city of Kofu. At the
IP, the turn was made toward the target as scheduled, onto a course of 88 degrees. All the while, the fighter
attacks continued, increasing in intensity as the bombers approached the target. Many B-29 crew members
recall this mission as the worst they experienced in terms of fighter opposition. The attacks, 191 of them by
official count, were fierce and unrelenting.
There is very little evidence available concerning individual plane positions within the formation at this point. Z-5
was leading, and Z-9 was probably on her right wing in No. 2 position. Z-24 was "on the left side of the
formation". Beyond that, nothing is known.
Despite the earlier positive weather report, the formation found a nearly solid undercast as the planes neared the
primary target. According to the report by Group Bombardier Capt Richard Hale, the Lead Bombardier prepared
to make a radar approach but did not have confidence in this because for some reason no radar Aiming Point
had been established for the primary, so he attempted to make a radar run on the secondary, the Tokyo dock
area. Then confusion took over in the lead plane. The Command Pilot, Lt Col Dougherty, did not feel that
circumstances permitted the nearly 90 degree turn to the right required for a run on the secondary. Perhaps this
was because the formation was under great pressure from the heavy fighter attacks and in danger of losing its
cohesion. So Dougherty overruled the Lead Bombardier and ordered him to continue toward the primary in the
hope of a last-minute break in the clouds. This was done but no break materialized and the bombs were
dropped well beyond the primary, on the northeastern part of Tokyo. Z-9 and Z-7 experienced partial rack
malfunctions and were able to drop only some of their bombs.
Flak was active all the time the formation was over land, but was light and inaccurate. No B-29's suffered
damage from flak.
The same could not be said of the fighters. They continued their aggressive attacks, scoring hits on eight out of
the ten B-29's in the formation. Z-9 was holed in the fuselage, bomb bay doors, nose wheel door and right nose
wheel tire. Z-7 had holes in the horizontal and vertical stabilizers, the leading edge of the left wing, and the #3
ring cowling. Z-27 was badly shot up, taking numerous hits to the rear of the plane. The vertical and horizontal
stabilizers and the rudder were shot full of holes, the rudder trim tab cable and the wires to the putt-putt were
shot away, and the radar operator and tail gunner were both wounded. The plane was also hit in the bomb bay
doors, the tunnel, and the #1 and #2 propellers. As Airplane Commander Joe Savage aptly put it later, "We got
our ass shot off." But Z-27 somehow flew on.
And the B-29 gunners were giving it back. Seven fighters were claimed destroyed -- an Oscar by the
ring gunner on Z-27; a Tony by the ring gunner on Z-48; a Tony and a Tojo by the right and tail gunners
respectively on Z-52; a Tojo each by the bombardier and left gunner on Z-22; and an Irving chalked up to
the entire crew of Z-24. Three other fighters were claimed as probables, and five as damaged.
But finally, just after bombs away, it looked like the fighters had claimed a kill. As AC 1/Lt Frank "Chico" Carrico
in Z-24, "Pride of the Yankees", looked out of his window, he saw a Tony streaking down from above. The fighter
put a good burst into the #2 engine, which flamed up immediately. While his copilot, 2/Lt Morris "Robby"
Robinson, tried to hold the plane in formation, Carrico tried to feather the engine, but it wouldn't feather. Then
fortunately the prop ran away and blew out the flames. But this was only a temporary reprieve. The runaway
propeller would eventually melt the hub and fly off -- and when it did, there was no telling which way it would go.
Sometimes a runaway prop would fly off harmlessly ahead or above or below. But there was an equal chance
that it would fly off and slash into the fuselage, or in the other direction, into the #1 engine. The crew could only
wait and pray.
But the Jap fighters weren't waiting. The immediate effect of the loss of an engine and a runaway prop was to
slow the plane down. Z-24 fell out of formation. And straggling was an invitation to fighters. One of
them making a pass from ahead put a 20mm round into the nose. It exploded, taking out two of the plexiglass
panels in the nose and wounding the bombardier, F/O Rosendo "Andy" Hernandez, in the leg. Immediately,
supercold air, at minus 40 degrees centigrade, whooshed into the cabin from the holes in the plexiglass. The
powerful wind blew out the astrodome and flowed even faster. At the same time, a bullet passed under Carrico's
instrument panel, ricocheted off a canteen sitting between his legs, and embedded itself in the ceiling over the
flight engineer's position. As Carrico and Robinson attempted to keep the plane flying, more fighters attacked.
With the bombardier wounded, the B-29 now had no gunner in the nose, and the fighters seemed to realize that.
Carrico counted nine more attacks from dead ahead. Fortunately, the fighters' aim was not good.
Then Z-24 got some help. Lt Col Dougherty in Z-5 dropped down to their altitude of 20,000 feet to check on their
status and protect them from the fighters. The latter followed them out to sea but did no more damage.
Dougherty said he would stick with them until the prop came off.
In the meantime, Carrico and Robinson were trying to keep the plane flying with the frigid wind blowing through
the compartment. They took turns on the controls. One man would fly the plane until the shivering became too
bad, then the other would take over for a while. The navigator, 2/Lt Urban "Bert" Bonneau, gave first aid to
Hernandez and stuffed whatever he could find in the holes in the plexiglass. It did some good, but the crew still
shivered. Carrico and Robinson wrapped flak suits, papers and maps around their freezing legs. Neither man
knew it at the time, because the cold numbed their lower extremities and stopped any bleeding, but both had
been wounded in the legs by shell fragments.
Finally, at 1625, an hour and fifteen minutes after bombs away, the runaway #2 prop came off. But it didn't fly off
immediately. It peeled off to the left, hung there for a moment, then flew into the #1 engine. All four blades on
#1 were bent almost double, but the engine kept running. It created a terrific vibration, shaking the entire plane
but especially the left wing. And the engine would not feather. Afraid the plane might break up or spin out of
control, Carrico pressed the mike switch to order the crew to bail out. But before he could say anything, the
engine, and the vibration, miraculously stopped.
They were now flying on only the two right engines. Carrico turned to his flight engineer, 2/Lt Albert "Woody"
Woodward, and asked, "What do we do now, Woody?" Woodward leafed frantically through his flight manual for
what was probably only seconds but seemed like minutes, then looked up and said, "We're not supposed to be
flying." But they were. It was not easy, but somehow Carrico and Robinson were managing to keep the plane in
the air... for the moment, anyway.
Several planes in the 73rd had made it back from Japan on three engines, but none had ever come back with
two engines out on the same side. Lt Col Dougherty advised Carrico to ditch while it was still daylight. If they
tried to make it back to Saipan but didn't and had to ditch in the dark, their chances of surviving the ditching and
being found were very low. Carrico decided to put it to a vote over the interphone. It was unanimous; the crew
voted to try to make it home.
By this time, Dougherty had left but Capt. Hatch, who was himself wounded, came over in Z-9 and volunteered
to keep Z-24 company on the way home. They needed it. Most of the navigation aids had been blown out the
astrodome opening when it went. With the help of Hatch's crew, they got a position fix and were able to work out
a course home. But it didn't look good. On two engines the going was slow, so slow that Hatch in Z-9 had to
make S-turns to stay with them. But to keep the plane in the air those two engines had to be run on full power,
which ate fuel rapidly. The flight engineer calculated they didn't have enough fuel to make it. They would be
about ten minutes short. Carrico decided they would fly as long as they could and ditch when they had about 15
minutes of fuel remaining.
When they reached a point about a half hour out from Saipan, Carrico ordered the crew into their ditching
positions and was preparing to descend. Then Woodward announced that he had found 75 additional gallons of
gas in the center wing section tank, which should be enough to get them in. So they decided to try to make it to
Saipan, and they did. But landing on two engines was tricky. In Carrico's words, "When we got to the base we
had to make the normal right hand traffic pattern because I couldn't turn the plane into the dead wing. We held
2000 feet of altitude and when (we) got on the base leg we took out all our trim and let down the wheels. I flew
the approach at 1500 feet until I knew we could get it down power off. We chopped all power and stuck the nose
down and we still lost too much speed because when we got below 140 miles per hour we lost aileron control
since we had it in such a steep dive. But when we leveled off we picked up our aileron control and she landed
good. That landing was strictly a two man job, also as was most of the flying on the two engines."
Z-24, "Pride of the Yankees", set down at 2313, and her good shepherd, Z-9, "Nina Ross", landed four minutes
later. The rest of the 500th planes had been back for nearly two hours. All had made it safely despite much
battle damage.
Joe Savage remembers that all the officers got drunk that night at the Officers Club. They had certainly earned
it.
The following morning found a crowd of on-lookers and picture-takers gathered around Z-24 shaking their heads
at the mangled and torn engines and props. How on earth had the crew managed to bring her back with that
level of damage? Carrico and the crew of the "Pride of the Yankees" became an instant legend.
30 Jan 45
"30 Jan. - Baseball team played 435th Av. Battalion (colored) and won 4 to 1. Party in mess hall for EM."
1 Feb 45
"1 Feb. - Erected map wall in S-2 office. Still much work to be done. Group Mission #23 briefing at 1500, target
Industrial Area of Kobe."
2 Feb 45

"2 February 1945
Lt. Col. Reeve, Captain Miller, Captain Thompson, Captain Hatch, Lt. Shulman, Lt. Graves. Sgt. Gilbertson,
and Sgt, Maples flew to Tinian, visiting the 313th Wing units there and passing on to them specific knowledge
gained from combat experience over Japan. Returned 3 February." [The 313th Bomb Wing would fly its first
combat mission on 4 Feb. The 73rd Wing was no longer alone in flying from the Marianas. - JEB]
"2 Feb. - Mission #23 cancelled at take-off time. [This mission would finally be flown on 4 Feb.] Capt. Black flew
a training flight. Ground officers beat combat officers in soft ball game."
3 Feb 45
"3 February 1945

Poured concrete floor for second half of 'day room'."
"3 Feb. - Wing Training Mission to Pagan. Mission briefed, but crews not interrogated. Critique held at noon.
Worked on situation maps at Group."
NOTE: If you've been wondering why I keep citing the 881st & 883rd war diaries but never the 882nd, it's
because the 882nd's never made it into the historical records. They were either never forwarded from the
squadron or were lost. (And by the way, the 881st & 883rd diaries are not complete -- some months are
missing.)
4 Feb 45
On this day the 73rd Bomb Wing carried out a daylight, high-altitude incendiary mission against the port and
urban area of the city of Kobe. For this mission the 500th Bomb Wing scheduled 18 planes, of which 1 failed to
take off, leaving 17 airborne.
The Group was divided into two combat squadrons, the first consisting of eight planes and the second of nine
planes. Leading the Group and the first squadron was Lt Col Harry Brandon, Deputy Group Commander, riding
with Maj Charles Adams and crew in Z-47. Leading the second squadron was Maj John Van Trigt, Assistant
Group Operations Officer, riding with 2/Lt George Rouse and crew in Z-31.
The participating aircraft and crews were as follows:
First squadron
Z-45 (McClanahan), "Mustn't Touch"
Z-51 (Mahoney), "Tail Wind"
Z-43 (Gregg)
Second squadron
Z-31 (Rouse)
Z-21 (Tackett), "Devils' Delight"
Z-27 (Arbon)
Z-33 (Hanft), "Slick Dick"
Z-29 (Gray), "Gravel Gertie"
Z-19 (?), "Sna Pe Fort"
Take-off was from 0729 to 0737 using both runways. Bomb load was 16 x 500 lb incendiaries plus 1 x 500 lb
fragmentation cluster for most planes, and 17 x 500 lb incendiaries plus 1 x 500 lb fragmentation cluster for two
planes (Z-30 and Z-33).
For this mission, "Each Group in the 73rd WIng was directed to fly a combat Group type of formation with the
second combat squadron high and to the right of the first." Squadron and Group assembly were accomplished
without incident and the formation headed for Japan, with the 500th as the last Group in the Wing order. About
4-1/2 hours out, Z-19 blew a cylinder in #1 engine and aborted, leaving eight aircraft in each squadron.
After the Group began its climb to bombing altitude of 26,500 feet, strong headwinds were encountered. At
landfall, it was found that faulty navigation by the lead navigator had resulted in about a 50-mile error to the right
of the scheduled course. The formation turned left toward the Primary Target, now about 120 miles away, but
the continuing strong headwinds made for slow going. It soon became obvious that attempting to reach the
Primary would leave many if not most planes low on fuel for the return trip, so the Group Leader made the
decision to turn toward Ise Bay and bomb the city of Matzuzaka as a last resort target.
The sharp turns made to get on course toward Matsuzaka, combined with severe turbulence at altitude,
disrupted and loosened up the formation. This dispersion resulted in a poor bombing pattern over Matsuzaka
when bombs were dropped at 1604. Some bombs landed in the city suburbs but many others were seen to land
in hills near the city. One plane, Z-43, suffered a rack malfunction and dropped no bombs over the target.
Both flak and fighter opposition were very light on this mission. No B-29's were damaged and no claims of
enemy aircraft were made.
A couple of B-29's had to sweat out their fuel situation on the way home, and Z-29, Gray crew, flew the last
1,000 miles on three engines, but all planes made it back to Saipan safely, landing between 2138 and 2217.
A very disappointing day for the 500th Bomb Group. Not a single bomb had been dropped on the Primary
Target.
5 Feb 45
"5 Feb 45
2/Lt Milton O. Pack, Group Radar Counter Measure Officer, returned after a six week stay at Guam where he
acted as an instructor in the Lead Crew School. He left the organization on the 22 of December 1944."
"5 Feb. - Squadron critique at Group S-2 at 1030 and Group critique at 1400 on Mission #23 [this was the
previous day's mission to Kobe - JEB]. Mission not too successful. Major Adams led Group. Capt's Feathers,
Mahoney, Irby, McClanahan, Lt's Holmes, Gregg and Barron flew and completed mission. No opposition and no
losses. New ground school scheduled by Group started."
7 Feb 45
"7 February 1945

2d Lt. Eugene C. Herweg transferred to 500th Bomb Group as Group Supply Officer. Captain Arthur S.
Miller to TD [Temporary Duty] 73rd Bomb Wing for special training and to teach. Three (3) Enlisted Men
promoted."
From Lt Robert Copeland's War Diary [Bob Copeland was the copilot on Maj Robert Fitzgerald's crew, #115, 0f
the 881st Squadron. His uncle, Bill Copeland, edited his very fine diary and will I'm sure not object to my posting
this entry from it.]
"7 Feb 45 Got up at 0500 and took off at 0715 for Pagan. [Pagan is an island in the Northern Marianas about
160 miles north of Saipan. In 1945 it was still occupied by the Japanese and was regularly used by XXI Bomber
Command for practice missions. Must've driven the poor Japs crazy to be bombed so often. - JEB] Over the
field we were intercepted by P-47's and they made pursuit curves on us for some time. We dropped 4 bombs on
Pagan by radar and then calibrated our instruments. After we got down I and the gunners cleaned guns.
[Another officer who pitched in on cleaning the guns. A good man, Bob Copeland.] We are going on a mission
to Japan (Tokoyama) in a day or so, [number] 15."
8 Feb 45
"8 Feb 45 - WSM-181. A/C Z Square 33 ["Slick Dick"], flown by Lt. Hughes, aborted one hour and fifteen
minutes after take-off. Reasons: #1 engine prop featherline disconnected; bad oil leak.
WSM-182. Target: Kawanishi Machine Shops, Kobe. Lt. Farrell flew [Z Square 30, "Constant Nymph"] and Lt.
Pack, Group RCM [Radar Counter-Measures] Officer, acted as Radar Observer. Over target at 1703 making a
radar run from 26,000 feet. Bombs were seen to break up but nothing further was observed. There was no AA
[anti-aircraft] or fighter opposition. Searchlights observed after bombs away catching the tail of the plane at one
time during their two minute search.
WSM-183. Scratched when Z Square 33, piloted by Capt. McClure, swerved violently to the left on take-off due
to #1 and #2 props overspeeding. In bringing A/C to stop, at end of runway, the breaks (sic) were burned out.
[Apparently, Z-33 was considered repaired sufficiently from the earlier abort to try again later, but obviously not. -
JEB]
In compliance with FO #49 a wing training mission was flown to Rota [a still Japanese-occupied island between
Tinian and Guam]. 2 x 500 pound GP's were dropped on the runway from 9,000 feet. The 500th returned to
base 1110 K time."
"8 Feb. - Conducted class in naval recognition for Pilots, Co-Pilots, Navigators and Gunners at Group S-2.
Prepared briefing on Mission #24 to Ota. Briefing postponed 24 hours. [This mission would finally be flown on
10 Feb. - JEB] Lt. Thompson worked on situation maps. Cpl's Williams and O'Brien completed shelving [in S-2
office]."
9 Feb 45
"9 Feb. - Ground school carried over from classes excused yesterday PM. News presentation by Sgt Harris of
882nd in Group S-2. Wing practice mission flown."
10 Feb 45
"10 February 1945

At 0545 while preparing for take-off the lower aft turret of Z Square 12 ran away and fired rounds in a north
easterly direction across the runways. Apparently there was no damage except to the gun barrel which was
changed in time for the take-off. Spontaneous reaction of those who heard the firing caused a mild flurry of
scraped shins, etc., from 'hitting the dirt'."
On this day the 73rd Bomb Wing put up 85 planes for a high-altitude, precision strike against the Nakajima
Aircraft Assembly Plant near the city of Ota. For its part, the 500th Bomb Group put up 23 planes out of a
scheduled 22. No, that's not a mistake. When one of the originally scheduled planes had a mechanical
problem, a spare plane took off to replace it, but then the problem on the original plane was quickly fixed and it
took off too.
The Group formed into two combat squadrons, the first consisting of 12 planes (originally 11 but then augmented
by the spare plane) and the second of 11 planes. Leading the Group and the first squadron was Lt Col "Toby"
Brannock, CO 882nd Squadron, riding with 1/Lt Hale Hays and crew in Z-23, "Ramblin Roscoe". Leading the
second squadron was Maj Freeman Parsons, Group Operations Officer, flying with Maj Robert Luman and crew
in Z-5, "There'll Always Be A Christmas".
The participating planes and crews were:
First squadron
Z-27 (Savage)
Z-34 (Reeves), "Frisco Nannie"
Z-31 (Rouse)
Z-52 (Clinkscales), "20th Century Sweetheart"
Z-51 (Schmidt), "Tail Wind"
Second squadron
Z-5 (Luman), "There'll Always Be A Christmas"
Z-41 (Ryan), "The Baroness"
Z-12 (Curtis), "Wabash Cannonball"
Z-3 (Samuelson), "Ann Dee"
Z-10 (Kappil), "Punchin' Judy"
Z-13 (McGuire)
Z-7 (Calhoun), "Hell's Belle"
Z-2 (Brown), "20th Century Limited"
Z-11 (Thompson), "Holy Joe"
Z-4 (Mather), "Black Magic"
Take-off was from 0735 to 0747 using both runways. One plane of the first squadron, possibly either Z-46 or Z-
51 (records are unclear), had some sort of mechanical problem and failed to take off initially. However, the
problem was quickly fixed and the plane was able to take off after the second squadron and catch up to the first
en route. In the meantime, a spare plane, Z-47, had taxied out to take the place of the first plane, and Z-47 also
took off after the second squadron and joined the first, giving that squadron 12 planes.
Bomb load for this mission was 10 x 500 lb GP bombs and 2 x 500 lb Incendiaries.
Squadron and Group assemblies were accomplished as planned, except for the last two planes mentioned
above which caught up to the first squadron on the route out. With the second squadron flying to the right and
above the first, the 500th headed for the Wing Assembly Point. About two hours out, the #1 engine of Z-45 in the
first squadron swallowed a valve and the plane turned back, bombing Pagan Island on the way home.
For this mission, the 500th would bomb third in the Wing order, behind the 498th and 499th Groups and ahead of
the 497th. With regard to the route and formations, the Wing instructions for this mission were quite detailed. To
quote the 500th Bomb Group Consolidated Mission Report:
"Each Group in the 73rd Wing was directed to fly a combat group formation to the Wing Assembly Point, the
island of Nashino Jima (27 15N - 140 53E) [an island in the Bonins about 500 miles south of Japan, also known
as Nishino Shima]; at this point, the combat Groups were to form into a Combat wing type of formation and
depart on course at 100235 Z [1235 local time 10 Feb]. The Wing formation was to be maintained until 35 42N -
140 33E, at which point the Wing formation was to form into a column of Groups. At the IP (36 09N - 140 19E),
the north tip of Nishi Ura, the groups were to fall into a column of squadrons. The objective was to have all
squadrons over the target within the space of five minutes."
Such a complicated plan was doomed to failure. Indeed, the 500th Group reached the Wing Assembly Point
about ten minutes late to find that the two preceding Groups had decided not to wait. They were already
disappearing into the distance, beginning the climb to bombing altitude. The 500th immediately followed trying
to catch up but never did. The 73rd would bomb that day as individual Groups, not as a Wing.
Between the Wing Assembly Point and landfall, two more planes from the first squadron aborted, Z-31 due to a
severe oil leak, and Z-46 due to the #1 prop sticking at 2250 RPM and the #4 engine backfiring. Both these
planes bombed Iwo Jima on the way home. Z-4 from the second squadron developed a problem with the fuel
pump in #4 engine and could not keep up with the formation as it climbed to the briefed bombing altitude of
29,000 feet. She fell out about 125 miles from landfall but AC 1/Lt Walter Mather elected to continue to Japan
and bomb the Tatoyama-Hojo airfield south of Tokyo as a target of opportunity.
These aborts and drop-outs left the first squadron with only nine planes and the second with ten.
The formation made landfall as planned south of Choshi Point and proceeded to the IP, which was turned on
without difficulty. However, by this time the second squadron had fallen about 4-5 minutes behind the first.
At this point, the enemy fighters showed up. Fighter opposition was rated light, with only 31 reported attacks,
but most of those were made here, between the IP and the target. The high altitude, 29,000, for this mission,
apparently made it harder for the fighters to reach the B-29's, but some did. And one scored a hit. A Tony made
a pass on Z-13, AC Capt. Tull McGuire, who was leading the third element of the second squadron. McGuire
and his crew were on at least their fifth mission, but this was the first mission for unlucky Z-13. A gunner on Z-6
saw something fly off the bomber's right wing, after which the plane dropped back and pulled out of the formation
to the right, then turned 180 degrees and headed back toward the coast. A gunner in A-43 of the trailing 497th
Group observed Z-13 passing several thousand feet below, still headed for the coast but in a steep glide with her
#3 engine smoking. This was the last reported sighting of Z-13, and no radio messages were picked up. The
plane is assumed to have gone down in the sea, since neither plane nor crew were ever found.
The only other damage from fighters was a bullet which entered the navigator's compartment of Z-29 and
struck a computer.
B-29 gunners claimed one Tony destroyed (by the right gunner of Z-11), one Tony probably destroyed (by the
bombardier of Z-7), one twin-engine plane damaged (by the tail gunner of Z-3), one Irving damaged (by the ring
gunner of Z-2), and one Oscar damaged (by the tail gunner of Z-47).
Flak was encountered at various points along the route over land but was light and inaccurate. No planes were
hit.
With the loss of Z-13, only 18 planes, nine in each squadron, reached the target. Visibility was good except for a
cloud which obscured the target at the last moment. On an upwind bomb run, heading 282 degrees, and at just
below 29,000 feet, bombs were dropped by the first squadron at 1613 and the second squadron at 1619. All 18
planes successfully bombed the target except for Z-29, which suffered a partial rack malfunction and only got
away seven bombs, the remaining five being jettisoned later.
The last-minute cloud hindered strike photographs, but some of the crews reported bomb bursts in the eastern
half of the factory area. The target would later be assessed as 40% destroyed.
After bombs away, the squadrons turned right to a heading of 90 degrees and reached the coast without further
incident. All planes returned safely to Saipan, landing between 2227 and 2337.
The members of the lost crew in Z-13 were:
AC Capt Tull H. McGuire

Copilot 2/Lt Frank Fernandez, Jr
B F/O William Schulman
N 2/Lt Calvin W. Regnier
FE 2/Lt Urban J. Schroder
Radio S/Sgt William R. Johnson
Ring G Sgt Elijah G. Lane, Jr
RG Sgt Tony J. Maiorano
LG Sgt Roy E. Robbins
Radar S/Sgt Henry England
TG Sgt Sherman E. Brown
12 Feb 45
"12 Feb. - Battleship Tennessee and A/C on CV's Bogue class [The Bogue class was actually an escort carrier
(CVE), not a fleet carrier - JEB] moved into port. Wing critique -- the General [presumably O'Donnell] was quite
dissatisfied with results [apparently of the 10 Feb mission to Ota]. Gave class in Target Identification to radar
operators. Miss Barbara Finch from Reuters News Agency visited Squadron area."
14 Feb 45
"14 Feb. Twenty planes of the 500th Group participated in a Wing training mission to bomb the airstrip on Rota.
Major Parsons and Captain Thompson flew on the mission. [Freeman Parsons was the Group Operations
Officer, Berry Thompson was the Group Navigation Officer]."
15 Feb 45
On this day the 73rd Bomb Wing carried out a high-altitude, precision attack on the Mitsubishi Aircraft Engine
Plant in Nagoya. The 500th Bomb Group scheduled 24 planes for this mission, of which 23 were airborne.
The 23 aircraft which took off were organized into two combat squadrons. The first squadron, consisting of 12
planes, was led by Maj Freeman Parsons, Group Operations Officer, riding with Maj Robert Fitzgerald and crew
in Z-8, "Mission to Albuquerque". The Group and the second squadron were led by Lt Col William McDowell, CO
883rd Bomb Squadron, flying with Capt Vance Black and crew in Z-48. Other staff officers flying this mission
were Maj Johnston, Wing RCM (Radar Counter-Measures) Officer, with 1/Lt Harold Arbon and crew in Z-28, "Old
Ironsides"; and Capt Dorfman, Wing Gunnery Officer, with 1/Lt Richard Sullivan and crew in Z-7, "Hell's Belle".
First squadron
Z-8 (Fitzgerald), "Mission to Albuquerque"
Z-12 (Curtis), "Wabash Cannonball"
Z-7 (Sullivan), "Hell's Belle"
Z-29 (Gray), "Gravel Gertie"
Z-31 (Hughes)
Z-34 (Farrell), "Frisco Nannie"
Z-2 (Kappil), "20th Century Limited"
Second squadron
Z-48 (Black)
Z-43 (Setterich)
Z-26 (McClure)
Z-51 (Mahoney), "Tail Wind", was intended to be a part of the second squadron but failed to take off due to a
blown pusher rod housing.
Take-off was from 0658 to 0708 from both runways. Bomb load was 13 x 500 lb general purpose bombs, except
for Z-8, which carried 14 x 500 lb GP's and Z-11, which carried 12 x 500 lb GP's. (Each B-29 had slightly
different lift characteristics. Some could carry more, some less. Generally, the older a plane, the less capable,
hence the tag "war weary".)
Squadron and Group assemblies took place as planned, and the formation headed off toward Japan at 1,000
feet, with the second squadron high and to the left of the first.
Only about 130 miles north of Saipan, Z-21 developed a bad oil leak in #1 engine and had to turn back. Some
time later, Z-29 aborted due to a bad leak in #3 engine. Then something happened to Z-48, which carried the
Group Leader. She turned back, bombing Pagan Island on the way home. This left 20 planes in the Group
formation. Z-49 (Feathers) took over the lead, and Z-47 (Adams) took deputy lead.
The Wing routing and formation instructions were very similar to those of the previous mission. Wing Assembly
Point was again Nishino Shima. From there the Groups would head off for the IP in a column of combat groups
in order of 499th - 500th - 497th - 498th. At the IP the formation would move into a column of combat squadrons
to go over the target. The goal was to have all squadrons over the target within eight minutes. But once again,
all the elaborate staff planning went for naught.
The Wing assembly was actually accomplished ahead of time and the Groups headed for Japan at about 1145
and began their climb to altitude, but at approximately 28 degrees latitude the formation encountered a huge
weather front with thick clouds extending from 500 feet up to about 10,000 feet and continuing almost all the way
to Japan. This front totally wrecked the formation. The planes had to space out in order to avoid collisions and
lost sight of each other. Z-3 and Z-11 became totally lost, and the latter plane's radar was out. Both turned
back. Now there were only 18 planes left on the way to Japan.
When the bombers finally emerged from the clouds about 100 miles from the Japanese coast, no two planes
were together. The crews scanned the skies hopefully for other B-29's, any B-29's, to form up with to go in to the
target. Nobody wanted to go in alone if they could help it. A few planes were lucky enough to find some friends.
Jim Farrell in Z-34 fell in with seven other B-29's from various Groups and took No. 2 position in the second
element. This ad hoc formation, led by T-32, went in and bombed the primary from 28,000 feet. On the way,
they attracted a few fighters, one of which put some holes in Z-34's horizontal stabilizer. But the crew gave out
better than they got, the ring gunner shooting down an Irving and damaging a Zeke. Z-34 additionally suffered
some light flak damage over the target.
Jim Hanft, only a 2/Lt flying his second mission as AC in Z-33 (after several missions as copilot), hooked up
with three 497th planes, and this small group of four B-29's, led by A-2, also made it to the primary, bombing
from 27,000 feet. This formation was attacked by fighters as well, but Z-33 suffered no damage. As it turned
out, Z-33's camera was the only one working in this formation, and it got some good strike photos. Col Wright,
CO 497th Bomb Group, was so pleased with the pictures that he wrote up an official letter of commendation for
Hanft and his crew. (See attachment.)
Five other 500th B-29's bravely pressed through to the primary target alone. These included Z-49, Z-47, Z-6, Z-
9 and Z-45. Z-49 (Feathers crew) was jumped by no less than five Tony's and seven Irving's. Her #3 engine
was shot up, and she took holes in the fuselage, wing, oxygen system and #2 prop. She must have also been
hit in the #4 engine, because she lost that one soon too. Unfortunately, much of this damage was thought to
have been done by another B-29 not being careful where his bullets were going. Z-49 fought off the
fighters, with the ring gunner claiming an Irving destroyed and the tail gunner an Irving damaged. She then
bombed the primary from 29,000 feet.
Z-6 (Engle crew) ran afoul of some Oscars and Irvings which put holes in her horizontal stabilizer and the tail
gunner's compartment, seriously wounding the tail gunner, Sgt Romeo Rendina, but the plane still bombed
successfully from 26,300 feet. Rendina's life was saved, according to the 881st Bomb Squadron War Diary, by
"prompt first aid by Sgt Johnston and Lt Engle....” Sgt Lester E. Johnston was the radar operator, 1/Lt Robert E.
Engle was the airplane commander. Tragically, after helping to save the life of his tail gunner, Lt Engle would
soon lose his own.
Z-47 (Adams crew) managed to avoid the fighters while bombing from 31,000 feet, but she ran into a couple
more on the way out to the coast and picked up bullet holes in the fuselage, #4 prop ring cowl, #3 engine nacelle
and right-hand side wing flaps. Z-9 and Z-45, bombing from very high altitude, 31,800 and 33,200 feet
respectively, encountered no fighters.
The remaining 11 planes bombed targets of opportunity alone, except for Z-8, which bombed Hamamatsu
together with three 499th planes. Z-7 also bombed Hamamatsu, but alone. Z-2, Z-28 and Z-31 bombed Nagoya
individually. Z-12 bombed Wakayama; Z-52 bombed Hamajima; Z-43 bombed Toyohashi; Z-26 bombed
Shizuoka; Z-41 bombed Uji-Yamada; and Z-22 bombed Kinomoto. None of the 11 planes attacking targets of
opportunity encountered any fighter opposition.
In summary, seven planes bombed the primary target and eleven planes bombed targets of opportunity. Even
though strike photos showed several bombs hitting a large assembly building in the target area, getting only
seven planes over the target was not a good showing. Clearly, the poor weather on the way to the target was
the major factor in the failure of this mission.
Now there was the minor matter of getting home. All planes made it back; there were no losses. But for one B-
29 it was not easy. Z-49, Feathers crew, had been badly shot up over the target and could use some help. Maj
Fitzgerald in Z-8, which had been given the unofficial name of "St Bernard", seemed to have a special knack for
picking up stragglers. He found Z-49 limping away from Japan on only two engines and escorted the cripple all
the way home. Chico Carrico and crew in Z-24, "Pride of the Yankees", had shown on 27 January that it was
possible to make it back from Japan with two engines out on one side; now the Feathers crew and Z-49
repeated the feat. As the plane finally settled in on her landing approach to Isley Field, one of the two remaining
engines caught fire, but Z-49 made it down safely. Five minutes later, at 2315, after a whopping 16 hours and 15
minutes in the air, faithful Z-8 and “Fitz” Fitzgerald, having brought another cripple safely home, became the last
plane and crew to land.
16 Feb 45
"16 February 1945

Work on widening and deepening the main drainage ditch through the area was essentially completed
today. A new grease trap is being constructed for the mess waste lines."
"16 Feb. - Critique at Group S-2 [Intelligence Section] for Squadron and Group in AM and PM. No ground
school. [Ground school was classroom instruction.] Capt. Feathers brought back #49 from Nagoya on 2
engines. [This actually happened the night before.] Believed he was hit by B-29's over target, total time 16:20.
Crew ball games -- Feathers beat Black 16 to 2."
17 Feb 45
"17 February 1945

A 125 cu. ft. reefer was delivered to the Squadron Mess."
18 Feb 45
"18 Feb. WSM[Weather Strike Mission]-211. Z Square 3 [Harlan Jackson crew] aborted, radar out, bomb door
malfunction.
WSM-212. Z Square 4 piloted by Lt Mather took off 0700 to bomb Osaka Arsenal. A radar run was made from
28,500 feet, dropping 3 x 2000 # M66 bombs. Results were unobserved. AA over target was moderate and
accurate; there were no fighter attacks. [Return to] Base at 2020.
WSM-213. Z Square 9 flown by Capt. Hatch took off 181000 [18 Feb 1000] to bomb Osaka Arsenal. A radar
run was made on the target from 26,700 feet, dropping 3 x 2000 # M66 bombs. Results were unobserved. No
air or flak opposition were encountered. Base at 182300 [18 Feb 2300]."
19 Feb 45
On this day the 73rd Bomb Wing mounted another high-altitude, precision strike against their old nemesis, the
Nakajima Aircraft Engine Plant in Musashino near Tokyo, Target 357. This was the seventh mission flown
against this tough target, and it would prove to be a costly one for the 500th Bomb Group. The 500th scheduled
24 aircraft, of which 22 were airborne. The two planes and crews which failed to take off were Z-23 (Tackett),
"Ramblin Roscoe", and Z-5 (Kappil), "There'll Always Be A Christmas", for reasons unknown. Z-22 (Limpp) also
experienced some sort of mechanical problem but got it fixed in time to take off a little late.
The 22 planes which made it into the air were divided into two combat squadrons. Leading the Group and the
first squadron, which consisted of 12 planes, was Group CO Lt Col John E. Dougherty, flying with Maj Robert
Fitzgerald and crew in Z-8, "Mission to Albuquerque". Deputy Lead for both the Group and the first squadron
was Lt Col Ralph A. Reeve, CO 881st Squadron, riding with Capt Donald W. Thompson and crew in Z-2, "20th
Century Limited". Leading the second squadron, which consisted of 10 planes, was Capt Austin W. LaMarche in
Z-27.
First squadron
Z-2 (Thompson), "20th Century Limited"
Z-22 (Limpp), "Georgia Ann"
Z-12 (Samuelson), "Wabash Cannonball"
Z-10 (Calhoun), "Punchin' Judy"
Z-31 (Rouse)
Z-51 (Mahoney), "Tail Wind"
Z-53 (Clinkscales), "The Ancient Mariner"
Z-43 (Cheney)
Second squadron
Z-27 (LaMarche)
Z-26 (McClure)
Z-35 (Gray), "Pacific Queen"
Z-34 (D. Jackson), "Frisco Nannie"
Z-42 (Braden), "Supine Sue"
Z-41 (Ryan), "The Baroness"
In addition to Dougherty and Reeve, other command and staff officers flying this mission were Capt Berry P.
Thompson, Group Navigator, riding with Maj John Limpp and crew in Z-22 (this was the Limpp crew's first
mission, so Thompson probably came along to provide some experience); Capt Richard E. Hale, Group
Bombardier, riding with Capt Eugene Mahoney and crew in Z-51; Capt Walter Landaker, 883rd Squadron
Bombardier, riding with Capt McClanahan and crew in Z-45; and 2/Lt Robert E. Holmes, 883rd RCM (Radar
Counter-Measures) Officer, riding with 1/Lt John Ryan and crew in Z-41.
Take-off was from 0642 to 0649, except for Z-22, which got off a bit late at 0700 after fixing a mechanical
problem. It took her about two hours to catch up with the first squadron, but she made it.
Bomb load was 13 x 500 lb general purpose bombs for most planes. Three planes, Z-8, Z-33 and possibly Z-26,
carried 14 x 500 lb bombs.
Squadron assembly took place as planned, and the first squadron headed off for the Wing Assembly Point,
which again was the island of Nishino Shima. The second squadron lagged behind for some reason but
eventually caught up. The 500th was first in the Wing order on this mission. Arriving a little early at the Wing
Assembly Point, the 500th made two complete circles to allow the following Groups to catch up. At 1224 the
500th led the Wing formation due north for Japan and began the climb to altitude. Wing instructions were again
to form first into a column of Groups, then at the IP into a column of squadrons, with the goal of getting all
squadrons over the target within eight minutes. Once again, this objective proved too difficult to achieve.
The first problem was two mild weather fronts encountered on the way to Japan which spread the formation out
a little. The second problem was that navigation was slightly off and the formation hit the Japanese coast about
15 miles to the left of scheduled landfall, which was Hikisahoso Bay. However, this error was corrected and the
formation flew on to the IP, the city of Kofu. Here the scheduled turn to the right was made and the formation
headed toward the target at 26,000 feet on a course of 085 degrees.
At this point, the first squadron still had 12 planes, but the second was now down to nine, Z-41 having aborted
some distance north of Nishino Shima due to a bad oil leak in #1 engine.
The first squadron was still led by Z-8, with Z-2 and Z-7 in No. 2 and No. 3 positions respectively. Z-22 was
trying to close the diamond on this element but was lagging behind. The left, high element was a bit loose but
still roughly together, with Z-45 in the lead, Z-51 on her right wing, Z-53 on the left, and Z-43 closing the
diamond. But the second, low element on the right was in disarray. Z-11 was in the lead, with Z-10 still keeping
station on her left wing, but the other two planes in this element, Z-12 and Z-31, were straggling well behind.
Two minutes behind the first squadron, the second squadron was not in much better shape. Z-27 was still
leading, and Z-26 was close up on her right, but Z-29 had fallen well back on the left wing. In the right,
high element, Z-35, the leader, was going too fast, even pulling ahead of Z-27 and the lead element. This had
caused Z-34 on the right wing and especially Z-33 on the left wing to fall behind. The left, low element, led by Z-
52, was in better shape, but Z-42 on the right wing was lagging a little, and Z-46 on the left somewhat more.
The Japanese had obviously had plenty of warning of the bombers' approach. As the 500th planes reached the
IP and turned, they could see enemy fighters already waiting at altitude. There was something else they
could see, or rather not see -- the target. The Nakajima factory area was covered by clouds and a heavy haze.
A visual run would not be possible. Someone, presumably Lt Col Dougherty, made the decision to divert to the
secondary target, the urban and industrial area of Tokyo. Course was accordingly altered to 088 degrees.
The change of target didn't matter to the fighters waiting overhead. They had death on their minds, not
excluding their own. 2/Lt Osamu Hirosi was determined to take down a B-29. He positioned his twin-engine Ki-
45 "Irving" above the bomber formation, carefully picked his target, and dove almost straight down. He struck Z-
12 squarely, just behind the wing at the rear pressurized compartment. The Irving disintegrated and the B-29
broke in two, with the tail section further breaking up and the forward section heading vertically toward the
ground trailing smoke and flames. About 10,000 or 15,000 feet below, the left wing broke off and what was left
of the B-29 was then lost in the low clouds. No parachutes were reported at the time, and it was thought there
were no survivors, but after the war it was learned that there had been one -- the radar operator, T/Sgt Robert
Evans, who was thrown out of his compartment by the collision and then parachuted into captivity. It was also
learned that the right and left gunners had also parachuted down, but Sgt Charles Weiser did not survive the
descent and Sgt Robert Janecek was badly burned and died on 6 March in a Japanese hospital from lack of
medical attention. On the Japanese side, 2/Lt Hirosi was apparently killed instantly but his rear observer, Cpl
Kimio Kato, miraculously survived. Kato was thrown from the plane and knocked unconscious, but his parachute
opened automatically and he floated down and landed in a tree.
The other straggler in the first squadron, Z-31, was also singled out by fighters. The first pass set fire to the
bomb bay tanks. Additional attacks put the upper forward turret out of operation, severed control lines to the tail,
and depressurized the plane. Observers in other planes saw Z-31 lose altitude and slide to the left, then go into
a spiral, with at least five fighters following her down, pecking away. Finally, the bomber went into a vertical dive
and was lost in the haze. Again, no parachutes were seen, but in fact right gunner Sgt Harry McGrath, who was
wounded in the leg, and radar operator Sgt Melvin Johnston managed to bail out. Both men would survive
captivity.
The gunners on the other B-29's were unable to pay close attention to Z-12 and Z-31 going down, as they were
busy fighting for their own lives against what many called the most aggressive and concentrated fighter attacks
they had seen yet. Over 200 individual attacks were reported, mostly by twin-engine Irvings and generally from
ahead and behind. Some gunners inferred from this that the Japanese realized that the 20mm cannon in the tail
position had been removed.
The enemy fighters continued to go after the first squadron, particularly the broken right element of the first
squadron. Z-11 was hit in the #3 engine, which had to be feathered. The plane could not maintain altitude and
began to drop below the formation. Z-10's right wing was hit and a bullet zipped into the forward cabin near the
copilot. Up front, deputy lead Z-2 was hit in the right wing and the #4 engine, the oxygen system was damaged,
the antenna was shot away, and her ring and right gunners were slightly wounded. Z-43 was holed in the
vertical stabilizer.
The second squadron got attention too. Many fighters were observed making a diving pass on the first
squadron, then pulling up and attacking the second squadron from below. Z-33's left elevator trim tab was
severed and a bullet put a hole in the tail gunner's oxygen line. Z-52's left horizontal stabilizer was shot up. Z-
42 was holed in the right wing. Z-46 took hits in the left wing, ring cowl, vertical stabilizer and fuselage. Her
engine controls were shot away, and the airplane commander and left gunner were slightly wounded.
B-29 gunners fired thousands of rounds this day and many of them found their mark. Claims were as follows:
Z-45 -- ring gunner, two Zeke's damaged; bombardier, one Nick damaged
Z-22 -- ring gunner, one Tony destroyed and one Irving probable
Z-29 -- left gunner, two Zekes destroyed; ring gunner, one Tojo damaged
Z-2 -- ring gunner, one Irving destroyed; bombardier, one Irving destroyed
Z-35 -- ring gunner, one Irving destroyed
Z-34 -- right gunner, one Irving damaged
Z-46 -- right gunner, one Irving damaged; tail gunner, one Irving damaged; bombardier, one U/I twin-engine
destroyed
Z-7 -- right gunner, one ABC (sic) probable
Z-11 -- left gunner, one Irving destroyed; bombardier, one Tony destroyed
Z-53 -- left gunner, one Irving probable; tail gunner, one Irving destroyed
Z-10 -- left gunner, one Irving probable
Z-42 -- tail gunner, one Hamp probable
Z-51 -- ring gunner, one Tojo damaged; right gunner, one Irving probable
Total claims came to 10 fighters destroyed, 6 probables and 6 damaged.
Despite their losses and the fighters continuing to buzz around them, the bombers swept on undeterred toward
the target, now the city of Tokyo. Because the bottom haze covered the whole area, a radar drop was
necessary. Bomb bay doors in the first squadron opened and at 1547 99 x 500-pounders rained on the city from
25,800 feet. Two minutes later, the second squadron, following at 25,900 feet, added 105 more bombs, for a
total of 51 tons dropped that day by the 500th Bomb Group. It would have been more but Z-53's bomb bay
doors failed to open and Z-43 had a complete rack malfunction, while Z-45, Z-29, Z-35, Z-34 and Z-46 suffered
partial rack malfunctions. Unfortunately, due to the undercast, no bomb results could be observed.
Beginning at about the IP, Japanese anti-aircraft had been active, and sometimes accurate, especially over
Tokyo. Flak shredded the right wheel well door on Z-52. Z-2 was also struck, and suffered cracked top and right
blisters. Z-46 was holed in both the right and left sides of the nose section and her left blister was cracked.
After bombs away, the squadrons broke away, first to the left, then back right to 90 degrees and on out to the
coast. Fighter attacks quickly tapered off, as the enemy pilots probably turned their attention to the following
Groups, but the 500th formation was maintained well out to sea before the B-29's broke up into elements for the
long flight home.
But now it began to look like the Group might lose a third plane on this day. The runaway prop on Z-11's
damaged and feathered #3 engine finally broke loose and flew off to the left, cutting a deep gash in the right side
of the fuselage. Flight control cables, as well as the controls to the #4 engine, were severed. The plane was still
flying, but with difficulty, and no one knew for how long.
This was another job for Maj Robert Fitzgerald and old "St Bernard", Z-8, and there they were, johnny-on-the-
spot. Fitzgerald came in alongside Z-11 and stayed with her all the way home. When they reached Saipan, Z-
11 was able to land but had no hydraulics so she couldn't stop and was very difficult to steer. She veered off to
the left of the runway and crashed into a parked 497th plane, A-9, “Skyscrapper II”. Both planes were totally
wrecked, one ground crewman was killed, and four crewmen on Z-11 were slightly injured. The 500th had lost
another plane, and had cost the 497th one, but at least the crew had been saved. Z-8, her good shepherd task
completed, set down last, at 0028 on 20 Feb. All other 500th planes had made it back safely more than two
hours earlier.
In sum, the 500th had lost three planes and two crews, while shooting down 10 enemy planes and dumping 51
tons of bombs on Tokyo... but not a single one on the primary target. Target 357 retained its hex on the 73rd
Bomb Wing.
There was frustration at all levels of the XXI Bomber Command, the 73rd Bomb Wing and the 500th Bomb
Group over their continuing inability to consistently hit the primary target, especially Target 357. Tempers were
getting short. Capt Hale, Group Bombardier, who had flown this mission, did not shrink from sharing his opinion
on the matter with his superiors. In his Bombing Data report he essentially threw out a challenge: "Suggest staff
Bombardiers in Group, Wing and Bomber Command be ordered to fly combat missions [Hale's underline] ... so
that some of the problems incountered (sic) may be understood and correct solutions though(t) out."
The crewmembers lost on Z-12 were:
AC 1/Lt Stanley H. Samuelson

Copilot 2/Lt Jack S. Martinson
B 2/Lt John J. Wright
N 2/Lt Charles R. Kingsley
FE 2/Lt Elwyn M. Shinn
Radio T/Sgt Albert T. Kramer
Ring G Sgt John J. Goulooze
RG Sgt Charles R. Weiser
LG Sgt Robert J. Janecek
Radar S/Sgt Robert P. Evans (survived as POW)
TG Sgt Forrest M. Hargrove
The crewmembers lost on Z-31 were:
AC 2/Lt George C. Rouse, Jr.

Copilot 2/Lt Jack A. Kutchera
B 2/Lt Robert J. Sullivan
N 2/Lt Donald G. Thompson
FE 2/Lt Howell R. Young
Radio Sgt Stephen J. Woods
Ring G Sgt Harry E. McGrath (survived as POW)
RG Sgt Harry W. Thompson
LG Sgt Eugene E. Gilbreath
Radar Sgt Melvin L. Johnston (survived as POW)
TG Sgt Clinton W. Simonson
20 Feb 45
"WSM-217 Lt Barron of the 883rd Squadron flew a weather reconnaissance mission to Japan. Z Square 47
returned to base without injury to self or crew.
WSM-218 Lt Gregg got off at 200305 [20 Feb 0305] to bomb the arsenal at Osaka. A visual run was made
from 28000 feet dropping 4 x 2000 pound bombs. Although black-out hampered observation, two explosions
were observed. There were no fighters or flak. ][Return to] Base: 201750.
WSM-219 Lt Hughes in Z Square 24 bombed the dock area of Tokyo. A visual run was made from 27,000
feet dropping 4 x 2000 pound bombs. The results were unobserved. The flak was meager and no fighters were
met. Base: 210145."
21 Feb 45
"21 Feb. - Ground school -- intelligence gave a program of target study to continue for approximately three
days. Ball team beat 882nd. Lt. King and crew reported to squadron."
22 Feb 45
"22 February 1945

Captain Bricker's crew returned from recreational DS [detached service] in Hawaii, looking well and reporting
a fine time."
The Bricker crew (#113) had ditched on their first mission on 18 Dec 44. Seven men survived the ditching and
were rescued by a sub. After several weeks on the sub, they were returned to Saipan in January and then sent
on rest leave to Oahu, which was SOP for any crew which had undergone a ditching or similar harrowing
experience.
23 Feb 45
"23 February 1945

At about 1250 today, while on a routine local [slow-timing] flight, Z Square 6 ["Draggin' Lady"], piloted by 1st
Lt. Robert E. Engle, developed mechanical trouble, tried to land at Isely, couldn't make it -- tried to land at Kobler,
failed and finally landed with wheels down in the ocean just inside the reef north of Kobler Field on the west side
of the island. The plane almost stood on her nose and Lt. Engle and 2d Lt. Glenn E. Pavey were trapped in the
nose and drowned. Of six sailors who were passengers [it was common practice to give ground crewmen,
sailors, marines, etc., rides on such flights - JEB] five escaped and one (named Granach?) was killed. M/Sgt
Dooley H. Rogers [probably a ground crewman] and Sgt John L. Lippa [radio operator] were wounded."
24 Feb 45
"24 February 1945 [date is actually typed as 23 Feb but this is clearly an error]
Lts. Engle and Pavey were buried in the 27th Division Cemetery at 1430 today. Chaplain Hickey conducted
the simple, impressive ceremony. Lt. Col. Dougherty [500th Group CO], Lt. Col. Brandon [500th Group Deputy
Commander], and Lt. Col. Reeve [881st Squadron CO] were among the officers present. Twelve honorary
pallbearers among the crew members and friends of Lts. Engle and Pavey volunteered."
"24 Feb. - No ground school scheduled. Wing briefing at 1600 and Group briefing at 1830 for Mission #27,
urban area of Tokyo. All out mission with 313th and 314th Wings participating."
25 Feb 45
On this date the 73rd Bomb Wing conducted a high-altitude incendiary attack against the city of Tokyo. For this
mission, the 500th Bomb Group scheduled more aircraft than ever before, 31 of its own plus four attached from
the 499th Bomb Group. Of those 35 planes, 32 made it airborne, including 30 from the 500th plus two of the
499th planes.
Also for the first time, the 500th had enough planes to form three combat squadrons. Group and first squadron
leader was Lt Col Joseph "Toby" Brannock, flying with his favorite crew, 1/Lt Hale Hays and crew, in Z-23,
"Ramblin Roscoe"; deputy squadron leader was Capt Joseph M. Savage, Jr., newly promoted to 882nd
Squadron Operations Officer replacing Maj Frank Roberts, lost on the 23 Jan mission, and riding with Capt Cecil
Tackett and crew in Z-24, "Pride of the Yankees". (The "Pride" was back in action after making it home on two
engines on the 27 Jan mission.) Second squadron leader was Maj John Gay, 883rd Operation Officer, riding
with Capt Vance Black and crew in Z-48; deputy squadron lead was Maj Charles Adams in Z-47, "Adam's Eve".
Third squadron leader was Deputy Group Commander Lt Col Harry Brandon, riding with Maj Robert Luman and
crew in Z-5, "There'll Always Be A Christmas"; deputy squadron lead was Capt Horace "Hod" Hatch in Z-9, "Nina
Ross".
First squadron (12 aircraft)

Z-24 (Tackett), "Pride of the Yankees"
Z-22 (Limpp), "Georgia Ann"
Z-26 (McClure)
Z-33 (Hughes), "Slick Dick"
Second squadron (11 aircraft)

Z-48 (Black)
Z-52 (Holmes), "20th Century Sweetheart"
Z-54 (Schmidt)
Z-50 (Gregg), "Fancy Detail"
Z-51 (Setterich), "Tail Wind"
Z-42 (Ryan), "Supine Sue"
Z-27 (D. Jackson)
Third squadron (12 aircraft)

Z-5 (Luman), "There'll Always Be A Christmas"
Z-8 (Thompson), "Mission to Albuquerque"
Z-19 (Sullivan), "Sna Pe Fort"
Z-4 (Oswald), "Black Magic"
Z-2 (Mather), "20th Century Limited"
Z-10 (Kappil), "Punchin' Judy"
(499th aircraft)
V-13 (Boozer)
V-7 (Smith)
V-1 (Vacula)
V-14 (Bass)
Take-off was from 0737 to 0753 using both runways. Z-3, V-7 and V-1 failed to take-off for unknown reasons,
leaving the third squadron with only nine planes. Bomb load was 1 x 500 lb M64 general purpose bomb and 16
x E46 incendiary clusters, except for Z-34 and Z-54, each of which carried 1 x 500 lb M64 general purpose bomb
and 15 x E46 incendiary clusters.
Squadron and Group assemblies took place as planned, and the group headed for the Wing Assembly Point,
which once again was the island of Nishino Shima in the Bonins. There was one small change this time,
however, due to the growing number of 313th and 314th Bomb Wing planes now participating in raids (this was
the inaugural mission for the 314th). The 73rd Wing would assemble to the east of Nishino Shima, while
the other two wings would assemble to the west. But the 73rd assembly never took place as planned. When the
500th Group reached the designated point, they found what seemed to be general confusion. Some crews from
the 500th saw two B-29's from the 497th Group collide here, with loss of both planes and crews. The 500th
finally moved off toward Japan at 1252, twelve minutes behind schedule, following another formation.
At about 25 degrees latitude, the formation entered a warm front, which caused icing on some planes as they
passed through the moisture-laden clouds. The front also broke up the formation as the planes maneuvered
individually in the clouds and started their climb to altitude. Before the mainland was reached, two planes from
the first squadron had turned back -- Z-28 due to loss of oil in #2 engine and Z-26 due to severe icing which
prevented climbing above 21,000 feet.
The 30 remaining planes made landfall, mostly in the vicinity of Hamamatsu, but as individual aircraft. It was
pretty much a repeat of the 15 Feb mission, with some planes able to link up with others and bomb in small
formations while others had to go in individually. Z-2's engines were overheating, so she opted to bomb
Hamamatsu as a target of opportunity. The 29 other planes all bombed the primary, at one point or another.
Tokyo was entirely covered by clouds, however, so all drops had to be made by radar. With most planes acting
individually, target approaches varied from 77 to 132 degrees and bombing altitudes from 25,000 to 30,700 feet.
Eight aircraft -- Z-32, Z-22, Z-35, Z-34, Z-54, Z-45, Z-10 and Z-19 -- experienced partial rack malfunctions and
got only some bombs off. Z-54 even made two runs over the target trying to get all her bombs off but was
unsuccessful. Due to the cloud cover, no bomb results were observed and no strike photos could be taken.
The only good thing about the lousy weather was that it kept enemy fighters from making any attempt at
interception. No fighters were seen. Flak was light to moderate and ineffective. No B-29's were hit by flak.
All planes returned safely to Saipan, landing between 2112 and 2344, except for Z-30, which made it back but
had to make a crash landing when her landing gear would not come down. The plane was badly damaged but
the crew were uninjured.
Because of the poor weather and the disorganized nature of the bomb drops, only one square mile of Tokyo was
burned out on this mission. But this modest achievement in the face of very adverse conditions helped convince
General LeMay that much greater results could be obtained if the fire-bombing was carried out properly, that is,
by large numbers of bombers dropping their incendiaries in concentration in designated areas. He would begin
putting his theory to the test in March.
26 Feb 45
Following the 25 Feb mission, staff officers wrote up their required reports. Only one hard-to-read page of what
appears to be the Group Bombardier's Report for the 25 Feb 1945 mission is preserved in the microfilm records.
There is no title page or signature block, but from the out-spoken style it appears to have been written as usual
by Capt Richard E. Hale, for whom reticence was not a priority. He scolded his superiors again:
"Missions should be planned at least 48 hours in advance so that Groups may properly prepare. Numerous
changes in bomb load and the use of a bomb that is new to all bombardiers [evidently Hale meant the E46
incendiary] is not only conductive [sic, obviously meant "conducive"] to gross errors but could be dangerous to
the lives of the Air Crew. The 500 lb. E46 bomb is a difficult bomb to unpack, load, fuse and arm. When crews
are rushed in any of these operations, the danger of accidents in handling and in the air are greatly increased.
Bomb tables available for this bomb consist in this group of one (1) PROVISIONAL TABLE which is a
photographic copy. This made it necessary to mimeograph copies of the table and instruct the individual
bombardier in its use over a very limited time. Changes in A.P. [Aiming Point] were received after 2300 on the
night after briefing and this made it necessary to brief the bombardiers on this point at the early morning weather
briefing."
And just in case his superiors somehow missed how he felt about the E46, Hale gave it another kick:
"Suggest the use of the E46 Cluster be discontinued. The weight of the cluster is 425 lbs. The weight of the
bombs in the cluster is 228 lbs. This gives a dead weight of Cluster Adapter of 197 lbs. This weight seems too
great for the type of bomb carried. Further, the bomb is difficult to handle and has a great amount of packing
material which complicates the handling."
Meanwhile, in other parts of the Group, the routine went on. From the 883rd Bomb Squadron War Diary:
"26 Feb. -- Squadron and Group Critiques on Mission #27 in Group Briefing room. Lt. Col. McDowell gave
orientation talk to the two new crews (Lt. King and Lt. Adamson)."
27 Feb 45
"27 Feb. -- Ground school, gave two hours of target study. Several major league ball players visited the group;
Pee Wee Reese, George Dickey, Vandermeer and several others. Group staff beat 883rd staff 15 to 12."
1 Mar 45
"1 March 45. In preparation for a major strike, a Wing Training mission was flown this morning; FO-54. This
Group dispatched 2 combat squadrons of 9 planes each. Each aircraft will drop 2 x 500# GP bombs on Rota
from 11,000 ft. Major Parsons [500th Group Ops Officer] participated."
"1 March
Capt. Joseph J.. McConnell, Squadron Surgeon, was put on temporary duty to the 148th General Hospital to
assist in the medical and surgical care of casualties from Iwo Jima." [The invasion of Iwo Jima began on 19
Feb. Casualties were very heavy among the Marines (and Navy support personnel). This operation was
understandably of great interest to the B-29 crews in the Marianas. - JEB]

"1 March: About half of the crews were flying a practice mission so the quiz on target study given the day before
was reviewed. Started spreading dirt and filling holes around the [S-2] office [area]. Painted the front display
wall. Briefing at 1830."
2 Mar 45
"2 March
1st Lt. James M. Pearson's crew left for rest camp on Oahu. Sgt. Richard M. Landsman left for 90 day
recreational D.S. [detached service] in the United States." [The Pearson crew was the one that brought a badly
shot up Z-11 back from Tokyo on the night of 19 Feb and crash landed into a 497th plane off the runway. - JEB]
"2 March: Mission cancelled. No ground school today. Completed oiling of the floors and changed the
displays. Combat officers beat the Staff officers 5 to 4 in twelve innings."
3 Mar 45
"3 March Group training mission consisting of 21 A/C paid a visit to Rota this morning. A couple of bombs were
dropped and the ships were back in the hardstands by 1200."
"3 March: Office partition painted. Officer Call at 1315 hours. General O'Donnel [sic] addressed the officers and
endeavored to explain the rotation plan, censorship, promotion policy. Practice mission flown. Briefing at 2330
hours for Mission 28."
4 Mar 45
On this date the 73rd Bomb Wing flew another high-altitude, precision strike against Target 357, the Nakajima
Aircraft Engine Plant in Musashino near Tokyo. However, there would be a tactical change this time in the hope
of fooling the enemy. The B-29's would take off at night, so as to arrive over the target much earlier than before.
Because of the night take-off, there would be no attempt to form up by squadrons or groups. Each plane was to
fly individually to the Wing Assembly Point about 100 miles off the coast of Japan. By that time it would be
daylight and the planes would assemble there into formations and proceed to Japan. If an aircraft was unable to
find its own squadron or group formation, it was to join any formation. Planes unable to locate any friendly
planes were to proceed to Japan individually and bomb the last resort target, the coastal city of Hamamatsu.
The 500th Bomb Group contributed 24 planes to this mission, plus two planes to act as Superdumbos (rescue
aircraft) for the entire Wing. The 24 attack planes were nominally divided into two combat squadrons. Leading
the Group and the second squadron was to be Col John B. Montgomery, XXI Bomber Command Chief of Staff,
flying with Maj Robert Fitzgerald and crew in Z-8, "Mission to Albuquerque". Leading the first squadron would be
Lt Col William McDowell, flying with Capt Vance Black and crew in Z-48.
First squadron
Z-48 (Black)
Z-54 (Gregg)
Z-53 (Holmes), "The Ancient Mariner"
Z-50 (Braden), "Fancy Detail"
Z-45 (Cheney), "Mustn't Touch"
Z-26 (Limpp)
Z-22 (Sasser), "Georgia Ann"
Second squadron
Z-9 (Conn), "Nina Ross"
Z-12 (Mather)
Z-4 (Althoff), "Black Magic"
Z-2 (Lewis), "20th Century Limited"
Z-11 (Calhoun)
Z-29 (Arbon), "Gravel Gertie"
Z-30 (Gray), "Sting Shift"
Z-35 (Haas), "Pacific Queen"
The 500th took off third in the Wing order, between 0141 and 0153. That is, except for three planes from the first
squadron which were delayed due to problems. Two of these were minor and quickly fixed, and those planes
took off immediately after the second squadron, at 0154. Z-53, however, had a more serious problem. While
making her take-off run, one of the life rafts popped out of its compartment in the fuselage above the wing. The
crew had to abort the take-off and taxi back to have another life raft installed. This took some time, but Z-53
finally got off, at 0234.
Bomb load for this mission was 13 x 500 lb General Purpose bombs for most planes. Two planes carried 14 of
these bombs and four planes carried only 10.
The planning for this mission included many small but important details. The 500th staff incorporated many of
these into a page of "Pilot Hints" for use of the crews. This might bring back memories for some of the veterans.
//Begin page//
500th Bomb Gp FO #61

SAIPAN Mission 28
4 March 45
PILOT HINTS
1. Taxi to runway indicated by Aldis lamp located at West end of runway "B".
2. Take-off with formation lights on. Flight leaders only will turn on recognition
lights before take-off. Landing lights for take-off is [sic] optional, although
recommended. Take off at one minute intervals.
3. Assemble in flights while on course to Wing assembly, if possible. (CAS to

target 195)
4. Don't test fire until light.
5. Turn off all lights at day-break.
6. Start climb at approximately 30 degrees 45 minutes N.
7. Assemble at 27,000 feet. Group leader will have nose wheel down and will be
the only plane transmitting - - - - - Z Z Z on 585 K.C. while at WIng assemble point.
Leader will be circling to left 1/4 needle turn. Altimeter setting for assembly will be
29.92 .
8. First Group will circle Wing assembly point for 45 minutes

Second Group will circle Wing assembly point for 30 minutes
Third Group will circle Wing assembly point for 20 min.
Fourth Group will circle Wing assembly point for 15 minutes
9. If assembly is not effected at Wing assembly point proceed to control point (land
fall) and attempt an assembly there. If less than three ships are together do not go to
primary target.
10. Never leave any other aircraft once joined regardless of squadron or group.
11. Fly it tight and well forward. Bomb on leader only. If flying with the 498 remember
they are carrying 2000 pound bombs.
12. Homing: 497th 524 A

498th 534 X
499th 565 V
500th 585 Z
13. Watch VHF use. Silence except in emergency on way to Target.
//End page//
Before reaching the Wing Assembly Point one plane, Z-2, turned back due to a swallowed valve in #4 engine.
The remaining 23 planes reached the assembly point and attempted to form up as planned.
First squadron leader Lt Col McDowell in Z-48 managed to collect five other planes from his squadron, Z-47, Z-
54, Z-50, Z-51 and Z-45. They were joined by Z-34 from the second squadron and two planes from other
Groups, A-2 from the 497th and T-31 from the 498th, to make a nine-plane formation.
Second squadron leader Col Montgomery in Z-8 gathered four other planes from his squadron, Z-9, Z-11, Z-12
and Z-30, plus K-34 from the 505th Group of the 313th Wing out of Tinian, for a total of six planes.
Nine more 500th planes linked up with other formations. Z-29 joined a five-plane formation led by V-8 of the
499th Group and also containing V-50, K-20 (505th Group), E-19 (504th Group) and T-2 (498th Group). Z-3 and
Z-52 were part of a nine-plane mostly 498th formation led by T-26. Z-22 tagged along with a 14-plane formation
led by L-2 (6th Group). Z-26 was with a 12-plane squadron led by A-46 of the 497th. Z-33, Z-35 and Z-4 joined
a mostly 497th squadron of 11 planes led by A-10. And Z-53, the plane that took off late due to the popped life
raft, ended up leading a four-plane element in an 11-plane squadron led by A-6.
The mixed formations headed off for the IP, the city of Kofu, where they turned onto the planned course of 86
degrees. Meanwhile, the last two 500th planes, Z-21 and Z-32, having been unable to find any friendly planes,
bombed Hamamatsu individually as directed.
As the formations approached the primary target, a familiar scenario replayed itself. The primary was completely
covered with clouds. Accurate bombing of the relatively small factory grounds would be impossible, so all
planes diverted to the secondary target, the urban area of Tokyo. The city was also cloud-covered, but as a
large area target, it could be bombed effectively by radar. Target 357 had been saved by weather again.
As the various formations passed over Tokyo, they dropped their loads between 0941 and 1005 from altitudes
ranging from 26,000 to 28,000 feet. Due to the thick undercast, no bombing results could be observed or any
strike photos taken.
All 500th planes bombed successfully except for three. Z-34 was able to drop only half her bombs. It was later
found that the shackle on the lower forward rack had been loaded backwards. Two planes failed to drop any
bombs at all, Z-53 due to a bomb door malfunction and Z-35 due to a short in the bomb circuit. Z-53 was able to
salvo her bombs later, but Z-35 could not and had to lug all ten bombs all the way back to Saipan.
Due either to the bad weather or the surprise of the earlier bombing, there was no fighter opposition. The only
damage suffered by the 500th on this mission was two planes slightly damaged by flak. Z-9 was holed in the
elevator, the left wing tip and the back of the rear bomb bay. Z-11 was hit in the right wing, including a hole in
the fuel tank access panel outboard of #4 engine.
All planes returned safely to base, landing between 1435 and 1740.
5 Mar 45
"5 March.
WSM 256. Lt Hays, in Z Square 23 ["Ramblin Roscoe"], took off 0600 K employing flight plan "A". Returned to
base at 2000 K.
WSM 257. Lt Setterich employing flight plan "C" took off at 1200 K in Z Square 43. Returned 0200 K.
WSM 258. Lt Booze employing flight plan "G" took off 2100 K in Z Square #6 ["Booze Hound"]. Returned at
1100 K."
This was the initial combat mission for Lt. George Booze and crew, and also for "Booze Hound", 44-69746, the
replacement Z-6. You may recall that the original Z-6, "Draggin' Lady", 42-24694, was lost on 23 Feb 45 when
she crashed into the water off Saipan during an engine test flight. The pilot and copilot, 1/Lt Robert Engle and
2/Lt Glenn Pavey, were killed in that accident.
6 Mar 45
"6 March
WSM 259. Capt. Bricker flying Z Square #1 took off at 0500 K. Flight plan "D" was accomplished and A/C
returned at 1100.
WSM 260. Capt. Tackett in Z Square 24 ["Pride of the Yankees"] took off 052000 and landed 061205; flight plan
"C" accomplished without incident.
WSM 261. Lt. Standen in Z Square 54 in accordance with flight plan "G" bombed the Saiki Naval base by radar
from 26000 [feet] with 10 G.P.'s."
"6 March: Lt Setterich returned from WSM C257 at 0530 hours. Two hours of target study given by Lt
Thompson. Lt Standen took off at 2100 hours on WSM G261 for Kure. Cpl O'Brien was CQ [Charge of
Quarters] last night so is off today."
7 Mar 45
"7 March
WSM 262. Lt. Farrell flying Z Square 34 ["Frisco Nannie"] accomplished flight plan "A" without incident. Off at
2015; land: 1155.
WSM 263. Lt. Gray, Z Square 35 ["Pacific Queen"], accomplished plan E without incident. Take-off:
2035. Land at base: 0427.
WSM 264. Lt. Holmes, in Z Square 46 ["Su Su Baby"], took off at 1700 carrying 10 G.P. bombs for the target
Makki. On the return trip the ship was forced to ditch about two hours from base. A destroyer reaching the
scene picked up eight of the 12 crewmen. Two of who[m] died: Major Gay, 883rd Operations Officer, and Lt
Sparks on board the ship. Lt. Holmes went down with his ship."
"7 March: Lt Standen returned safely from WSM G261. He did not bomb the briefed target on account of strong
headwinds. [This contradicts the Operations Journal entry for this mission (see my 6 March posting). Which do
you believe? My personal opinion is that the Operations Section was not above spinning results. - JEB] There
was [sic] no flak nor fighters. Two hours of target study given. Lt Holmes, with Major Gay, took off at 1700 hours
on WSM G264, target Kure. [Are Kure and Makki (see above Operations Journal entry) the same?
Another discrepancy. - JEB] Our squadron won from the 881st nine 7 to 4."
8 Mar 45
"8 March: Lt Holmes ditched at approximately 17 00 N - 144 00 E at 0734 hours. Three hours of target study
given. Won a ball game from Group Staff officers 3 to 2. The destroyer HUDSON picked up the survivors of Lt
Holmes crew." [These war diary entries must have been taken from a running daily log, hence the intermixing of
the banal with the vital. - JEB]
The Holmes crew in Z-46, “Su Su Baby”, were forced to ditch when they ran out of fuel returning from a Weather
Strike Mission after spending too much time over Japan and encountering adverse winds. They were lucky in
that about 120 miles north of Saipan they found a convoy on its way back from Iwo Jima and ditched nearby.
This resulted in a prompt rescue by the destroyer Hudson, but still six of the twelve men on board died. AC Ted
Holmes, radar operator Norman Anderson, left gunner Ellis Granger and right gunner Robert Fisher went down
with the plane. Bombardier Al Sparks and Maj John Gay, the 883rd Squadron Operations Officer, who was
along as an observer, got out of the plane but died before rescue, either from drowning or injuries. Copilot Gil
Easton, flight engineer Bob Sebring, navigator Bob Pope, radio operator Ralph Lietz, ring gunner Charles Mohn
and tail gunner Pat Collins survived, but all except Pope and Collins had serious injuries that put them out of the
war. This incident emphasizes how dangerous ditchings are, under any circumstances. In November 2009, with
the help of Sebring and Pope, I edited a detailed account of this ditching called "Last Mission for Z Square 46".
You can find it on Sallyann's B-29 website, http://b-29.org/ , if you want to read more.
9 Mar 45
On the night of 9-10 March 1945 the XXI Bomber Command carried out the first mass low-level fire raid against
Japan.
Rumors had been swirling around the Command for some time about the crazy ideas their new commander, Maj
Gen Curtis LeMay, seemed to have in his mind. So it was with a sense of foreboding that the crews filed into the
briefing rooms on the morning of 9 March to get the scoop about their next mission. But even though they
expected unpleasant news, they were still stunned by the audacity of it all. The target was Tokyo, probably the
best protected city in the country. They would bomb not only at low altitude, but very low altitude, as low as
5,000 feet for some units. There would be no formations -- every plane was on its own. And to top it off,
no ammo would be carried! Most men left the briefing rooms that day convinced of two things: one, LeMay was
indeed a maniac; and two, many of them would not live to see the next day. (The two-page operations order for
this mission is attached.)
But this plan was not the product of a deranged mind or the imperious command of an egomaniac. LeMay was
a methodical thinker who considered every possibility... and then the supposed impossibilities. Everything had
been carefully thought out over the past several weeks. Japanese AA had been determined to be least effective
between 5,000 and 10,000 feet. It was known that the Japanese had few night fighters, and the ones they had
were not very good. And in the darkness over Japan, any plane you might see -- and fire on -- was more likely to
be another B-29 than a Jap plane, so going out unarmed was actually for the crews' own protection.
Furthermore, every pound saved in weight of ammo, and by extension the then superfluous guns and gunners --
was another pound of bombs that could be carried.
But even if all this had been clinically explained to the crews, it probably wouldn't have made them feel any
better. Abstract knowledge will not quell that bad feeling in your gut. But no matter how they felt about it, they
would do their duty.
The no ammo directive was perhaps most irking. Sure, your chances of meeting a Jap night fighter might be
only one in fifty or a hundred, but if that one chance happens you want at least to be able to shoot back. So
some crews made up their minds to "reinterpret" LeMay's orders. As Bill Royster, a tail gunner in the 499th
Group, put it, "[We knew] all about LeMay's SUGGESTION that we fly without full crews and empty guns, but he
wasn't going to go. We decided that it was optional." Royster's crew would take loaded guns along, and so
would many others. Examination of numerous memoirs and reminiscences shows that reactions ran the
gamut: some crews followed the orders and took no guns, some took only loaded tail guns, and others took all
their guns, loaded. Even LeMay's own after-action Report of Operations sent to Gen Arnold in Washington
reveals (inadvertently?) that his orders re ammo were disobeyed: "No gunnery was employed against the
enemy on this mission with the exception of approximately 500 rounds fired at some searchlights."
This mission was the first one for the 500th Bomb Group in which the planes, most of them anyway, took off
without full crews. To take my father's crew (#224) of the 882nd Squadron as an example, they decided to take
only two gunners, probably to serve as scanners at the side blisters. The other two gunners, including my
father, stayed behind this time but switched with the first two gunners for the next mission, and back and forth for
the next two fire missions after that. Surviving records indicate many other crews followed the same procedure.
The 500th scheduled a record 42 aircraft for this mission, of which 41 were airborne. (The records do not show
which plane was scratched.) Since there would be no formations, there were no designated squadron or group
leaders, but three planes, Z-27 (LaMarche), Z-13 (Luman) and Z-42 (Moreland), were designated as lead
aircraft. These three planes, loaded with 184 x M47A2 incendiary clusters (only 182 in the case of Z-13) with
instantaneous nose fuses, would go in first to mark the target area for the remaining planes, each of
which carried 40 x E28 incendiary clusters fused to open at 2,000 feet. Group CO, Lt Col John Dougherty, flew
in the lead plane, Z-27, with Capt Austin W. LaMarche and crew.
The participating planes and crews were as follows:
Z-27 (LaMarche)
Z-13 (Luman)
Z-19 (Althoff), "Sna Pe Fort"
Z-14 (Mather)
Z-12 (Curtis)
Z-11 (Calhoun)
Z-6 (Booze), "Booze Hound"
Z-5 (Kappil), "There'll Always Be A Christmas"
Z-4 (Taylor), "Black Magic"
Z-1 (Bricker)
Z-55 (Ryan), "Janice E."
Z-49 (Gregg), "Three Feathers"
Z-48 (Black)
Z-30 (Reeves), "Sting Shift"
Z-28 (Haas), "Old Ironsides"
Z-24 (Sasser), "Pride of the Yankees"
Z-10 (Thompson), "Punchin' Judy"
Z-21 (Hanft), "Devils' Delight"
Z-43 (Setterich)
Z-31 (Arbon?), "Homing De-Vice"
Z-26 (Sewell?)
Z-54 (Standen)
[Crew assignments for Z-26 and Z-31 are uncertain. - JEB]
Take-off was from 1818 to 1853. The 500th Group was second in the Wing take-off order and was assigned
altitudes of 3000-3500 feet to fly en route to the target.
Five aircraft aborted before reaching Japan. Z-43's #1 prop stuck at 2900 RPM immediately after take-off. Z-31
was only a short distance out when her #1 prop ran away and could not be feathered. Z-26 and Z-45 were
likewise not far out when they ran into problems. The former had a back-firing #2 engine and excessive cylinder
head temperature, while the latter could not fully close the front bomb bay doors and the #3 nacelle wheel
well door. Finally, Z-54 was about two hours out when she lost her #2 engine. All five of these planes made it
safely back to base.
Most of the remaining aircraft reached Japan as planned in the vicinity of the city of Katsuura, but a few had
navigation and radar problems. Z-29, Z-10 and Z-9 had inoperative radars and were confused by some fires
started by earlier errant bombings on Choshi Point, so they mistakenly dropped their bombs there. Another
plane with a malfunctioning radar and poor navigation, Z-3, bombed Tateyama Hojo, well northeast of Tokyo, as
a target of opportunity. Finally, Z-21, also with radar not working, became very lost and ended up bombing
Sendai, nearly 200 miles northeast of Tokyo.
This left a total of 31 planes to reach the IP, which was a small peninsula southeast of Tokyo. The course to the
target from here was 308 degrees, but there was really no need to look at the compass, as the glow from fires
already started could be seen from many miles away.
On the way across Tokyo Bay, Z-13 was hit by flak at 7000 feet. Flak was much heavier over Tokyo, where Z-13
was struck again, along with eight more bombers -- Z-4, Z-14, Z-30, Z-41, Z-42, Z-50, Z-52 and Z-55.
Fortunately, most of the damage was light and none was fatal. The Japanese used searchlights in an attempt to
illuminate the B-29's for their anti-aircraft guns and night fighters, but the searchlights seemed erratic and were
only able to catch a few planes in their beams, and generally for only a short time. As for night fighters, only
nine attacks were reported, and none caused any damage.
Bomb drops were made individually from 0134 to 0251 and from between 6900 and 7800 feet. Ten aircraft
suffered partial rack malfunctions and were unable to release all their bombs -- Z-13 (5), Z-27 (1), Z-42(1), Z-2
(6), Z-4 (5), Z-19 (1), Z-23 (15), Z-24 (6), Z-28 (1) and Z-51 (1) -- but the vast majority, over 500 M47 and over
1,000 E28 incendiaries, fell down to add to the inferno below.
Returning crews reported a huge conflagration over Tokyo. They also reported something they had not
experienced before -- severe turbulence due to thermal updrafts, making it very difficult to maintain altitude and
hold steady on the bomb run. Some planes were pushed up to above 9000 feet. But all made it through safely.
Unbeknownst to the B-29 crews high above, the fires they had started were threatening more than just Japanese
on the ground. [More to come later re POW's - JEB].
Exit was to the right after bombs away, to the coast north of Choshi Point and then home. All planes returned
safely to Saipan, landing between 0839 and 1137 on 10 March.
Post-strike photos showed the heart of Tokyo burned out, nearly 16 square miles. An estimated 83,000
Japanese died in the fires, more than would die in the atomic blast at Hiroshima. For the XXI Bomber Command
this was the most successful attack to date, and LeMay already had plans to duplicate the results in other cities.
10 Mar 45
"WSM [269] Lt. Sullivan flying Z Square 7 ["Hell's Bell"] took off at 11:11 to bomb Tokyo. A good visual bomb
run was made from 31,000 feet, dropping 14 x T4E4 bombs. [The 4's in the designation are actually written as
superscripts. Can anyone tell me what type of bomb this was? - JEB] Results were unobserved as bombs
landed in the fire. 14 to 25 square miles of Tokyo were observed to be in flames from the morning raid. Fires
could be seen for 120 miles."
11 Mar 45
"11 March
The mess waste line to the sea was completed and put in operation today -- a great sanitary improvement.
In order to facilitate the great need for manpower on the line to sustain the 'Blitz' all details were returned to
the line and enlisted men from the Orderly Room, Supply, Operations, Intelligence, and the Mess took over
additional duties as Guards and K.P.'s."
"11 March: Briefing for Mission 30 held at 0915 hours. The target will be the urban area of Nagoya. Major John
E. Gay, O-354198, and Lieutenant Alvis L. Sparks, O-0698378, were buried today at 1300 hours in Army
Cemetery No. 1 on Saipan. All crews with the exception of Lts Rich, Adamson, Ryan and Capt Feathers took
off. Capt Black, Lts Cheney and Clinkscales aborted."
On the night of 11-12 March 1945 the XXI Bomber Command carried out the second mass low-level incendiary
raid in what would become known as the March "fire blitz". Target this time was Nagoya. The 500th Bomb
Group scheduled 42 aircraft for this mission, and all made it airborne.
The participating planes and crews, in scheduled take-off order, were as follows:
Z-48 (Black)
Z-27 (LaMarche)
Z-12 (Curtis)
Z-49 (Cheney), "Three Feathers"
Z-54 (Standen)
Z-55 (Gregg), "Janice E."
Z-43 (Setterich)
Z-28 (Sasser), "Old Ironsides"
Z-26 (Sewell)
Z-23 (Limpp), "Ramblin Roscoe"
Z-35 (Haas), "Pacific Queen"
Z-7 (Dearborne), "Hell's Bell"
Z-8 (Taylor), "Mission to Albuquerque"
Z-11 (Calhoun?)
Z-13 (Luman)
Z-14 (Mather)
Z-1 (Bricker)
[Some crew assignments are uncertain. Any confirming information appreciated. - JEB]
The basic plan was the same. Planes would fly to the target and bomb individually. But some details were
different. The three lead aircraft for the 500th, one from each squadron, Z-48, Z-27 and Z-12, took off at 1840,
before the planes of the preceding 499th Group. This was presumably to give the lead planes plenty of time to
mark the target area. The rest of the 500th planes took off after the 499th, between 1851 and 1907, except for
two (unidentified) which had bomb loading or maintenance problems and took off much later, at 1950 and 1951.
There was also a small change with regard to gunnery. Perhaps recognizing that they could not prevent the
crews from taking along loaded guns, the command relented and authorized a "small" amount of ammunition for
the tail guns. Many crews probably interpreted that permission liberally. But it didn't matter in the end, as no B-
29 reported firing on any enemy planes.
Bomb load for the three lead planes was 184 x M47A2 incendiaries with instantaneous nose fuses. These would
mark the target area for the following 500th planes, each of which carried 40 x E28 incendiary clusters fused to
open at 2000 feet. (The attempt to get the three lead aircraft over the target early would not work out. Z-48
aborted, and while Z-12 and Z-27 did make it to the target, they ended up fourth and sixth respectively in the
Group bombing order. Somehow, Z-30, Z-52 and Z-54 got in ahead of both of them, and Z-6 beat out Z-27.
Somebody was not following their speed and cruise control instructions, or perhaps less than perfect navigation
added miles to some planes' routes.)
Four planes aborted, all early in the flight. Z-53 turned back 20 miles north of Saipan due to a stuck prop on #3
engine and #1 engine cutting out. Z-48 (one of the lead planes) turned back 40 miles north of Marpi Point when
her #3 engine ran away and would not feather. When she jettisoned her M47A2 incendiaries, they exploded
"very near (the) bomb bay." Z-49's #4 prop stuck at 2800 RPM and she landed back at Isley after circling the
island. And Z-11 turned around 60 miles north of Saipan when her bomb bay doors became unlatched and
could not be relatched. She also had her #3 prop stuck at 2200 RPM.
On the route out, the remaining 38 planes flew at about 1000 feet, with navigation lights on, until reaching
Nishino Jima, about 500 miles south of Japan, at which point they were turned off. Climb to briefed bombing
altitudes of 6000 to 6800 feet (individual planes were assigned varying altitudes within this range) began about
200 miles out from Japan. At about this time Z-26 lost her #2 engine but airplane commander Maj Robert Sewell
elected to continue to Japan on three engines and bomb the city of Hamamatsu as a last resort target.
The remaining 37 planes made landfall as planned in the vicinity of the city of Nakiri, flew on to the IP, the city of
Uji-Yamada, and then to the target city, Nagoya.
Some flak was encountered over Ise Bay and Nagoya harbor but it was inaccurate and did no damage. Anti-
aircraft fire was heavier over Nagoya itself and two B-29's reported being hit there but ground crews could find
no damage later. Some phosphorous bombs were dropped from Japanese planes above, and some flares were
also observed. Forty to fifty searchlights were active and caught a few planes in their beams. Only seven fighter
attacks were reported but one was effective. Two twin-engine Irvings made a coordinated attack on Z-14 from
eight o'clock high and four o'clock low respectively and knocked out her #4 engine, but the B-29 kept flying on
three engines.
Thirty-three aircraft made full drops over Nagoya between 0243 (Z-30) and 0400 (Z-55) at altitudes ranging from
5800 to 8500 feet. Three planes, Z-2, Z-14 and Z-43, suffered partial rack or release malfunctions and did not
get off all their bombs. Then there was the strange case of Z-7.
According to the records, Z-7 was flown on this mission by Maj Freeman Parsons, Group Operations Officer, and
2/Lt Ernest W. Dearborn, who had been copilot on Capt Eugene Mahoney's crew (#362) of the 883rd Squadron.
Dearborn was still on the rolls of the 883rd, but here he was flying an 881st plane, Z-7, with Maj Parsons.
Perhaps this was a scratch crew (records indicate Z-7 was a last-minute addition -- she had flown a weather
strike mission the night before), because the bombardier had some problems on this mission. Z-7's bombs
failed to release on the first run, so she came around -- always a dangerous maneuver -- to try again. Same
result. With Maj Parsons on board, they tried a third time and still couldn't get them to drop! According to the
Mission Summary, later investigation "revealed that this was caused by a personal error of the bombardier."
What did he do, hit the wrong switch? In any case, the bombs were later jettisoned into the sea manually,
except for two which were brought back to base.
All told, the 500th Bomb Group dropped 368 M47A2 and 1,337 E28 incendiaries on the primary target, and the
other Groups probably about the same. The fires appeared intense and widespread but damage was not as
severe as initially thought, as the Japanese firefighters managed to bring most of the fires under control before
they merged. Their relative efficiency would earn them another strike later.
But for now the crews were only concerned with getting home. Exit was made by means of nearly a 180 degree
turn to the right, to cross the coast slightly west of Hamamatsu. Then came the long flight home. This would be
complicated by very bad weather at Saipan, rain showers and a zero ceiling. Only 25 of the 38 returning planes
managed to get in at Isley, landing between 0857 and 1138 on the morning of 12 March. Four planes -- Z-23, Z-
14, Z-22 and Z-26 -- diverted to Tinian, and nine others -- Z-1, Z-8, Z-50, Z-45, Z-33, Z-7, Z-21, Z-47 and Z-52 --
had to fly all the way down to Guam. These planes would return to Saipan later that day after the weather
cleared, but in the meantime all set down safely somewhere. There were again no losses on this mission. It
was beginning to look like old man LeMay wasn't so crazy after all.
One little appreciated aspect of this mission is the fact that 500th Group was able to put up 42 aircraft only 32
hours after the last plane had landed from the big Tokyo fire raid, impressive testimony to the hard work and skill
of the ground crews.
13 Mar 45
"13 March: Briefing for Mission 31 held at 1630 hours. The target is the urban area of Osaka. All crews except
Lts Setterich, Gregg, Schmidt, Major Adams, Capts Irby, Braden and Mahoney's, took off. Capt McClanahan
aborted. Lts Field and Seale, with their crews, reported in."
On the night of 13-14 March 1945 the XXI Bomber Command carried out its third mass low-level fire raid in a
row, with over 300 bombers striking Osaka, the second largest city in Japan. Only 30 hours after the last of 42
planes had landed from the raid on Nagoya, the 500th Bomb Group put up 36 planes of 39 scheduled. The
records do not identify the three scratched planes or crews.
The 36 participating planes and crews were as follows. Based on format used in previous mission documents,
the listing is probably in order of bombing the primary target, except for the last four planes, which either aborted
or bombed last resort targets.

Z-28 (Sasser), "Old Ironsides"
Z-3 (Law), "Ann Dee"
Z-56 (Adamson), "Wabash Cannonball"
Z-1 (Bricker)
Z-54 (Standen)
Z-27 (LaMarche)
Z-7 (Sullivan), "Hell's Bell"
Z-13 (Luman)
Z-22 (Haas), "Georgia Ann"
Z-51 (King), "Tail Wind"
Z-34 (Gillert), "Frisco Nannie"
Z-32 (Sewell), "Fever from the South"
Z-48 (Black)
Z-12 (Curtis)
Z-29 (Shorey?), "Gravel Gertie"
Z-11 (?)
[The last two crew assignments are uncertain or unknown. Any pertinent information appreciated. - JEB]
The basic plan was still the same, all planes to fly to the target and bomb individually. There would also be three
lead aircraft to mark the target as before, this time taking off at 1750 to1751, almost an hour prior to the
remainder of the planes. However, the records do not identify which were the three lead aircraft. The other 33
aircraft took off from 1849 to 1907, except for Z-56, which was delayed for unknown reasons and didn't get off till
1921.
Bomb load was not uniform for this mission. (Were they running short of certain types of incendiaries, or were
they trying something new?) Most planes carried E36 incendiaries, but some carried E28's, and there were a
few M46 photo flash bombs mixed in. Each plane again carried ammo for only the tail guns.
Once in the air, each plane flew off toward Japan at 2000 feet. About 15 miles north of Saipan the #2 engine on
Z-45, McClanahan crew, started shooting flames around the cowl flaps and she turned back. About 400 miles
out from Japan Z-12, Curtis crew, lost her #4 engine; she turned around and dropped her bombs on Chichi Jima
on the way back.
The remaining 34 planes began their climb to bombing altitude. Due to a complete overcast, all navigation was
done by radar. Z-11, with only an intermittently functioning radar, got lost and hit the coast well to the right (east)
of the briefed course, then turned the wrong way, toward Nagoya. Once the error was realized, she turned
around, but the airplane commander decided to bomb Kushimoto Airfield as a target of last resort instead of
trying to reach Osaka. The other 33 planes made landfall near the prescribed point, but Z-29's #1 engine picked
this time to catch fire. The crew feathered it and continued to the IP, which was a peninsula on the SW corner of
Awaji Island, but the airplane commander decided against going over the primary on three engines and bombed
the city of Shirama as a last resort target. This left 32 planes to reach and bomb Osaka.
On their way in, several 500th planes reported other, unidentified B-29's dropping their bombs at landfall and
turning back. A few scattered fires were also observed along the route, obviously caused by bombers jettisoning
or dropping their incendiaries early.
The 500th planes dropped their bombs between 0155 and 0325 from altitudes ranging from 5800 to 8200 feet. A
total of 1,051 x E36 and 193 x E28 incendiaries fell on the city, along with 4 x M46 photo flash bombs. Many
planes reported severe turbulence over the target from rising thermals, but all made it through safely.
Breakaway was to the left.
Flak was light to moderate and mostly inaccurate. Only Z-1 and Z-41 were hit, and damage was light. Only one
fighter was seen, by the tail gunner of Z-3 just before the IP. This fighter followed along behind for several
minutes, apparently trying to home in by radar. The tail gunner did not fire for fear of revealing the bomber's
exact position. Eventually, they lost him.
Once again, all planes returned safely to Saipan, landing between 0757 and 1028 on the morning of 14 March.
Later damage assessment showed over eight square miles of the industrial and commercial areas of the city
burned out. Another big success.
14/15 Mar 45
"14 March: All crews returned safely from Mission 31. Results good. Meeting of Citation Board held. A citation
for Crew Chiefs was drafted. Lt Schultz reported to the Squadron. The Staff lost a ball game to the 881st, 6 to
4.
15 March: Lt Schultz and his crew were billeted in the S-2 Office. Additional quarters are being constructed for
them. Capt Black was appointed Operations Officer."
I had not thought previously about the units on Saipan being short of billets at this stage of the war, but it makes
sense. More replacement crews were coming in, and none of the old crews had completed their 30 or 35
mission tours yet. The only vacant billets were those where crews had been lost.
As of 31 March 1945, the 500th Bomb Group reported 147 lost or missing air crew members. This is the
equivalent of more than 13 crews. The 500th had started out with 60 original crews, and as best I can determine
(there are no figures readily available) had received 13 replacement crews by 18 March 1945. This should have
evened out, but maybe extra staff were taking up some of the bunks, or maybe Lt Schultz wanted to keep his
crew together and not scatter them around to where the vacant bunks were.
16 Mar 45
"16 March: Briefing for Mission 32 held at 1600 hours. The target is the urban area of Kobe. Take-off is at
approximately 2030 hours. All regular crews except Capts Moreland's, Braden's, Mahoney's, Irby's and Lt
Barron's took off."
On the night of 16-17 March 1945 the XXI Bomber Command conducted its fourth mass low-level incendiary
attack in a row. The target this night was Kobe. The 500th Bomb Group scheduled 42 aircraft, of which 40 were
airborne. The two planes which failed to take off, for reasons unknown, were Z-21 (Pierce?) and Z-42
(Moreland?).

Z-6 (Lewis), "Booze Hound"
Z-9 (Mather), "Nina Ross"
Z-11 (Taylor)
Z-2 (Law), "20th Century Limited"
Z-13 (Luman)
Z-12 (Curtis)
Z-1 (Bricker)
Z-28 (Hughes), "Old Ironsides"
Z-27 (LaMarche)
Z-26 (Sewell)
Z-30 (Gillert), "Sting Shift"
Z-50 (McClanahan), "Fancy Detail"
Z-54 (Standen)
Z-52 (Cheney), "20th Century Sweetheart"
Z-56 (Gregg), "Wabash Cannonball"
Z-45 (Adamson), "Mustn't Touch"
Z-48 (Black)
Z-41 (King), "The Baroness"
Z-43 (Setterich)
The basic plan remained the same, all planes to fly to the target and bomb individually. Take-off for all planes
was from 2054 to 2113. There were no assigned lead planes on this mission.
Bomb load was not uniform. Planes carried a mix of incendiaries -- M17A1's, M76's, E36's and E28's -- with a
few M26 (T4E4) fragmentation clusters thrown in. Once again, ammunition was carried for the tail guns only.
On the route out, the 40 planes headed for Japan at altitudes between 4000 and 4500 feet. There was only one
abort. About 200 miles out from Japan, Z-33, Hanft crew, turned back due to a problem with her #3 engine,
either a swallowed valve or a blown cylinder head.
The remaining 39 planes made landfall as planned, except for Z-49, Feathers crew, which wandered far off
course due to faulty navigation. When the error was discovered, the plane had insufficient fuel to make the
primary, so she bombed the city of Shingu as a target of opportunity.
This left 38 planes to bomb Kobe. The IP, a peninsula just north of Wakayama, was easily picked up by most
planes on radar, and they went in on the bomb run at altitudes between 6000 and 7500 feet. Bombs were
dropped between 0407 and 0515. Five planes -- Z-1 (4), Z-2 (1), Z-4 (4), Z-45 (1) and Z-54 (8) -- experienced
partial shackle or rack malfunctions and failed to drop the indicated number of bombs. All told, 1343 incendiary
bombs and 13 fragmentation clusters rained down on Kobe. About 20 percent of the city was burned out.
Flak was light to moderate and mostly ineffective. Z-50, McClanahan crew, was hit near the IP, up forward in the
lower forward turret and nose wheel well door. Z-30, Gillert crew, was struck over the primary in the right inboard
nacelle door. The damage was not serious for either plane.
From 10 to 15 Japanese fighters were seen on this mission, and eight attacks were reported. Few searchlights
were observed, but they were hardly needed, as the B-29's were well outlined against the fires below when
passing over Kobe, making good targets for fighters lurking above. There were some reports by returning
crew of explosions in the air and bombers possibly going down, but due to the darkness and confusion nothing
definite could be determined. No claims of enemy aircraft were made on this mission.
Breakaway after the bomb run was to the left, and the route home was over Awaji Island and down the bay to the
sea. Most planes returned safely to base, landing between 1042 and 1256 on 17 March. Two planes were late.
It was soon learned that Z-41, King crew, had run short of fuel and had landed at Iwo Jima to refuel. She would
show up later. But as the minutes ticked off and no word came, it slowly became clear that Z-8 and the
Fitzgerald crew would never come home.
The loss of the Fitzgerald crew and Z-8 was keenly felt by the 881st Squadron and the 500th Group. Major Fitz
and his men had shepherded so many damaged B-29's home after missions that their plane, "Mission to
Albuquerque", had been unofficially given a second name – "St. Bernard".
Not until after the war was over could the story of Z-8's loss be pieced together. She had been rammed over
Kobe by a Tony flown by Capt Junichi Ogata. The B-29 broke in two and crashed into Saido Mountain about two
miles north of the city near a POW camp. Most of the crew went down with the plane, but two men, navigator
Robert Nelson and radio operator Algy Augunas, managed to bail out and were taken prisoner. They were held
for four months by the Kempei Tai, then were given a perfunctory trial and executed on 18 July 1945.
One of Capt Ogata's boots was found inside the wreckage of the B-29. Circling crows later led searchers to his
body not far away. The bodies of the B-29 crew were hastily buried by the Japanese, but prisoners from the
nearby camp, led by a Franciscan missionary, Friar Marcian Pellet, managed to recover and bury them and mark
the graves.
The members of the Fitzgerald crew (#115) were:
AC Maj Robert J, Fitzgerald

P 2/Lt Robert E. Copeland
B 1/Lt Erwin A. Brousek
N 2/Lt Robert W. Nelson
FE 2/Lt James C. Bond
Radio S/Sgt Algy S. Augunas
Ring G Sgt John T. Barry
RG Sgt David W. Holley
LG Sgt John L. Cutler
Radar S/Sgt Robert D. Cookson
TG Sgt Ruben A Wray
Technical Notes:
With any mission, there were many smaller details that had to be anticipated and planned for. For the 16 March
mission the 500th Bomb Group staff incorporated many of these into a page titled "Pilot Hints & Instructions",
which was presumably distributed to the airplane commanders. Many items seem routine; others invite
comments or questions.
Item 4 gave the altitudes to be adhered to en route, also the calibrated air speed (CAS). Navigation lights were
to be left on until start of climb. If a front or bad weather was encountered, all planes were to space out to avoid
collisions. Another measure to avoid collisions was embodied in Item 8, which ordered aborting planes to return
to base at a different altitude than on the outbound leg.
Item 9 stressed the importance of dropping bombs at the assigned altitude. There were other B-29's out there,
and you didn't want to drop on them.
Item 12 lays out the rules for landing at Iwo Jima. Landing there is discouraged except in an emergency. Some
fighting was still going on on Iwo this time, but more importantly, facilities there were very primitive and fuel was
in short supply.
17 Mar 45
"17 March: All crews returned safely from the Kobe mission. Capt Braden's crew was briefed for WSM A291.
The Officers Club was officially opened."
18 Mar 45
"18 March WSM-291-A Capt. Braden took off 17 2041Z [18 March 0641 Local] in Z Square 50 ["Fancy
Detail"]. Flight plan 'A' was accomplished and aircraft returned to base 18 1341Z [18 March 2341 Local].
WSM-292-J Capt. LaMarche in Z Square 27 took off 17 2054Z [18 March 0654 Local] to bomb East Tokyo. A
radar run was made on the target from 29,500 feet, dropping 14 x 500 [pound] GP's [General Purpose, i.e., high
explosive]. Fires were observed in warehouse; some hits on west approach to bridge. A/C returned to base at
18 1110Z [18 March 2110 Local].
WSM-293-H Lt. Calhoun flying Z Square 6 ["Booze Hound"], took off 18 0301Z [18 March 1301 Local] to bomb
target 197 [Nagoya Arsenal]. A radar run was employed from 27000 feet, dropping Incendiary Bombs. Bombs
landed in area of target 198 [Aichi Aircraft Works]. One large fire and several smaller ones were observed. A/C
landed at base 18 1801Z [19 March 0401 Local]."
On the night of 18-19 March 1945 the XXI Bomber Command revisited Nagoya for the fifth and last of its big
March "fire blitz" raids. Nagoya had been hit on the night of 11-12 March but had escaped the level of damage
inflicted on the other cities, so a second attack was deemed to be necessary.
The 500th Bomb Group put up 32 aircraft for this mission. Participating planes and crews, in scheduled take-off
order, were as follows:

Z-51 (?), "Tail Wind"
Z-48 (McClanahan)
Z-43 (Setterich)
Z-53 (Cheney), "The Ancient Mariner"
Z-24 (Sasser), "Pride of the Yankees"
Z-26 (Sewell)
Z-23 (Gillert), "Ramblin Roscoe"
Z-30 (?), "Sting Shift"
Z-5 (Mather), "There'll Always Be A Christmas"
Z-19 (Law), "Sna Pe Fort"
Z-11 (Booze)
Z-13 (Luman)
Z-12 (Curtis)
Z-1 (Bricker)
Take-off was from 2045 to 2056 for 31 planes, following the 499th Bomb Group. One 500th plane, probably Z-
26, Sewell crew, had some sort of a problem and had to taxi off the runway. Whatever it was, the problem was
fixed, but then the plane had to wait until all other Wing planes had taken off. She finally got into the air at 2204.
Bomb loading was again not uniform on this mission. Most planes carried M47A2 or M76 incendiaries, but some
carried E28, E36, E46, or M17A1 incendiaries, and there were a few M64 general purpose bombs scattered
around for good measure. As for gunnery, ammo was carried this time not only for the tail guns but for the lower
turrets as well, although the gunners were cautioned to use the lower turrets to fire on ground targets only.
Assigned altitude for the 500th en route to Japan was 5000 feet. Z-56 and Z-30 aborted not long after take-off,
the former because of a stuck #3 prop governor, the later due to failure of the #4 prop pitch control. About six
hours out, Z-51 turned back after she had to feather her #4 engine due to a severe oil leak.
As they approached Japan, the remaining 29 planes climbed to the assigned bombing altitudes of between 5000
and 5800 feet. Landfall was made as planned and the planes moved on to the IP, which was a point of land at
the southern end of Nagoya Bay near the city of Uji Yamada. From there the bomb run was straight up the
eastern edge of the bay, course 015 degrees. The Nagoya waterfront was used as an offset aiming point.
As the planes reached the target area, they had to fly through a large column of smoke from the fires already
burning. Turbulence from rising thermals buffeted the aircraft as they tried to maintain course and altitude and
caused some planes to bomb from slightly higher or lower altitudes. But all made it through and dropped
successfully, except for three planes -- Z-5, Z-23 and Z-43 -- which experienced shackle failures and did not get
all their bombs away. A total of 2,377 bombs fell on Nagoya.
Anti-aircraft was light to moderate overall and generally inaccurate. Only three planes -- Z-52, Z-26 and Z-13 --
suffered minor flak damage. Many searchlights were observed but they appeared ineffective in aiding the AA
batteries. Approximately 11 fighters were seen but only one attack was reported, on Z-7 from eight o'clock high,
and it caused no damage. No claims were made by B-29 gunners. A few gunners fired their lower turrets on
searchlights below but ceased when they realized this only seemed to focus more attention on their plane.
Briefed breakaway from the target was to the right, then to the coast in the vicinity of Hamamatsu Bay. All
planes followed these instructions except Z-5, Mather crew, which for unknown reasons turned to the left and
exited along the western shore of Nagoya Bay.
Somewhere over Japan, Z-2, Lewis crew, lost an engine, probably to an oil leak, and had to fly home on three.
About 300 miles out from Honshu she was joined momentarily by X-36 (9th Bomb Group, 313th Wing, out of
Tinian). Z-2's feathered engine was obvious, and she unsuccessfully attempted to establish contact to request
escort the rest of the way home, but the other B-29 flew on and left her. This angered Lewis and crew so much
that they officially reported the incident, but it is unknown if any action was taken.
Z-19, Law crew, was delayed coming home when after departing the coast they observed flares off to their left.
Thinking it might be another B-29 or crew in distress, they circled the area for 45 minutes searching for the
source but had no luck. By this time, the plane was running low on fuel, so they landed at Iwo for refueling.
All planes returned safely to Saipan, landing between 1011 and 1218 on 19 March, except for Z-19. Her late
arrival at 1406 was greeted with considerable joy, as her landing at Iwo Jima had not been reported to Saipan
and she had been feared lost.
This mission burned out another nearly three miles of the center of Nagoya. But the job was not yet finished.
The Group Bombardier's Report, unsigned but probably written by Capt Richard E. Hale, recommended a night
bombing raid on Targets 193 or 194 (both Mitsubishi aircraft plants in Nagoya) "using 75% GP bombs and 25%
incendiary to light up the target." Somebody upstairs must have been paying attention, because this is almost
exactly what would be done six nights hence.
19 Mar 45
"19 March. WSM-294-A Lt. King took off 18 2000Z [19 Mar 0600L] in Z Square 45 ["Mustn't Touch"]. Flight
plan 'A' was accomplished and aircraft returned to base at 19 0400Z [19 Mar 1400L].
WSM-295-E. Lt. Adamson, in Z Square 54, took off at 18 2000Z to bomb Mitsubishi A/C Factory. A radar run
was made on the target from 24,600 feet, dropping 12 x 500 lb. GP's. Due to rack malfunction bombs landed in
rice paddies. A/C returned to base at 19 0400Z
WSM-296-G Capt [Donald G.] Jackson in Z Square 22 ["Georgia Ann"], took off at 19 0800Z [19 Mar 1800L] to
bomb Tamashima A/C Plant. A radar run was made on the target from 26,000 feet, dropping 14 x 500 lb. GP's.
Results unobserved. Return to base 19 2200Z [20 Mar 0800L]."
"19 March: ... Periodicals are being received much more regularly and in greater variety. Fences were put up in
the Headquarters area. Lts Adamson and King flew their WSMs."
20 Mar 45
After the heavy mission load over the last few weeks, and especially during the fire raid blitz, everyone in the
73rd Bomb Wing was exhausted -- air crews, ground crews, even the staff. A rest was badly needed, and so the
men were given a day off -- except for those who drew WSM duty. Rumor had it though that the primary reason
for the break was simply that they'd run out of incendiaries.
"20 March 45 WSM-297-A. Lt. Hanft took off 19 1900Z [20 Mar 0500L] in Z Square 33 ["Slick Dick"]. Weather
data was gathered in the Okinawa Jima Area. [This was in preparation for the invasion of Okinawa, which took
place on 1 April 1945.] Ship returned to base at 20 0900Z [20 Mar 1900L].
WSM-298-E. Lt. Gregg in Z Square 56 ["Wabash Cannonball"], took off 19 2000Z [20 Mar 0600L] to bomb
Yokohama Dockyards. A radar run was made from 27,500 feet, dropping 12 x 500 [lb] GP's. Gunners saw
bombs hit long building in dock area. Aircraft returned to base at 20 1230Z [20 Mar 2230L].
WSM-299-F. Lt Haas in Z Square 36 ["Li'l Abner"], took off 20 0820 [20 Mar 1820L] to bomb target 194
[Mitsubishi Aircraft Works], Nagoya, Japan. A radar run was made from 27,300 feet, dropping 10 x 500 lb. M64
bombs. [M64 = GP] Results were unobserved. Return to base 21 0105Z [21 Mar 1105L].
73rd Wing declared holiday to allow personnel to rest after successful low altitude burn raids in the past several
days."
"20 March: Today is the first holiday we have had since being on the Island. Ball games predominated the day.
The EM team beat Group 4 to 3, but lost to the 881st in the afternoon, 1 to 0. The officers won from Group, 7 to
5 and from the 881st in the afternoon, 5 to 3. Col Dougherty gave a talk at the Group Theater just before the
picture was shown. After the show, the first "Symphony Under the Stars" program was given. It was a well
deserved rest. Lt Gregg flew the WSM and returned safely."
21 Mar 45
"21 March: A routine day. There was a meeting of the Awards & Decoration Board; applications were
forwarded. A rainy spell has set in. New crew assigned -- Lt Ben B. White, Crew 366."
22 Mar 45
"22 March: Started moving the Operations Tent to make room for a new quonset. Beat the 882nd in softball, 14-
1."
23 Mar 45
"23 March 1st Lt. James M. Pearson's crew returned from recreational D.S. [detached service] in Oahu." [You
may recall that this crew had crash-landed their badly damaged plane, Z-11, off the runway at Isley when
coming back from a mission to Tokyo on 19 Feb. They had been given a month's R&R in Hawaii.]
"23 March: Lt Barnwall of the ATC [Air Transport Command] visited the Squadron seeking information on Lt
Northcutt of Capt Charters' crew. [The Charters crew had been lost on 9 Jan when their plane, Z-45, developed
engine trouble en route to Tokyo and they had to ditch in bad weather.] He was given what we had. The Staff
officers beat the combat crews' team, 10-1."
24 Mar 45
"24 March: Capt M. P. Hudgins of MISX CinCPac held a meeting in the Squadron briefing room at 0900 hours.
The Strike team briefing scheduled for 1030 was postponed. A new radio was received from Special Service for
the War Information Center. Briefing for Mission 34, target 193 [Mitsubishi Aircraft Engine Plant in Nagoya], was
held at 1600 hours. Take off will be at approximately 1730. Major Adams, Capts Feathers, Moreland,
McClanahan, Braden and Lts Schmidt, Standen, Cheney, Setterich, Ryan and Clinkscales took off. Lt Setterich
aborted."
On the night of 24-25 March 1945 the XXI Bomber Command carried out a raid on the Mitsubishi Aircraft Engine
Plant in Nagoya. This was an unusual night, low-level precision attack. The 500th Bomb Group scheduled 30
aircraft for this mission and 30 were airborne.
The participating planes and crews, in order of scheduled take-off, were as follows:

Z-54 (Standen)
Z-48 (McClanahan)
Z-41 (Cheney), "The Baroness"
Z-28 (Haas), "Old Ironsides"
Z-27 (?)
Z-26 (Sealy)
Z-5 (?), "There'll Always Be A Christmas"
Z-7 (?), "Hell's Bell"
Z-8 (Thompson), "Duke of Albuquerque"
Z-12 (Law)
Z-13 (Luman)
Z-1 (Bricker)
(There were three additional planes on the take-off list that did not participate -- Z-43 (Setterich), Z-21 (?) and Z-
19 (?). Probably they were spares. However, the 883rd Bomb Squadron War Diary lists Setterich as an abort,
so possibly Z-43 was an original plane that had a problem at take-off and was replaced by a spare, identity
unknown.)
Take-off was from 1739 to 1751, except for Z-28, Haas crew, which apparently had some sort of problem that
had to be fixed and took off later at 1829.
Bomb load was mixed. Twenty-seven planes carried 29 x M64 general purpose bombs plus 2 x M76
incendiaries, and ten of those additionally carried one M46 photo flash bomb. The remaining three planes
carried 37 x M17A1 incendiaries. The gunnery records indicate that only tail guns were loaded for this mission.
It had probably been determined that loading the lower turrets for firing on ground targets, as had been done on
the 18 March mission, was a bad idea. The muzzle flashes and tracers only called more attention to the planes.
As usual for night missions, all planes were to fly to the target and bomb individually. Assigned altitude en route
was between 5000 and 5500 feet.
There were four aborts. Z-7 and Z-5 turned back after only a few minutes, the former because of "a smoking
engine which loaded up at all power settings", the latter because she lost her #1 engine. Z-28, Haas crew, which
had experienced the delay on take-off, couldn't shake the jinx and had to turn back 3-1/2 hours out when her #3
engine began backfiring and vibrating excessively. Z-27 made it to within about an hour of Japan when her #2
engine began backfiring and had to be feathered.
The remaining 26 planes all made landfall as scheduled and proceeded to the IP, which was a point just
northeast of Matsuzaka. From there each plane set a course of 30 degrees, which led straight up Nagoya Bay.
The 500th had been assigned bombing times of 0110 to 0155. Some planes had made better than expected
time and had to circle or loiter off the coast to avoid arriving over the target too early. Still, two planes, Z-49,
Feathers crew, and Z-32, Parsons crew, didn't loiter long enough and bombed the target a few minutes early.
The Offset Aiming Point was the mouth of the Hori River. Bombing altitudes were from 5800 to 6850. All planes
had been directed to make a radar bombing approach, with visual corrections if the primary target, which in this
case remember was not a sprawling city but a specific factory, was positively identified. To aid in identification of
the primary, pathfinder planes from the 314th Bomb Wing had been assigned to drop parachute flares over the
target area, but this proved counterproductive. Crews complained that glare from the flares combined with
smoke and haze to make visual sighting difficult. Only a few planes were able to make visual contact; most
bombed completely by radar.
There was no effective fighter opposition on this mission. Only three fighters were seen and no attacks were
reported. The same could not be said about flak. Several crews reported that it was the worst they had
encountered on a night mission, and much of it was heavy caliber. Some airplane commanders took evasive
action, which may have interfered with their bomb runs. Numerous searchlights were also observed on this
mission.
One plane and crew had a particularly rough time over the target. Z-26 was being flown on this mission by the
Sealy crew, #235A. It was their first combat mission, and Group CO Lt Col John E. Dougherty had decided to
ride along with them. (Dougherty seemed to fly quite a few missions. He did not lead from a desk.) On the
bomb run at 6000 feet some antiaircraft guns caught their range and shot a few holes in the plane. Then just
before bombs away the plane shook. A shell had torn a large hole in the left wing and ripped off half the
aileron. It also knocked out the radar and may have damaged the bomb release mechanism in some way,
because the bombs failed to drop. This was a terrifying experience for a rookie crew, but the plane was luckily
still controllable, and perhaps with Lt Col Dougherty's encouragement, they decided to try again. So they made
a right turn and came around again over the city. There they were hit yet again by flak, in the tail surfaces and
the radar compartment, and the radar operator was slightly wounded. Worse, the bombs failed to release for a
second time. Tempting fate twice was enough, so they headed toward home, intending to try to drop their
bombs again, this time on Hamamatsu as a last resort target. But the plane was not handling well due to the
damage, so they changed targets to Toyohashi, which was on a more direct route, and this time they got their
bombs away.
Five other aircraft suffered flak damage, though not as serious as Z-26's. Z-48, McClanahan crew, was hit on
the bomb run, as was Z-33, Hanft crew. Z-4, Oswald crew, Z-23, Limpp crew, Z-31, Arbon crew, and Z-33
again were all struck over the city.
Twenty planes were able to drop their full loads over the target. Five others dropped only partial loads for
various reasons. On Z-3, Harlan Jackson crew, a rack malfunction caused 7 bombs not to release. Z-6, Booze
crew, had a shackle problem which left one bomb hung up. Z-22, Donald Jackson crew, suffered an A-2 release
failure and failed to get 6 bombs away. On Z-33, Hanft crew, the rear bomb bay doors failed to open, leaving 15
bombs on board. On Z-54, Standen crew, only one door in the rear bomb bay opened, leaving 11 bombs to be
salvoed later.
All told, 601 general purpose bombs, 152 incendiaries, and 8 photo flash bombs were dropped on the primary
target. From the light provided by the incendiaries and photo flash bombs, at least three sticks of M64's were
seen to drop on the target. Bomb damage assessment showed about 4.5% of the total roof area destroyed.
Damage was also done to some other factories in the area, and an estimated 183 acres of the urban area of
Nagoya were destroyed.
Breakaway after bombs away was to the right and then to the coast slightly west of Hamamatsu. Aircraft flew
home singly or in sight of other planes. All aircraft returned to base safely, landing between 0720 and 0858.
Last to land was badly damaged Z-26, but she made it down okay.
26 Mar 45
"26 March
27 enlisted men promoted to grades indicated on SO #26, Hq 500th Bomb Group, dated 26 March 1945,
inclosed."
"26 March: Ground School was again scheduled, but classes in target study were cancelled. Briefing for
Mission #35 scheduled for 1100 hours, but it was postponed to 1500 hours. The target will be Oita, 1308 [Oita
Air Field]."
Mission #35 would be the beginning of several weeks of bombing of Japanese airfields on the southernmost
home island of Kyushu in support of Operation Iceberg, the invasion of Okinawa, scheduled for 1 April. Generals
Arnold and LeMay were not happy about this diversion from the strategic bombing campaign, but Admiral Nimitz
and the Navy were insistent, and since the Navy delivered nearly all the supplies for the XXI Bomber Command
in the Marianas, they got their way.
27 Mar 45
On this date the XXI Bomber Command sent its planes against Japanese airfields on Kyushu in support of the
upcoming invasion of Okinawa. These would be daylight precision attacks. The 499th and 500th Groups drew
as target the airfield at Oita. The 500th was ordered to prepare three combat squadrons of ten aircraft each.
Later, by verbal order, the Group was ordered to send one additional plane to fly with the 499th. Unfortunately,
nothing is known about this plane.
The assigned planes and crews, in scheduled take-off order, were as follows:
First Squadron (881st)

Z-6 (Calhoun), "Booze Hound"
Z-8 (Thompson), "Duke of Albuquerque"
Z-9 (Althoff), "Nina Ross"
Z-11 (Mather)
Z-13 (Luman)
Z-1 (Gieker)
Second Squadron (882nd)

Z-32 (Hughes), "Fever from the South"
Z-27 (Robinson)
Z-24 (Haas), "Pride of the Yankees"
Z-23 (LaMarche), "Ramblin Roscoe"
Z-30 (Sasser), "Sting Shift"
Z-34 (Sewell), "Frisco Nannie"
Third Squadron (883rd)

Z-49 (King), "Three Feathers"
Z-48 (Adamson)
Z-43 (Setterich)
Z-53 (Clinkscales?)
Three spare planes and crews -- Z-3(?), Z-12 (Booze) and Z-54 (Standen) -- were also assigned in case of
mechanical problems, and they were needed, because Z-7, Z-27 and Z-53 had various problems and had to be
scratched. But the three actual replacements were Z-12 (Booze), Z-45 (Clinkscales) and Z-54 (Standen). This
suggests that Z-3 was the plane detached to fly with the 499th Group (see first paragraph). Unfortunately, there
is no record available of this plane's activities on 27 March, so there is no way to check. The late addition of Z-
45 as an unscheduled replacement also suggests that this plane was the one that took off late (see below).
The Group Leader and second squadron leader on this mission was 882nd Squadron CO Lt Col Joseph F.
Brannock, flying with Capt Austin LaMarche and crew in Z-23. First squadron leader was Deputy Group
Commander Lt Col Harry Brandon, riding with Maj Robert Luman and crew in Z-13. Capt Charles Moreland in Z-
42 led the third squadron.
Take-off was from 0353 to 040_ (missing digit), except for one of the spares (unidentified but very likely Z-45),
which got off about ten minutes late, at 0414. Bomb load was 14 x 500 lb M64 general purpose bombs per
plane. Shortly after take-off, Z-43, Setterich crew, blew a spark plug in the #1 engine and had to abort.
The remaining 29 aircraft flew individually at 1500 feet to the Group Assembly Point at Kita Io Jima, an island
north of Iwo Jima. The squadrons were supposed to form up at this point but there was much confusion. The
briefed procedure had been for the planes to circle to the right north of the island, and at different altitudes by
squadron, but instead some planes circled around the island itself. After more than an hour of the leaders trying
to assemble their squadrons, Lt Col Brandon led his still not completely formed squadron off on the designated
course, flying a dogleg to allow stragglers to catch up. The other two squadrons followed and took their
assigned positions, the 882nd right low and the 883rd left high. This formation continued to Japan, at some
point before landfall climbing to bombing altitude.
Due to an error by the navigator in the lead plane (Z-13), landfall was made 65-70 miles to the right of the
scheduled course, in the vicinity of Yotsuura on the island of Shikoku. Near this point the formation ran into
some layers of clouds and the 882nd lost sight of the other two squadrons. All squadrons turned southwest for
Kyushu and the IP, which was Tsurumi Saki Point. The 881st and 883rd stayed together until breaking up after
leaving the coastline of Shikoku. The 882nd lagged a few minutes behind. At some point, Z-32, Hughes crew,
became separated from the 882nd and continued to the target alone.
All squadrons found and turned on the IP with no problem, axis of attack 313 degrees. At this point the 881st
with ten planes was still ahead. Z-13 was still leading this squadron, with Z-8 in No. 2 position on the right wing
and Z-12 in No. 3 position on the left. Z-4 was leading the right element, with Z-1 on her right and Z-5 on her
left. Z-11 was leading the left element, with Z-9 on her right and Z-6 on her left. Z-2 completed the formation,
filling in the diamond in either the left or right element.
The 883rd with nine planes (Z-43 having aborted) was right behind the 881st. Leading this squadron was still Z-
42, with Z-41 on her right and Z-56 on her left. Leading the right element was Z-45, with Z-49 on her right and Z-
50 on her left. The left element was led by Z-48, with Z-55 on her right and Z-52 on her left.
Three minutes behind the 883rd came the 882nd with nine planes (Z-32 having become separated). Z-23 was
still leading this squadron, with Z-21 on her right and Z-29 on her left. Leading the right element was Z-35, with
Z-54 (an 883rd plane flying with the 882nd, apparently as a replacement for the scratched Z-27) on her right and
Z-30 on her left. Z-24 led the left element, with Z-31 on her right and Z-34 on her left.
And 18 minutes behind everybody else came plucky Z-32.
No fighter opposition was encountered. Flak varied from light to moderate along the route, with some coming
from naval vessels near the Saeki Naval base. Fortunately, it was mostly inaccurate, but some of it found a
home in Z-54, luckily creating only minor damage.
All planes bombed visually, dropping on the leader. The 881st bombed at 1237 from 15,420 feet; the 883rd at
1238 from 16,000 feet, the 882nd at 1241 from 16,350 feet, and Z-32 at 1259 from 17,480 feet. Over 400 x 500
lb bombs fell earthward.
Strike photographs showed that a general coverage of the target area was achieved, with the bombing
producing large fires and thick black smoke. However, it was agreed that the pattern could have been better if
the formations had been tighter.
On the return, the squadrons remained intact until landfall, at which point they broke up into elements or single
aircraft for the long flight home. Three planes (unidentified) running low on fuel stopped at Iwo Jima to refuel. All
planes returned safely to base, landing between 1905 and 1936, except for the three that landed at Iwo, which
didn't get back to Saipan until 2103 to 2210.
29 Mar 45
"29 March: Work continues on the Operations quonset. The floor has been laid and the windows and sides are
being installed. Staff officers won a ball game from Group, 5-1."
30 Mar 45
"30 March
Captain Horace E. Hatch's crew left by NATS [Naval Air Transport Service?] for recreational DS on Oahu.
One of our planes raided Japan (weather strike) -- returned safely -- no damage."
"30 March: Recommendations for DFCs and Air Medals for planes participating in four of the five blitz burn raids
were submitted. Briefing for Mission 36 was held at 1500 hours. Sgt Gibson returned to his duties in the
Squadron S-2 Office."
"30 March 45. WSM-E327. Lt. Lewis in Z Square 2 ["20th Century Limited"] took off 2005 [probably means 30
Mar 0605 Local] to bomb the Ogura Oil Company, Yokohama, Japan. A Visual run was made at 31,000 ft.,
dropping 12 x 500 lb. M64's with unobserved results. A/C landed base 1212 [probably 30 Mar 2212 Local]. It
has not been noted thus far that WSM ships have been landing at Guam on the return leg of flight for weather
interrogation. This would account for some of the long period of time between take-off and landing on Saipan.
WSM-E328. Lt Althoff aborted in Z Square 19 ["Sna Pe Fort"] due to landing gear trouble.
WSM-E329. Lt Law in Z Square 11 took off 300702Z [30 Mar 1702 Local] and completed flight plan "King". Ship
returned to base at 31 0202Z [31 Mar 1202 Local]."
That's a curious statement re WSM's: "It has not been noted thus far that WSM ships have been landing at
Guam on the return leg of flight for weather interrogation." I knew that the WSM planes usually landed at Guam
before returning to Saipan, but I wasn't sure why. It shouldn't have been to deliver their weather data, because
they transmitted that back by radio, encoded, in near real time. It appears from this statement that it was for
weather "interrogation", which was another term for debriefing. I guess that the crew were questioned in detail
by the weather staff at XXI Bomber Command HQ on Guam about anything they may have observed on the
flight. Or maybe there was some other, undisclosed, reason.
31 Mar 45
On this date the XXI Bomber Command again sent its planes against airfields and related targets on Kyushu.
The assigned target for the four Groups of the 73rd Bomb Wing was the Tachiari Machine Works on the edge of
Tachiari Airfield, The 500th Bomb Group scheduled 27 aircraft for this mission, of which 25 were airborne. (The
identities of the two planes which failed to take off are not known.)
First squadron (882nd)

Z-27 (LaMarche)
Z-29 (Robinson), "Gravel Gertie"
Z-24 (Sealy), "Pride of the Yankees"
Z-35 (Robertson), "Pacific Queen"
Second squadron (881st)

Z-13 (Luman)
Z-12 (Curtis)
Z-14 (Mather)
Z-6 (Calhoun), "Booze Hound"
Third squadron (883rd)

Z-48 (McClanahan)
Z-41 (Setterich), "The Baroness"
Z-45 (King), "Mustn't Touch"
Z-50 (Adamson), "Fancy Detail"
Leading the Group and the first squadron was Group CO Lt Col John E. Dougherty, flying with Capt Austin W.
LaMarche and crew in Z-27. Leading the second squadron was 881st CO Lt Col Ralph A. Reeve, flying with Maj
Robert D. Luman and crew in Z-13. Leading the third squadron was Maj Freeman A. Parsons, Group
Operations Officer, riding with Capt Charles T. Moreland and crew in Z-42.
Take-off was from 0340 to 0408. Bomb load was 16 x 500 lb general purpose bombs.
Assembly of squadrons and flight to the target were made without incident, except that somewhere along the
way Z-30, Reeves crew, aborted due to sparks and smoke coming from the #1 engine. This left nine planes in
the first squadron, eight in the second and seven in the third, 24 planes total.
On the bomb run, Z-27 led the first squadron, with Z-32 on her right and Z-33 on her left. Z-29 led the second
(right) element, with Z-24 on her right and Z-23 on her left. Z-34 led the third (left) element, with Z-22 on her
right and Z-35 on her left.
Z-13 led the second squadron, with Z-12 on her right wing. Z-4 led the second element, with Z-19 om her right
and Z-14 on her left. Z-7 led the third element, with Z-6 on her right and Z-5 on her left.
Z-42 led the third squadron, with Z-48 on her right and Z-55 on her left. Z-41 led the second element, with Z-45
on her right. And Z-50 led the third element, with Z-56 on her left.
Only light, inaccurate antiaircraft fire was encountered over the target, and one plane (unidentified) was slightly
damaged by flak. Eight to 15 enemy fighters were observed over the target and ten attacks were reported,
but none inflicted any damage. However, a straggler from the 498th Group, T-14, which somehow ended
up flying alone behind the 500th's second (881st) squadron, was seen to be attacked several times by fighters.
This plane, after bombs away, hastened to join the 881st by cutting inside the squadron's turnaway to the left
and filling the diamond in the third element, behind Z-7, Z-6 and Z-5.
The first squadron dropped bombs visually at 1150 from 15500 feet, the second squadron at 1151 from 15000
feet and the third squadron at 1151:30 from 16000 feet. Two aircraft had problems with their bombs. On Z-7,
the A-2 release system malfunctioned and left one bomb on board (to be jettisoned later). On Z-6, the B-10
shackle failed to release one bomb, which later had to be manually pried from the shackle with the bomb bay
doors open, a dangerous undertaking. A total of 382 bombs dropped on the target, which was struck almost
perfectly, all bombs hitting within 1500 feet of the aiming point.
All aircraft returned safely to Saipan, landing between 1824 and 2052. Z-19, Althoff crew, and possibly Z-50
(records are contradictory), Adamson crew, stopped at Iwo Jima to refuel and were the last to get home.
This mission was almost perfect from the standpoint of the 500th Bomb Group. Take-off, assembly, formations,
flight to the target, bomb run, and flight home all went very well, and bombing was very accurate.
On this day the 500th also launched three weather strike missions. From the 500th Bomb Group Operations
Journal:
"31 March 45 WSM-330 Lt. Geiker [Gieker] took off in Z Square 1 at 30 2015Z [31 Mar 0615L] and
accomplished weather plan "M". Ship returned to base 31 1205 [31 Mar 2205L].
WSM-331 Lt. Arbon in Z Square 31 ["Homing De-Vice"] off at 30 2005Z [31 Mar 0605L] to bomb [Target] #357
[Nakajima Aircraft Factory, Musashino], Tokyo, Japan. 10 x M64's were dropped visually from 30,700 ft with
unobserved results. A/C returned to base 31 1235Z [31 Mar 2235L].
WSM-332 Maj Sewell in Z Square 28 ["Old Ironsides"] left base 31 0737 [31 Mar 1737L] and accomplished
flight plan "K". Ship returned to base 01 0222Z [1 Apr 1222L]."
1 Apr 45
Good news for readers of this journal. Farther back on the microfilm I found the war diaries for the 881st and
883rd Squadrons for April and May 1945. (Still nothing from the 882nd, however. They must never have
submitted theirs.)
But some bad news too. Haven't found any of those missing documents for the April and May missions.
My accounts of those will have many holes. (June missions should be a little better, though.)
"1 April WSM-333 Lt. Schmidt in Z Square 47 ["Adam's Eve"] took off at 310737Z [I believe this is an error.
Probably should be 311737 Z, which would translate to 1 Apr 0337L. Otherwise the plane would have been in
the air 24 hours. (See return time below.)] The center of the city of Tokyo was hit with 10 x M64's [General
Purpose bombs] from 27,400 [feet] employing radar. Four bombs were seen to burst in the center of the city.
One attacking Tojo fighter was shot down by the tail gunner [regular tail gunner on the Schmidt crew was Sgt
Robert G. Mulligan]. A/C returned to base 010735Z [1 Apr 1735L].
WSM-334. Lt Seale, in Z-49 ["Three Feathers"], left the runway at 312120Z [1 Apr 0720L] to bomb the
Mitsubishi Heavy Industries, Kobe, Japan. A visual run was made from 27,650 feet dropping 7 x 500 [lb] M-63's
[sic] IB's [incendiary bombs] and 3 x 500 lb. Photo bombs. Gunners saw eight bombs hit among several ships in
the dock area. Returned to base at 01 1550Z [2 Apr 0150L].
WSM-335 Lt. Wolter in Z-8 ["Duke of Albuquerque"] got off at 01 0820Z [1 Apr 1820L]. He returned to base 02
0100Z [2 Apr 1100L]. [Kinda strange there is no summary of this plane's activities on this very long, nearly 17-
hour flight.]"
The Operations Journal also noted personal milestones for some of the Ops Section personnel:
"Four officers of this office received promotions today:

Capt Thompson - Group Navigator - to Major
Capt English - Group Gunnery Officer - to Major
1/Lt Merrihew - Group Weather Officer - to Capt.
2/Lt Pack - Group R.C.M. [Radar Countermeasures] Officer - to 1/Lt."
"1 April -- Easter Sunday -- only a skeleton force worked. Prepared overlay for briefing which was held at 1830
hours. The target is 357 [Nakajima Aircraft Engine Plant], Tokyo. Takeoff scheduled for approximately 2030.
Capt's Moreland, McClanahan, Braden, Irby, Lt's Cheney, Barron, Ryan, Setterich, Standen and Clinkscales took
off."
On the night of 1-2 April the 73rd Bomb Wing revisited the familiar Target 357, the Nakajima Aircraft Engine Plant
in Musashino near Tokyo, for the ninth time. However, this was the first night bombing attack on this target. The
500th Bomb Group put up 35 aircraft for this mission.
A complete list of participating planes and crews is not available. Here is a partial list:
Z-1, Bricker
Z-11, Law
Z-12, Curtis
Z-19, "Sna Pe Fort", Althoff(?)
Z-21, "Devils' Delight", Pierce
Z-22, "Georgia Ann", D. Jackson
Z-23, "Ramblin Roscoe", Hays
Z-24, "Pride of the Yankees", Tackett
Z-26, crew unknown
Z-27, Limpp
Z-28, "Old Ironsides", Sasser
Z-29, "Gravel Gertie", Shorey
Z-30, "Sting Shift", Reeves
Z-31, "Homing De-Vice", Arbon
Z-32, "Fever from the South", Parsons
Z-33, "Slick Dick", Hughes
Z-34, "Frisco Nannie", Farrell
Z-35, "Pacific Queen", Gray
Z-41(?), Barron
Z-42(?), Moreland
Z-43, Setterich
Z-48, McClanahan
Z-50(?), Braden
Z-52(?), Irby
Z-53(?), Cheney
Z-55(?), Ryan
Z-54(?), Standen
Z-45(?), Clinkscales
[The seven planes and crews completely missing are from the 881st Squadron (Z-1 thru Z-19). The ten crews
of the 883rd Squadron (Barron thru Clinkscales) are certain, but the planes are not; the eight planes with
question marks after them are best guesses based on the planes these crews flew most often.]
The plan for this mission, as with all night attacks, was for planes to fly to the target individually and bomb at low
altitude. Each plane carried 36 x 500 lb GP bombs with delayed action fuses ranging from 15 minutes to one
hour. Each plane also carried, to be dropped last, four M-26 parachute flares to help illuminate the target for
following bombers.
Group leader on this mission was Lt Col William McDowell, CO 883rd Squadron.
Take-off was from 2036 to 2138. Everything went as planned on the route out. There were no aborts. Planes
arrived over the target and bombed from 0320 to 0421 and from altitudes between 5900 and 7900 feet. A few
aircraft were able to bomb visually, but the flares failed to provide sufficient illumination, so most planes
attempted to bomb by radar. A total of 1221 x 500 lb GP bombs and 87 parachute flares were dropped in the
vicinity of the target. Due to the failure of the illumination plan, most bombs missed the target and results were
poor.
Flak was generally light to moderate. Three bombers, Z-19, Z-26 and one unidentified, were struck by flak but
none seriously. Numerous searchlights were active in the target area. Eight fighter attacks were reported, four
of them on one B-29, but these were ineffective.
Tail turrets were loaded with ammo on this mission, but no claims of enemy aircraft were made.
One bomber (unidentified) reported being followed for a short time on the bomb run by some sort of enemy
aircraft, with twin long streams of flame appearing to come from it. When the B-29 took evasive action by turning
several times, the enemy aircraft followed its every move, until finally coming in well below the B-29 and
exploding in the air. Then when it hit the ground, there was a second explosion. The same B-29 reported a
second almost identical experience near the Japanese coast on the way out to sea. [These could possibly have
been what the US called Baka bombs, which were basically manned rockets released from mother aircraft and
steered toward a target by a suicide pilot. Baka's were usually employed against ships but may have been used
against enemy bombers.]
Thirty-four aircraft returned to base safely, although one of them (unidentified) had to stop at Iwo Jima to refuel
and got back late. One B-29 however failed to return at all. This was Z-11, Law crew.
Some crews reported seeing an explosion over the target area. Another observer reported a B-29 turning away
from the target with one or more engines on fire and being attacked by a fighter. Whether either or both of these
sightings were of Z-11 is unknown.
The members of the Law crew (#107A), initially listed as missing, were as follows:
AC 1/Lt Edward G. Law

Copilot 2/Lt Gerould L. Giddings
B 2/Lt David R. Gerhardt
N 2/Lt Donald J. Van Dever
FE T/Sgt Raymond C. Richmond
Radio Sgt Robert H. Nead
Ring G Sgt Harry E. McMillen
RG Sgt Ray F. Hopper
LG Sgt Maurice Myers
Radar Sgt Thaddeus J. Pasternak
Tail G Sgt Leonard J. McNeill
After the war, Sgt Hopper was found to have survived as a POW. From statements by him and some Japanese
officials, more details emerged about the fate of Z-11 and the Law crew. The plane was fatally hit, unknown if by
flak or fighters, on the bomb run. Most of the crew had time to bail out. All five men in the rear got out, but the
men in the front compartment had to go out the nose wheel door one at a time. Five made it out, the last being
the copilot, Lt Giddings. He watched to see if Lt Law got out, but the plane exploded before he could do so.
Law's body was later found in the wreckage of the plane, which crashed near Haramachida.
The ten crewmembers who bailed out all reached the ground safely and were taken prisoner. They were initially
taken to Kempei Tai Headquarters but on 16 April were transferred to Tokyo Military Prison. On the night of 25-
26 May, during a fire raid, the Japanese guards at the prison left the prisoners locked in their cells and let them
burn to death. Somehow Sgt Hopper survived and ended up at Omori POW Camp, where he was liberated.
2 Apr 45

"2 April -- All our squadron returned safely at approximately 1115 hours. It is believed that Lt. Law, 881st, was
lost over the target. Only crew from Group missing. Relaid floor in office and prepared to put two windows in.
S-2 office in general today pretty much torn up."
3 April 45
"3 April 45
Sgt. John L. Lippa left for ten days recreational DS [detached service] in Hawaii."
"3 April -- Quonset roofed in. Started lengthening Orderly Room. Briefed squadron crews at 1500 on Mission
#38 -- target Tachikawa #792. Crews took off at 2115. Capt's Moreland, Irby, Lt's Adamson, Field, King,
Schmidt, Cheney, Standen and Gregg and Seale took off. Lt. Seale aborted."
On the night of 3-4 April the 73rd Bomb Wing launched an experimental night bombing attack on the Tachikawa
Aircraft Plant near Tokyo. Secondary target was the city of Kawasaki. The 500th Bomb Group put up 31 aircraft
for this mission.
Z-1, Bricker
Z-2, Gieker, “20th Century Limited”
Z-4, Wolter, “Black Magic”
Z-7, Sullivan, “Hell's Belle”
Z-8, Thompson, “Duke of Albuquerque”
Z-12, Curtis
Z-14, Thomas
Z-19, "Sna Pe Fort", Althoff
Z-22, "Georgia Ann", Limpp
Z-28, "Old Ironsides", Haas
Z-29, "Gravel Gertie", Robinson
Z-30, "Sting Shift", Sealy
Z-31, "Homing De-Vice", Sewell
Z-32, "Fever from the South", Gillert
Z-33, "Slick Dick", Coffman
Z-34, "Frisco Nannie", Robertson
Z-42(?), Moreland
Z-45(?), King
Z-47(?), Schmidt
Z-48(?), Adamson
Z-49(?), Cheney
Z-52(?), Irby
Z-53(?), Field
Z-54(?), Standen
Z-55, "Janice E.", Seale
Z-56(?), Gregg
[The three planes and crews completely missing are from the 881st Squadron (Z-1 thru Z-14). The ten crews
of the 883rd Squadron (Moreland thru Gregg) are certain, but the planes are not; the nine planes with question
marks after them are best guesses based on the planes these crews flew most often.]
The plan this time was for six pathfinder aircraft to take off first and mark the target for the rest. The
lead pathfinder was Z-24, Tackett crew, with Group CO Lt Col Dougherty riding along as Force Commander and
Col Sutherland, Deputy Chief of Staff for Operations of the 73rd Bomb Wing, along as an observer. This plane
carried 8 x M90 target marker bombers, 2 x M26 parachute flares and 24 x M64 general purpose bombs. The
identities of the other five pathfinders are unknown, but each carried 184 x M47 incendiary bombs. The
pathfinders took off from 2108 to 2112.
The remaining 25 planes of the 500th, which led the Wing on this mission, each carried 34 x 500 lb general
purpose bombs. Take-off for these planes was from 2124 to 2144. The 500th Group was first in the Wing order
on this mission.
As on all night missions, each plane flew individually to the target at low altitude, in this case between 5000 and
5500 feet. There was one abort. Z-55, Seale crew, blew a cylinder in her #3 engine. The remaining 30 aircraft
all reached the target area.
When Z-24, with Lt Col Dougherty and Col Sutherland on board, arrived in the target area, they discovered
complete cloud cover over the primary. Still, they did their best to mark it, and the secondary as well. On Z-24's
first run, at 6100 feet, they dropped 4 x M90 target markers. Then they made a second run over the primary, this
time at only 500 feet, dropping 7 x M64 general purpose bombs and the remaining 4 x M90 target markers.
Finally, at 0319, they flew over Kawasaki at 6300 feet and dropped their remaining 17 x M64's and the 2 x M26
parachute flares. Unfortunately, the markers and flares could not overcome the thick cloud cover.
Most of the 500th planes decided to bomb the secondary target, although nine made a run on the primary at
altitudes ranging from 5000 to 6850 feet. Bombs were dropped between 0330 and 0405. In total, 211 x M64's,
368 x M47's, 10 x M26 flares and 8 x M90's fell on the primary, and 589 M64's, 552 M47's and 28 x M26's were
dropped on the secondary. No bomb results could be observed due to the undercast, but later bomb damage
assessment showed the city of Kawasaki to have been heavily damaged.
Both flak and fighter opposition were generally light and ineffective. No B-29 was damaged. No claims of
enemy aircraft were made.
However, Z-19, Althoff crew, encountered something very unusual which gave the crew a good scare. Near
land's end at 9000 feet what was described as a "ball of fire" was observed at 5 o'clock level and about 300
yards behind the B-29. Althoff immediately took evasive action in the form of several turns, but the ball of fire
stayed with the plane. In an attempt to shake it, AC Althoff and copilot Ogush pushed their yokes all the
way forward and went into a steep dive down to 6000 feet, reaching an airspeed of 295. One of the side
gunners who did not have his safety harness on was temporarily plastered to the top of the compartment.
Finally, the ball of fire fell behind and apparently turned back. The crew later decided that their aerial pursuer
had been probably a Baka bomb.
Twenty-seven aircraft made it all the way home to Saipan and landed between 1046 and 1215. Two aircraft,
unidentified, ran short of gas and had to stop at Iwo Jima to refuel. These planes got back to Saipan late,
landing at 1610 and 1938 respectively. One plane never came back.
Z-31, 44-69751, "Homing De-Vice", and the Sewell crew (#242) disappeared without a trace. They were neither
seen nor heard from after take-off. Since no ground crash site has ever been discovered, it is most likely that
the plane went down in the ocean, or possibly in Tokyo Bay. It is not known whether this happened before or
after bombing the target.
The members of the Sewell crew were as follows:
AC Maj Robert S. Sewell, Jr

Copilot 2/Lt Merle S. "Mike" Eaton
B 2/Lt Louis Stephen
N 2/Lt Irwin Gendelman
FE 2/Lt Isaac Samarel
Radio S/Sgt Kurt Porjesz
Ring G Sgt Ausbon Judd
RG S/Sgt Thomas E McEvoy
LG Sgt William C. Poole, Jr
Radar Sgt Maurice R. Komocar
Tail G Sgt Harry L. Mears, Jr
Maj Sewell was a replacement pilot who had taken over this crew, probably in early March, from Capt Louis C.
McClure, who had been evacuated due to illness.
This was the third plane lost which had borne the tail number 31. The first, 42-24785, was lost with the
Gerwick/Porter crew on 23 Jan 45 (at the time it had actually been redesignated Z-25). The second, 42-63494,
was lost with the Hodge/Rouse crew on 19 Feb. With this third loss, the number 31 was now considered jinxed,
and no aircraft in the 882nd Squadron would ever bear it again.
4 Apr 45
"4 April -- All our squadron returned safely [from the 3-4 Apr night mission to Tachikawa]. No report from Major
Sewell of 881st [correction, 882nd] as yet. Took down displays in S-2 briefing room preparatory to painting.
Major Kinney, Wing Public Relations Officer, visited this PM. Gave him stories on "Three Feathers" [this was Z-
49] and Lt. Ryan." [I'd like to know what these stories were. Possibly one was about Z-49 coming back from
Japan on two engines on 15 Feb.]
5 Apr 45
"5 April Major Limpp Z-32 ["Fever from the South"] took off 05 0818Z [5 Apr 1818L] on a radar recon mission.
A maximum number of radar scope photographs, on short range setting, were obtained in the Tamashima Area
at 16,000 feet. Returned to base at 05 2300Z ]6 Apr 0900L]."
"5 April 45
Six of our officers were relieved of primary duty with the Squadron and assigned primary duty with Group
Maintenance per Par 8, SO #31, HQ 500th Bomb Group, dated 5 April 1945, inclosed." [See attachments.
These reassignments were a response to the severe strain on maintenance personnel from the greatly
increased number of missions being flown in March and April.]
"5 April -- Preparations made, walls cleared, for painting office. Could not secure spray gun until 1800 so
worked all night to complete job."
6 Apr 45

"6 April - Group briefing at 1630 for Mission #39, target 357 [the Nakajima Aircraft Engine Plant again] at
Tokyo. Lt. Thompson briefed Lt. Ryan for WSM #353 G, target #1360 Saeki Naval Station."
7 Apr 45
On this date the 73rd Bomb Wing carried out a daylight, high-altitude precision strike on Target 357, the
Nakajima Aircraft Engine Plant in Musashino near Tokyo. This was the tenth attack on this important target. The
500th Bomb Group contributed only ten planes to this mission, all from the 883rd Squadron.
The ten crews which participated are known but only five of the planes are identified. Those with question marks
are best guesses based on the planes these crews flew most often.
Moreland, Z-42, "Supine Sue"

Braden, (Z-50?)
McClanahan, Z-48
Standen, (Z-54?)
King, Z-47, "Adam's Eve"
Gregg, (Z-56?)
Adamson, (Z-49?)
Barron, (Z-41?)
Setterich, Z-43
Clinkscales, Z-53, "The Ancient Mariner"
Take-off was from 0253 to 0257. Bomb load was 5 x 2000 lb bombs per plane. Each plane also carried 7500
rounds of ammo. The 500th was last in the Wing order on this mission.
Lt Col William McDowell, CO 883rd Bomb Squadron, was the force leader on this mission, riding with Capt
Charles Moreland and crew in Z-42.
Though this was far from the Group's first trip to this target, there were two firsts for the 500th on this
mission. This was the first time with fighter escorts, 80 x P-51's flying from Iwo Jima. This was also the first time
the Group carried 2000 lb bombs, which were intended to demolish the heavy concrete, western portion of the
plant.
The flight out was normal. The B-29's rendezvoused with the fighter escort at about 1019 at the island of Kosu
Shima south of Tokyo Bay. The bombers were at about 15,000 feet and the fighters took station 3000-4000 feet
above, then the combined formation moved on to the target. However, the faster fighters soon migrated to the
front of the formation, which left the 500th at the rear without any cover.
The Japanese fighters, which were numerous and aggressive on this mission, quickly detected the 500th's
vulnerability. Attacks began as early as landfall at the northwestern corner of Sagami Bay and would continue all
through the mission. The 500th's gunners would need the ammunition they had loaded.
As the squadron of the 500th attempted to make the final turn toward the IP, there was some congestion among
the preceding Groups which forced the 500th off course to the right, and when the squadron was able to get
back on course, they ran into intense and accurate flak, which, as with the fighter attacks, continued all through
the bomb run. The 500th was in for a bad day.
At this time Z-42 was still in the lead, with Z-48 in No. 2 position on her right wing and an unidentified plane on
her left wing. Z-41 led the second, right, element, with Z-49 on her right wing and Z-53 on her left. In the third,
left, element, Z-47 was in No. 8 position on the right wing. The identities and positions of the remaining planes
are unknown.
As the formation flew on, the leader, Z-42, Moreland crew, was hit in the #1 engine, which had to be feathered.
They fell back and relinquished the lead to Z-48, McClanahan crew. Two other B-29's, one of them Z-49,
probably Adamson crew, also had to feather engines due to flak or fighter damage. And then, a little before
bombs away, Z-47, King crew, was hit, it was thought by flak. Two gunners in the Clinkscales crew on Z-53,
Donald Chambers in the left blister and Elmo Glockner in the tail, both saw Z-47 suddenly roll over on her back
and head downward in a spin, with all engines apparently still running. No smoke or flame was observed, and
unfortunately no parachutes. The gunners had to turn their attention back to the enemy fighters which were still
swarming, but radio operator Kenneth Agee in Z-42 was able to look out through the open bomb bay doors in his
plane and follow Z-47 all the way down. He also saw no parachutes as the plane continued straight down, hit
the ground and exploded.
Meanwhile, the formation continued toward the target, but there was another problem in addition to the
continuing heavy flak and fighter attacks. The switch of lead planes had taken place too soon before the primary
and in the confusion the bombardier on Z-48 was unable to pick up the target factory in time. Consequently, the
bombs were dropped from 15,650 feet on a target of opportunity, a probable ordnance center, 4-5 miles beyond
the primary.
As the B-29 formation turned away from the target, the fighter attacks continued, as far as 30 miles out to sea off
Choshi Point. A total of 230 attacks were reported. Upon return to base, it was found that every plane in the
500th had been hit by either flak or fighters. B-29 gunners claimed 12 enemy fighters destroyed, 3 probables
and 13 damaged. Bill Agee, ring gunner in Z-48, McClanahan crew, had a particularly good day, accounting for
two of the destroyed and one of the damaged. In addition to the bomber gunners, the P-51 escorts claimed 21
Jap fighters while losing two of their own.
Seven planes returned straight to Saipan, landing between 1803 and 1943. Two planes, Standen and Adamson
crews, had to stop at Iwo due to battle damage. The crews left their bombers there to be repaired, then returned
to Saipan in other aircraft.
The stark facts were no bombs dropped on the primary, one plane and crew lost, and three planes with serious
battle damage. Not a successful mission for the 500th Bomb Group.
After the war, Japanese records claimed that Z-47 had been the victim of a ramming, by a Tony flown by 2/Lt
Takashi Kawano of the 244th Sentai. It seems strange that no one in the bomber formation saw the ramming,
but on the other hand it happened on the bomb run, with all the bombardiers focused on the target and the
gunners busy fending off the many fighters, so it is possible. Such things happen very suddenly. Also, Z-47's
sudden roll-over and vertical dive are indicative of catastrophic damage such as might result from a ramming.
The B-29 crashed in Kugayama near a primary school, destroying two houses and killing one person on the
ground. None of the crew survived, nor did the suicide pilot, 2/Lt Kawano.
The King crew (#345A) was a replacement crew with at least six missions to their credit. The members were:
AC 1/Lt Robert E. King

Copilot 2/Lt George N. Chaffin, Jr
B 2/Lt Jerome J. Wondrasek
N 1/Lt Charles E. Brittain
FE T/Sgt William W. Bergren
Radio Cpl Jerome M. Nettum
Ring G Sgt William C. Headley
RG Cpl Albert D. Isza
LG Cpl Walter P. Buller
Radar Cpl Elmer R. Kerschner, Jr.
Tail G Cpl Russell A. Miller
In addition to Mission #39 against Target 357, three weather strike missions were scheduled this day. Maj
Luman and crew of the 881st were scheduled to take off early in Z-13 for WSM-352 but there was a problem of
some sort and they did not get off the ground. Whatever it was was fixed in time for Capt Mock and crew to use
the same plane for WSM-354 (see below).
"[7] April WSM-353 Lt Ryan in Z-55 ["Janice E."] was airborne at 06 2010Z [7 Apr 0610L] to bomb the Saeki
Naval Air Station #1306. A radar run was employed from 29,300 feet dropping 10 x M64. Results were
unobserved. Base at 07 1250Z [7 Apr 2250L].
WSM-354 Capt Mock in Z-13 was airborne 0830 to bomb the Saeki Naval Air Station. A radar run was
employed from 27,000 feet dropping 10 x M43's. Results were unobserved. Base at 0205."
8 Apr 45
On this date the 500th Bomb Group put up 31 planes to bomb targets on Kyushu. If the weather permitted visual
bombing, Kanoya Airfield would be hit; if not, the city of Kagoshima would be bombed by radar. This was a
daylight, high-altitude mission.
Below is an incomplete list of participating aircraft and crews. [Only four planes and crews from the 883rd took
part due to this squadron's participation in yesterday's mission and the extensive battle damage sustained. The
crews are known, but only two of the planes are known.]
Z-1, Bricker
Z-2, Lewis, "20th Century Limited"
Z-3, H. Jackson(?), “Ann Dee”
Z-4, Oswald, "Black Magic"
Z-5, Calhoun, "There'll Always Be A Christmas"
Z-6, Booze, "Booze Hound"
Z-7, Sullivan, "Hell's Bell"
Z-8, Thompson, "Duke of Albuquerque"
Z-9, Pearson, "Nina Ross"
Z-10, McNamer, "Punchin' Judy"
Z-11, Gieker, “Lucky Eleven”
Z-12, Curtis
Z-14, Mather
Z-19, Thomas, "Sna Pe Fort"
Z-23, "Ramblin Roscoe", Sasser
Z-26, Haas
Z-27, Gillert
Z-30, "Sting Shift", Sealy
Z-33, "Slick Dick", Hanft
Z-36, "Li'l Abner", Arbon
Z-45, "Mustn't Touch", Cheney
Z-53, "The Ancient Mariner", Irby
Z-??, Schmidt
Z-??, Seale
The force leader on this mission, and also leading the first squadron, was Deputy Group Commander Lt Col
Harry Brandon, flying with Capt Ferd Curtis and crew in Z-12. Leading the second squadron was Capt Cecil
Tackett in Z-24. Leading the third squadron was Capt Vance Black, 883rd Squadron Operations Officer, flying
with Capt George Irby and crew in Z-53.
Take-off was completed by 0334. Bomb load was 16 x M64 general purpose bombs per plane. Ammo load was
250 rounds per gun. The aircraft apparently formed into three combat squadrons, but their composition is not
known. There were at least two aborts on this mission, Z-35 (Gray) and Z-45 (Cheney). The Harlan Jackson
crew of the 881st, probably flying Z-3, may also have aborted (records are contradictory).
Twenty-eight planes reached and bombed the radar target, Kagoshima, at approximately 1130 from altitudes
ranging from 17,400 to 17,800 feet, dropping a total of 448 bombs. Due to cloud cover, no results were
observed.
There was no flak or fighter opposition on this mission. No B-29's were lost, and all returned safely to base by
1820.
Meanwhile, back on Saipan the staff routine went on. From the 883rd Bomb Squadron War Diary:
"8 April -- A gunners critique on mission #39 with Capt. English [Group Gunnery Officer] was held at 1300."
9 Apr 45
"9 April With the aid of the (medics?) carpenter and the clerks the first step at remodeling the Operations
Office has been completed. A screen window running the entire length of the left side of the quonset has been
installed. This factor has the advantage of better light and increased ventilation."
"9 April -- Painted some of the tables and map display board. Capt. Chapin and Lt. Huhta [882nd Squadron
Intel Officer] spent the greater part of the day working on combat data report. O'Brien and Williams oiled floor in
PM. Our ball team defeated Group."
10 Apr 45
"10 April 9 A/C [unidentified] this Group participated in a practice low level bombing on Medinella Island at 570
feet. Take-off 1230K; land 3:30K. Participants [from Operations Section:] Major Parsons [Group Operations
Officer] and Major English [Group Gunnery Officer]."
"10 April 45
2d Lt. Charles K. McKinney returned from recreational DS [detached service] in the United States."
"10 April -- Meeting of Claims Evaluation Board at Wing A-3 office. On mission #39 [the 7 Apr mission to
Target 357] results of 883rd Squadron were 11 destroyed, 3 probably destroyed and 10 damaged. This is short
Lt. Standen's and Lt. Adamson's crews which will go in a supplemental report. [Those two crews had landed at
Iwo Jima with damaged aircraft and were delayed in returning to Saipan.]"
This last entry is interesting. It confirms that there was a Claims Evaluation Board at the Wing level to review
gunners' claims. This had to done, as claims were usually too high. I believe most gunners were honest about
it, but there's a human tendency to want to believe you did better than you actually did. Also, when two or more
gunners fired at the same target, there could be duplication in claims. I have been told by some gunners that the
board also used gun camera footage taken by cameras installed in the turrets to help resolve claims.
11 Apr 45
"11 April 45
Capt. Jay J. Brown was transferred to 73rd Bomb Wing.
Cpl. Julius Burson left on recreational DS in the United States for 30 days.
S/Sgt. Salvador Delgado left on recreational DS in Hawaii for 10 days."
The remainder of this 881st entry was a listing of long awaited and just announced officer promotions. 1/Lt Lou
C. Kappil was promoted to Captain, and no less than 27 2nd Lieutenants were promoted to 1st.
"11 April -- Submitted supplemental Combat Data Report. Partial promotion list came out last night and officer
morale immediately went up. Briefing held in PM for mission #41, target 357 Tokyo ["What?! Again?!", you can
almost hear the combat crews mutter.]"
12 Apr 45
On this date, for the eleventh time, the 73rd Bomb Wing went back to Target 357, the Nakajima Aircraft Engine
Plant in Musashino near Tokyo. This was a daylight, high-altitude precision strike. The 500th Bomb Group put
up 29 aircraft for this mission.
A complete list of participating crews and aircraft is not available. Here is a partial list:
Z-22, "Georgia Ann", Limpp

Z-24, "Pride of the Yankees", Sasser
Z-27, Gillert
Z-29, "Gravel Gertie", Robertson
Z-30, "Sting Shift", Holdridge
Z-33, "Slick Dick", Shorey
Z-34, "Frisco Nannie", Coffman
Z-36, "Li'l Abner", Hughes
Z-42(?), Moreland
Z-43, Setterich
Z-49(?), Seale
Z-50(?), Braden
Z-55(?), Ryan
Z-??, Field
Z-??, Schultz
[Ten planes and crews from the 881st Squadron (Z-1 thru Z-19) took part but it is not known which ones. The
eight crews from the 883rd (Z-41 thru Z-56) which participated are known but, except for the Setterich crew in Z-
43, not which planes they flew. Where possible, best guesses have been made based on the planes these
crews flew most often.]
Official records on this mission are sparse. Take-off was about 0400. There were no aborts, all 29 aircraft
reaching and bombing the primary target.
The 29 planes were apparently divided into three combat squadrons. Leading the Group and the first squadron
was Lt Col Joseph F. "Toby" Brannock, CO 882nd Bomb Squadron, flying with his favorite crew and plane,
the Hale Hays crew in Z-23, "Ramblin Roscoe". Leading the second squadron was Capt Charles Moreland,
probably in Z-42, "Supine Sue". Leading the third squadron was Capt Donald Thompson, plane unknown.
On this mission the Clinkscales crew flew a Superdumbo, a B-29 configured for communications and rescue.
This was probably Z-45.
Wing assembly was at Cape Omai SW of Tokyo. From there the formation flew NE to the IP, Cape Ose, and
from there on course 43 degrees to the target.
A visual run on the primary was attempted from altitudes ranging from 14,270 to 17,500 feet, but due to a heavy
haze over the target most planes (26) were forced to bomb by radar. A total of 145 x M66 GP bombs were
dropped, of which an estimated 50 hit the target. Counting the ten previous missions, approximately 63 percent
of the plant's roof area had been destroyed by this time. The effect was actually much greater, however, as after
the war it was learned that Japanese efforts to disperse the production of this vital factory had resulted in further
degradation of production.
On this mission there was again P-51 escort from Iwo Jima, and they were effective, as confirmed by newly
promoted 1/Lt Hal Towner, lead bombardier this day in the Hale Hays crew (#228), in this vivid diary entry:
"Boy, what a mission! We had a swell formation that really bored in on the target. We made a beeline for old
357 and the Japs were waiting for us with everything they had. If only I could have used my guns today. But we
were lead crew so I had to leave them stowed till after bombs away. As we crossed the coastline and started in
towards Tokyo, we were pretty well covered by our first P-51 escort [this was the Hays crew's first experience
with fighter escort]. They flew the "buddy system" and were always together in pairs. I was checking off the
pilotage points on our bomb run trying to pick up the target thru the haze when I leaped up to watch the flak burst
all around us and saw three Jap fighters about 500 yards out coming in at our level head on. As I gasped in
anticipation of hot lead bursting through the nose of our ship, two P-51's dove between us and the three Japs.
At the last possible split second, they attacked those three Japs. Two of them exploded mid-flight while the third
flipped over on his back and threw a phosphorous bomb at us which fell beneath the formation. I immediately
went back to my bombsight, synchronized on the target and a few seconds later, our bombs were away."
A total of 44 fighter attacks were reported but no 500th planes were hit. 500th gunners claimed two fighters
destroyed, one probably destroyed and three damaged. Four B-29's were damaged by flak but none seriously.
Withdrawal was to the NW, then back to the SE around Mt Fuji and then S past Cape Omai again.
All planes returned safely, although nine had to land at Iwo Jima. Those planes which did not land at Iwo were
back on Saipan by 2000.
"12 April
WSM 367. Lt Lewis in Z-3 ["Ann Dee"] was airborne at 11 2000Z [12 Apr 0600L] to bomb Kure Naval
Arsenal. A visual run was made from 27,300 feet, dropping 12 x 500 lb M64. Two bombs were observed to land
in the target area. Aircraft returned to base at 12 1010Z [12 Apr 2010L].
WSM 368. Lt Shorey in Z-33 ["Slick Dick"] was airborne at 11 2011Z [12 Apr 0611L] to bomb the Mitsubishi
A/C Works [at] Tamashima. A visual run was employed from 25,000 feet, dropping 10 x M64's. Bombs were
observed to hit assembly buildings. Returned to base 12 1445Z [13 Apr 0045L]."
13 Apr 45
"13 April
WSM 369 Lt Pierce in Z-21 ["Devils' Delight"] was airborne 12 1307Z [12 Apr 2307L]. He did not bomb due
to a low gas supply.
WSM 370 Capt Irby in Z-51 ["Tail Wind"] was airborne [12] 2000Z [13 Apr 0600L] for a weather recon.
Returned to base at [13] 1235[Z] [13 Apr 2235L].
WSM 371 Lt Parsons in Z-32 ["Fever from the South"] was airborne at 13 1500Z [14 Apr 0100L] to bomb
Tachikawa. A visual run was made from 23,000 feet. Results were unobserved. Returned to base safely."
"13 April -- Capt. Irby took off approximately 0600 on WSM 370 K. Worked on combat claims all day.
Operations advised WSM briefing at 1300. S-2 was not advised until 1230. S-2 was also advised that WSM 375
B [is] to be flown tomorrow, take off at 1200 Z. Briefing on Mission #42 [night fire raid on Tokyo Arsenal] at
1600. Take off time at approximately 1800."
On this date the XXI Bomber Command sent 348 bombers from all three of its Wings, 73rd, 313th and 314th, on
a night incendiary raid on the Tokyo Arsenal area of Tokyo. The 500th Bomb Group contributed 29 aircraft to this
mission.
Z-1, Bricker
Z-5, "There'll Always Be A Christmas", Kappil
Z-6, "Booze Hound", Calhoun
Z-7, "Hell's Bell", Sullivan
Z-8, "Duke of Albuquerque", Mock
Z-9, "Nina Ross", H. Jackson
Z-10, "Punchin' Judy", McNamer
Z-12, Curtis
Z-13, Thomas
Z-14, Mather
Z-23, "Ramblin Roscoe", Limpp
Z-24, "Pride of the Yankees", Hughes
Z-27, Sealy
Z-30, "Sting Shift", Hanft
Z-35, "Pacific Queen", Coffman
[Eight planes and crews from the 883rd Squadron (Z-41 thru Z-56) rounded out the 500th formation but their
identities are not known, except for the Grosse crew noted below.]
Lt Col Ralph Reeve, CO 881st Bomb Squadron, was the force commander on this mission, flying with Capt Fred
Curtis and crew in Z-12. Deputy force commander was Lt Col William McDowell, CO 883rd Bomb Squadron,
flying with 1/Lt William Grosse and crew, plane unknown.
Take-off was completed by 1851. There was one abort, Z-34, Robertson crew, which had a cracked cylinder in
#4 engine. Of the remaining 28 planes, 26 bombed by radar and one visually from altitudes between 6750 and
7800 feet. One plane (unidentified) failed to bomb due to "mechanical difficulty", probably meaning a rack or
bomb bay door malfunction. A total of 1,064 x E46 incendiaries, 28 x M64 general purpose bombs and 10 x M46
photo flash bombs were dropped on the target.
This mass attack by the XXI Bomber Command burned out another 10.7 square miles of an already ravaged
Tokyo.
Eleven enemy fighter attacks were reported, damaging one B-29. Four more bombers were damaged by flak.
One of these planes (unidentified) had two engines out but managed to make it to Iwo Jima. All other planes
made it back to Saipan safely.
14 Apr 45
"14 April WSM 372. Capt McClanahan in Z-48 aborted due to a bad oil leak in number 4 engine.
WSM 373. Major Luman in Z-3 ["Ann Dee"] was airborne 2154Z [14 Apr 0754L] to bomb Saeki Naval Base. A
visual run was made on the target from 27,600 dropping 8 x M64's with poor results.
WSM 374. Lt. Gillert in Z-33 ["Slick Dick"] took off but had to land at Iwo due to engine trouble in number one
and two."
"14 April 45
Sgt Lester E, Johnston left on recreational DS [detached service] to Hawaii for 10 days.
Eleven (11) planes raided Tokyo (fire raid) -- returned safely -- slight damage.
One (1) plane raided Japan (weather strike) -- returned safely -- no damage."
"14 April - Capt. Irby returned from WSM approximately 0100. All crews from Mission #42 landed
approximately 0730, safely. Bombing results appeared good from first reports."
15 Apr 45
"15 April
WSM-375 Lt. Setterich in Z-45 ["Mustn't Touch"] was airborne 14 1249Z [14 Apr 2249L] to bomb target #198
[Aichi Aircraft Works, Atsuta Plant] Nagoya, Japan. Because radar was out, warehouse installations at
Toyohashi were bombed visually from 27,800 feet dropping 12 M-64's [500 lb general purpose]. Results were
excellent with heavy fire and explosions. [Returned to] base 15 0314Z [15 Apr 1314L]."
"15 April - Memorial services held for President Roosevelt in Group Theater. Briefing for mission #43, target
Kawasaki Area, held after services. Capt. Braden, Lt's Field, Seale, Schultz, Clinkscales, Ryan, Schmidt and
Grosse took off at approximately 1700 hours. Lt. Setterich flew WSM 375 B; returned safely."
On the night of 15-16 April the 73rd Bomb Wing put up 120 bombers for an incendiary attack against the urban
area of southern Tokyo and adjacent Kawasaki. The 500th Bomb Group had 33 aircraft airborne for this mission.
A complete list of participating crews and planes is not available. Here is a partial list:
Z-1, Bricker
Z-4, "Black Magic". Oswald
Z-6, "Booze Hound", Booze
Z-7, "Hell's Bell", Mitchell
Z-8, "Duke of Albuquerque", Thompson
Z-9(?), Wolter
Z-10, "Punchin' Judy", Mock
Z-12, Curtis
Z-13, Gieker
Z-14, Mather
Z-23, "Ramblin Roscoe", Limpp
Z-24, "Pride of the Yankees", Hughes
Z-26, Sealy
Z-27, Coffman
Z-28, "Old Ironsides", Sasser
Z-49(?), Seale
Z-50(?), Braden
Z-55(?), Ryan
Z-??, Field
Z-??, Grosse
Z-??, Schmidt
Z-??, Schultz
[The eight crews of the 883rd Squadron listed last are known but not which planes they flew. Where possible,
best guesses have been made based on the planes these crews flew most often.]
Few details on this mission found their way into the records. Take-off was at about 1800 hours. Planes
presumably flew individually to the target, as was normal for night bombing missions. Ammo load was 200
rounds per gun in the tail and two aft turrets. Z-1 served as a pathfinder on this mission.
Deputy Group Commander Lt Col Harry Brandon was the force commander but it is not known on which plane
he flew.
There were two aborts. One of these was Z-10, Mock crew, which suffered a fuel transfer problem. The other
abortive plane, flown by the Wolter crew, may have been Z-9. A third plane, unidentified, was being used as a
Superdumbo (comms and rescue plane). This left 30 planes to bomb the primary target.
Three planes bombed visually and 27 by radar from 8900 to 9650 feet, dropping a total of 343 x E46 and 3,378 x
M47 incendiaries, 9 x M64 GP's and 8 x photo flash bombs. Results were unobserved due to the darkness but
later bomb damage assessment determined that the Wing had burned out 5.2 square miles of Tokyo.
Fifteen enemy fighter attacks were reported, an unusually high number for a night raid. 500th gunners claimed
one enemy twin-engine fighter shot down. However, four B-29's were damaged by the fighters, one of them
seriously. "Ramblin Roscoe", an old veteran bearing 25 mission markers, had two engines shot out and suffered
other battle damage. The Limpp crew managed to nurse old Roscoe back as far as Iwo Jima, where she came
in barely under control, veered off the runway and crashed into a large pile of dirt. (See attached photo.)
Fortunately, all the crew escaped injury.
The other planes returned to Saipan by 0811 16 Apr.
As a tragic epilogue to this story, the Limpp crew was given rest leave on Oahu after this incident. While there,
Maj John Limpp became ill, was admitted to the hospital and died that same night of cirrhosis of the liver. The
crew was then broken up and distributed among other crews.
16 Apr 45
"16 April 45
The following officers and enlisted men left on recreational DS [detached service] to Hawaii for 10 days:
1st Lt Patrick Calhoun, 2d Lt Richard O. Dodds, 1st Lt Victor A. Kolesh, 2d Lt Francis J. Merrick, 1st Lt
Horace A. Portigal, S/Sgt Edwin S. Gaither, S/Sgt Charles R. Maples, Sgt Douglas F. Bullock, Sgt Othello Dortch,
Sgt Harry Gerson, Sgt Alexander Wortovitch.
Eleven (11) planes raided Kawasaki -- returned safely -- slight damage."
"16 April - All crews returned from mission #43 at approximately 0730 hours. Held class in target study on
[Target] #357 [Nakajima Aircraft Engine Factory in Musashino near Tokyo]. Capt's McClanahan, Braden and Lt
Barron's crews attended. Prepared briefing material for Izumi Air Field [this was the 500th's next mission]."
17 Apr 45
On this date the 499th and 500th Bomb Groups bombed Izumi Airfield on Kyushu in support of the ongoing
invasion of Okinawa.
The existing official records are very scanty for this mission. The 883rd Squadron War Diary says that 12 crews
were briefed, but the 500th Group Operations Journal says that 11 planes were airborne, so either one plane
failed to take off or the twelfth crew was a spare.
Three of the crews and planes were from the 881st Squadron but their identities are unknown. Four crews and
planes were from the 882nd but only two are known: Hays crew, Z-23, "Ramblin Roscoe II"; and Hanft crew, Z-
33, "Slick Dick". Four crews were from the 883rd -- Irby, Grosse, Schultz and White -- but the planes they flew
are not known.
Force commander was Lt Col Joseph Brannock, CO 882nd Squadron, flying with the Hays crew in Z-23.
The 500th Bomb Group Operations Journal contains a very brief summary of this mission:
"In accordance with 73rd Bomb Wing F.O #80, mission 44, 11 A/C this Group were airborne to attack Izumi
Airfield by 2135Z [0735L].
All eleven planes bombed primary, dropping on leader from 16,100 feet. A total of 351 x M81 200# frag
bombs were dropped on the field. 44% of the bombs hit within 2,000 feet of AP [aiming point].
All of our planes returned to base by 1220Z [2220L]."
The official mission summary adds, "Good to excellent bombing results was (sic) secured on the airfield, but due
to the limited number of enemy aircraft near the aiming point, only five enemy aircraft were destroyed and one
damaged."
18 Apr 45
On this date the XXI Bomber Command again struck airfields on Kyushu, keeping up the pressure on the
Kamikaze units flying against U.S. ships off Okinawa. The 499th and 500th Bomb Groups were assigned to hit
Izumi Airfield.
Mission records are again scanty. The 500th put up 12 aircraft for this mission, four planes and crews from
each Squadron. Only one plane and crew of the four from the 881st is known – Z-12, Curtis crew. Those from
the 882nd were: Z-26, Shorey; Z-30, "Sting Shift", Haas; Z-34, "Frisco Nannie", Robertson; and Z-35, "Pacific
Queen", Gray. The four crews from the 883rd are known -- Cheney, Standen, Gregg and Adamson --
but not the planes they flew.
The 500th Bomb Group Operations Journal briefly summarized this mission:
"In accordance with 73rd Bomb Wing T.O. #81, mission 46, 12 A/C this Group were airborne by 1437Z
[0037L] to bomb Izuma (sic) A/F.
11 A/C bombed the primary from 15,390 feet visually, dropping on leader. A total of 279 x M81 - 260 pound
frags, 64 x M57 - 250 pound GP's. 37% of these bombs hit within 1000 feet of AP.
There was no enemy opposition.
Lt. Robertson in Z-34, with two engines out, had the distinction of being the first to land on Okinawa."
The official mission narrative adds a little more detail:
"The Group had a total of twelve aircraft airborne of which eleven bombed the Primary target. One aircraft, Z
Square 34, piloted by 1st Lieut. William E. Robertson and Captain Robert M. Cordray, lost two engines on the
way to the target and landed at Okinawa, being the first B-29 to land on that island. Bombing results were good
to excellent, but because of the limited number of enemy aircraft near the aiming point only three enemy aircraft
were destroyed and four damaged. No losses were sustained by the 500th Bombardment Group."
"18 April 45
Four (4) planes raided Kyushu -- returned safely -- slight damage.
Sgt. Isadore Edelstein, Cpl. Steve Grabovich, and Pfc. Chester Lawson left for detached service with Det. "A"
at APO 86. [Anyone know where APO 86 was located?]
Capt. Horace E. Hatch promoted to Major per Par 4, SO 102, Hq AAFPOA, dated 12 April 1945."
Also noted in this entry were the promotions of 2/Lt's Burton L. Wilner, William H. Byerley, Gus C. Maxwell, Jr.,
and William A. Welty to 1/Lt.
"18 April - .... Lt. Thompson briefed 4 crews in squadron briefing room at 1630 for radar reconnaissance
mission to Nagoya. Work on line stopped at about 1600 hours to permit personnel time to get to theater for "Girl
Crazy" show. Lt. Schmidt and Lt. Clinkscales flew radar reconnaissance and returned. [This actually took place
on the night of 18-19 April.]"
The "Girl Crazy" show was obviously highly anticipated by all 500th personnel. Hal Towner, bombardier on the
Hale Hays crew, 882nd Squadron, also noted it in his diary: "... We've been on this "Rock" five months today
and will have an opportunity to celebrate our anniversary tonight. The stage show "Girl Crazy" -- we hope it's a
leg show -- will appear on our own stage tonight. We figure if we start walking over about two hours early, we
should get pretty fair seats."
19 Apr 45
"19 April Four planes this Group flew Radar Recon to Nagoya, Japan. [Two of the participating crews were
Schmidt and Clinkscales of the 883rd. The identities of the other two crews and the four planes are unknown.]
Lt Pack [Group Radar Countermeasures Officer] participated.
Six ships [unidentified] this Group bombed Pagan in practice mission dropping 100 lb practice bombs. Off
10:15K, land 13:00."
"19 April - Meeting at Group of I & E [Intelligence & Electronics?] Officers. Program outlined for discussion
group to be held. Will try to hold our meeting each Sunday night before show and another late in the week in
squadron."
20 Apr 45
"20 April 45
The following named officers and enlisted men left today for lead crew training in the States: -- 1st Lt.
Theodore R. Von Schlieder, 1st Lt. Hugh F. McNamer, 1st Lt. Robert G. Troop, 2d Lt. Keith P. Vint, 2d Lt.
Raymond A. Porter, 2d Lt. Raymond W. Clanton, S/Sgt. Jones T. Corlew, S/Sgt. John J. Hoggs, Jr., Sgt. Robert
J. Bouchard, Sgt. Harold L. Bramble, Sgt. Nicholas Gladke, Sgt. Charles W. Zetterstrom." [Most of these men
were from the original Ray Taylor crew, #112. McNamer had transferred from crew #114 to replace Taylor as AC
sometime in Feb 45. Von Schlieder was a flight engineer from the Luman crew, #109. This reassignment to the
States would save his life. More on that later.]
"20 April - At 0930 Col. Dougherty awarded Air Medals and Purple Hearts to squadron Commanding Officers,
who in turn made awards to squadron personnel. Formation held on Hansen Field. [Was this named after Maj
Harold M. Hansen, AC of the first crew lost in the 500th Bomb Group on 29 Dec 44?] Scheduled meeting of
Group A & D [probably Awards & Decorations] board postponed. Briefing for missions 46 and 47 at 2200. Take
off scheduled for approximately 2400 hours."
21 Apr 45
On this date the XXI Bomber Command again sent its bombers against airfields on Kyushu in support of the
invasion of Okinawa. The 500th Bomb Group was directed to split its force between two targets. Ten aircraft
bombed Oita Airfield in conjunction with planes from the 499th Group, and nine aircraft bombed Usa Airfield in
conjunction with planes from the 497th Group.
Once again records are fragmentary, so it is impossible to compile a complete list of participating crews and
planes. It is not even possible to determine which planes bombed which airfield.
Seven crews and planes from the 881st Squadron participated but it is unknown which ones.
Six crews and planes from the 882nd Squadron participated, as follows:

Z-23, "Ramblin Roscoe II", Sealy
Z-26, Hughes
Z-28, "Old Ironsides", Gillert
Six crews -- Irby, Field, Setterich, Schultz, Cheney, Barron -- of the 883rd Squadron participated. Setterich flew
Z-49, "Three Feathers II", but it is not known which planes the others flew.
The 500th Bomb Group Operations Journal summarizes the two missions as follows:
"21 April In accordance with 73rd Bomb Wing F.O. #83, mission 48, 10 A/C this Group were airborne 1405Z
[0005L] to bomb the primary target Oita Airfield.
1 A/C bombed from 14,800 feet visually dropping 19 x M64's on a target of opportunity: Tomitaka Airfield. 9
A/C bombed visually dropping on leader from 15,000-15,300 feet, dropping 171 x M46's [probably a typo for
M64's] on the primary. Use of long delay fuses makes assessment of hits impossible. We met no opposition.
Returned to base 0451K [probably another typo -- should probably be 0451Z, which would translate to 1451L].
In accordance with 73rd Wing F.O. #83, mission 49, 9 A/C were airborne from this Group as a squadron of a
3-squadron force to attack Usa Airfield.
9 A/C made a visual run dropping on leader from 15,000-15,800 feet, dropping 171 x M64's. Bombs away at
2312Z [0912L]. Long delay fuses make assessment impossible. No enemy opposition was encountered."
The narrative history adds the following data on the Oita results: "A total of thirty-six aircraft were visible on the
field from strike photos. Of these, eleven single-engine aircraft were probably destroyed and two twin-engine
aircraft probably destroyed. Approximately eight buildings were also damaged."
Lt Ed Betts, who flew this mission as copilot on the Tackett crew in Z-24, inserted a succinct account into the Hal
Towner diary: "We go in on one of those "easy" missions to Kyushu where we have been bombing the airfields
used by the Japs for their suicide attacks on Okinawa. We led a squadron of 500[th] ships tacked onto the 499th
Group. We got a very poor briefing at the 499th group but were the only squadron out of three to hit the target."
22 Apr 45
On this date B-29's from the XXI Bomber Command continued their suppression raids on Kyushu airfields. The
499th and 500th Bomb Groups were ordered to hit Izumi Airfield again.
The 500th put up 11 aircraft for this mission. The participating planes and crews were:
Z-1, Bricker
Z-3, "Ann Dee", H. Jackson
Z-10, "Punchin' Judy", Mather
Z-13, Luman
Z-27, Haas
Z-35, "Pacific Queen", Coffman
Z-36, "Li'l Abner", Hanft
Z-41(?), White
Z-48(?), Black
Z-55(?), Ryan
[The assigned planes for the three 883rd crews are uncertain. Best guesses have been made based on the
planes these crews flew most often.]
Capt Vance Black, 883rd Squadron Operations Officer, was apparently force leader on this mission.
Cliff Smith, flight engineer on Z-1, Bricker crew, noted that they spent too long (50 minutes) at the assembly
point. There was one abort, Z-3, Harlan Jackson crew, due to #4 engine failure. The remaining ten aircraft all
bombed the primary target.
Previous attacks on Kyushu airfields had been met by little or no opposition, but this one was different. The
500th Bomb Group Operations Journal summarizes the mission:
"22 April
In accordance with 73rd Bomb Wing F.O #84, mission #91, 11 A/C were airborne 1434 [presumably Zulu
time, which would be 0034L] to strike Izumi Airfield.
Due to AFCE [Automatic Flight Control Equipment] failure in Capt Black's A/C during bomb run the target was
passed without bombing. Major Luman [Z-13] assumed the lead and the formation made a 180 degree turn and
dropped 170 x M64 G.P.'s visually on leader from altitudes of 16000 to 16950 feet. One A/C [Z-3?] bombed
target of opportunity, Shimizu, due to mechanical failure.
This Group suffered 31 fighter attacks. Our gunners claim 2 enemy A/C probably destroyed and one
damaged. Four ships were damaged by meager flak and two by fighters.
All ships returned to base by 0646Z [1646L]."
One of the fighters put a burst into the #3 engine of Z-27, Haas crew. The engine lost all its oil, couldn't be
feathered, and the prop ran away. Meanwhile, Willie Greene, ring gunner on Z-27, was shooting back, to good
effect. He hit no less than three of the fighters and saw black smoke come streaming out behind them but could
not claim better than probables because they didn't blow up in the air and the bomber was too high to see
anything hit the ground.
The #3 prop on Z-27 continued to spin away, causing the plane to vibrate and lose speed as it moved out over
the sea. The crew knew the propeller would eventually fly off and possibly slam into the fuselage or the #4
engine, so they prepared to bail out if necessary. Fortunately, when the prop finally came off, it flew out and up,
still spinning, then slowly fell below and behind. Z-27 made it safely back to Saipan on three engines.
Another of the damaged planes was Z-1, which had her right wing shot up.
The historical narrative reports the results of the bombing as follows: "The strike photos of this Group show no
planes destroyed; three single-engine probably damaged; one twin-engine aircraft probably damaged; eight
aircraft damaged by previous raids. A total of seventy-five aircraft were on the fields. Three buildings were
damaged."
"22 April 45
1st Lt. Hershel W. Connor was transferred to 73rd Wing Headquarters."
"22 April - .... Warning sent out to tie down all loose equipment as heavy wind storm expected. Lt. Clinkscales
took off approximately 0800 to escort 4 P-38's to Okinawa. Returned safely."
23 Apr 45
"23 April - Meeting of airplane commanders in squadron S-2 office at 0930. Lt. Thompson and Sgt. Gibson
attended short course at 65th Service Group for Information personnel in PM. Lt. Thompson briefed at 2100. Lt.
Setterich and Lt. Cheney on WSM's 403 M and 404 E. Group briefing at 2200 on mission #49 target
Tachikawa."
24 Apr 45
On this date the XXI Bomber Command took a break from bombing airfields on Kyushu to strike the Hitachi
Aircraft Plant in Tachikawa, 15 miles west of Tokyo, in a daylight, medium altitude precision attack.
Documents are again spotty. The 500th Bomb Group put up 11 aircraft for this mission. The 881st Squadron
furnished four planes and crews. One of these was Z-19, Althoff crew. The Wolter crew of the 881st also flew
this mission but it is not known in which plane. The other two 881st crews and planes are unknown. Four
planes and crews were from the 882nd Squadron. Two of them were Z-27, Hays crew, and Z-30, "Sting Shift",
Gray crew. A third plane was Z-37, "Belle Ruth", possibly flown by the Hughes crew. The fourth plane and crew
are unknown. The 883rd Squadron supplied three crews -- Schmidt, Adamson and Clinkscales. Clinkscales
flew Z-41, "My Pride and Joye", but the other two planes are unknown.
Two planes failed to bomb the primary. Z-41 had a bent pushrod and intake valve stem in #15 cylinder of #4
engine, and Z-37 had a faulty electrical governor head in #2 engine. One of these planes simply aborted, while
the other bombed Shizuoka as a target of opportunity, but it is not known which. The remaining nine planes all
bombed the primary.
Fighter opposition was heavy on this mission, and there was no fighter escort. Hal Towner in Z-27, Hays crew,
called it a "rough mission" and added that it "reminded us of the old days when we went over Nagoya and flew
through clouds of flak and swarms of fighters." Ring gunner John Norton in Z-30, Gray crew, agreed that there
were plenty of fighters but thought that they did not press their attacks. The flak on the other hand was "intense
and accurate" and put five small holes in their plane. Joseph Altott, right gunner on Z-19, Althoff crew, claimed a
Tony, and left gunner Harry Drnec and tail gunner Robert Blankman shared credit for a Tojo. After they landed,
Altott counted 15-20 holes in their plane, some from flak and some from fighters.
Z-30 and Z-19 were far from the only planes hit; nearly all were. The copilot and bombardier in the Wolter crew,
2/Lt Donald Hacker and 1/Lt Frederick Frye, were slightly wounded. It's surprising there were not more
casualties.
The 500th Bomb Group Operations Journal summarized the mission as follows:
"24 April In accordance with 73rd Bomb Wing F.O. #85, mission 53, 11 A/C were airborne 1650Z [0240 local]
to bomb Tachikawa.
9 A/C bombed primary target visually, dropping on leader, a total of 170 x M64 GP's from 11145 to 12300
feet. One ship bombed Shizuoka due to mechanical difficulty and one ship aborted.
Our formation sustained 40 fighter attacks. Gunners claim 3 destroyed and 4 probably destroyed. Nine of
our ships were damaged by flak and one by fighters."
The historical narrative for this mission says that the bombs dropped by the Group hit from 1500 to 4000 feet
south of the target and did no serious damage. Hal Towner confirms this, admitting frankly that he "missed the
target".
"24 April WSM 403 Lt Cheney, Z-42 ["Supine Sue"], took off 23 2005Z [24 Apr 0605 local] to bomb Saeki A/F.
10 x 500 lb. GP's were dropped visually from 27,000 feet with good results. Engine trouble forced plane to land
at Guam.
WSM 404 Lt Setterich, Z-47, took off 23 2000Z [24 Apr 0600 local] to bomb the Yokohama Dock Area. 10 x
500 pounders were dropped visually from 29,000 feet and were observed landing in water. Base -- 24 0905Z
[24 Apr 1905 local].
WSM 405 Lt Sealy, Z-21 [Devils' Delight"], took off 1300Z [24 Apr 2300 local] on weather recon. Returned to
base 0400Z [25 Apr 1400 local]."
"24 April - .... Lt. Thompson and Sgt. Gibson went to Wing Informational school in PM. Worked on reports.
Meeting of Group Awards Board."
25 Apr 45
"25 April WSM 406 -- Lt Gillert, Z-29 ["Gravel Gertie"], took off 2000Z [0600 local] to bomb Tachikawa
Assembly Plant. A visual run was made from 25,800 feet dropping 10 x M64's. Results were unobserved due to
ground haze. Base 1700Z [26 Apr 0300 local].
WSM 407 -- Lt Hughes, Z-26, took off 24 2009Z [25 Apr 0609 local] to bomb Mitsubishi A/C Works. A visual
run was made from 25,000 feet dropping 10 x M64's. Bombs hit 3 main assembly buildings. Base at 25 1307Z
[25 Apr 2307 local].
WSM 408 -- Lt Gregg, Z-57, took off 25 1300Z [25 Apr 2300 local] to bomb Ube Soda Works. A radar run
was employed dropping 10 x M64's with unobserved results." [This must be an error with respect to Gregg. The
883rd War Diary (see below) says that the Shuffler crew flew this mission. Also, the ICR of Dan Swindall,
navigator on the Gregg crew, does not show a mission flown on this date. From a researcher's point of view, this
error is disturbing, as it calls into question the general accuracy of the Operations Journal. The response is of
course to doublecheck everything wherever possible.]
"25 April - Lt. Cheney pm WSM 403 still at Guam. Lt. Thompson briefed WSM 408 M to Capt. Shuffler and
crew at 1630. Group briefing at 2130 for mission #50, target Saeki Airfield. Made up Combat Data Report and
submitted claims to wing."
26 Apr 45
On this date the XXI Bomber Command turned its attention back to the Kyushu airfields. The 500th was
assigned Saeki Airfield as its target. Twenty-two aircraft were scheduled plus one spare, and all 23 were
airborne by 0047.
Eight planes and crews were supplied by the 881st Squadron, but only two assignments are known -- Z-9, "Nina
Ross", Pearson crew; and Z-12, Curtis crew.
The 882nd also sent eight planes and crews, as follows:
Z-22, "Georgia Ann", Coffman

Z-23, "Ramblin Roscoe", Pierce
Z-36, "Li'l Abner", Robinson
Z-37, "Belle Ruth", Haas
The 883rd sent six crews -- Braden, Irby, Clinkscales, Setterich, Standen and Seale. The Setterich crew flew Z-
43 and the Seale crew flew Z-47, but the other four planes are unknown.
Eight plus eight plus six equals 22, so there's also a twenty-third plane and crew, all particulars unknown, out
there.
There were four aborts: Z-9, Pearson crew, with a blown cylinder in #1 engine; Z-33, Hanft crew, with no
compression in #6 cylinder of #2 engine; Z-43, Setterich crew, when the #4 prop stuck at 2650 rpm; and Z-47,
Seale crew, because of a blown cylinder in #3 engine.
The historical narrative for this mission reports that the climb to bombing altitude "was through overcast and our
aircraft were still in the soup at assembly point." The remaining 19 planes climbed to get above the clouds, and
most of them ended up bombing individually by radar from altitudes between 20,800 and 25,400 feet. A total of
323 x M64 GP bombs were dropped, but due to the undercast results were unobserved.
Ed Betts, originally copilot on the Hays crew but now flying with other crews, added this entry for 26 April to the
Hal Towner diary: "Back to Kyushu on another one of those "rough" missions. The weather was stinko again, so
we hit the airfield by radar. We had to go to 25,000' to get on top, which is very high altitude for us now. I flew
with Gray [Z-35] again today."
There was no enemy opposition, flak or fighters, on this mission. All planes returned safely to base by 1508.
"26 April WSM-409 - Capt Bricker, Z-1, took off 25 2000Z [26 Apr 0600 local]. 10 x M64's were dropped on
the city of Hamamatsu by Navigational ETA [estimated time of arrival?]. Due to cloud cover, results were
unobserved. Base - 26 1145Z [26 Apr 2145 local].
WSM-410 - Lt King, Z-3 ["Ann Dee"], took off 25 2000Z [26 Apr 0600 local] on a Weather Recon. Returned to
base 26 1315Z [26 Apr 2315 local]. [Another apparent error here. The only King on the 500th Group Officer
Roster was Robert E. King, who had been lost in action with his crew in Z-47 on 7 Apr 45. So who flew this
WSM? Don't know.]
WSM-411 - Lt Schultz, Z-45 ["Mustn't Touch"] took off 26 1300Z [26 Apr 2300 local] to bomb O'Shima [sic] Naval
Stations. 10 x M64's were dropped, one of which was observed to hit the target. Returned - 27 0400Z [27 Apr
1400 local]."

"26 April - .... Capt. Shuffler took off at 2300 on WSM 408 M. Returned after landing at Iwo. Lt. Thompson
briefed mission #51, target Izumi."
Meanwhile, over in the 882nd, Hal Towner, bombardier on the Hays crew (#228), was pondering a small
problem concerning his absent quonsetmates from the LaMarche (former Savage) crew (#224). "Capt.
LeMarche [sic] and his crew, including Dutch [flight engineer Robert E. Versluis] and Sonns [navigator Clarence
M. Sonne, Jr.] should be back from their rest leave in Hawaii any day now. I'm afraid to face Dutch. He had a
G.I. toolkit. I got it out the other day needing a file and didn't put the kit away when I'd finished. A couple gears
[staff officers] came through picking up G.I. property and so Dutch's kit is gone. What shall I do?"
Towner added as sort of an afterthought, "Our new airplane [Z-23, 42-94049, "Ramblin Roscoe II"] is O.K.
Those new-fangled doors [meaning certainly the pneumatic bomb bay doors] don't work so hot, though."
27 Apr 45
On this date the XXI Bomber Command returned to striking airfields on Kyushu. The 499th and 500th Bomb
Groups were again assigned Izumi Airfield in northeastern Kyushu as target. The 500th scheduled 11
aircraft plus one spare. All 11 planes made it airborne and the spare was not used.
Only a few of the participating planes and crews on this mission can be identified:
Z-23, "Ramblin Roscoe II", Hays

Z-37, "Belle Ruth", Hanft
Z-41(?), White
Take-off was completed by 0140. There were no aborts.
The planes assembled at a point off the coast of Kyushu and then moved off to the IP and target, with Z-23 in the
lead position.
Bombing altitude was between 17,100 and 17,700 feet. Twelve fighter attacks were reported but no damage
was sustained. One enemy fighter was claimed damaged. Flak was light and inaccurate. A total of 186 x M64
GP bombs were visually dropped on the target. According to the official mission summary, the B-29's maintained
a "good tight formation on [the] bomb run and excellent bombing results [were] reported."
No B-29's were damaged by enemy action on this mission. All planes were safely on the ground by 1710.
28 Apr 45
On this date the XXI Bomber Command sent several Groups to work over Kyushu airfields again. The 500th
drew the by now very familiar target of Izumi Airfield. The Group scheduled 22 aircraft plus two spares and a
Superdumbo comms and rescue plane, and all 25 got off.
The 881st Squadron contributed 11 planes to this mission, as follows:
Z-1, Gieker
Z-2, Lewis, “20th Century Limited”
Z-4, Oswald, “Black Magic”
Z-5, Kappil, “There'll Always Be A Christmas”
Z-7, Sullivan, “Hell's Belle”
Z-8, Thompson, “Duke of Albuquerque”
Z-10, Mock, “Punchin' Judy”
Z-11, Wolter, “Lucky Eleven”
Z-12, Curtis
Z-13, Althoff
Z-14, Mather
The 882nd's participation is not documented.
The 883rd sent 12 crews -- Moreland, Irby, Schmidt, Grosse, Field, Gregg, Cheney, Adamson, Setterich, Seale,
Ryan and Barron -- but only two of the plane assignments are known -- Setterich flew Z-43 and Gregg flew Z-
48.
Take-off was completed by 0155. There was one abort, Z-14, Mather crew, due to #2 prop stuck at 2800 RPM.
The remaining 24 planes followed the briefed course and assembled off the coast, hindered slightly by haze.
One plane (unidentified) missed the assembly due to compass and LORAN problems, and the Superdumbo
remained off the coast, so 22 planes formed into two combat squadrons went on in to bomb the target. The
plane which missed the assembly bombed the target alone later.
Z-13, Althoff crew, flying No. 3 position in the third element, developed a bad oil leak in #1 engine after assembly
but pressed on to the target anyway. By bombs away, the oil was down to 15 gallons from 60, so they feathered
the engine, but by increasing the RPM's in the other engines, they were able to keep up with the formation.
Formation over the target was good, and 564 x M64 GP's were dropped visually from 18,000 feet. Bombing
results were excellent.
Two fighter attacks were reported and one B-29 was damaged by flak.
One plane which had a fuel transfer problem had to stop at Iwo Jima to refuel before flying on to Saipan. The
rest all made it back to base safely, although Z-13 ran very low on fuel and the crew had to "sweat it out" toward
the end.
29 Apr 45
From the 883rd Bomb Squadron war Diary:
"29 April - Lt. Thompson completed A/A map of Honshu. No mission today. Sgt Gibson on duty in S-2.
Meeting at A-2 on combat data." [In military parlance, S-2 is the Intelligence Section at regimental/group or
battalion/squadron level. A-2 is the Intel Section at higher air levels -- Wing, Command or Air Force. The
ground forces equivalent of A-2 would be G-2. This meeting was probably at the 73rd Bomb Wing.]
30 Apr 45
On this date the XXI Bomber Command directed the 73rd and 313th Wings to bomb the Tachikawa Air Arsenal
near Tokyo as primary, with the city of Hamamatsu as the secondary. The 500th Bomb Group scheduled 22
aircraft and a superdumbo for this mission, and all 23 were airborne.
The 881st Squadron put up 12 planes and crews, but only three of them can be identified – Z-1, Bricker crew; Z-
8, "Duke of Albuquerque", Thompson crew; and Z-12, Althoff crew.
The 882nd contributed 10 planes and crews:

Z-22, "Georgia Ann", Gillert
Z-34, "Frisco Nannie", Gray
Z-35, "Pacific Queen", Arbon
Z-36, "Li'L Abner", Coffman
Z-37, "Belle Ruth", Robinson
One crew from the 883rd Squadron -- Shuffler -- took part, but the plane they flew is unknown.
Take-off was completed by 0300. There were two aborts, Z-8, Thompson crew, due to an oil leak in #2 engine;
and Z-21, Pierce crew, when she lost her #1 engine.
The 20 bombing aircraft headed for the primary, leaving the superdumbo circling off the coast. According to
Joseph Altott, right gunner on Z-19, Althoff crew, the formation was supposed to have a P-51 escort, but the
friendly fighters got to the rendezvous late, after the B-29's had already left for the target. One bomber, identity
unknown, was forced to leave the formation between the Control Point and IP due to mechanical trouble; she
peeled off and bombed the secondary target, Hamamatsu.
As the 19 planes still with the formation approached the primary target, the Tachikawa Arsenal, they discovered it
completely covered by clouds, so they diverted to the secondary target. Hamamatsu was also cloud-covered, so
a total of 472 x M64 GP's were dropped on the city by radar from altitudes ranging from 17.800 to 18,500 feet.
Results were rated excellent. Altott reported seeing several large explosions, possibly of oil tanks.
Flak was meager, and only four fighter attacks were reported. No B-29's were damaged, but four planes, one of
them Z-28, had to land at Iwo when they ran low on fuel (one also had a prop governor problem). All aircraft
returned safely to base by 1830.
Ed Betts, flying as copilot on Z-34, Gray crew, and logging his seventh mission this month, couldn't help
ribbing his friend Stanley Pierce, who had apparently bombed Hamamatsu as a target of opportunity one too
many times, and who had been forced to abort on this mission. Betts wrote in Hal Towner's diary, "We went to
Tokyo again today but because of the undercast we came back to Hamamatsu -- Pierce's private target.
Unfortunately he wasn't along, missing his first chance to bomb that target legally."
Bombing Japan was not the only mission the 500th Group carried out on this day, and not the only one with
danger. The Standen and Cheney crews, flying Z-43 and Z-46, escorted a group of P-47's to Truk, where the
fighters strafed a radar station. On the way back, the #3 engine on Z-43 began acting up, could not be
feathered, and the prop ran away. It eventually flew off and fortunately did not further damage the ship. The
plane made it home safely.
In a concluding Remarks section, the 881st Bomb Squadron War Diary summed up some significant events from
April:
"In the early part of the month a show with "females" played in the Group Theatre and two of the young ladies
were guests for supper in the Enlisted Mess.
Projects for the development of the area continued slowly. All showers were finally piped to the sea and some
progress was made on the completion of the wash rooms adjacent to showers. Lack of plumbing is still the main
"stumbling block."
A small group of native Chamorros were made available to the Squadron and in ten days work transformed the
looks of the area around the Orderly Room, Operations, and the "Pub".
In the accomplishment of our "mission" the 881st wrote a proud chapter for the month of April -- the highest total
of combat hours flown and the most bombs on the primary target. This was a subject for commendation to the
whole Squadron by Lt. Col. Reeve."
1 May 45
"1 May 45 The work has been completed of changing the Group's designation symbol, the square. The new
markings consist of a huge letter "Z" covering the majority of fin and rudder. The Group number is now located
on the sides of the fuselage behind the blisters, and another set of numerals below the cockpit."
The difference between the old and new marking systems in the 73rd Bomb Wing is graphically illustrated in the
first attachment, rows three and four.
This changeover obviously took some time. You can't repaint almost 200 planes in one day. I haven't seen a
copy of the order, but my bet is that the Wing ordered the remarking on 1 April and gave the Groups a month to
do it. The second attachment is an interesting picture, almost certainly taken in April 45, of two planes of the
498th Group, one still with the old markings and one with the new.
"1 May: The award and presentation of Air Medals was made at 0900 on Hanson [should be Hansen, I think]
Field. Meeting at A-2 on combat data at 1030."
Joseph Altott, right gunner on the Althoff crew of the 881st, had a very profitable May Day, as described in his
diary:
"05/01/1945 Got up at 0700 hours. Ate chow and put on our class A uniforms and had a formation at the 883rd
ball field. We received the air-medal big gear [high-ranking officers] ceremony. We cleaned the guns after chow,
got paid, and made a few bucks at dice. I went to a movie and then about 2230 hours got into a big dice game
in the Dayroom, by 2330 had made 400.00 bucks. [Radio operator Andrew R.] Muldoon made $200.00."
2 May 45
"2 May
Major Hatch and his crew returned from Recreational D.S. [detached service] in Hawaii."
"2 May: Group declared a half holiday until 1300 hours. Only a skeleton force was on duty. Officers' Call at
Group S-2 at 1300. Conduct in Officers' Club was the subject of a discussion by Colonel Dougherty." [Sounds
like somebody had been getting a little rambunctious at the O Club.]
3 May 45
"3 May 27 A/C participated in a training mission over Pajoras Island [a small island at the northern end of the
Marianas chain, about 400 miles from Saipan]."
"3 May
Lts. Sullivan, Craig, Hufty, and Seder left for ten days detached service with XXI Bomber Command."
"3 May: Practice mission flown. Takeoff approximately at 0900. Airplane Commander and Pilot meeting in
Briefing Room at 0900. Meeting at A-2 [probably 73rd Bomb Wing Intel Section] at 1000. Lt Thompson [883rd
Intel Officer] attended a meeting of I & E [Intelligence and Electronics?] Officers at Special Service at 0900."
4 May 45
"4 May Capt James S. Connell, Hq 73rd Wing assigned this office as flight control officer."
"4 May
Captain Arthur S. Miller left for Detached Service at AFTAC, Orlando, Florida. Lt. Caufield inadverdantly (sic)
shot himself in the foot while cleaning his carbine in his tent and has been hospitalized in the Wing Dispensary."
[J. Vincent Caufield was the original bombardier on the Fitzgerald crew (#115), but he was not on the mission on
which that crew was lost on the night of 16-17 March.]
"4 May: Prepared briefing on Mission 54, Target 357 [the Nakajima Aircraft Engine Factory near Tokyo again].
Briefed gunners at 1330. Main briefing at 1600 was cancelled. New target designated 660, Hiro Naval A/C
Factory."
5 May 45
On this date the 73rd Bomb Wing, joined by the 58th Bomb Wing in its inaugural mission from the Marianas,
struck the Hiro Naval Aircraft Factory in Kure. The 500th Bomb Group launched 35 aircraft for this mission
The 881st Squadron put up 10 planes and crews, as follows:
Z-2, "20th Century Limited", Lewis

Z-4, "Black Magic", Oswald
Z-7, "Hell's Bell", Thomas
Z-8, "Duke of Albuquerque", Conn
Z-9, "Nina Ross", Thompson
Z-11, "Lucky Eleven", Wolter
Z-12, Curtis
Z-13, Luman
Z-19, "Sna Pe Fort", Mather
The 882nd Squadron supplied 13 planes and crews, but only some are known:

The 883rd Squadron sent 12 planes and crews. The crews are known but only a few of the planes:
Z-41, Grosse
Z-42, "Supine Sue", Setterich
Z-56, Gregg
Feathers
Irby
Cheney
Ryan
Seale
Clinkscales
Isham
Standen
White
The Althoff crew of the 881st was assigned to stand by with a spare plane for this mission. They got up at 2200
the night before for the 0130 briefing but were told they were not needed, so they went back to bed.
Take-off was at about 0400. Bomb load for this mission was M66 2,000-pounders, probably four per plane.
There were three aborts. Z-28, Haas crew, had an exhaust valve failure in #3 cylinder of #4 engine. Z-41,
Grosse crew, turned back due to no compression in #6 cylinder of #1 engine. The identity of the third abortive
plane is unknown.
The remaining 32 planes attempted to form up to go on in to the target, but according to the 500th's
official mission summary, there were some problems: "Assembly was not accomplished according to schedule;
however, all of our aircraft bombed in formation. There were four formations over [the] target instead of the
scheduled three. Three aircraft from the 499th Group and one aircraft from the 497th Group bombed with our
formation."
The planes bombed visually, dropping on the leader. A total of 126 x M66 2,000 lb bombs headed downward.
Results were excellent, with 75-80 percent of the target estimated destroyed.
There was no fighter opposition, but 21 B-29's were damaged by flak.
Seventeen planes ran low on fuel on the way home and had to stop at Iwo Jima, where they were socked in
overnight by bad weather. Z-23, Hays crew, was one of these, along with the Feathers, Irby, Isham and
Clinkscales crews of the 883rd. Hal Towner of the Hays crew noted the primitive conditions on Iwo and told of
eating K-rations and sleeping in the plane. All the planes flew home to the relative luxury of Saipan the next day
and were very glad to get there.
6 May 45
"6 May
Lts. Sullivan, Craig, Hufty, and Seder returned from D.S. XXI Bomber Command [on Guam] due to a mix-up
in orders."
I wonder what the problem was. This was a waste of several days of these officers' time. But hey, the Army is
good at that.
"6 May: Framework of the Day Room is about 80% completed. Two prefabricated barracks for the enlisted men
have been erected. The office was inspected by Colonel Dougherty in the morning. New target folders are
being compiled for use in target study. Major Adams flew a WSM."
Up to this point, the 500th Bomb Group Operation Journal was faithfully listing every WSM. But now they stop
doing that, even though, as this entry indicates, WSM's were still being flown. Don't know why. Maybe they just
got lazy.
7 May 45
"7 May
Sgt. Harold G. Thomason evacuated to General Hospital, Oahu.
Lt. Patrick Calhoun and crew returned from recreational D.S. in Hawaii."
"7 May: A routine day. Special Service presented Claude Thornhill, Dennis Day and Tommy Riggs at Surfside.
An excellent show. After show, Thornhill and Riggs were fed in our Mess Hall. Capt Barron, Lt Grosse and Lt
Adamson flew WSM. SO 127, AAFPOA promotion list came out"
8 May 45
"8 May 1945 3 A/C on training mission to Pojoris [Pajores] and Pagan [islands in the northern Marianas]."
"8 May
Sgt. Isadore Edelstein, Cpl. Steve Grabovich, and Pfc. Chester Lawson returned from D.S. at Iwo Jima."
"8 May: Scheduled mission postponed for approximately 24 hours. Announced that today is V-E Day in the
States; that all German organized resistance has ceased, and that Germany unconditionally surrendered.
President Truman spoke at 2300 hours K [Saipan] time."
The Althoff crew of the 881st spent almost all of this day on a Weather Strike Mission (WSM). They took off at
2320 on 7 May, flew to within 50 miles of the China Coast, then to Kyushu where they dropped some bombs on
Yawata and and 1500 pounds of propaganda leaflets, and finally to Guam to deliver their weather information.
They were delayed at Guam several hours due to a problem with their plane and did not get back to Saipan until
2120, 22 hours after they had left.
9 May 45
"9 May 1945 Local formation training mission. TO [take-off] at 0900K, land at 1200K."
"9 May: Prepared briefing for Mission 55. Started rearranging briefing room maps, photos, etc."
From the Joseph Altott (881st) diary:
"05/09/1945 Went up to the line to clean our guns and put them back into the ship for the mission tonight. Lt.
Thomas' crew will be flying our ship [Z-19, "Sna Pe Fort"]. Colonel Dougherty came by and gave us a little
speech saying that we have broken several records for a B-29 bomb group. We have 5,250 flying hours, we
have dropped 1,921 tons of bombs, and we have flown over 300 missions. 'That's going strong.' "
10 May 45
On this date the 73rd Bomb Wing struck at the Naval Station in Tokuyama. The 497th and 498th Groups
targeted the fueling station, while the 499th and 500th Groups hit the coal yard/briquette plant. The 500th Group
scheduled 33 aircraft plus a superdumbo. One plane, Z-55, "Janice E.", crew unknown, failed to take off due to
excessive mag drop on two engines, so 33 total were airborne.
Here is a partial list of the participating planes and crews:

Z-4, "Black Magic", Mather
Z-9, "Nina Ross", Pearson
Z-11, "Lucky Eleven", Mitchell
Z-12, Curtis
Z-13, Luman
Z-19, "Sna Pe Fort", Thomas
Z-22, "Georgia Ann", Coffman
Z-23, "Ramblin Roscoe II", Haas
Z-26, Sealy
Z-27, LaMarche
Z-28, "Old Ironsides", Mock(?)
Z-32, "Fever from the South", Hughes
Z-36, "Li'l Abner", Gillert
Z-45 (Superdumbo), "Mustn't Touch", Arbon (an 882nd crew)
Z-47, Adams(?)
Z-48, McClanahan
Z-49, "Three Feathers II", Feathers(?)
Z-56, Gregg
The six other crews, all from the 883rd Squadron, are known -- Irby, Shuffler, Cheney, Field, Standen and
Schmidt -- but not which planes they flew.
Mission briefing was at 0030, so take-off was probably around 0300. Bomb load was M-64 GP's, probably about
20 per plane.
There were four aborts. Z-47, probably Adams crew, had a prop stick at 2800 RPM. Z-36, Gillert crew, suffered
an electrical failure which resulted in fires in the #2 and #3 nacelles, as well as a burned-out turbo. Z-56, Gregg
crew, had the #3 prop governor stick at 2400 RPM. And Z-9, Pearson crew, turned back due to what turned out
to be a blown plug in the #2 cylinder of #3 engine.
For the rest of the planes, the route to the assembly point was as briefed, but once there, problems developed
due to the large number of planes attempting to form up at the same time. This resulted in a delay of 13 minutes
and some mixing of formations. Eventually, the 500th planes formed into a reasonable semblance of three
combat squadrons and moved off toward the IP.
The first combat squadron was led by Z-49, probably Feathers crew, and consisted of eight 500th planes plus
three from other Groups. The second combat squadron was led by Z-27, LaMarche crew, and consisted of ten
planes from the 500th plus one from another Group. The third combat squadron, led by Z-13, Luman crew, was
composed of nine 500th planes plus three from other Groups. One 500th plane, apparently Z-26, Sealy crew,
joined a formation of planes from other Groups. And the superdumbo, Z-45, remained off the coast as per SOP.
In all, 28 planes from the 500th reached and bombed the primary target.
The route to the IP was as briefed, except for the poor formation. However, things began to tighten up at the IP
and the formation was good on the bomb run. The axis of attack, altitude and other factors were all as briefed.
Bombs were dropped at 1108 from 19,000 feet, visually on the leader, with a total of 548 x M64 GP bombs falling
on the target. Ten planes suffered partial rack malfunctions. One of these was Z-13, on which the "bombardier
did not set intervalometer high enough to account for the four stations on the bomb bay tank." [Not sure how to
interpret this. - JEB]
The first two squadrons reported observing excellent bombing results. Observation by the third squadron was
hampered by smoke obscuring the target.
There was no fighter opposition. Flak was mostly light but heavy at times from some naval vessels at the base.
Four planes, including Z-48, were slightly damaged.
All planes returned safely to base, although three, including Z-26, had to stop at Iwo Jima, probably because of
low fuel.
"10 May
Lt. Booze and his crew left to attend Lead Crew school at Muroc AAB, California."
Around this same time, Capt (soon to be Maj) Joseph M. Savage, Jr, formerly AC of Crew #224, then 882nd
Squadron Operations Officer, was also sent back to the States to train lead crews. He would be replaced as
Sqdn Opns Off by Capt (soon to be Maj) Austin W. LaMarche, who had replaced Savage as AC Crew #224. I
guess you could say that Crew #224 (my father's crew) had a talent for training operations officers.
11 May 45
On this date the 497th and 500th Bomb groups were sent to bomb the Kawanishi Aircraft Factory in Kobe. The
500th scheduled 11 aircraft, all of which were airborne.
The 881st Squadron supplied three planes and crews. One of these was Z-1, Gieker crew. Another plane was
Z-7, "Hell's Bell", but its crew is unknown. The Wolter crew was on this mission, but they flew an unidentified
plane which aborted due to severe air sickness of the flight engineer.
The 882nd Squadron sent four planes and crews. One of these was Z-21, "Devils' Delight", Hays crew, who flew
deputy lead. The leader on this mission was the Tackett crew, but the plane they flew is not known.
The 883rd Squadron furnished four crews -- Schultz, Seale, Gregg and Setterich. The Gregg crew flew Z-56.
Another of the planes was Z-47, but which crew flew it is unknown. Nothing is known about the other two
planes.
Except for the one abort already mentioned, the route out and assembly at Kita Iwo Jima went without incident.
A few minutes were then spent waiting for the squadron of the 497th to form up, after which the two squadrons
headed for Japan. They arrived at the IP slightly ahead of schedule but in good formation. There were ten
planes in the 500th formation at this point.
The bomb run was made at the briefed altitude, course and airspeed, but due to a thick ground haze it had to be
made by radar, and unfortunately the target could not be picked up in the scope. About five minutes before
bombs away, the formation was jumped by fighters, which continued making aggressive attacks -- 81 were
reported -- throughout the run and for about ten minutes afterward. Most of the attacks were head on. Z-1,
Gieker crew, was hit early in the bomb run in the #3 engine and fell behind the formation. She promptly became
the target for several fighters, which knocked out another engine and riddled her fuselage, wounding three crew
members, two of them seriously. But Z-1 kept going and got her bombs away.
A total of 268 x M64 GP's were dropped at 1052 with as much accuracy as circumstances permitted, but most of
the 500th's bombs missed the target factory. Z-21 had two bombs hang up due to a faulty A-4 release, and Z-47
had trouble re-latching her pneumatic doors. Apparently, the 497th's bombing was better, as later bomb damage
assessment put the target at 38% destroyed.
In addition to Z-1, two other bombers were damaged by fighters and three by flak, which was moderate to heavy
and accurate over the target. B-29 gunners claimed three fighters destroyed, two probably destroyed and one
damaged. One of the destroyed was credited to Hal Towner, bombardier on the Hays crew, who flew Z-21 on
this mission.
Despite the damage, all planes made it back safely. However, Z-1 was in bad shape and was escorted to Iwo
Jima by Z-7. When she got there, two of her crew members, radar operator Lt Robert DeNeve and tail gunner
Sgt Clyde Miller, were hospitalized. Two other planes also had to land at Iwo.
The other seven planes made it back to Saipan safely.
12 May 45
"12 May 12 A/C participated in local formation flying; they landed at 1200K."
"12 May: Practice mission flown in morning. Lt Thompson [883rd Intel Officer] worked up eight crews for Air
Medal Clusters. Submitted claims for Mission 56 [the previous day's mission to Kobe]. The film "Two Down and
One to Go" [meaning Italy and Germany defeated and Japan yet to go] shown to entire squadron at Group
Theater."
Since V-E Day was only 8 May, that seems a pretty quick turnaround in getting a film made and distributed...
unless the film had been made earlier in anticipation of Germany's defeat. Doubt that this could happen today,
even with our greatly superior technology, as there are too many people whose job it is to gum up the works.
"05/12/1945 Finished fixing the flak equipment [protective curtains] around my [right] gun position. Rested
today and went to a live "Claude Thornhill" show with Jackie Cooper on the drums and Dennis Day. It was a
terrific show. Later we saw a show about the defeat of Germany and Italy. Now there is only Japan left. They
also showed us the point system for demobilization."
The point system was introduced late in the war to allow the most deserving men to be discharged. A set
number of points was awarded for time in service, time overseas, time in combat, wounds, medals and other
factors. I believe you had to accumulate 85 points to qualify. For most B-29 air crewmen, the quickest way
home was still to put in your 30 (or 35) missions. For ground crew, you might as well reconcile yourself to being
out there for the duration.
13 May 45
"13 May: Received radio back from Special Service repair shop. Completed and submitted combat data report
to A-2. Cpl Williams to work at Group S-2 until the end of the month. Briefing at Group S-2 on Mission 57 Target
Nagoya."
"05/13/1945 Mother's day. Went up to the line and checked our guns for tonight's mission. Had chow at 2145
hours, briefing at 2300."
14 May 45
On this date the XXI Bomber Command sent every available bomber on an unusual daylight fire raid on the
urban area of Nagoya. With the 58th Wing now fully in place on Tinian, this was the biggest force put up yet,
with 524 planes taking off and 472 of them reaching and bombing the target. The skies were getting crowded
over Japan.
The 500th Bomb Group scheduled no less then 45 aircraft plus a Superdumbo comms and rescue plane for this
mission, and all were airborne, a new record. (Over the past several months, as with all Groups of the 73rd
Bomb Wing, the number of assigned planes had gradually been increased from the original 30 to 48 or 50.
Unfortunately for the hard-working ground crews, there was no corresponding increase in maintenance
personnel. They simply had to do more with less... which they did, magnificently.)
The 881st Squadron put up 16 planes and crews:

Z-4, “Black Magic”, Oswald
Z-5, “There'll Always Be A Christmas”, Kappil
Z-6, “Booze Hound”, Calhoun
Z-7, “Hell's Bell”, Sullivan
Z-8, “Duke of Albuquerque”, Thompson
Z-9, “Nina Ross”, Conn
Z-11, “Lucky Eleven”, Wolter
Z-12, Curtis
Z-13, Mitchell
Z-14, Mather
Z-15, “Fire Bug”, Pearson
Z-16, “Je Reviens”, Bricker
The 882nd Squadron put up 15 planes and crews:

Z-22, "Georgia Ann", Robinson
Z-27, LaMarche
Z-29, "Gravel Gertie, Shorey
Z-36, "Li'l Abner", Hanft
Z-37, "Belle Ruth", Gillert
Z-39, Coffman
The 883rd Squadron put up 14 planes and crews. The crews are known but only a few of the plane
assignments:
Z-43, Setterich
Z-46, crew unknown
Z-47(?), Adams
Z-48, McClanahan
Z-50(?), Adamson
Z-51(?), Schmidt
Z-54, Standen
Z-55(?), Ryan
Z-56, Gregg
Braden
Barron
Clinkscales
Field
Grosse
Isham
[The question marks represent best guesses based on most frequent plane-crew associations.]
The Superdumbo, Z-45, "Mustn't Touch", was flown by the Arbon crew of the 882nd.
Take-off was about 0100 and all 46 planes were airborne within 23 minutes. Bomb load was 30-35 x E46
incendiaries per plane.
Planes flew individually to the assembly point, Safu Gan, at 3000 feet. There were four aborts. Z-2, Lewis crew,
blew a spark plug in #17 cylinder of #3 engine. Z-14, Mather crew, turned back due to a split cylinder in #2
engine. Z-54, Standen crew, had a blown fuse in the landing gear circuit. And Z-56, Gregg crew, suffered a "#1
eng nose section failure".
There were some problems at the assembly point. Thirty-eight of the 500th planes began forming into four
combat squadrons. Three planes were missing. No matter. Their places were taken by two planes from the
499th Group and one from the 314th Wing. After nearly an hour, the 41-plane combat group headed for the
departure point, passing it at 0918, six minutes early. It was learned later that the three missing planes of the
500th joined other formations. Z-10 and Z-46 bombed with the 39th Group of the 314th Wing, while Z-33 went in
with the 29th Group of that Wing.
The 500th formation flew on, passing the IP at 0922 "with Sqs in trail and stacked up at 750 ft intervals.
Formation was excellent from assembly to target." So wrote Group CO Col John Dougherty in his Group
Commander's Report. Bombers seemed to fill the sky. Ed Betts, flying as copilot with Jim Farrell in Z-34, wrote,
"Everywhere we looked we could see formations of 29s."
As the formation approached the target at close to the briefed axis of attack of 90 degrees, they found the aiming
point already covered by smoke, so bombing was accomplished by reference point. Joseph Altott, right gunner
on Z-19, saw fires and three huge columns of smoke rising as high as 18,000 feet. Bombs were dropped
between 0929 and 0934 and from 16,000 to 18.250 feet, depending on squadron. Again due to the smoke, no
bomb hits could be observed. Six planes experienced partial rack malfunctions. A total of 1,221 x E46
incendiaries fell on the city. Later damage assessment showed 2.8 square miles of Nagoya burned out in this
raid.
Col Dougherty reported "meagre but aggressive fighters from 12 o'clock high". Flak ranged from light to heavy,
and some of it was accurate. Six aircraft, including Z-19, suffered minor damage from either fighters or flak, and
four men were slightly wounded. B-29 gunners claimed two enemy fighters destroyed, two probably destroyed
and four damaged. Some of those gunners were a little careless, as Z-24 was struck twice by 50-caliber bullets.
On the way home, Bob Schurmann, right gunner on Z-48, McClanahan crew, saw a ditched B-29 in the sea. He
also noted, "Heard one ditching pilot say 'Pray for us, nothing can stop the Army Air Corps!' as he set her down."
All 500th planes returned to Saipan by late afternoon, but some were running very low on fuel and the traffic
pattern over Isley was very crowded. Z-3, possibly Mitchell crew, and Z-34, Farrell crew, landed at Kobler Field
north of Isley. Farrell had little choice. The engines started banging and sputtering from lack of fuel and he
knew he had to get down immediately, so he went right into Kobler with no time to get clearance. By the time
their wheels hit the runway only one engine was still running, and that one quit soon after. Other crews had
close calls too. The crew of Z-46, afraid they were going to have to ditch off Saipan, were gathering up all loose
gear and dumping it into the bomb bay when the bomb bay doors opened accidentally. They lost all their
navigational equipment but fortunately got down in time to avoid ditching.
15 May 45
"15 May
Lt. Adam J. Blasko assigned as 500th Group Unit Personnel Officer."
"15 May: Worked on combat data reports; submitted to A-2 on Mission 57 [the previous day's mission to
Nagoya]. Party at Surfside for enlisted men in the evening."
"05/15/1945 I went to the line and cleaned the guns. We got 3 free beers from the squadron fund. There is
going to be a Big Blitz starting tomorrow night. There will be maximum raids. The northern section of Nagoya
was almost completely demolished, only the docks in the southern section remain."
16 May 45
"05/16/1945 ... Went up to the line and took out the upper forward and lower forward guns. The next mission is
tonight and because it is a burnout raid we will only carry ammo for the 3 rear gun turrets. Briefing at 1630
hours, take off at 2035 hours. ...."
"16 May: Crews briefed on Mission 58, Target Nagoya (south) at 1630. All crews of the squadron except Capt
Barron's, Lt Clinkscales', Lt Field's, Grosse's, Adamson's and Capt Braden's took off at approximately 2030. ..."
On the night of 16-17 May the XXI Bomber Command sent all four of its Wings on another incendiary raid
to burn out what was left of Nagoya. The 500th Bomb Group scheduled 45 planes for this mission but one, Z-
11, "Lucky Eleven", was scratched due to a broken piston ring on #2 engine, so 44 were airborne.

Z-3, "Ann Dee", Mitchell
Z-5, "There'll Always Be A Chrstmas", Kappil
Z-7, "Hell's Bell", crew unknown
Z-9, "Nina Ross", Conn
Z-12, Thomas
Z-13, Luman
Z-14, Mather
Z-15, "Fire Bug", Pearson
Z-16, "Je Reviens", Bricker
Z-27, Sealy
Z-35, "Pacific Queen", Farrell
Z-39, Gillert
Z-43, Setterich
Z-46(?), White
Z-47(?), Adams
Z-48, McClanahan
Z-49(?), Feathers
Z-50, Schultz
Z-51(?), Schmidt
Z-52(?), Irby
Z-53(?), Shuffler
Z-54(?), Standen
Z-55(?), Ryan
Z-56, Gregg
Z-??, Cheney
Z-??, Isham
Z-??, Seale
One plane and crew combination is completely unidentified.
Lt Col Brannock, CO 882nd Squadron, flew in Z-23 with the Hays crew on this mission.
Take-off was at about 2030 hours. Bomb load was a mix of incendiaries. As usual on night fire raids, all planes
flew individually to the target. Six planes (unidentified) flew ahead as pathfinders to mark the target area.
There were three aborts. Z-7, crew unknown, turned back due to a sick copilot. Z-8, Thompson crew,
developed an oil leak in #1 engine. Z-29, Shorey crew, had a violently backfiring #2 engine. One of these
planes, unknown which, was apparently a pathfinder.
Forty-one planes reached Japan. Near Osaka, Z-50, Schultz crew, hit a patch of extremely rough air, so rough
that the AC thought there was something wrong with the aircraft, so he diverted and bombed Shirahama Air Field
as a target of opportunity.
The remaining 40 planes flew on to Nagoya. Five pathfinders bombed from 0317 to 0329. The other 35 planes
dropped bombs between 0334 and 0404. Briefed bombing altitude was between 9000 and 9800 feet, and most
planes adhered to this. Three planes -- Z-14 (Mather), Z-16 (Bricker) and Z-43 (Setterich) -- bombed from higher
altitudes, probably because they were lifted up by thermals. All planes bombed by radar except for two, Z-35
(Farrell) and Z-43 (Setterich), which had inoperative radars.
A total of 1386 x M17A1 and 912 x M47 incendiaries and 6 x photoflash bombs were dropped on the city. Crews
reported that the initially scattered fires seen burning below were starting to join into larger conflagrations. Later
bomb damage assessment showed 3.1 square miles of the city burned out by the entire force.
Hal Towner, bombardier on Z-23, Hays crew, noted that "We dropped "rope" [long strips of aluminum
foil designed to confuse radar by creating false targets] for the first time on this mission and it seemed to
confuse the Jap radar. At any rate, we got through without being picked up by searchlights. As a further
defensive tactic, we were told to de-synchronize the props over the target to throw off the radar detection
devices."
There was no fighter opposition and only light flak. No B-29's were lost or damaged on this mission.
Route back to Saipan was normal. All planes landed safely by 1116 hours on 17 May. On the landing, Lt Col
Brannock decided to see if he still had the touch, so he brought Z-23 in. Hal Towner noted that while the CO
was well-respected and an excellent pilot, and he made a beautiful approach, the landing itself "wasn't so hot."
Towner added one more important observation to his diary: "Eight more missions should do it for the Ramblin'
Roscoes! Boy, are we sweating out these last flights!"
17 May 45
"17 May
... Lt. Harlan C. Jackson and his crew left for Recreational DS in Hawaii."
"17 May: All crews returned from Mission 58 [the previous night's raid on Nagoya]. Excellent results. Awards
and Decorations meeting at 1500. Postponed until Lt Col Brandon [500th Group Deputy Commander] could
attend. Lt Thompson [883rd Intel Officer] briefed Capt Feathers on WSM 'Charlie.' "
"05/17/1945 ... We landed [from the Nagoya mission] at 1040 hours, played a few games of ping-pong, and
went to go see a stage show. Hit sack at 2000 hours."
18 May 45
"18 May: Capt Feathers took off on WSM "C" at 0600, returned at 1902 with one engine feathered. He lost it
before reaching the IP. Lt Thompson [883rd Intel Officer] briefed Capt Braden and Lt Sichel on WSM "K" and
"M". This squadron did not participate in Mission 59 [Tachikawa]."
19 May 45
On this date the XXI Bomber Command sent over 300 B-29's to bomb the Tachikawa Arsenal west of Tokyo. For
at least the 500th Bomb Group, the Tachikawa Arsenal was designated the primary visual target, while the city of
Hamamatsu was designated the primary radar target. The 500th scheduled 22 planes and one spare, plus a
Superdumbo for this mission, and all 24 were airborne.

Z-12, Curtis
Z-13, Gieker
Z-14, Mather
Z-21, "Devils' Delight", Gillert
Z-23, "Ramblin Roscoe II", Hughes
Z-27, Holdridge
Z-28, "Old Ironsides", Sealy
Z-32, "Fever from the South", Coffman
Z-45 (Superdumbo), "Mustn't Touch", Arbon (882nd crew)
Two additional 500th planes, Z-39, Robinson crew, and Z-??, Clinkscales crew, were detailed for fighter escort.
(Since the P-51 fighter escorts were not equipped for long-range navigation over water, B-29's were detailed to
meet them at Iwo Jima and escort them to Japan and back.)
The original plan was to form two combat squadrons of 11 aircraft each, the first composed of 882nd planes, the
second of 881st planes. However, circumstances conspired to change this. First, the decision to include the
spare plane increased probably the 881st squadron to 12 planes. Then weather would make a hash of
everything.
Take-off was about 0445. Bomb load was approximately 24 x 500 lb GP's per plane.
Planes apparently flew individually to the Assembly Point. There were no aborts. After taking a few minutes to
assemble, the two squadrons moved off for the Departure Point, the lead (882nd) squadron in fair shape and the
second (881st) squadron in good shape. However, about halfway between the Assembly and Departure Points
the planes ran into foul weather which partially broke up the formation. Joseph Altott, right gunner in Z-19,
Althoff crew, of the 881st, recorded that at landfall they climbed to 25,000 feet to get over the cloud cover. "Our
B-29's were all over the sky and were lost in the clouds, separated from their formations." Altott also noted that
the bad weather kept the P-51's from linking up with the B-29 formations, leaving them without fighter escort on
in to the target.
Upon arrival at the Departure Point about two minutes behind schedule, there were only five planes left in the
lead squadron. The others were scattered or had joined the second squadron, which now had 15 planes, one of
those an orphan from another Group.
With the adverse weather and extensive cloud cover, it was obvious that nothing was going to be bombed
visually today, so at the IP the target was changed to the radar target, Hamamatsu, and course was altered
accordingly.
The second squadron, led by Z-12, Curtis crew, got there first, going in at 25,000 feet on an axis of attack of 240
degrees. Bombs were dropped on the leader at 1222.
The five planes of the first squadron came in on the same heading but at 24,000 feet. However, first the
leader, then the deputy leader, had radar problems. The lead finally devolved on Z-33, Hanft crew. Bombs were
released at 1258.
One plane of the 500th, Z-29 (Shorey), bombed Hamamatsu with a formation from the 313th Wing. Two other
planes -- Z-28 (Sealy) and Z-23 (Hughes) -- bombed the city individually by radar. The final plane, Z-30
(Reeves), with her radar not working, dropped her bombs by dead reckoning in the vicinity of Hamamatsu.
There was one B-10 shackle malfunction in Z-35 (Gray). A bigger problem occurred when one of the
bombs dropped by Z-21 (Gillert) due to a faulty intervalometer setting hit another bomb about 1,000 feet below
the plane. The resulting explosion damaged two nearby B-29's, fortunately neither seriously.
A total of 556 x M64 GP bombs were dropped on Hamamatsu. Due to the solid undercast, no results were
observed.
Probably because of the terrible weather, no flak or fighter opposition was encountered on this mission.
All planes returned safely to Saipan, although Z-33 had to stop at Iwo Jima due to a fuel shortage.
"19 May
Twelve of our planes raided Tokyo [actually, Hamamatsu], all returned, no damage."
Sgt. Canty L. Hodge and Cpl. Donald E. Morgan returned from Recreational DS [detached service] in the
U.S."
"19 May: Lt Clinkscales furnished escort to fighters on Mission 59. Lt Sichel aborted on WSM [weather strike
mission]. Capt Braden returned safely. Completed counter design. Gave it to Lt Col McDowell [CO 883rd
Squadron]. No comment. Capt McClanahan flew WSM; takeoff approximately at 2300."
20 May 45
"20 May
Two of our planes raided Japan Mainland on a weather strike, both returned, no damage."
"20 May: Meeting at 1300 with Capt Hudgins MISX [?]. Gave instructions to fourteen crew members until 1630.
Capt McClanahan returned from WSM. Received radio back from Special Services."
Robert Schurmann of the McClanahan crew, #353, 883rd Squadron, briefly describes their WSM in his diary.
They flew Z-48, taking off at 2245 19 May and returning to Saipan at 1355 20 May. "Weather mission over
Homeland, Okinawa to Honshu. Bombed Sachi [Saeki?] Naval base. Took pictures of Fukuyama. Landed at
Guam." The WSM planes usually stopped at Guam to deliver their weather data before returning to their home
base
21 May 45
"21 May 27 plane training mission: bombing Rota."
"21 May: Practice mission flown. Take-off approximately at 1300. Carpenter shop started work on counter.
AAFPOA SO 134, 14 May 45 out, re: promotions for officers."
"05/21/1945 Had a class today on JAM Handy [a gunnery training device] down at the Wing HQ from 0830-
0930 hours. Had chow and then flew a training mission at 1300 hours. After flying for 2 hours the #3 engine
sprung a bad oil leak so we returned to base. The plane had to have an engine changed. Had guard duty on
the #8 plane [Z-8, "Duke of Albuquerque"]."
22 May 45
"22 May
Captain Arthur S. Miller transferred to Hq 500th Bomb Group. Lt. Dorman E. Francis assigned as Squadron
Adjutant."
"22 May: Capt Braden, Lts Korsmo and Keller appointed to write recommendations and citations. Awards and
decorations board meeting in [Deputy Group Commander] Lt Col Brandon's office. Briefing and mission
postponed. 883rd Soft Ball [caps as in original] team won from Group Staff Officers, 4-3."
23 May 45
"23 May
Sgt. Richard M. Landsman and Pvt. Jack L. LaChapelle returned from recreational DS [detached service] in
the U.S."
"23 May: Lt Thompson [883rd Squadron Intel Officer] briefed Mission 60 at 1530. Takeoff approximate[ly] at
2030. Major Adams, Capts Setterich, McClanahan, Feathers, Irby, Clinkscales, Lts Field, Gregg, Ryan, Standen,
Grosse, White, Isham and Schultz took off."
From the Joseph Altott (Althoff crew, 881st) diary:
"05/23/1945 We are flying plane Z-16 ["Je Reviens"] tonight. Our ship wasn't ready until the last minute and a
crew from the 882nd Squadron flew it. [The Althoff crew usually flew Z-19, "Sna Pe Fort". Records
unfortunately do not show which 882nd crew flew Z-19 this night.] There was a briefing at 1530 hours. We ate
at 1700 hours. Loaded guns and equipment and took off at 2100 hours. The weather was clear with a bright
moon. Our bomb load was 40-425lb incendiaries."
[Note: Official documentation on the last three missions in May -- dates 23/24, 25/26 and 29 -- is very scanty,
sorry.]
On the night of 23-24 May the XXI Bomber Command launched a maximum force from all its Wings, 558 B-29's,
of which 520 reached and bombed the target, to lay waste the southern part of Tokyo in an incendiary attack.
This was the greatest number of B-29's to bomb a single target during the war. For its part, the 500th Bomb
Group scheduled 42 planes, including a Superdumbo comms and rescue plane, and all made it airborne.
Only some of the participating planes and crews are known:

Z-12, Curtis
Z-16, "Je Reviens", Althoff
Z-19, "Sna Pe Fort", unidentified 882nd crew
Z-27, Holdridge
Z-30, "Sting Shift", Hughes
Z-43, Setterich
Z-45, Bricker, “Mustn't Touch”, Superdumbo
Z-46(?), White
Z-47(?), Adams
Z-48, McClanahan
Z-49(?), Feathers
Z-52(?), Irby
Z-54(?), Standen
Z-55(?), Ryan
Z-56, Gregg
Z-??, Clinkscales
Z-??, Field
Z-??, Grosse
Z-??, Isham
Z-??, Schultz
Take-off was about 2100. As normal on night missions, planes flew individually to the target. The route out was
as briefed. There were no aborts.
When the bombing planes reached the target area and prepared to drop their 1,670 x E46 incendiary and 10 x
M46 photo flash bombs from about 11,000 feet, they found themselves flying into a hell of fire and smoke.
Hal Towner, bombardier on Z-23, Hays crew, tried to describe in his diary the next day what it was like over the
target: "It was rough last night and weird -- eerie -- screwy. More damn lights and balls of fire and tracers
coming from nowhere and B-29s going down. We turned over the I.P. and started driving in on it at 220 M.P.H.
Ahead we saw flak and searchlights both in great quantity. We started throwing rope [lengths of aluminum foil to
disrupt enemy radar] and thought for a while we'd go through slick as a whistle, but suddenly we were blinded by
glare, and simultaneously tracers shot past us from our tail -- flak hit us -- and we dropped our bombs. The
whole thing didn't last more than three or four minutes, and then we plunged into the towering smoke column,
bounced up a thousand feet, and felt relatively safe in that stygian blackness."
The McClanahan crew in Z-48 ran into a thermal which gave them a very rough ride but they made it through all
right.
Joseph Altott, right gunner on Z-16, Althoff crew, reported that his plane arrived over the target at 0345 and
dropped bombs at 0350. There was already an inferno below. "There was smoke up to 14,000 feet and the
target area looked as if it was being destroyed by fires. ... There was plenty of flak and an abundance
of searchlights. We went clear through with no trouble and no lights caught us."
Tokyo was burning so brightly that Cliff Smith, flight engineer in the Bricker crew flying the Superdumbo at quite
some distance from the city, reported that he could read his instrument panel from the light.
The 500th Bomb Group had not lost a plane and crew since Z-47 and the King crew on 7 April, but on this night
their luck ran out in a big way. They lost not one but two B-29's and crews.
Many crews reported seeing B-29's go down over the target. A total of 17 were lost this night. But in the
darkness and confusion no one could identify a specific B-29. It was only when a plane failed to return to base
that it was known to have been lost. In the 500th Bomb Group Z-7, Thomas crew, and Z-30, Hughes crew, failed
to return. Only after the war, when it was discovered that one man from each crew had survived as a POW,
could details of their loss be pieced together.
1/Lt Robert G. Phillips, bombardier on Z-7, Thomas crew, described later what happened to their plane:
"We reached the Initial Point at approximately 0350 ... and turned on our bomb run. Shortly thereafter, we were
picked up by searchlights. However, we were not seriously hit until immediately after I released our bomb load
at 0359. At that time a burst of flak hit our right wing, setting it on fire and knocking out number three and four
engines.
"We were unable to extinguish the flames or feather the engines, so we headed for the nearest submarine
hoping to ditch. [The Navy actually stationed rescue submarines inside Tokyo Bay. Dangerous, yes, but not
quite as risky as it sounds, as the bay is a large body of water with many deep places where a sub could hide
during the day, then surface at night.] In a very few seconds we were again hit by flak, the second burst hitting
the plane somewhere in the rear, rendering all the controls useless."
With the plane out of control, Thomas ordered the crew to bail out. Phillips was the fourth man out of the front
compartment, after copilot Glacken, pilot Thomas and flight engineer Bradford. Right after he jumped, Phillips
saw the plane explode and plunge into Tokyo Bay, probably taking the other seven of the crew with it. Phillips
landed in the water and was eventually picked up the Japanese. He never again saw any of the three men who
jumped before him. They most likely drowned in the water.
There is less detail available on Z-30, Hughes crew. We know only that like Z-7 it was hit twice by flak after
bombing the target, became uncontrollable, and crashed in Tokyo Bay. Two men made it out of the plane,
copilot 2/Lt William H. McClure and flight engineer 1/Lt William L. Ryalls, but Ryalls drowned, leaving Phillips as
the sole survivor.
The Thomas crew was a replacement crew that had arrived on Saipan in probably late March or early April. Its
members were:
AC 1/Lt Eugene M. Thomas, Jr.

Copilot 2/Lt Francis X. Glacken
B 1/Lt Robert G. Phillips (survived as POW)
N 2/Lt Norman B. Bassett
FE S/Sgt Sam H. Bradford
Radio T/Sgt Bishop K. Mitchell, Jr.
Ring G Sgt George P. Demers
RG M/Sgt Richard C. Armstrong
LG Sgt John F. Slater
Radar 1/Lt William H. Hain
TG Sgt Louis A. Dorio
The Hughes crew, #239, was an original crew but Hughes was not the original commander. They had arrived on
Saipan in November 1944 under the command of Capt Robert M. Cordray. Hughes, who started out as copilot
on the Savage crew, #224, was transferred over as AC in early February 1945 after Cordray was reassigned to
Wing. Crew #239 had also lost several other original members due to reassignments, including John A. Ciardi,
the poet-gunner, whose literary skills were put to work at headquarters writing up award recommendations and
such. On 23 May 1945 the crew was composed of the following:
AC 1/Lt Leonard I. Hughes

Copilot 2/Lt William H. McClure
B 1/Lt Lynn N. "Doc" Grow
N 1/Lt Edwin R. O'Hara
FE 1/Lt William L. Ryalls
Radio T/Sgt Loyd W. Franklin
Ring G S/Sgt Richard C. "Tiger" Johnson
RG Cpl Floyd C. Wallace
LG Sgt Thomas J. Moore
Radar S/Sgt Alton E. Blakely
TG S/Sgt Clyde B. Salaz
24 May 45
Most of the men in the 500th spent this day recovering from last night's raid on Tokyo and mourning their losses.
"Shorty" Hughes in particular was very popular, and his loss was keenly felt.
"24 May 45 Just back from our 24th mission -- sitting in a very quiet barracks and getting in a mood as the Ink
Spots do "I'm Making Believe" -- wish we were just making believe that Shorty Hughes didn't land at Iwo Jima
and hasn't been heard from. But this isn't make-believe -- again that fact is impressed upon us. ...
"I sure feel gloomy about Shorty Hughes, as does the whole squadron. He was a favorite with all of us -- nice
wife, too. With him went four [actually six -- Towner may have thought all the gunners didn't go, which
was sometimes the case on night fire raids] enlisted men, and Lt. O'Hara, Lt. "Doc" Grow, Lt. Giles [Ryalls] and
Lt. Bill McClure. He's the first to go out of this barracks. In six months, he's our first loss. I hope he's also the
last."
"24 May: All crews in the Squadron returned safely at approximately 0945. Bombing results excellent. Lt
Thomas, 881st, and Lt Hughes, 882nd, reported missing. Major Paley and Lt Colvin from Wing visited."
25 May 45
"25 May
Lt. Sullivan and his crew left on DS [detached service] to APO 953 [I think this was Oahu]."
"25 May: Prepared briefing for Mission 61 and briefed at 1500. Target, South Tokyo area. Following crews took
off at approximately 1600 hours: Major Adams, Capt Shuffler, Setterich, Feathers, McClanahan, Braden, Irby,
Lts Grosse, Sichel, Schmidt, Ryan, Seale, Clinkscales and Gregg,"
"05/25/1945 ... Went to a gunners briefing and checked our guns for tonight's mission. Took off at 1800 hours
with 40-425lb incendiary type bombs. Ammo was loaded into all the turrets."
On the night of 25-26 May the XXI Bomber Command sent nearly 500 bombers to burn out what was left of
Tokyo. This would be the last major raid on the capital city. The 500th Bomb Group contributed 40 planes to this
mission.
Only some of the participating planes and crews are known:
Z-??, Kappil
Z-12, Curtis
Z-13, Luman
Z-27, Holdridge
Z-43, Setterich
Z-45, Bricker, “Mustn't Touch”, Superdumbo
Z-47(?), Adams
Z-48, McClanahan
Z-49(?), Feathers
Z-51(?), Schmidt
Z-52(?), Irby
Z-55(?), Ryan
Z-56, Gregg
Z-??, Shuffler
Z-??, Braden
Z-??, Seale
Z-??, Grosse
Z-??, Sichel
Take-off was at about 1800. Planes presumably flew individually to the target, as was standard on night
missions.
Joseph Altott, right gunner on Z-19, Althoff crew, noted that it was a clear night with a full moon. The 500th
planes began arriving over the target area after midnight. Z-19 reached the target area at 0030 and dropped her
bombs at 0045. Altott noted that large fires were already burning. The Group dropped a total of 1,587 x E46
incendiaries and 8 x M46 photo flash bombs from about 10,500 feet. Later bomb damage assessment
established that the two missions of 23/24 and 25/26 May burned out 18.2 square miles of Tokyo.
Hal Towner, bombardier on Z-23, Hays crew, thought that the clear skies only intensified the opposition over the
target and made the mission "a little bit rougher." Ed Betts, probably flying again as copilot on Z-34, Farrell crew,
also opined that the opposition was stronger, although they came through again without a scratch. Altott
reported "plenty of flak" and about 200 searchlights. Overall, flak was rated moderate to heavy, and fighters
were also active over the target. 500th planes reported eight fighter atacks, which damaged
five B-29's, but none severely.
A new wrinkle on this mission was the extensive use of Baka suicide bombs, manned rockets dropped by mother
aircraft. The Althoff crew saw about 15 of them and claimed two of them destroyed. This caused quite a stir
back on Saipan later, as this was the first instance of Bakas being shot down by B-29 gunners. S-2
enthusiastically interrogated Altott and his fellow gunners. However, it appears they weren't the only crew that
claimed a Baka. In his diary entry for this mission, Bob Schurmann, right gunner on Z-48, McClanahan crew,
wrote "Haught got a Baca [sic] bomb." Sgt Paul A. Haught was tail gunner on the Gregg crew, which flew Z-56
on this mission.
A total of 26 B-29's were lost this night, the most lost on any mission over Japan. One of these was from the
500th.
It is still a mystery exactly what happened to Z-13, Luman crew. She was not lost over the target but apparently
went down at sea later. Capt Lou Kappil of the 881st submitted the following statement upon return to
Saipan: "I heard Z square 13 answering HAPPY 38's [HAPPY-38 was the radio callsign of A-38 of the 497th
Group] call for help about 25 minutes off of the Jap mainland. The transmission was partly garbled. I then called
Z square 13 and asked whether he was in trouble. He answered that he was okay and was going to try and find
HAPPY 38 to buddy him home. I maintained watch on "A" Channel and heard Z square 13 asking HAPPY 38 to
fire some flares in seeking his position." Altott recorded a similar story: "Major Luman's ship ditched and is very
mysterious. No one heard anything else from them. At 20 minutes after Landsend he reported that all engines
were okay and that he had plenty of gas." However, the 500th Bomb Group Operations Journal reported "Maj
Luman, Z-13, is missing. Right wing was observed to be afire before A/C crashed into the sea." Sometimes
Japanese fighters pursued B-29's far out to sea. Possibly Z-13 was shot down by one of these. Whatever the
case, there were no survivors to tell the tale.
The Bricker crew in Z-45, the Superdumbo, reported firing on a Jap observation plane over one of our
submarines. Could Z-13 have run into Japanese fighters?
There is one more sad epilogue to the account of this mission. Early in the morning of 25 May, the Japanese
Kempei Tai (Secret Police), who knew from dropped leaflets that another raid was coming, removed a number of
B-29 POW's from their cages near the Imperial Palace, where they were relatively safe, as B-29's did not
deliberately target that area, and moved them to the Tokyo Jail in the western suburb of Shibuya, which was right
in the middle of the target area. That night, the guards removed all Japanese prisoners, about 300 in
number, from the jail but deliberately left all 62 B-29 POW's locked in their cells to be burned to death as the
massive fires engulfed them. The few who somehow managed to get out of their cells and tried to escape the
flames were beheaded by the guards. After the war, the prison warden was tried for war crimes and executed.
26 May 45
"26 May: All crews returned safely from Mission 61. Bombing results good. Major Luman, 881st, missing over
target. Mr McCormick, International Red Cross Chairman, visited the area this morning."
"26 May 45 We need six more missions now and the next one is a snap -- escorting P-47's to Okinawa and we
hope to get credit for it. At briefing we learned that fighters may jump us, but that will be a pleasure compared to
what we've been running into over Tokyo."
27 May 45
"27 May: Meeting at Wing A-2 [Intel Section] on fighter tactics at 0900"
"05/27/1945 ... I cleaned the guns and had an interview with the Group S-2 Officer regarding the Baka Bomb
we shot down."
28 May 45
"28 May
Pfc. Elliot B. Doft left for recreational DS [detached service] in the U.S."
From the Joseph Altot (881st) diary:
"05/28/1945 Had an interview with Wing S-2 officer regarding the Baka Bomb. It seems that we're the only crew
that has seen one silhouetted against the sky and they are all very excited about it."
"28 May: Briefing at Group S-2 [Intel] at 1400 on Mission 62, Target Yokohama, for gunners. Regular briefing at
2400. Lt Colvin interrogated Lt Althoff's crew on Baka fighters."
I cannot identify this Lt Colvin. There is no Colvin on the 500th Officer Roster as of 30 April 45, which is the
latest one I have. Is Colvin possibly the Wing S-2 officer mentioned above by Altott? But at a minimum, this war
diary entry confirms what Joseph Altott said about the intelligence interest in the Baka incident.
Postscript. Many years later, Altott added the following note to his wartime diary:
"In 2006, 60 years after this episode, I was contacted by an aeronautical engineer who had become an
aeronautical historian about this. There are no records about this anywhere. In his visits to Japan he revealed a
claim that no such event occurred, but we saw the silhouette of the Baka Bomb in the fire background and my
relating of this event is authentic. It seems that we are the only crew that EVER shot one of these down. Some
fighter pilots shot them down but there is no record of a bomb crew that ever did this. Our interrogations with S-
2 in our squadrons, bomb group, and Wing HQ, have never been located. It is still a mystery."
29 May 45
On this date the XXI Bomber Command sent a maximum force, over 500 B-29's, in a daylight incendiary attack
on the city of Yokohama. The 500th Bomb Group contributed 42 aircraft to the bombing force. [The 500th
Group narrative summary says that the Group had 49 planes airborne but this must be a mistake. My
calculations show that the Group did not have more than 44 planes available at this time. All sources do agree
however that 42 aircraft of the 500th bombed the target.]
The 881st Bomb Squadron sent 14 planes and crews, but only three assignments are known: Z-12, Curtis crew;
Z-16, “Je Reviens”, Bricker crew; and Z-19, "Sna Pe Fort", Althoff crew.
The 882nd Bomb Squadron furnished 13 planes and crews, of which the following crew and plane assignments
are known:
Z-23, "Ramblin Roscoe II", Holdridge

The 883rd Bomb Squadron sent 15 planes and crews. The crews are known but only two of the planes. Where
possible, best guesses of assigned planes are given, based on the planes these crews flew most often:
Z-43, Setterich
Z-46(?), White
Z-47(?), Adams
Z-49(?). Feathers
Z-51(?), Schmidt
Z-52(?), Irby
Z-54(?), Standen
Z-55(?), Ryan
Z-56, Gregg
Z-??, Braden
Z-??, Grosse
Z-??, Schultz
Z-??, Seale
Z-??, Field
Take-off was at about 0300. The planes of the Group were formed into four combat squadrons. Z-23, Holdridge
(formerly LaMarche, formerly Savage) crew, led the formation. Weather was clear. There were P-51 escorts on
this mission.
When the formation arrived in the target area, Z-23 discovered her bomb bay doors would not open, so the
deputy leader took over and was able to put the formation's bombs on target. All squadrons released bombs
within one minute of each other. Joseph Altott (881st, Althoff crew) in Z-19, “Sna Pe Fort”, called it "a perfect
run" and claimed their bombs hit dead center. A total of 7,471 x M47 incendiaries was dropped at 1030 from
approximately 19,000 feet. As the Group headed for the coast, smoke was seen rising above Yokohama up to
22,000 feet. Later bomb damage assessment showed 6.9 square miles of the city burned out by
the Command's attack.
A much-reproduced photograph of Z-19 dropping her bomb load on this mission, with other 881st planes in the
background, was later made into a famous propaganda leaflet, millions of which were dropped over Japan.
Photo and leaflet attached.
Flak was moderate to heavy. Ed Betts, probably flying as copilot on Z-34, Farrell crew, rated the flak
"intense". Betts also thought the P-51's kept most of the Japanese fighters away, but still some got through.
Fourteen fighter attacks were reported. Eight B-29's were damaged either by flak or fighters, but none seriously.
One Jack was claimed as probably destroyed.
On the way home, some planes, including Z-1 and Z-19, dropped down low to search for survivors of Maj
Luman's crew, who had gone down three days before. Z-19 found only some empty P-51 pilot rafts.
Z-23 was able to finally release her bombs on the way home on Chichi Jima, an island in the Bonins about 150
miles north of Iwo Jima.
All planes returned safely to base by 1815 or so, although two ran themselves low on fuel by their searches
for survivors and had to stop at Iwo Jima to gas up.
30 May 45
The Farrell crew, with Ed Betts as copilot again, flew a WSM (weather strike mission) on this date in Z-38, an
F13 photo recon version of the B-29. Betts entered a summary of this mission in the Hal Towner diary:
"With only 12 hours on the ground, we were off for Tokyo again today, this time it is a weather strike mission. We
cruised around over the city of Tokyo and Yokohama for about 45 minutes taking pictures of the entire area and
dropping propaganda leaflets. The weather was exceptionally clear and I got a good look at the place and the
damage we have done. Enemy opposition was nil."
"30 May: Squadron assembled on Hanson [Hansen?] Field at 0600 and marched to Service Center Apron
where Memorial Day Services were held. General O'Donnel [sic] felt it an appropriate time to pause and render
homage to the 1000 officers and men who have been lost from this Wing since we started operations against
Japan on 24 November 1944. Meeting at Wing A-2 at 1300 on fighter tactics. Island locker distribution made;
six bottles per man."
From the Joseph Altott, 881st, diary:
"05/30/1945 Memorial Day. Supposed to go to formation but we all slept late and went up to the line to clean
the guns. We went to Memorial Day Mass at 1230 hours."
31 May 45
"31 May
Two of our planes participated in a weather strike mission over the Jap Mainland, returned safely, no
damage.
Captain Donald W. Thompson and crew completed thirty missions and became the first crew in the 500th
Bomb Group to be eligible for rotation." [Attached is a photo of the Thompson crew, and also one of the
maintenance crew which helped them make their 30 missions.]
"31 May: Wing declared a holiday for all personnel."
1 June 45
[The official records for the June missions are in a little better shape than those for April and May.]
On this date the XXI Bomber Command sent all its Wings on a daylight fire raid on the urban area of Osaka.
The 500th Bomb Group contributed 39 of the more than 500 B-29's that were airborne.

Z-12, Curtis
Z-14, Mather
Z-16, "Je Reviens", Gieker
Z-24, "Pride of the Yankees", Coffman
Z-26, Sealy
Z-27, Sasser
Z-28, "Old Ironsides", Cordray
Z-33, "Slick Dick", Reeves
Z-39, Holdridge
Z-42, "Supine Sue", Isham
Z-43, Grosse
Z-46, Field
Z-47, Adams
Z-48, McClanahan
Z-49, "Three Feathers II", Gregg
Z-50, "Fancy Detail", Braden
Z-51, "Tail Wind", Schultz
Z-52, "20th Century Sweetheart", Shuffler
Z-54, Standen
Z-55, "Janice E.", Ryan
Z-57, Adamson
Z-58, "Marylyn Gay", Clinkscales
Z-11, "Lucky Eleven", Wolter crew, may have been scheduled for this mission but scratched. Z-45, "Mustn't
Touch", may have flown as a superdumbo, but if so, the crew is unknown.
Take-off was about 0400. Planes flew to the assembly point, the island of Sofu Gan south of Tokyo Bay, at
altitudes from 3000 to 3800 feet. There were two aborts. Z-52, Shuffler crew, had a problem with the #1 engine,
which turned out to be because the rear sump plug had not been safetied. Z-47, Adams crew, lost her #3 engine
but bombed Chichi Jima, an island in the Bonins north of Iwo Jima, on her way back. This left 37 planes to
continue to Japan.
The plan was to assemble into four combat squadrons. Lt Col Harry Brandon, Deputy Group Commander,
would lead the Group and the first (881st) squadron, flying with Capt Ford Curtis and crew in Z-12. Lt Col
Joseph Brannock, CO 882nd Squadron, would lead the second (882nd) squadron, riding with Capt Hale Hays
and crew in Z-23, "Ramblin Roscoe II". Lt Col William McDowell, CO 883rd Squadron, would lead the third
(883rd) squadron in Z-42, "Supine Sue", with Lt Roy Isham and crew. And Maj Austin LaMarche, 882nd
Squadron Operations Officer, would lead the fourth (composite) squadron in Z-39 with Capt Curtis Holdridge and
crew. Squadrons were supposed to be "staggered and stacked high to the left" at the departure point.
However, when the planes reached Sofu Gan, they found they could not accomplish the assembly because of
bad weather, so they continued north to the reassembly point. Once there, however, many 500th planes were
missing and other air traffic was heavy, so the combat squadrons formed up however they could.
The attached chart shows the composition of the formations at bombs away. Now leading the first squadron of
ten planes was Z-23 (Hays/Brannock). The second squadron now had only five planes, led by Z-42
(Isham/McDowell). The third squadron, led by Z-12 (Curtis/Brandon), had nine planes -- seven from the 500th
and two from other Groups. The fourth squadron contained only four planes, led by Z-24 (Coffman). The
remaining 500th planes either bombed alone or with other formations, as shown.
Two 500th B-29's, Z-51 (Schultz) and Z-54 (Standen), were on their way to the target when they ran across a P-
51, the pilot of which indicated he was low on gas and requested an escort back to Iwo. The two bombers
decided to accommodate him, but first dropped their bombs on the coastal city of Tanabe as a target of
opportunity. The P-51's had had a very rough day. While being escorted from Iwo to Japan by a B-29, they ran
into a weather front with severe turbulence. Some fighters collided and others went out of control or became
disoriented and went into the drink. Fully half, 27 of 54, were lost. But the survivors gamely made their way to
Japan and tried to do their job. This P-51 was one of those.
In all, 35 500th planes bombed the primary target in one formation or another. 979 x M17 incendiary clusters
and 35 x T4E4 fragmentation clusters were dropped from 19,000 feet or higher between 1133 and 1157. Fires
were already raging, and smoke billowed up to 25,000 feet. See attachment two. Later bomb damage
assessment showed over three square miles of the city burned out.
Flak was moderate but mostly inaccurate. Group CO Col Dougherty says in his report that there were no
Japanese fighters but the operations journal recorded 11 fighter attacks, with one destroyed by B-29 gunners.
The journal also reported eight bombers damaged, but none seriously.
All planes returned safely to base, but Z-19 and Z-22 had to stop at Iwo because of low fuel.
"1 June: .... Meeting at Wing A-2. Lt Gregg flew (WSM?) #18 to Okinawa. Capt Setterich completed his 30th
mission."
[This month's 883rd War Diary is very blurry and hard to read. Looks like it came from a fifth or sixth carbon
copy. WSM #18 doesn't make sense, as WSM numbers were up into the 300's by this time... but that's what it
looks like. Maybe it was a fighter escort mission instead.]
2 June 45
"2 June: Lt Col McDowell [883rd CO] appointed Capt Setterich and Lt (Kolb?) to write citations. Lt (Hulbert?),
formerly Flight Engineer of Lt Cheney's crew, visited the Squadron. he is now stationed on Tinian. Presentation
of Air Medals."
"2 June 45
We escorted 17 P-38s and 6 P-47s to Okinawa today -- saw the battlefield and navy warships shelling the
coast and fighters strafing the Japs.
Wex's [navigator Wilbur S. Weksler] navigation was unerring as usual, and I imagine the fighter pilots were
sweating him out and were relieved to see the silhouette of Okinawa through the overcast -- nasty weather up
there -- had to go right down on the deck to get under it.
We hope and expect to be credited with today's mission, for it will leave only four more missions for most of
us. [Radio operator Henry P.] Koert has only three left, and [radar operator Stanley A.] Burulia has been up there
28 times and has only two to go. [Men who were sick or otherwise unavailable for missions had to be replaced,
so some men ended up substituting on other crews.]
Replacement crews are still non-existent as far as we're concerned and we need them, damn it! We can't
leave here till they arrive. We've expected them for weeks now. Their barracks are ready and we're ready.
They'll be welcome arrivals."
Actually, the 882nd Squadron had received seven replacement crews in February and March. However, the
Squadron had lost six crews since arriving on Saipan and another had been broken up, so that just kept them
even... and there were more planes assigned now and the mission load was as heavy as ever.
4 Jun 45
"4 June: Meeting at A-2 [Wing Intel Section] at 0900. Submitted recommendation for DFC on the crews of Capt
Clinkscales, Capt Setterich and Major Moreland for 22 missions. Briefing for Mission 64, Target Kobe U/A
[urban area] at 2345 K [K = Saipan time]."
5 Jun 45
B-29's continued to systematically destroy Japan's cities. On this date it was Kobe's turn. The XXI Bomber
Command again sent in excess of 500 bombers. The 500th Bomb Group scheduled 42 planes for this mission
but one, Z-57, Schultz crew, failed to take off for unknown reasons, which left 41 airborne. These planes were
formed into four combat squadrons as follows:
First (882nd) squadron

Z-24, "Pride of the Yankees", Tackett/Brannock
Z-37, "Belle Ruth", Sealy
Z-22, "Georgia Ann", Reeves
Second (881st) squadron

Z-9, "Nina Ross", Conn/Reeve
Z-12, Curtis
Z-14, Mather
Third (883rd) squadron

Z-49, "Three Feathers II", Adams
Z-50, "Fancy Detail", Adamson
Z-42, "Supine Sue", Black (Cheney)
Z-48, McClanahan
Z-43, Grosse
Z-54, Standen
Z-41, "My Pride and Joye", Field
Z-52, "20th Century Sweetheart", Irby
Z-51, "Tail Wind", Schmidt
Z-46, White
Fourth (composite) squadron
Z-39, Holdridge
Z-27, Coffman
Z-53, "The Ancient Mariner", Shuffler
Z-56, Gregg
Z-8, "Duke of Albuquerque", Mitchell
Lt Col Ralph Reeve, CO 881st Squadron, was the Force Commander on this mission, and also second squadron
leader, flying with 1/Lt John Conn and crew in Z-9, "Nina Ross". Lt Col Joseph Brannock, CO 882nd Squadron,
led the first squadron, flying with Capt Cecil Tackett and crew in Z-24, "Pride of the Yankees". Maj Charles
Adams in Z-49, "Three Feathers II", led the third squadron. And Capt Curtis Holdridge in Z-39 led the fourth
squadron.
Take-off was about 0145. Planes flew individually at an altitude of 6,000 feet to Kita Iwo Jima, then headed for
the assembly point, which was about 120 miles southwest of Kobe, climbing to 13,000-14,000 feet along the
way. There were no aborts.
Instructions for assembly seem a little complicated: "We assemble east of a line drawn south from assembly
point 33 degrees 37 minutes N 134 degrees 26 minutes E, marked by lead and deputy lead aircraft of the 498th
Bomb Group, each dropping a cluster of 3 M-47A2 WP [white phosphorous] filled bombs. Assembly pattern will
be right, leaders with nose-wheel down." But complicated or not, and despite the great number of
planes congesting the area, assembly was successful, and the formation moved off to the departure point, then
on to the IP.
Kobe was already burning as the 500th approached, with smoke rising up to 20,000 feet, but the Group was able
to make a visual run at 16,500 feet, dropping 7,173 x M47 incendiaries and 41 x T4E4 frag clusters at 0921 to
stoke the conflagration. Over four square miles of the city were destroyed in this raid. Photograph of smoke
rising over Kobe attached.
The 883rd Squadron War Diary says that Maj Adams and his (883rd) squadron "was forced to make a 360 deg
turn and make a second run on the target." However, the Group Commander's Report says nothing about this,
and in fact implies nothing of that sort happened by stating "Formation was good all the way and all A/C dropped
on leader."
Flak was moderate and 20 fighter attacks were reported. 500th gunners claimed two fighters destroyed.
Seven bombers suffered battle damage, and two men were wounded by fragments of a 20mm shell. Other
Groups were hit harder. Joseph Altott, right gunner on Z-19, Althoff crew; "Wex" Weksler, navigator on Z-23,
Hays crew; and John Norton, ring gunner on Z-35, Gray crew, all saw a B-29 in the Group ahead of them go
down burning. They saw 10 chutes come out, and Altott noted that "They shot the Jap fighter at the same time
so that pilot bailed at the same time."
All 500th planes returned safely, although one (unidentified) had to land at Iwo on three engines.
6 Jun 45
"6 June: Routine, no special happenings. S/Sgt Gibson to report to Wing Surgeon for CCS(?) physical. Lt
Barron back from TDR/R (Temporary Duty, Rest & Recreation?)."
7 Jun 45
On this date the XXI Bomber Command went back to Osaka to burn out what was left after the 1 June mission.
The 500th Bomb Group scheduled 42 planes, including a Superdumbo, but three of these failed to take off. One
of those scratched was probably Z-35, Gray crew. The identities of the other two are unknown, although they
most likely came from the 881st and/or 882nd Squadrons.
The scheduled planes and crews, organized into four squadrons, were as follows:
First (883rd) squadron

Z-42, "Supine Sue", Isham/McDowell
Z-47, Adams
Z-48, McClanahan
Z-53, "The Ancient Mariner", Kangas
Z-43, Grosse
Z-54, Standen
Z-46, White

Z-12, Curtis
Z-4, "Black Magic", Sullivan
Z-14, Mather
Third (882nd) squadron

Z-27, Sasser
Z-39, Sealy

Z-49, "Three Feathers II", Feathers
Z-56, Gregg
Z-5, "There'll Always Be A Christmas", Sichel
Z-32, "Fever from the South", Reeves
Z-45 (Superdumbo), "Mustn't Touch", Bricker
The Force Commander and leader of the first squadron on this mission was Lt Col William McDowell, CO 883rd
Squadron, flying with 1/Lt Ray Isham and crew in Z-42. Capt Fred J. Curtis in Z-12 led the second squadron.
Capt Hale Hays in Z-23 led the third squadron, with Col John Sutherland, Chief of Staff 73rd Bomb Wing, along
as an observer. And Capt Edward Feathers in Z-49 led the fourth squadron.
The Superdumbo, Z-45, was crowded on this mission with 13 men, including Col Kenneth Bergquist, Deputy
Chief of Operations for the 73rd Wing.
Take-off was at 0500. Planes flew individually at 3000-3800 feet to the assembly point west of Kito Iwo Jima.
There were two aborts. Z-53, Kangas crew, lost her #2 engine, and Z-36, Arbon crew, had trouble with her #3
engine, the cause of which was later found to be a split #6 cylinder head.
The usual traffic congestion at the assembly area was made worse by hovering P-51's, one of which almost
collided with a B-29. But assembly was completed in only 25 minutes and with a tail wind the formation arrived
at the departure line way too early, which required them to make two full circles off the coast in order not to cross
the line before the briefed time.
The weather to this point had been good but as the formation approached Osaka at bombing altitude of 21,500
feet they found the city totally covered by an undercast, so bombs had to be dropped by radar. At 1300 a total of
6,162 x M47 incendiaries and 34 x T4E4 frag clusters cascaded down from the 500th Group planes.
In his Group Commander's Report, Col Dougherty says that "The fourth squadron was forced to make two runs
as in the initial run bombs were not released to avoid the possibility of hitting another Group below." This fairly
unusual event, turning to make a second run, is not mentioned in any other document relating to this mission.
Strangely, however, a very similar occurrence, also not supported in any other document, is noted in the 883rd
Bomb Squadron War Diary for the previous mission, on 5 June. Is it possible that the two missions were
confused in the records? And if so, on which mission did this event really occur? More information is needed.
Dougherty continues his report: "Flak was nil to meager and neither enemy fighters nor our friendly escort was
encountered. Of the 38 planes airborne 35 dropped on the primary target, one on a target of opportunity, and
two unknown [these were probably the two aborts]. All planes landed at base except two that landed at Iwo
because of engine trouble. There were no personnel casualties and no battle damage to planes. The most
dangerous part of the mission was the landing."
8 Jun 45
"8 June
Capt. Hugh F. McNamer and his crew returned from Lead Crew School at Muroc, California.”
"8 June: Meeting at Wing A-2 [Intel Section] on fighter reaction. Lt Grosse's crew went on rest leave. [This was
originally Capt Eugene Mahoney's crew, #362. When Mahoney was reassigned to Wing, his copilot 1/Lt Ernest
Dearborn briefly took over until 1/Lt William R. Grosse, former copilot on the Setterich crew, #346, was assigned
as AC.] Mission postponed 24 hours."
"06/08/1945 Ate and went up to the line and cleaned the guns. The mission was postponed. We are supposed
to have 5 missions in the next 10 days, one every other day. We should get to 30 missions by the end of this
month and then finish up the other 5 by the middle of July. All replacements have to fly 35 missions as the latest
word tells us, and that means we have 11 to go."
9 Jun 45
As the war entered June 1945, the Groups of the 73rd Bomb Wing were looking ahead to a potentially critical
problem. Most of their crews would soon complete the currently required 30 missions, and it was
uncertain whether there were enough replacement crews in the pipeline to take their places. Alternatives had to
be explored. One of these, certain to be unpopular with the crews but possibly necessary to continue the war
effort, was to increase the required number of missions to 35.
In the 500th Bomb Group, Statistical Officer Capt A. K. Hatfield was put to work to come up with some figures
showing the potential effects of both mission totals, 30 and 35. See attachments (if you can read them).
Hatfield concluded that under either system, 30 or 35 missions, there would be shortages in June of some
specialties, especially pilots (copilots) and radar operators. However, these shortages could be made up by
using command and staff personnel. Basically, the problem would not be critical through June.
However, July was a different story. If the command continued with 30-mission tours, the 500th would require 22
replacement crews by the beginning of July. If the command upped the quota to 35, the 500th would require a
few less but a still substantial 15 replacement crews.
Bear in mind also that no one knew at this point that the war was going to end in August. For all anyone knew, it
could last for many more months, if not years.
The decison was complicated by the fact that a few hard-working crews -- some of whom had passed up rest
leaves in order to complete their tours sooner -- had already completed 30 missions. You really couldn't recall
them.
So what did the command decide? From what I know at this point, they compromised. Those crews which
had completed 30 missions or were on the verge of doing so were allowed to go home after 30. Those which
were farther away had their requirement raised to 35. Three examples: The Thompson crew, #117, of the 881st
had completed their 30 missions on 31 May. The Hays crew, #228, of the 882nd, which as of this date, 9 June,
had 28 missions completed, was allowed to stop at 30. The Farrell crew, #227, also of the 882nd, which as of 9
June had only 24 missions on the record, had to go to 35. Fair? You be the judge..
Through July and into early August, the number of missions flown did not appear to slacken, so this decision
seemed to work out, at least for the 500th. Probably enough replacement crews arrived to take up any slack.
And then, as we know, the war ended in mid-August, so it's impossible to tell if there would have been any long-
term deleterious effects.
10 Jun 45
On this date the 73rd Bomb Wing was sent to the Tokyo area with dual contingency targets. The primary visual
target was their old nemesis, Target 357, the Nakajima Aircraft Engine Factory in Musashino. The primary radar
(and secondary visual) target was the Hitachi Engine Works in Chiba. The 500th Bomb Group scheduled 36
aircraft plus one spare. Two planes, Z-10, "Punchin' Judy", Mock crew, and Z-52, "20th Century Sweetheart",
Irby crew, failed to take off for unknown reasons. Also, the spare plane, Z-37, "Belle Ruth", Robinson crew, was
not used for some reason, so 34 aircraft were airborne, organized into three combat squadrons as follows:
First (881st) squadron

Z-9, "Nina Ross", Conn/Reeve
Z-12, McNamer
Z-4, "Black Magic", Gieker
Z-5, "There'll Always Be A Christmas", Lewis
Z-6, "Booze Hound", Althoff
Z-14, Mather
Second (883rd) squadron

Z-56, Gregg
Z-47, Adams
Z-43, Seale
Z-57, Kangas
Z-53, "The Ancient Mariner", Standen
Z-45, Mustn't Touch", Schultz

Z-39, Holdridge/LaMarche
Z-27, Sealy
Z-23, "Ramblin Roscoe II", Coffman
Z-34, "Frisco Nannie", Arbon
Z-32, "Fever from the South", Reeves
Z-29, "Gravel Gertie", Cordray
Leading the force and the first squadron was Lt Col Ralph Reeve, CO 881st Squadron, riding in Z-9 with 1/Lt
John Conn and crew. Leading the second squadron was Lt Col William McDowell, CO 883rd Squadron, flying
with 1/Lt Ray Isham and crew in Z-42. And leading the third squadron was Maj Austin LaMarche, 882nd
Squadron Operations Officer, flying with Capt Curtis Holdridge and crew in Z-39.
Take-off was about 0250. Bomb load was 7 x M66 2000lb bombs. Ammo load was 500 rounds per gun. The
500th was the last Group in the Wing on this mission. Planes flew individually at 7000-8000 feet to the assembly
point at Aoga Shima in the Izu Islands, about 180 miles south of Tokyo, where they formed into their combat
squadrons. This took 32 minutes, then the squadrons headed for the departure point, which they reached at
0952, 28 minutes late due to adverse winds.
There was one abort, Z-11, Wolter crew, due to a problem with the #3 engine. Upon later examination, metal
parts were found on the sump plug.
The remaining 33 planes headed in column of squadrons toward the primary target, climbing to bombing
altitudes by squadron of 19,000, 19,500 and 20,000 feet. However, the clouds underneath were
impenetrable and it soon became clear that Target 357 could not be bombed visually, so the decision was made
to divert to the secondary, the Hitachi engine works. The skies over the secondary were clear, permitting an
excellent visual bomb run and drop. At 1037, the planes of the 500th unloaded 228 x M66 2000 lb bombs on the
target. Later bomb damage assessment showed 96.8 percent of the plant's roof area destroyed.
Fighter opposition was practically nil and flak was light to moderate. Five B-29's, one of them Z-6, suffered
minor damage.
All planes returned safely, but due to the headwinds encountered on the route out and the extra distance to the
secondary target, nine bombers ran low on fuel and had to land at Iwo. Most planes were back at Saipan by
1700.
11 Jun 45
"06/11/1945 Day of rest. Z-19 [42-63435, "Sna Pe Fort"] is going back to the states in a couple of days and we
are getting a new Z-19 [44-61692, "Sharon Sue"] directly from the factory with about 25 hours on it."
The Althoff crew did get a new Z-19 but not for about two weeks. In the meantime they had to fly other planes.
12 Jun 45
"12 June: Squadron furnished six crews for a formation in honor of General Arnold's visit at Service Center B at
1330. Fighter reaction report submitted."
13 Jun 45
"13 June: Meeting at 0900 at Wing A-2 [Intel Section]. Lt Col McDowell [CO 883rd Squadron] had a meeting of
all A/C [A/C with a slash generally means Aircraft -- I think here they meant AC without a slash, which meant
Airplane Commander] in S-2 Office. Four crews selected for rotation upon completing 30 missions will be Capts
Setterich, Clinkscales, Lt Schmidt and Major Adams. S.O. 155, Hq, AAFPOA [Army Air Forces Pacific Ocean
Area], 4 June 45 promoted Lts Cheney, Gregg, Ryan, Schmidt and Standen to Captain."
From the Joseph Altott (Althoff crew, 881st):
"06/13/1945 Ate and went up to the line and watched our [old] plane Z-19 take off and head stateside. I sure
wish we were taking it home."
Over time, the strain of many hours of flying with heavy loads, battle damage and/or accidents told on planes.
When a B-29 was judged to be too unreliable to make the long flights to Japan or unable to carry the prescribed
bomb load or was just spending too much time under maintenance, it was sent home as a "war weary". This
was evidently the fate of old Z-19, "Sna Pe Fort", originally Z-3, "Snafu-perfort". This scarred and dented veteran
of over 30 missions made it back to the States, where she was ignominiously salvaged at an unknown location
on 31 May 1946.
14 Jun 45
"14 June: Lt Thompson [883rd Intel Officer] attended I and E Meeting at 1000 in Group Special Service.
Warning order received on Yawata. Capt Landaker had meeting of all bombardiers at 1400. Lts Seal [Seale]
and Schultz took off at 1000 to return to lead crew school at Muroc AAB for 120 days."
"14 June 45
Looks like those rumors were not unfounded. [Towner is referring to rumors that the quota of missions was
going to be raised from 30 to 35.] I'm afraid we'll have to fly 35 missions. Those crews who are through now are
going home now, but the rest of us must fly 35 times. I don't understand it at all. Somehow, it doesn't seem fair
to me, but I'm afraid that's the way it's going to be. The only bright spot on today's horizon is the arrival of a
couple replacement crews."
15 Jun 45
On this date the XXI Bomber Command directed a maximum-effort, daylight incendiary mission to strike
the Osaka/Amagasaki urban area. The 500th Bomb Group put up 36 aircraft for this mission, organized into
three combat squadrons, as follows:

Z-24, "Pride of the Yankees", Tackett/Dougherty
Z-39, Sasser
Z-45, "Mustn't Touch", White (an 883rd plane and crew)
Z-27, Coffman
Z-33, "Slick Dick", Sealy

Z-49, "Three Feathers II", Feathers/Black
Z-47, Adams
Z-42, "Supine Sue", Barron
Z-51, "Tail WInd", Schmidt
Z-48, McClanahan
Z-56, Gregg
Z-57, Kangas
Z-53, "The Ancient Mariner", Standen crew less Standen plus F. Parsons
Z-50, "Fancy Detail", Shuffler
Third (881st) squadron

Z-9, "Nina Ross", Conn/Hatch
Z-12, McNamer
Z-11, "Lucky Eleven", Mather
Z-5, "There'll Always Be A Christmas", Althoff
Group CO Col John Dougherty would lead the Group and the first squadron, riding with Capt Cecil Tackett and
crew in Z-24. Deputy leader would be Group Operations Officer Lt Col Freeman Parsons, flying with the
Standen crew (but without Standen) in Z-53. Maj Vance Black, 883rd Squadron Operations Officer, would lead
the second squadron in Z-49 with Capt Edward Feathers and crew. Maj Horace "Hod" Hatch, 881st Squadron
Operations Officer, would lead the third squadron, flying with 1/Lt John Conn and crew in Z-9.
That was the plan anyway, but as anyone who has been in the military knows, no plan survives long in action.
Take-off was completed by about 0300, but there was trouble right from the outset. 1/Lt Willie Sasser, lifting off
in Z-39, struck a sand embankment with his retracting landing gear. The plane got airborne, but Sasser was
uncertain of the extent of the damage, so he aborted and circled around to land. The landing gear came
down but failed to lock, then collapsed when the plane touched down. The consequent belly landing fortunately
did not result in any personnel injuries, but Z-39 was "washed out".
The remaining planes flew individually at 3,000-3,800 feet toward the assembly point, which was at Kito Io Jima,
about 45 miles north of Iwo Jima. Once there, they began to form up according to plan, to the east of the island
at altitudes of 7,000-8,000-9,000 feet (first-second-third squadrons), stacked high to the left. Z-24, with Col
Dougherty aboard, made it to the assembly point but with a bad oil leak in #2 engine could go no farther.
Dougherty turned over command to Parsons in Z-53 and headed for home. Two more planes also aborted along
the way. The #3 engine on Z-50, Shuffler crew, was running rough, and Z-33, Sealy crew, had what was later
determined to be a blown cylinder head in the #1 engine. One of these two planes, unknown which, landed at
Iwo, but the other made it back to Saipan.
In formation but now reduced to 32 planes, the Group headed toward the departure point and began the climb to
briefed bombing altitudes of 19,000-20,000 feet. During the climb they ran into a weather front which completely
broke up the formation. All 32 aircraft made it to the primary but alone or in small groups. They found complete
cloud cover over the target and had to bomb by radar. At approximately 1045 a total of 1,066 x M17 incendiary
clusters was dropped from altitudes ranging from 20,800 to 28,600 feet, except for Z-5, Althoff crew, which could
only get up to 18,000 because they had had to feather their #2 engine. Results could not be observed.
No flak or fighter opposition was encountered.
All planes returned safely to base, except for three planes which had to land at Iwo Jima due to low fuel.
16 Jun 45
"16 June Capt Miller, Group Radar Officer, returned from radar conference in Florida."
"16 June: Lt Thompson [883rd Intel Officer] attended morale council meeting. Presentation of Air Medals and
OLC [Oak Leaf Cluster] to Air Medals on Hansen Field at 1500. Mission postponed."
"06/16/1945 We slept late. At 1400 hours we had a formation at the 883 ball field and received 2 oak leaf
clusters to go with our air medals."
17 Jun 45
"06/17/1945 Ate at 0700 hours and went up to the line to slow time our #2 engine which had been changed and
we landed at 1230 hours. ..."
You may recall that this crew, flying Z-5, had lost their #2 engine on the last mission, and they were flying the
same plane on this mission. A new engine had to be broken in by being taken up and flown low and slow for an
hour or so. This was not without danger. You may also recall that Z-6 crash-landed into the sea off Saipan while
on a slow-timing flight on 23 Feb and three men in the nose drowned.
On the night of 17-18 June the 73rd Bomb Wing carried out a raid against a target that many crews had bombed
previously as a target of opportunity. But this time Hamamatsu was the primary target. The 500th Bomb Group
put up 35 aircraft for this mission. As usual on night missions, the planes flew to the target and bombed
individually. The participating planes and crews, in order of scheduled take-off, were as follows:
Z-47, Adams
Z-50, "Fancy Detail", White
Z-58, "Marylyn Gay", Black
Z-12, McNamer
Z-27, Sasser
Z-39, Holdridge
Z-28, "Buckin' Bronc", Coffman
Z-41, "My Pride and Joye", Barron
Z-45, "Mustn't Touch", Sichel
Z-48, McClanahan
Z-53. "The Ancient Mariner", Shuffler
Z-56, Gregg
Z-57, Kangas
Z-2, "20th Century Limited", Gieker
Z-11, "Lucky Eleven", Brandon (Group HQ)
Z-14, Sealy (882nd crew flying an 881st plane)
Z-33, "Slick Dick", Haas
Z-35, "Pacific Queen", Arbon
Force leader on this mission was Lt Col Harry Brandon, Deputy Group Commander, in Z-11, "Lucky Eleven".
Group Bombardier Maj Richard Hale came along on this mission, riding in Z-28 with 1/Lt John Coffman and
crew. No less than five officers from the 73rd Wing and XXI Bomber Command also tagged along in various
500th planes.
The "Pilot's Hints" disseminated by the group staff contained a number of interesting instructions. Among other
things, the crews were told to bomb "by fixed angle radar bombing" (slant range was 5.6 mm), to turn their lights
"on and off 25 miles from coast", to desynchronize their props to "help confuse sonic detectors on searchlights",
and on the return flight to keep to odd altitudes above 10,000 feet. Also given was the "Gunners target dial
setting for position firing: Blister - 70', Tail - 75', Ring - 75' ". [Don't know what these settings indicate.]
Ammo load was what had become standard for night incendiary attacks – 200 rounds per gun in the tail and two
aft turrets.
Take-off was at about 1900. Planes flew individually to the target at altitudes between 8000 and 8800 feet.
There were two aborts due to mechanical trouble. Z-21, Gillert crew, was later found to have the "cannon plug to
normal motor of left gear burned out". On Z-35, Arbon crew, a rear sump plug was found to have fallen out. This
was a serious maintenace error, and you can bet somebody in the ground crew got his ass chewed out for it.
The remaining 33 planes all made it to Japan. IP was Irako Saki, at which the planes turned onto a course of 75
degrees to Hamamatsu.. According to the Group Commander's Report, the pathfinders -- probably the first 12
planes listed above -- bombed between 0159 and 0220, releasing from 8300 feet, while the following planes
bombed between 0208 and 0239 and released from 8500 feet. A total of 5,940 x M47A2 incendiaries and 7 x
M46 photo flash bombs was dropped on the target.
To quote the Group Commander's Report, "Air crews report excellent radar bombing with from [sic] small fires at
beginning to general conflagration near end of period." According to Hal Towner, bombardier on Z-23, Hays
crew, Hamamatsu was 75% destroyed.
There were no fighter attacks and only light, inaccurate flak. However, Bob Schurmann, right gunner on Z-48,
McClanahan crew, noted that "[ring gunner Bill] Agee spotted Baca [sic] bomb along top of undercast."
No B-29's were damaged on this mission and all planes returned safely to base.
18 Jun 45
"18 June. Capt Earl G. Hunt of XXI Bomber Command is placed on DS [Detached Service] with this office.
During his stay he will work with Capt Miller, Group Radar Officer, in planning and reporting radar aspects of
future missions."
"18 June: ... Cleaned office in the afternoon and all Intelligence Personnel of the Group had picnic on Yellow
Beach. Practice alert held."
"Landed at 0800 hours [from the previous night's mission to Hamamatsu] and rested all day. Read and
responded to cards and swam to relax."
19 Jun 45
With all of Japan's major cities devastated, the XXI Bomber Command methodically went to work on medium-
sized cities. On the night of 19-20 June the 73rd and 313th Wings were sent after Fukuoka in northern Kyushu.
The 500th Bomb Group scheduled 37 planes plus a superdumbo search and rescue plane for this mission, but
three -- Z-21, Z-41 and Z-56 -- were scratched for unknown reasons, so 34 plus the Superdumbo were airborne.

Z-57, Kangas
Z-48, McClanahan
Z-47, Adams
Z-43, Gregg
Z-58, "Marylyn Gay", Adamson
Z-27, D. Jackson
Z-28, "Buckin' Bronc", Tackett
Z-39, Holdridge
Z-55, "Janice E.", Feathers
Z-2, "20th Century Limited", Gieker
Z-16, "Je Reviens", Calhoun
Z-14, Shuffler
Z-12, McNamer
Z-7, Gillert
The superdumbo was Z-45, "Mustn't Touch", manned by the Bricker crew of the 881st. It is not known when it
took off. Flight engineer Clifford Smith recorded that there were 13 men aboard for this mission, but he doesn't
name names.
The Force Commander on this mission was Lt Col William McDowell, CO 883rd Squadron, flying with 1/Lt Roy
Isham and crew in Z-42. Also along for the ride from the Group staff were Maj Prescott Martin, Air Inspector, in
Z-11; Maj John Van Trigt, Assistant Operations Officer, in Z-28; and 1/Lt Milton Pack, Radar Officer, in Z-42.
Take-off was about 1745. Planes flew individually to the target at altitudes between 7000 and 7800 feet. There
were two aborts. Both Z-2 and Z-57 developed engine trouble, and in both cases it turned out to be split
cylinders. Z-2 was able to drop her bombs on a target of opportunity, Chichi Jima, before heading for home.
This left 32 planes plus the superdumbo to reach Japan. After landfall, the planes climbed to their assigned
bombing altitudes of between 9000 and 9800 feet, then at the IP turned onto course 003 degrees. A total of
1215 x E46 incendiaries and 40 x E36 bombs was dropped by radar beginning at 0125.
Group CO Col Dougherty reported the results as follows: "General conflagration was observed in the city with
scattered fires on the outskirts. Fires were reported to be burning right to the waterfront. Two surface craft were
observed to be on fire. Smoke was estimated to be up to 15,000 feet."
There was no fighter opposition and only light flak. No 500th planes were damaged, and all planes returned
safely to base.
“19 June
Capt. Norbert J. Oswald left for 30 day leave in the United States.”
20 Jun 45
"20 June. WRM-209 [Weather Reconnaissance Mission] - Lt Mayhugh flying Z-18 [an F13 photo recon type]
over Kofu, Japan (20 0400Z) [20 Jun 1400 local] dropping a maximum load of T-3 [propaganda leaflets] bombs."
“20 June
1st Lt. William H. Byerley returned from Electrical Systems School at Chanute Field, Ill. ...”
"20 June: ... Submitted fighter reaction report on mission #68. Lt. Stewart taken to Wing Hospital. Meeting at
Group S-2 at 1400. Promotions on AAFPOA SO 162, 11 June 45. Lt Schmidt completed his tour of duty."
"20 June 45
Last night we set fire to Fukuoka on Kyushu. The big question in all our minds is -- can that possibly be our
last mission? [Fukuoka was the Hays crew's 30th mission.]
Hot damn! Hays just came in again, the bearer of stupendous good news! He says we're through, and that
we're being put in for east bout [boat?] orders. However, poor old Mike [ring gunner Sgt August Michelsen] has
to stay and sweat through 35. Burulia is already through and leaves tomorrow. [Radar operator Sgt Stanley
Burulia had flown extra missions with other crews.] [Radioman Sgt Henry] Koert has 31 so he goes with us, but
the rest of the enlisted men had to cut cards, and Mike lost. There was no other way to do it, and somebody had
to be left because there are just enough vacancies minus one.
Now to sweat out the orders. Doesn't seem possible that we've actually lived through this very rough combat
tour and are going home. I'll not believe it till I see it. Pray for us, Diary.
I guess we're greatly in debt to [882nd Squadron CO] Col. Brannock and Capt. Hays who have engineered the
deal. At any rate, they'd already earned my everlasting gratitude."
21 Jun 45
“21 June
Lt. Col. Ralph A. Reeve transferred to XXI Bomber Command Flight Control Center. Major Horace E. Hatch
assumes command of the Squadron. …"
"21 June: Capt. Clinkscales presented with DFC [Distinguished Flying Cross] at Wing ceremony. ..."
"06/21/1945 We had a briefing at 2330 hours, two hours before take-off. Target is Kure Naval Base and
Submarine Pens, a power plant and arsenal."
22 Jun 45
On this date the XXI Bomber Command sent the entire 73rd Bomb Wing and the 462nd and 468th Groups of the
58th Bomb Wing against the Kure Naval Arsenal in a daylight precision attack. The 500th Bomb Group put up
32 aircraft, including a Superdumbo search and rescue plane (Z-45, "Mustn't Touch", Bricker crew). The 31
bombing planes were organized into three combat squadrons. The 29 planes that are known to have
participated are as follows:

Z-49, "Three Feathers II", Feathers/Dougherty
Z-42, "Supine Sue", Adams
Z-43, Barron
Z-51, "Tail Wind", Sichel
Z-48, McClanahan
Z-56, Gregg

Z-12, McNamer/Parsons
Z-14, Gieker
Z-16, "Je Reviens", Wolter

Z-39, Holdridge
Z-28, "Buckin' Bronc", Sasser
Z-27, Coffman
The two missing planes are unknown but almost certainly came from the following three which were originally
scheduled but did not make it to the primary target: Z-15, "Fire Bug", Pearson; Z-36, "Li'l Abner", Pierce: and Z-
57, Kangas.
The Force Commander on this mission and leading the first squadron was Group CO Col John Dougherty, flying
with Capt Edward Feathers and crew in Z-49, "Three Feathers II". Leading the second squadron was Group
Operations Officer Lt Col Freeman Parsons, riding with 1/Lt Hugh McNamer and crew in Z-12. Leading the third
squadron was Capt Curtis Holdridge in Z-39.
On this mission the 500th was third in the Wing order, following the 498th and 499th Groups and ahead of the
497th. Take-off was supposed to be about 0220 but heavy rain squalls set everything back almost an hour, and
the first 500th plane didn't get off until 0317. This delay meant that D Hour, the time when the lead Group, the
498th, crossed the departure point, also had to be changed, so radio messages were sent to all planes to that
effect.
Planes flew individually at 7000-7800 feet to the assembly area, which was just off the southern coast of
Shikoku. There were five aborts. Z-5, Althoff crew, had trouble with her #2 engine, which had to be feathered.
Unable to climb to bombing altitude with only three engines, 2/Lt Althoff dropped his bombs on an island and
returned home. Z-32, Gillert crew, had a prop governor failure on #2 engine. Z-33, Haas crew, suffered an
exhaust valve failure on #4 engine. The other two aborts were by Z-15, Z-36 or Z-57, as noted above.
The skies at the assembly area were mostly clear but assembly was hindered due to congestion from other B-
29's. The 26 bombing aircraft of the 500th remaining at this point succeeded in sorting themselves out into their
assigned squadrons after a fashion. Stacked high to the left at altitudes of 18,000, 19,000 and 20,000 feet
(883rd-881st-882nd), they headed off to the departure point, tightening up their formations as they went. At the
IP they turned onto the briefed heading of 027 degrees and bore down on the target in column of squadrons.
The B-29 crews had become a little complacent about ground-based Japanese anti-aircraft. Sure, it could
always score a lucky hit, but in general it was not very accurate, especially against targets well over three miles
up. But on this day the 73rd Wing was attacking a naval target, and there were some big warships at Kure,
including three battleships, which carried heavy anti-aircraft guns that had no trouble reaching 19,000 feet. The
500th found this out quickly. As they began the bomb run, large flak bursts began to appear at their altitude.
The Group Commander's Report called the flak "intense, accurate, and multi-colored." (The Japanese Navy put
different-colored dyes into their shells so that individual ships could distinguish their shell bursts and make
corrections.)
Before bombs away, the lead ship, Z-49, with Col Dougherty on board, was struck heavily in the right wing and
both #3 and #4 engines had to be feathered. At the same time, Capt Landaker, 883rd Squadron Bombardier,
flying as lead bombardier on this mission, was wounded in the left foot. With only two engines left, the bomb
load had to be salvoed immediately. Unfortunately, six other planes in the first squadron, watching to drop on
the leader as briefed, took this as the regular drop and released their bombs at the same time. All fell well short.
Only the squadron deputy lead, probably Maj Charles Adams in Z-42, and one other plane, unidentified, held
their bombs until the proper release point. These two planes and the following two squadrons dropped
accurately, achieving excellent results. The Naval Arsenal was hit by 104 x 2000 lb, 30 x 1000 lb and 72 x 500 lb
bombs.
In addition to Z-49, twelve other 500th aircraft were struck by flak, but none as seriously. There was no fighter
opposition. With her two good engines, Z-49 was able to make it to Iwo Jima, where she made an emergency
landing. All other 500th planes made it safely back to Saipan.
Z-49, 44-69878, "Three Feathers II", was later patched up enough on Iwo to be flown back to Saipan, where she
would be fully repaired and put back into service by mid-July as the new Z-46, because in the meantime a
replacement plane, 44-61668, had been given the designation Z-49.
Also landing at Iwo Jima but in accordance with instructions was the Superdumbo, Z-45, with the Bricker crew.
"22 June: ... Major Adams completed his tour of duty with his 30th mission. Capt Feathers [Z-49, "Three
Feathers II"] landed at Iwo Jima with two engines shot out by flak and Capt Landaker [883rd Squadron
Bombardier] wounded in left foot."
23 Jun 45
"06/23/1945 Guard duty all evening from 1730 hours until midnight. All we have to do is ride around the line in a
jeep and watch the area."
24 Jun 45
This day was declared a holiday by the 73rd Wing. From the Joseph Altott (Althoff crew, 881st) diary:
"06/24/1945 Day off. We went down to another group and watched a good baseball game in the afternoon. I
played in a double ping-pong tournament with my radio man Muldoon at 1830 hours and we won two sets. The
semi-finals are tonight."
But not everybody got a day off from the war. From the 500th Bomb Group Operations Journal:
"24 June WRM 233 -- Lt Mayhugh flying Z-18 over Nagoya (24 0430Z) [24 June 1430 local] dropping a
maximum load of T-3 [propaganda leaflets] bombs."
25 Jun 45
"25 June: Submitted report to A-2 [Wing Intel Section] on Mission #69 [the mission against Fukuoka on 19
June]."
"06/25/1945 Went up to the line to check our guns and ship for tomorrow's mission."
26 Jun 45
On this date the 73rd Bomb Wing was sent against the Osaka Arsenal in a daylight precision attack. The 500th
Bomb Group put up 30 aircraft for this mission. The participating planes and crews, originally organized into
three combat squadrons, were as follows:
First (881st) squadron

Z-9, "Nina Ross", Conn/Van Trigt
Z-12, McNamer
Z-7, Sullivan
Z-14, Pearson
Z-4, "Black Magic", Walker
Z-16, "Je Reviens", Mitchell
Second (882nd) squadron

Z-24, "Pride of the Yankees", Tackett/Sweeney
Z-28, "Buckin' Bronc", D. Jackson
Z-39, Sealy
Z-25, Haas
Z-36, "Li'l Abner", Pierce
Third (883rd) squadron

Z-56, Gregg
Z-47, McClanahan
Z-42, "Supine Sue", White
Z-43, Sichel
Z-55, "Janice E.", Shuffler
Maj John R. Van Trigt, Assistant Group Operations Officer, was force leader on this mission, flying with 1/Lt John
F. Conn and crew in Z-9, "Nina Ross". Riding as an observer in Z-24, "Pride of the Yankees", with Capt Cecil
Tackett and crew, was Col Walter Sweeney, Chief of Staff of the 73rd Bomb Wing.
On this mission the Haas crew flew Z-25, 42-24743, and they were a little uneasy about it. The reason
was severalfold. This plane had served first in the 881st Squadron as Z-8, flying at least seven missions. She
was shot up badly, with four crew members wounded, on the 23 Jan Nagoya mission. After extensive repairs
she was reassigned to the 883rd Squadron as Z-56, as which she flew at least another eight missions. After
being shot up again on the 7 April Tokyo mission, 42-24743 was on the ground under repair for a long time. Now
here she was, 80 days later, being put back into action with the 882nd Squadron as Z-25. (She was the only B-
29 to see service in all three squadrons of the 500th.) And it was not only the history of the plane that was a
concern. Z-25 was considered an unlucky number. The 882nd had lost two planes bearing that number early
on, and no plane had carried it since the second Z-25 was lost with the Porter crew on 23 Jan. But there were
only so many numbers available in the 882nd's assigned sequence (21-39), and the only alternative was an
even unluckier number, Z-31, which had been borne by three unfortunate planes. So Z-25 it was.
This mission was plagued with bad weather from the start. Joseph Altott, right gunner on Z-5, Althoff crew,
wrote, "We took off at 0350 hours in heavy rainfall/storm and got soaked loading our guns and checking the ship
but spread blankets out in the ship and dried our clothes out on the way to the target."
Weather problems continued as the planes hit a storm front about 100 miles off the coast of Shikoku. This
disrupted any attempt to form up, so all planes, excepting one abort (Z-32, Gillert crew, malfunctioning #2 prop
governor), flew to the target and bombed individually. The storm clouds, estimated reaching up to 30,000 feet,
caused heavy icing on some planes.
As Z-5 started her climb to altitude, to the frustration of the crew she once again had engine problems. This time
it was #3, which had to be feathered. But the crew refused to give up and managed to reach the target and
bomb from 17,500 feet.
The 29 planes which reached the target dropped a total of 207 x 2000 lb bombs by radar at 1040 from altitudes
ranging from 18,000 to 26,900 feet. Results could not be observed.
There was no fighter opposition and only meager flak, which however damaged one B-29.
All planes, including Z-25 with the Haas crew, returned safely to Saipan except for two which landed at Iwo,
probably due to low fuel.
"26 June
Ten of our planes raided Osaka, returned safely, slight damage.
While practicing wet ditching on Blue Beach 2d Lt. Lawrence Leary was caught in a current and drifted out to
sea. he was picked up by a Navy boat and suffered no injury."
"26 June: Lt Dearborn's crew returned from rest leave. ... Lt Isham took off at 1940 on RSPM [Radar Scope
Mission?] 12, Northern Kyushu."
27 Jun 45
"27 June. WRM[Weather Reconnaissance Mission]-252: Lt. Mayhugh flying Z-18 dropped a maximum load of
T-3's [propaganda leaflets] (28 0400Z) [28 June 1400 local] on Kofu, Japan."
"27 June: Capt Black promoted to Major."
"06/27/1945 Got our new ship today [44-61692] and it is a beauty. Z-19 the second. Everyone is happy about
it along with the ground crew who deserves a good ship with not many things wrong with it."
From the Don Weber (copilot, Haas crew, 882nd) diary:
"Wednesday, June 27
Rainy
The day after a mission and time for recuperation, you know. Slept well in or over a cool night last night. Got
up at about 7:15 A.M. and ate breakfast coming back to read awhile and play bridge with Wool, Weir and Sharp.
[Navigator 2/Lt Robert B. Wool and bombardier 2/Lt Frank W. Sharp were members of the Haas crew. 2/Lt
Thomas D. Weir was navigator on the Coffman crew.] Then ate dinner and after talking awhile Lanshaw [2/Lt
William C. Lanshaw was copilot on the Sasser crew] and I took a hike over to Kobler Field where we looked over
P-47s and talked to some of the pilots who are on their way to Okinawa. And we looked at B-25s there as well
as Navy TB-5s [next three-four lines illegible] but did not swim. Back by 5:00 P.M., cleaned up and ate
supper. ...."
28 Jun 45
Over the past few days the Hays crew of the 882nd had been sweating out their stateside rotation orders. They
hadn't got them yet but today the signs were looking good. From the Hal Towner diary:
"28 June 45
It looks like our orders will go through as they haven't bounced yet. Ed Betts [the original copilot who had flown
mostly with other crews] has his orders and has started to clear the field. He will return with us to the States in a
war-weary.
We're very elated!"
But other crews still had missions to fly. From the Joseph Altott (Althoff crew, 881st) diary:
"06/28/1945 ... Got up at 0630 and ate and went to the ship and cleaned the guns and put the flak equipment in
position for tonight's raid. We were briefed at 1500 hours and ate at 1600 hours and went up to the line at 1700
hours."
On the night of 28-29 June 1945 the 73rd Bomb Wing sent 145 B-29's in a night incendiary attack against the
urban area of Sasebo in northwestern Kyushu. The 500th Bomb Group scheduled 36 planes for this mission, of
which 34 were airborne. The two aircraft which were scheduled but failed to take off were Z-3, "Ann Dee", and Z-
9, "Nina Ross", crews unknown. The 34 participating planes and crews were as follows, in scheduled take-off
order:

Z-41, "My Pide and Joye", Barron
Z-28, "Buckin' Bronc", Arbon
Z-39, Holdridge
Z-16, "Je Reviens", Conn
Z-7, Sullivan
Z-15, "Fire Bug", F. Parsons
Z-25, Pierce
Z-27, Sealy
Z-34, Frisco Nannie", Farrell
Z-42, "Supine Sue", McClanahan
Z-43, "Ben's Raiders", White
Z-47, Dearborn
Z-51, "Tail Wind", Standen
Z-55, "Janice E.", Gregg
Z-57, Kangas
Z-11, "Lucky Eleven", Connell (an 882nd crew flying an 881st plane)
Z-19, "Sharon Sue", Althoff
Z-2, "20th Century Limited", Post
Z-5, "There'll Always Be A Christmas", Powers
Force Commander on this mission was Lt Col Freeman Parsons, Group Operations Officer, in Z-15. Maj
Richard Hale, Group Bombardier, went along in Z-23 with the Coffman crew.
Take-off was at 1800. Pathfinders, probably the first 12 planes scheduled, took off first, followed in order by the
882nd, 883rd and 881st. Bomb load was approximately 30 x E48 or E46 incendiaries. Ammo load was 200
rounds in each of the three rear turrets (upper aft, lower aft and tail), but the gunners were specifically directed
not to test-fire their guns and not to fire unless fired upon. (Use of the rear turrets was to protect against
nightfighters, which generally approached from the rear. The caution against firing first was to avoid giving away
the plane's position by the muzzle flashes.)
As usual on night attacks, all planes flew individually to the target, this time at altitudes between 4,000 and 5,000
feet. At a point about 50 miles south of Kyushu the planes began their climb to their briefed bombing altitudes of
between 10,000 and 11,000 feet. There were no aborts; all planes reached and bombed the primary target.
Thirty-one planes used fixed angle radar bombing as briefed; three planes with inoperative radars bombed by
visual correction, probably meaning they dropped near existing fires. A total of 883 x E48 and 105 x E46
incendiary bombs were dropped on the target between 0146 and 0233. One plane, unidentified, experienced a
rack malfunction, the ten bombs which hung up on the racks being jettisoned later. Crews reported a large
conflagration along the water's edge extending toward the center of Sasebo.
Flak ranged from meager to moderate and there was no fighter opposition. No 500th planes were damaged. Z-
19, Althoff crew, reported seeing a B-29 catch fire and explode over the target, but the 73rd Wing was the only
outfit over Sasebo this night and they sustained no losses. Some crews reported very near misses from bombs
bursting at bombing altitude. Possibly this is what the Althoff crew saw.
29 Jun 45
"29 June
1st Lt. Donald D. Chapman, 1st Lt. William Lewis, S/Sgt. John C. Ford, S/Sgt. Waterman J. Davis, S/Sgt.
Walter Pudlo transferred to Oahu for rotation to the United States.
Ten planes raid Sasebo [on the previous night], returned safely, no damage."
Don Weber, copilot on the Haas crew, 882nd, described last night's mission in his diary:
"Friday, June 29
Cloudy
Well, another mission I did get in last night when we went on a long hop up to the northwest part of Kyushu to
the naval port city of Sasebo. We took off at 6:05 P.M., our squadron being first off after the pathfinders of our
group. We flew Z Square 33 "Slick Dick" and with its four practically new engines it flew very well. It took a long
time, about eight hours, to get up to the target. We dropped at 0211 and there was ample small arms tracer, and
some heavy flak and what appeared to be phosphorous fire bombs... [3-4 lines illegible] ...I ate and cleaned up,
washing my flying suit. Received three very welcomed letters from Mother this morning. Went swimming this
afternoon. I humbly thank God for His Great Mercy."
30 Jun 45
"30 June
1st Lt. Owen L. Seaver was transferred to Oahu for rotation to the United States."
"30 June: At pay call, all squadron members [were] issued the photo "Bombs on Japan" and Asiatic-Pacific
Theater Ribbon. Mission #73 [this would be Kumamoto] postponed. Capt Clinkscales received orders to return
"war weary" B-29 to the States."
"06/30/1945 Pay day. Slept late and got paid at 1330 hours. Went and played in doubles ping-pong
championship and WE WON. ..."
From the William Greene (Haas crew, 882nd) diary:
"30 June Got paid today. Wrote letters. No gambling yet!"
From the Don Weber (Haas crew, 882nd) diary:
"Saturday, June 30
... I tried to sleep awhile after breakfast ... but it was too warm and so we played bridge for an hour and I
cleaned up before going with the crew up to the line to have our picture taken by Z Square 28. Finally we got it
made, I hope. Got paid when we got back and I drew $131.83 which makes a nice check with the $150.00 that
is sent home. I went up to base finance after dinner and sent home $120.00. …"
1 July 45
Effective 1 July 1945, new communications procedures were instituted in the XXI Bomber Command. This
included changes of radio callsigns for all units. The 500th Bomb Group discarded the familiar "Pluto" that it had
used for many months and would now be called "Wisdom". Individual planes would use this callsign with their
number. For example, Z-47 would be "Wisdom-47".
The 497th Group was now "Shyster", the 498th "Waxwing" and the 499th "Nordic". The 3rd Photo Recon
Squadron was "Hellhag", the 655th Weather Recon Squadron was "Baboon", and so on.
New callsigns were only part of the story. Crews were ordered to maintain radio silence except in genuine
emergencies such as when in immediate distress or when approaching a friendly base with IFF (Identification
Friend or Foe) out. Emergency frequencies were provided. Proper procedures for communicating with fighter
escorts were delineated. And more.
"1 July: Capt Clinkscales left for rotation. Briefing for Mission #73, Target Kumamoto, at 1500. ... Capt Chapin
[883rd Intel Officer] attended the 499th's briefing at 1430."
"07/01/1945 ... We got up at 0900 hours and played cards until 1130 hours and ate and then were briefed at
1500 hours and had chow at 1600 hours...."
On the night of 1-2 July the 73rd Bomb Wing put up 164 B-29's for an incendiary attack on Kumamoto, the fourth
largest city on Kyushu. The 500th Bomb Group had 44 bombers airborne plus a superdumbo. The participating
planes and crews, in scheduled take-off order, were as follows:

Z-57, Kangas
Z-49, "Three Feathers III", Black
Z-56, Rothrock (an 882nd crew flying an 883rd plane)
Z-51, "Tail Wind", Standen
Z-42, "Supine Sue", McDowell
Z-48, McClanahan
Z-47, Dearborn
Z-55, "Janice E.", Sichel
Z-52, "20th Century Sweetheart", Whitten
Z-7, Sullivan
Z-15, "Fire Bug", Connell (an 882nd crew flying an 881st plane)
Z-8, "Duke of Albuquergue", Mitchell
Z-16, "Je Reviens", Alexander
Z-14, Gieker
Z-12, McNamer
Z-28, "Buckin' Bronc", Sasser
Z-27, "The Cannuck", Sealy
Z-39, Holdridge
Z-25, Gerrity
Z-30, D. Jackson
Z-35, "Pacfic Queen", Bruns
The superdumbo was T-35 of the 498th Bomb Group, flown by the Gray crew of the 882nd.
Deputy Group Commander Lt Col Harry Brandon was Force Leader on this mission, flying in Z-47 with 1/Lt
Ernest Dearborn and crew. Several new replacement crews were going on their first mission, and several staff
officers went along to provide some experience. These included Group Assistant Operations Officer Maj John
Van Trigt, riding in Z-16 with 1/Lt Elmo Alexander and crew; Group Bombardier Maj Richard Hale, flying in Z-23
with 1/Lt John Coffman and crew; and Group Radar Officer Capt Arthur Miller in Z-56 with Capt Robert Rothrock
and crew.
Take-off was at 1800. On this mission the 500th was the last Group off, following the 499th. Bomb load for most
planes was 40 x E46 incendiary clusters. Seven planes carried 31 to 33 x E47 incendiaries and one carried 40 x
E36 incendiaries. Six planes carried 1 x M46 photoflash bomb in addition to the incendiaries. To protect against
nightfighters, 200 rounds of ammo per gun were loaded into the three rear turrets (upper aft, lower aft and tail).
As usual on night missions, all aircraft flew individually en route to the target. The 500th crews were briefed to
fly at altitudes between 7,000 and 7,800 feet. There were three aborts. Z-15, Connell crew, had a problem with
her #2 engine which was later found to be a loose prop governor head, a clear maintenance error. Z-34, Farrell
crew, and Z-35, Bruns crew, both had exhaust valve failures, the former in #3 engine, the latter in #1.
At 68 miles from the departure point, the remaining 41 aircraft began climbing to their briefed bombing altitudes
of between 10,000 and 10,800 feet. Axis of attack was 48 degrees. The 500th planes arrived over the target
beginning at 0142 and continuing to 0230. Thirty-eight planes dropped by radar as planned, while three had to
drop visually when their radars failed. Glows from fires already burning could be seen through the undercast. A
total of 1,576 incendiaries were dropped on the target.
There was no fighter opposition and only meager antiaircraft. One B-29 was slightly damaged by flak. The main
danger came from other B-29's and the plane's own bombs. Robert Schurmann, right gunner on the
McClanahan crew in Z-48, reported, "Planes came into target from all directions. Just missed colliding with
three." Also, as had happened on the previous mission, many incendiary clusters burst prematurely at altitude,
endangering the bombers dropping them.
After bombs away, exit from the target area was by a right climbing turn. Route back was at 15,000 feet. Don
Weber, copilot on the Haas crew in Z-33, recorded that his crew's biggest problem on this mission was staying
awake on the way back.
For the Gray crew flying the superdumbo, this was a rocking chair mission but also a very meaningful one. Ring
gunner John Norton noted later in his diary, "Capt. Gray and most of crew's last mission. [Norton and the other
gunners had missed a couple of missions back during the March fire blitz when some gunners were left behind,
so they still had a couple to go.] Sighted Life Guard Sub. Circled, shot the bull and came back."
All planes returned safely to base although Z-52, Whitten crew, had to stop at Iwo Jima, reason unknown.
2 Jul 45

"2 July WRM[Weather Reconnaissance Mission]-272 Lt Mayhugh flying Z-18 over Tokyo 02 0330Z [2 July
1330 local] dropping a maximum load of T-3 [propaganda] leaflet bombs."
"07/02/1945 Muldoon and I won the semi-finals in the Wing [Ping-Pong] Doubles Championship and we will
play the finals on Independence Day."
"Monday, July 2
... Cleaned up, ate breakfast and slept awhile. We got a new crew, Queen's crew, in our hut today. We now
have six new crews in our squadron. …"
3 Jul 45
"3 July
1st Lt. George H. Timson transferred to Oahu for rotation to the United States."
"3 July: Officers Call at Group S-2 at 1100. Briefing at 1500 on Mission #74, target Kochi U/A [Urban Area]. ..."
George Hughes, hard-working airplane mechanic in the 881st, found time today to wite a letter to his parents:
"July 3, 1945
Dear Mother & Dad,
I have received two letters from you this week. I am fine and don't seem to lose any weight in spite of the heat.
We are having the hottest part of the year now. I must drink at least two gallons of water a day. ...
I am sending a big picture of the plane I work on. It is in the foreground of the picture. It was taken on a raid
over Japan. The plane number is 19. I thought that it was a very good shot.
Everything remains about the same here. I don't suppose tomorrow will be any different than any other day.
Holidays don't have much meaning over here. ...
Love
George"
The picture that Hughes refers to is the famous one of Z-19, "Sna Pe Fort", with other 881st planes in the
background, dropping incendiaries on Yokohama on 29 May 1945. The photo was made into a propaganda
leaflet that would be dropped over Japanese cities beginning in late July.
"Tuesday, July 3
... I was up for breakfast and then I spent some time at the library and also went up to base finance to send
home $70.00. After returning I spent awhile longer at group intelligence and read the latest "Impact", a very
interesting air forces magazine. Colonel Dougherty spoke to us officers at "officers call" at 11:00 A.M.
concerning policies of the group, etc. There was a mission tonight but... [three lines illegible]... [The Haas crew
did not go on this mission.]... It should have been an easy mission. I attended Bible Study Hour at 6:30 P.M. and
the show "The Portrait of Dorien [sic] Grey" at 8:30 P.M. May God be with our men on the mission."
Some crews didn't have to worry about missions any more. From the Hal Towner (Hays crew, 882nd) diary:
"3 July 45
Believe it or not, we're on the way -- at least most of us are. [Copilot Ed] Betts took off yesterday in a war-weary
with "Clink" [Capt Ray Clinkscales of the 883rd]. [AC] Hays, Wex [Navigator Weksler], Wally [Flight Engineer
Wallower] and yours truly are on a troop transport -- a boat -- you know, they travel on the water, and we are just
now passing Marpee Point -- and for the last time.
This is a good, fast ship [the S.S. Beckham, a medium class troop transport]. It shouldn't take more than ten
days to get to Oahu.
We lost little or no time getting in our sacks, very comfortable, incidentally, and we are now wishing they'd pipe
all hands to lay in to the chow hall."
On the night of 3-4 July the 73rd Bomb Wing struck the city of Kochi on Shikoku in an incendiary attack. The
500th Bomb Group sent 33 aircraft on this mission. The participating planes and crews, in scheduled take-off
order, were as follows:

Z-7, Sullivan
Z-8, "Duke of Albuquerque", Wolter
Z-12, McNamer
Z-14, Gieker
Z-28, "Hog Wild", Sasser
Z-27, "The Cannuck", Tackett
Z-39, Holdridge
Z-25, Farrell
Z-30, D. Jackson
Z-57, Kangas
Z-49. "Three Feathers III", Feathers
Z-48, Black
Z-47, Dearborn
Z-53(?), "The Ancient Mariner", Standen
Z-43, "Ben's Raiders", Sichel
Z-45, "Mustn't Touch", Shuffler
[It is known that the Standen crew went on this mission but it is not certain which plane they flew. Most likely it
was Z-53, but it could have been Z-56.]
Assistant Group Operations Officer Maj John Van Trigt was the Force Commander on this mission, flying with
Maj Ivan Post and crew in Z-2, or as this mission's "Pilot Hints" sheet gave it, "Wisdom-2". With him in Z-2 was
Maj Berry Thompson, Group Navigator. Other staff officers flying this mission included Maj Leroy English, Group
Gunnery Officer, in Z-14 with 1/Lt John Gieker and crew; Maj Richard Hale, Group Bombardier, in Z-23 with 1/Lt
John Coffman and crew; Maj Prescott Martin, Group Air Inspector, in Z-32 with 1/Lt George Gillert and crew; and
Capt Charles McClintick, Group Training Officer, in Z-36 with 1/Lt Harold Arbon and crew. Lt Col William
McDowell, CO 883rd Squadron, also flew this mission in Z-42 with 1/Lt Roy Isham and crew.
Take-off was about 1945. Bomb load was 40 x E46 incendiary clusters for most planes; three planes carried 39
x E46 incendiaries and 1 x M46 photoflash bomb. Ammo load was 200 rounds per gun in each of the three rear
turrets (upper aft, lower aft and tail). The 500th was third in the Wing order on this mission, following the 499th
Group.
As standard on night missions, all planes flew to the target and bombed individually. En route altitude for the
500th and the 497th Groups was 5,000 to 5,800 feet. The 498th and 499th were to fly at 3,000 to 3,800 feet.
There was one abort. Z-5, Powers crew, lost her #3 engine, later determined to be due to a broken exhaust
rocker arm.
At a point 84 miles from landfall, the 32 remaining planes began climbing to their staggered bombing altitudes of
between 10,000 and 10,800 feet. At landfall, they took a course of 301 degrees toward the target. When they
arrived, they found the city already afire from previous bombing and smoke columns rising up to 20,000 feet.
There was no fighter opposition and only meager flak. No bombers were hit by enemy fire but severe turbulence
in the rising smoke columns, through which the planes had to pass on the bomb run, slightly damaged four B-
29's and injured three crew members. One of these was Sgt Houston Powers, tail gunner in the Feathers crew,
Z-49, who suffered a wrenched back.
Thirty aircraft dropped their bombs by radar. Two with malfunctioning radars dropped visually by the light of the
flames. A total of 1,270 x E46 incendiaries fell onto the city below between 0311 and 0352 to stoke the existing
flames.
Withdrawal from the target area was by a left climbing turn to a heading of 180 degrees and then up to 15,000
feet for the flight home.
4 Jul 45
"4 July: Work as usual. ... Lt Thompson [883rd Intel Officer] received orders transferring him to XXI BomCom."
A year ago Hal Towner (Hays crew, 882nd) had celebrated the 4th of July at the Officers Club at Walker Field.
Today he and his officer crewmates were on a boat heading back home from Saipan. There was no liquor
available on board, not even any milk, but at least the food was good. They had "a delicious breakfast of eggs
and sausage", and later for holiday dinner -- turkey. They expected to arrive at Oahu by noon 13 July.
Back on Saipan, Don Weber (Haas crew, 882nd) did some groundskeeping around the living area in the
morning, played some ball with the enlisted men in the afternoon, then got a vehicle and went over to the 497th
Group to visit with friends. In the evening they went to a show.
Joseph Altott (Althoff crew, 881st) had a personal celebration on this holiday: "Made Staff Sgt on July 1 and got
my promotion orders today."
5 Jul 45
"5 July: Mission #75 [night incendiary attack on Akashi] postponed. Lt Thompson [former 883rd Intel Officer] left
for Iwo Jima at 1230. Briefing in Group S-2 at 1430 for training mission 6 July."
On this date the McClanahan crew of the 882nd, or most of it, flew Z-41 to Iwo Jima and left her there to serve as
a superdumbo. Apparently by this point in the war the Superdumbos were flying out of Iwo, which makes sense,
as it put them 700 miles closer to Japan and greatly increased their loiter time off the Japanese coast during
missions.
The McClanahan crew's ride home to Saipan was old Z-49, “Three Feathers II”, which had been badly damaged
on the 22 June mission to Kure and had had to make an emergency landing at Iwo on two engines. That plane
had now been repaired enough to make it back to Saipan, or so it was hoped. They got her off the ground okay
but almost immediately had a problem with the #3 engine, which had to be feathered. But they made it back to
Saipan on the three remaining engines. According to a note in the 883rd Squadron crew lists, an examination of
the plane determined that its right wing was "too badly damaged to continue service." Another note says that the
plane was "cannibalized for spare parts and souvenirs". However, these are both incorrect. Records show that
this plane, 44-69878, was repaired and returned to service by 19 July in the 883rd Squadron as Z-46 and flew at
least seven more combat missions.
"5 July 1945

[Radar Operator S/Sgt Paul] Grove and I worked at the P.X. yesterday. Not too bad. Washed clothes.
Letters."
"Thursday, July 5
Another day of non-flying and easy going for us. ... The exhibition of E-46 bombs going off by the shore here
last night demonstrates well that most of the 'Christmas Tree Bombs' we have been seeing were our own
bombs. These incendiaries do certainly throw around a lot of flaming jelly. [On the last few missions 'Christmas
Tree flak' had been reported by many crews. There had also been reports of many bombs exploding
prematurely in the air. As Weber concludes, the two events were linked.] I tried to sleep awhile this A.M., but
found it too hot. Colonel Adamson [Lt Col Herbert Adamson, Group Exec Officer] came through this morning
angry at the condition of our barracks. [Next three lines mostly illegible.] Lanshaw [copilot, Sasser crew, 882nd]
[1-2 words illegible] to see his cousin on the USS Hector (AR 7) in the harbor. His cousin Bill Pearick and 'Spike'
Yencer work in the photo lab. They have a pretty good deal getting ice cream & cokes as they want. Got back
at 7:00 P.M. …"
6 Jul 45
"6 July WRM[Weather Reconnaissance Mission]-291 - Lt Mayhugh flying Z-18 dropped a maximum load of T-
3, leaflet bombs (06 0400Z) [6 July 1400 local] on Tokyo."
Capt Connell is relieved from flight control duty & becomes A/C in 882nd. Capt McClintic[k], Training Officer,
assumes flight control duties."
"6 July
Capt. Ferd [that is the correct spelling] J. Curtis, 1st Lt. Fred C. Stevenson, 1st Lt. Ray S. Randolph and
Capt. Walter S. Mather with the enlisted men of his crew returned from rest leave in Oahu."
"6 July: Briefing at 1500 for Mission #75, target Akashi U/A [urban area]. ..."
"6 July 1945

Today a big day, I made T/Sgt! Staff last month & Tech this month."
A promotion a month is indeed pretty good. T/Sgt Greene must have been doing something right.
On the night of 6-7 July the 73rd Bomb Wing struck the city of Akashi, just west of Kobe on Honshu, in a night
incendiary attack. the 500th Bomb group put up 33 aircraft for this mission. The participating planes and crews,
in order of bombing, were as follows:
Z-22, "Silver Thunder", Farrell

Z-49, "Three Feathers III", Feathers
Z-30, D. Jackson
Z-39, Holdridge
Z-56, Gregg
Z-47, Dearborn
Z-12, McNamer
Z-42, "Supine Sue", Kangas
Z-7, Post
Z-25, Sealy
Z-32, "Fever from the South", Robinson
Z-53, "The Ancient Mariner", Connell (Shuffler crew)
Z-16, "Je Reviens", Althoff
Z-48, Standen
Deputy Group Commander Lt Col Harry Brandon was Force Commander for this mission, flying in Z-9 with 1/Lt
John Conn and crew. Other 500th staff officers flying this mission were Air Inspector Maj Prescott Martin in Z-49
with Capt Edward Feathers and crew; Assistant Operations Officer Maj John Van Trigt in Z-25 with 1/Lt Raymond
Sealy and crew; and Radar Countermeasures Officer 1/Lt Milton Pack in Z-42 with 1/Lt John Kangas and crew.
Take-off was about 1815. Bomb load was 40 x E46 incendiary clusters, except for three aircraft (Z-49, Z-6 and
Z-11) which carried 39 x E46 incendiaries and 1 x M46 photoflash bomb. Ammo load was again 200 rounds per
gun in the three rear turrets. The 500th was second in the Wing order on this mission, following the 499th. Z-11,
Wolter crew, had some sort of minor problem which delayed their take-off, but they got off at 1914.
All aircraft flew to the target and bombed individually. For the 499th and 500th, briefed altitude for the route out
was 4,000 to 4,800 feet. The 497th and 498th flew at 7,000 to 7,800 feet. There were no aborts in the 500th.
About 150 miles from the target, the planes began climbing to their briefed bombing altitudes,
staggered between 7,000 and 7,800 feet. At the IP the planes settled onto the bomb run heading of 038
degrees.
The radar bombing data and instructions provided for this mission were detailed and technical. Here is an
excerpt:
"2. Approach --
a. Reach altitude at 32-45, 135-31 [latitude and longitude]; take heading to departure point and make a wind
run on Shiono-Misaki. CIAS - 200 mph. Give wind to bombardier.
b. Turn when over dep pt to a heading to come in 5 miles left of IP. Extend axis of attack to rear of IP; start
turn to heading to make good 038 when 1 1/2 nm short of this extension of axis.
c. Parallel coast along shoreline and pass directly over IP.
d. Check course along shoreline; pass directly over the control point.
e. Home on target when visible, making double corrections for any change in bearing.
f. Keep the ROAP [radar offset aiming point] in top third of scope but do not get below 10-mi range."
Thirty-two planes were able to bomb successfully by radar. One plane had to bomb visually due to radar
malfunction. A total of 1,305 x E46 incendiaries were dropped on the target between 0124 and 0222. Due to
rack malfunctions, nine bombs failed to drop and had to be jettisoned later. Two large fires were observed in the
center of the business district, with several other smaller fires elsewhere.
There were no fighter attacks and only very light flak. There was no battle damage. Again, the main danger
came from other B-29's. The Haas crew was flying Z-23, which copilot Don Weber described as "Captain Hays'
ship [of course, Hays was now on a boat heading home] and a good new one". Weber had his nerves tested
when several B-29's "came far too close indeed".
Exit instructions were very specific: "After bombs away turn while climbing to 22 degrees. Climb 5 minutes, turn
to 287 degrees, climb 7 minutes. Turn 191 degrees and fly to land's end at that heading. At land's end take up
course to Iwo. Return at 21000 feet."
This had been a special mission for some of the Althoff crew, 881st, and they were determined to mark it.
According to right gunner Altott, "We landed at 0800 hours after we gave the field a very low buzz job because it
was the pilot's, navigator's and radio operator's last mission." It was also the final mission for John
Norton, formerly of the Gray crew, the non-gunners of which had completed their tours five days earlier. Norton
flew this mission as right gunner on Z-36, Arbon crew.
7 Jul 45
"7 July: ... Enlisted Men's Day Room officially opened with a party in the evening."
"7 July 1945

... Went deep sea fishing yesterday."
8 Jul 45
"8 July
S/Sgt. Sam C. Flowers and Sgt. Edmund J. Meyer transferred to Oahu for rotation to the United States."
"Sunday, July 8
... Once again I cleaned up beginning at 9:00 A.M. and [navigator Robert] Wool, [bombardier Frank] Sharp
and I attended morning Chapel services, Chaplain Davis conducting the service. ... After dinner I spent a little
time in the library and had a good sleep this afternoon. I typed a letter to Dorothy this evening and saw the show
"Rhapsody in Blue" with or by George Gerswhin [Gershwin]. Not a bad show either. …"
9 Jul 45
"9 July
1st Lt. Joseph R. Mitchell and his crew left for rest leave at Oahu.
S/Sgt. Robert J. Bouchard [right gunner in the McNamer crew] transferred to the United States in order to
attend O.C.S. [Officer Candidate School].
T/Sgt. Francis V. Henssler, M/Sgt. Eugene O. Bruce, M/Sgt. Orrick F. Johnson, and M/Sgt. Robert W.
Raymond were granted an aeronautical rating of Aircraft Observer (Flight Engineer).
5 Officers promoted per Pars. 2 and 3, SO 190, Hq AAFPOA [Army Air Forces Pacific, Ocean Area], dated 9
July 1945...."
"9 July: Briefing for Mission #76, target Sakai U/A [urban area], at 1500 hours. ..."
"9 July 1945 Up early. Played ball. Going out on mission to Sakai south of Osaka. ..."
"[This morning] some of us officers played seven innings with the enlisted men. We got some pretty good
exercise here and I know I certainly do need it myself. We have quite a number of men grounded and even in
the hospital with cases of the strep throat which seemed to spread fast through the squadron. ... We are going to
Sakai, a town just south of Osaka of about 190,000. We take off about 7:00 P.M. The squadron is sending
about 12 crews. This may be a little rougher target. May God be with us."
On the night of 9-10 July the 73rd Bomb Wing carried out another incendiary attack, this time against the city of
Sakai near Osaka. The 500th Bomb Group scheduled 35 total aircraft for this mission. Thirty-three of these
planes were assigned normal bombing roles. One, Z-45, "Mustn't Touch", Barron crew, was assigned as a
Superdumbo comms and rescue plane. Another, Z-42, "Supine Sue", Standen/Isham crew, was to serve as a
special weather plane to precede the formation and radio back wind speed and direction data over the target. Z-
42 also carried a load of bombs and was to bomb the target after completing its weather duties. A 73rd Bomb
Wing staff officer, Maj Francis Johnson, who was probably a weather officer, was also aboard Z-42.
Two of the 33 scheduled bombing aircraft failed to take off, for reasons unknown. These were probably Z-23
and either Z-46 or Z-55, crews unknown. The 31 bombing planes and crews that made it airborne, in scheduled
take-off order, were as follows:
Z-41, "My Pride and Joye", Kangas

Z-47, Dearborn
Z-49, "Three Feathers III", Adamson
Z-22, "Silver Thunder", Cordray
Z-39, Holdridge
Z-12, McNamer
Z-48, Hoffman
Z-53, "The Ancient Mariner", Connell (Shuffler)
Z-56, Bishop
Z-57, Whitten
Z-2, "20th Century Limited", Alexander
Z-7, Post
Z-14, Mather
Z-19, "Sharon Sue", H. Jackson
Z-21, "Barbara Ann", F. Parsons
Z-30, D. Jackson
Z-35, "Pacific Queen", Bruns
Force Commander on this mission was Lt Col Joseph "Toby" Brannock, 882nd Squadron CO, flying in Z-39 with
Capt Curtis Holdridge and crew. Group Operations Officer Lt Col Freeman Parsons broke in a brand-new plane,
Z-21 (2nd), on this mission, with a mixed crew including Group Bombardier Maj Richard Hale and Capt Herman
Dorfman of the 73rd Wing. Other staff officers on this mission were Group Navigator Maj Berry Thompson, flying
with 1/Lt Elmo Alexander and crew in Z-2; Capt Joseph Hamilton of the 73rd Wing, flying with 1/Lt Willie Sasser
and crew in Z-28; and Group Radar Officer Capt Arthur Miller and Capt Earl Hunt of the XXI Bomber Command,
both in Z-6 with 1/Lt Patrick Calhoun and crew.
Take-off was at 1900. The 500th led the Wing on this mission, followed by the 497th, 498th and 499th in that
order. The first 12 planes to take off acted as pathfinders to mark the target for the main body.
Bomb load was 182 to 184 M47A2 incendiary bombs per plane. Ammo load was 200 rounds per gun in the
three rear turrets.
As usual on night attacks, all planes flew to the target and bombed individually. Briefed altitude for the route out
was 5,000 to 5,800 feet for the 500th and 497th Groups and 8,000 to 8,800 feet for the 498th and 499th. There
was one abort in the 500th when Z-5, Powers crew, lost her #1 engine. Another plane, Z-14, Mather crew,
suffered a swallowed exhaust valve in #2 engine and could not make it to the primary. She bombed the city of
Susaki on Shikoku as a target of opportunity.
About 200 miles out from the target, planes began climbing to their assigned staggered bombing altitudes
between 10,000 and 10,800 feet. Forty-three miles from the target they crossed the IP and turned onto the
bomb run heading of 068 degrees. On the way they passed another city south of Sakai already "burning
fiercely", in the words of Don Weber, copilot on Z-33, Haas crew. This must have been Wakayama. Weber
thought it had been hit by the 58th Wing, but he was mistaken on this point. The 58th struck Sendai in northern
Japan this night. It was the 313th Wing that immolated Wakayama.
All this time, the radio operators were straining to pick up the weather data that was supposed to be broadcast
by "Wisdom-42", that is, Z-42, the weather plane. Finally it came, but most planes were already between the IP
and the target and received it "too late to set in data". They had to make their calculations from their own data.
Flak over the target was rated "generally meager" but there were 20-30 searchlights active which "did a good job
of covering our planes". Two B-29's were slightly damaged by flak. Unusually, there were 4-5 nightfighter
attacks on this mission, on three different bombers. Weber in Z-33 observed one of these. Fortunately, only one
bomber, Z-24, Tackett crew, was hit, and not seriously.
Including the weather plane, 30 x 500th B-29's bombed the primary target. Excellent radar runs were reported.
A total of 5,360 incendiaries were dropped on the target between 0233 and 0340. Five aircraft experienced
partial rack malfunctions. Huge fires and explosions were observed in the city. Crews reported smoke rising to
17,000 feet and the glow from the fires visible from as far as 100 miles away.
Withdrawal after bombs away was by a right turn to avoid flak areas, then planes gradually climbed to 15,000
feet for the flight home. All aircraft returned safely to Saipan, except for one plane (unidentified) which stopped
at Iwo Jima, reason unknown.
10 Jul 45
"10 July WRM[Weather Reconnaissance Mission]-312 -- Lt Mayhugh flying Z-18 dropped leaflet bombs on 15
small cities on the way to Tokyo (10 0330Z) [10 July 1330 local]."
"10 July
Capt. Linden O. Bricker [airplane commander, Crew #113] transferred to XXI Bomber Command Flight
Control Center. ..."
"10 July: All crews returned safely [from last night's mission to Sakai] at approximately 0930. ... Received
HUSAFPOA GO [(Headquarters United States?) Air Forces, Pacific Ocean Area General Orders] #66, 30 June
45, designating 883 Bomb Sq as entitled to battle honors for participation in Western Pacific Campaign Marianas
Area."
"07/10/1945 Flew test flight on ship #23 [Z-23, "Ramblin Roscoe II"] from 1500-1800 hours."
11 Jul 45
"11 July: Capt Standen [originally AC Crew #349A] awarded Silver Star on GO #132, XXI BomCom, 4 July 45.
Recommendations for award of OLC to AM [Oak Leaf Cluster to Air Medal] submitted on 68 men."
"11 July 1945 Up early. Played 881st in ball. Wrote letters -- messed around"
"Wednesday, July 11
... I got a fair sleep all in all. The boys were talking until pretty late and lights on. Some were drinking more
than they should have but that has happened plenty before. I didn't do much today. Simcock, Sharp, Weir and I
talked for quite a while this morning about flying experiences, etc. [Lt's Marshall Simcox and Thomas Weir were
copilot and navigator respectively on the Coffman crew. Lt Frank Sharp was bombardier on the Haas crew.]
Simcock (sic) has flown 68 missions with the old (11th?) Bomb Group in ... [three lines illegible] ... afternoon and
I received a letter from Mother this P.M. in which was an article from the paper at home telling of my interview
after the [28-29 June] Sasebo mission, my 27th. Quite a deal."
12 Jul 45
"12 July: Briefing at 1630 for Mission #77, target Ichinomiya U/A [urban area]. ..."
Lt Don Weber (Haas crew, 882nd) spent part of the day cleaning up around his hut and watching Eugene E.
Ryan, known as "E. E." or "E Square", navigator on the Robertson crew, plant flower seeds that he had brought
back from the States. The Robertson crew had flown several missions with the 882nd in March and April before
being selected for Lead Crew School at Muroc AFB, California. After completing their training, they had just
returned to Saipan.
Weber also noted in his diary, "We have another night burn mission tonight to hit around Nagoya. Should not be
too bad but could be. Take off at 7:45 P.M. May God again be with us on this trip. We need him badly."
On the night of 12-13 July the 73rd Bomb Wing struck the industrial city of Ichinomiya, eight miles northwest of
Nagoya, in an incendiary attack. The 500th Bomb Group scheduled 33 bombing aircraft and a superdumbo for
this mission, 34 planes total. The superdumbo was probably Z-45, "Mustn't Touch", with the Feathers crew. One
of the bombing aircraft, probably Z-46, crew unknown, failed to take off, for reasons unknown. The 32 bombing
planes and crews which made it airborne were as follows:

Z-4, "Black magic", Walker
Z-7, Post
Z-12, Conn
Z-19, "Sharon Sue", Calhoun
Z-22, "Silver Thunder", Rothrock
Z-23, "Ramblin Roscoe II", crew unknown
Z-28, "Hog Wild", Gerrity
Z-30, D. Jackson
Z-35, "Pacific Queen", Shorey
Z-39, Holdridge
Z-47, Dearborn
Z-49, "Three Feathers III", Bishop
Z-50, "Fancy Detail", Petersburg
Z-53, "The Ancient Mariner", Connell
Z-57, Kangas
Lt Col Joseph "Toby" Brannock, CO 882nd Squadron, was originally assigned as Force Commander on this
mission but he appears not to have made it to the target. Very likely he was on his favorite plane, Z-23, which
lost throttle control of #3 engine and had to abort. Maj Horace "Hod" Hatch is listed as the actual Force
Commander, but it is not known on which plane he flew. 500th Group staff officers flying this mission were
Group Bombardier Maj Richard Hale on Z-57 with 1/Lt John Kangas and crew; Group Air Inspector Maj Prescott
Martin on Z-28 with Capt Richard Gerrity and crew on their first mission; and Group Radar Countermeasures
Officer 1/Lt Milton Pack on Z-58 with 1/Lt Norman Adamson and crew.
Take-off was about 1945. Bomb load was approximately 182 x M47A2 incendiaries per plane, with eight aircraft
also carrying an M46 photoflash bomb. Ammo load was 200 rounds per gun in the three rear turrets. The 500th
was last in the Wing order on this mission, following the 499th.
All planes flew to the target and bombed individually. The 497th and 498th Groups flew out at between 4,000
and 4,800 feet; the 499th and 500th flew at altitudes between 7,000 and 7,800 feet. There was one abort, Z-23,
as mentioned above.
About 50 miles from landfall, the 31 remaining bombing planes began climbing to their assigned bombing
altitudes, which were staggered between 10,000 and 10,800 feet. This gave them time to make a radar wind
run, a procedure which provided wind direction and speed data for the bombardier.
At about landfall, the planes hit a bad weather front which threw them around and put many planes off course.
As on the last mission, a special weather plane had been sent ahead by the lead Group, this time the 497th, to
broadcast wind direction and speed over the target to the main force. Either the pilot or copilot on each crew
was to listen on VHF for this coded broadcast from "Shyster-8", that is, A-8. This experiment had not worked
well on the previous mission, and it was apparently not very successful on this mission either.
At the IP the planes were supposed to turn onto course 080 degrees for the bomb run, but due to the bad
weather, faulty navigation, malfunctioning radars, or a combination thereof, many aircraft were off course. Actual
axes of attack ranged from 45 to 104 degrees, a divergence which increased the danger of collisions.
As they flew through the dark clouds toward the target, the planes found no break in the "soup". Since bombing
at night was done by radar anyway, the clouds shouldn't have made a difference, except that Ichinomiya was
what was termed a "difficult" radar target. This meant that the city was hard to pick out from the background due
to a lack of ground features that might show up distinctly on the radar scope. Furthermore, four aircraft with
malfunctioning radars had to bomb by dead reckoning. The result was that of the 5,641 incendiaries which were
dropped by the 500th Group between 0224 and 0345, most were off target. The other Groups apparently did no
better. Ichinomiya would require a return visit.
There was no fighter opposition and most planes reported no flak whatsoever. No B-29's were damaged on this
mission.
Route back to Saipan was at altitude of 15,000 feet. All planes returned safely.
13 Jul 45
"13 July
10 planes raided Ichinomiya, returned safely, slight damage.
1st Lt. Leonard A. Kahn [navigator on the Althoff crew] transferred to Oahu for rotation to the United States."
The Ichinomiya mission had been the final one for the remainder of the Althoff crew. AC 1/Lt Robert Althoff,
navigator 1/Lt Leonard Kahn and radio operator Sgt Andrew Muldoon had completed their tours on 7 July, but
the rest of the crew had one more to go, and this was it. Right gunner Joseph Altott was relieved and exultant:
"07/13/1945 ... Our tour of duty is now completed and now we will just be waiting for our shipping orders. We
are having a big party tonight!!!! The Good Lord was on my side. All those missions and not even a scratch.
How blessed can one man be?!"
"13 July 1945 Back early [from the Ichinomiya mission] at 9:30. Second [plane] back in the group. Been
getting a lot of replacement crews."
From the Robert Schurmann (McClanahan crew, 883rd) diary:
"Slow timed #41 [Z-41] for hour and a half of flying time."
14 Jul 45
"14 July WRM-334 -- Lt Mayhugh, Z-18 dropped 24 T-3 leaflet bombs on multiple cities in Japan. (14 0400Z)
[14 July 1400 local]"
On this day the Haas crew of the 882nd got some unwelcome news. They had been rapidly closing in on the
required 35 missions -- some crew members had as many as 31, others had 29 -- and had been eagerly looking
forward to finishing their tours in the next ten days to two weeks. The light at the end of the tunnel was clearly
visible. But the command had other ideas.
A bunch of new replacement crews had reported in and that was good. But these crews were green. They
needed training and a breaking-in period. So somebody decided that the solution was to stretch out the time of
the old crews and keep them around a while longer to help train the new crews while the latter flew most of the
missions. This didn't sit well with the Haas crew, most of them anyway. Copilot Don Weber, who would
later request to stay on Saipan past his normal rotation time, didn't seem to mind, but ring gunner Willie
Greene probably expressed the feelings of most of the crew when he wrote in his diary the next day, "Our crew
is f----d again -- checking out new crews."
Anyway, the Haas crew was scheduled to go "down to Wing Monday [16 July] for four days to check out Queen's
crew [one of the new ones, apparently attending Wing Training School] ...." This likely meant no missions for the
Haas crew next week.
In other activity this day, Weber "[h]elped awhile on the tennis court this morning & our crew attended a lecture
on the $12,000 Higgins rescue boat carried by B-17s of ASR [air-sea rescue]. This afternoon Lanshaw [copilot
on the Sasser crew] (who got out of the hospital today) and I went to see his cousin Bill Pearick [sp?] & 'Spike'
Yencer on the USS Hector. Ate a little ice cream & I left some film there. ... Gillert's & Sealy's crew[s] are going
to rest camp [on Oahu]."
15 Jul 45
"Sunday, July 15
... Another Sunday and pretty well spent, too, I would say. Up for breakfast and then reading a little, some gin
rummy with Rainey [copilot on the Queen crew] and then at 9:00 A.M. I got ready for church, shining all up. And
Wool, Sharp [Wool and Sharp were navigator and bombardier, respectively, on the Haas crew], Rainey and I
attended Chaplain Davis' chapel services. He was good as per usual. We had a good dinner with roast beef.
And I got a fair nap after dinner. It rained considerable today, too. After supper several of us went down to the
497th and there saw 'This is the Army'. [1-2 words illegible] was a really good [two lines illegible]. …"
16 Jul 45
"16 July: Briefing at 1500 for Mission #78, target Oita U/A [urban area]. ... Capt Feathers' plane [Z-49, 44-
61668] dedicated to Fourth Marine Division at ceremony at Service Center B by Gen O'Donnell. Lt Col
McDowell relieved of command of 883 Bomb Sq and assigned as Deputy Commander of 500 Bomb Gp.
[Former Deputy Group Commander Lt Col Harry Brandon had been transferred to Headquarters XXI Bomber
Command on Guam.] Major John R. Van Trigt assigned as new squadron commander."
Two photos from the Z-49 dedication ceremony are attached.
"Monday, July 16
... This afternoon I read at the library awhile and then I went up to supply, got some wiring and put up a hot
wire through the hut so that we can turn on the radio without having the lights on. A mission is going out now at
6:30 P.M. and we aren't on it. Neither is Sasser, Gillert, or Coffman."
The Haas, Sasser, Gillert and Coffman crews were all veterans of the 882nd. Looks like the policy of having the
new crews fly most of the missions was being implemented.
On the night of 16-17 July the 73rd Bomb Wing hit the city of Oita in northeastern Kyushu in another incendiary
attack. The 500th Bomb Group put up 33 aircraft plus a Superdumbo comms and rescue plane for this mission.
The Superdumbo was Z-45, "Mustn't Touch", flown by the Feathers crew. The bombing planes and crews were
as follows:
Z-21, "Barbara Ann", Pierce

Z-22, "Silver Thunder", Robertson
Z-23, "Ramblin Roscoe II", Robinson
Z-27, "The Cannuck", Rothrock
Z-28, "Hog Wild", Holdridge
Z-30, D. Jackson
Z-33, "Slick Dick", Collins
Z-36, "Li'l Abner", Shorey
Z-42, "Supine Sue", Hoffman
Z-47, Dearborn
Z-50, "Fancy Detail", Petersburg
Z-51, "Tail Wind", Connell
Z-56, Bishop
Z-57, Kangas
Z-58, "Marylyn Gay", Hinderks
Z-7, Post
Z-8, "Duke of Albuquerque", Alexander
Z-11, "Lucky Eleven", McNamer
Z-14, Mather
Z-19, "Sharon Sue", Powers
Force Commander for this mission was Maj Austin LaMarche, Operations Officer of the 882nd Squadron. It is
not known in which plane he flew. Other staff officers flying this mission were Group Bombardier Maj Richard
Hale in Z-57, Kangas crew; Group Air Inspector Maj Prescott Martin in Z-14, Mather crew; Group Navigator Maj
Berry Thompson in Z-30, D. Jackson crew; Group Radar Countermeasures Officer 1/Lt Milton Pack in Z-51,
Connell crew; and Wing Chief of Staff Col John Sutherland in Z-24, Tackett crew.
Take-off was at about 1830. One plane, unidentified, had a problem which caused it to take off late. Bomb load
was an average of 182 x M47A2 incendiaries per plane. Ten aircraft also carried one M46 photoflash bomb.
Ammo load was again 200 rounds per gun in the three rear turrets. The 500th was probably third in the Wing
order on this mission, following the 499th Group as usual.
As normal on night missions, planes flew to the target and bombed individually. Briefed altitude for the 500th for
the route out was 7,000 to 7,800 feet. There was one abort on this mission, Z-55, Sichel crew, which had to turn
back due to #2 engine prop failure.
Crews were instructed to climb to the briefed bombing altitudes of 10,000 to 10,800 feet 50 miles before landfall
in order to make a "radar wind run". However, they were also told to listen for a coded broadcast of wind
direction and speed over the target from an assigned weather plane, "Shyster-8" (A-8 of the 497th Group). This
broadcast attempt had apparently not been very successful on previous missions, but on this mission it seemed
to work. The Group Commander's Report notes, "Wind received from wind aircraft was very close to average
wind found by navigators."
Briefed axis of attack for the bomb run was 246 degrees. Crews were cautioned to desynchronize their props in
order to foil sonic-directed searchlights. Gunners were told not to test-fire their guns, and not to fire unless fired
upon.
Thirty-one aircraft were able to bomb by radar, and both navigators and radar operators reported excellent runs
on the target. One aircraft with an inoperative radar bombed visually.
A total of 5,800 x M47A2 incendiaries were dropped on Oita, most of them between 0144 and 0218. The aircraft
which had taken off late dropped its bombs at 0238. Z-29, Cordray crew, had a rack malfunction which resulted
in "18 M-47A-2 bombs loose in the bombay [sic]". These bombs dropped short.
The bombing pattern was "a little strung out", but large fires were seen in the target area and overall bombing
results were considered good.
There were no fighter attacks and only very little flak. There was no battle damage.
Withdrawal from the target area was by means of a left turn, with a climb to 17,000 feet for the return home. All
planes returned safely to base.
17 Jul 45
"17 July. Major Van Trigt is relieved of duty as assistant S-3 and assumes command of the 883rd Bombardment
Squadron."
With Van Trigt replacing Lt Col McDowell in the 883rd and Maj Hatch having replaced Lt Col Reeve of the 881st
on 21 June, there was only one original Squadron Commander left -- Lt Col Brannock of the 882nd.
"17 July: All planes returned safely from Mission #78 [Oita]. Bombed through 5/10 overcast; results from crew
observations believed to be good. Cpl O'Brien transplanted flowers around office Quonset."
From the Joseph Altott (formerly Altott crew, 881st) diary:
"07/17/1945 Got up at 0700 hours and turned in all my quartermaster supply and equipment and packed up."
On this day the Haas crew, or part of it, was busy working with the new Queen crew. According to copilot Don
Weber, who evidently was not needed for the training, the crews had briefed at 0830 for "another five hour
practice session." While that was going on, Weber relaxed and did some chores, including washing his flying
suit. He mused that last night's Oita mission, which he had missed, had been a "milk run". Then he wrote, "Bad
rumors are really floating around now about our crews going down to wing to check out new crews which are
supposed to really come in soon." Later on he went down to the harbor "and looked over these Coronados and
PBMs which are really big old flying boats. ..."
Two other members of the Haas crew who had the day off were ring gunner Willie Greene and radio operator
John Hoover. They actually got passes to go over to Tinian to visit some old friends. The Haas crew was one of
16 crews which had originally been assigned to the 505th Group of the 313th Bomb Wing in Harvard, Nebraska,
but had been transferred in September 1944 to Pyote, Texas, for accelerated training and subsequent transfer to
the 73rd Bomb Wing as badly needed replacement crews. The Haas crew arrived on Saipan on 17 Feb 45 and
was assigned to the 882nd Squadron of the 500th Bomb Group. Now Greene and Hoover had a chance to
catch up on things with their old buddies in the 505th.
When they got on the C-47 that would carry them on the short flight to Tinian, Greene and Hoover got an
unexpected bonus. Their pilot turned out to be Tyrone Power, the movie star, who was a transport pilot in the
Marine Corps.
On Tinian, the boys located the 505th and had a great visit with old friends "Goss" (Frederic P. Gosselink),
Horton, Howe and others. Then Greene went over to the 504th to find out the story on his close friend John
"Fatman" Ryan, who he had heard had been shot down. He got the (probably) good news that Ryan had bailed
out and had been taken prisoner. Greene and Hoover stayed overnight.
18 Jul 45
"18 July. The 500th in a shake down mission bombed the Marcus airstrip. Visual bombing from 10,000 [feet]
was acomplished , each plane of the 11 A/C Squadron dropping 10 ton[s] of 500 lb G.P.s [general purpose high
explosive].
Lt. Mayhugh on WRM [Weather Reconnaissance Mission] dropping leaflets on 4 cities on way to Tokyo."
The "shake down mission" was a practice mission for the benefit of newly arrived crews. No list of participating
planes and crews is available, and few details are known. Four of the planes were from the 881st Squadron,
and one of those was Z-8, “Duke of Albuquerque”, with Capt Ferd Curtis on board. The 883rd Squadron War
Diary reports that all aircraft returned safely but "one or two planes suffered minor battle damage."
Don Weber (Haas crew, 882nd), who was always trying to keep busy, started a new project today. He and his
friend 2/Lt Arthur Sternhagen [probably a ground officer, not listed in air crew] began "tearing down the porch
from Shupe's tent." Capt Eldon Shupe had been the 882nd Squadron Bombardier but had apparently moved
elsewhere, and Weber had the idea of moving the porch to the rear of his own quonset, so he got permission
from 882nd Squadron Executive Officer Maj Robert Wolcott and went to work. With the aid of a truck, Weber
and Sternhagen got the porch loose and moved it over. Meanwhile, Weber noted that "Queen's crew & ours flew
the 3rd practice mission today." It is not clear if this was the Marcus mission.
Greene and Hoover came back from Tinian today, this time on a boat, and they had another great
treat, "... dinner with the Seabees -- fresh tomatoes, lettuce, steak, french fries, ice cream, etc. -- we thought we
had gone to heaven!!! At the 500th we had dried potatoes, powdered milk and lemonade, mutton -- the only time
we got fresh eggs & bacon was when we got up early to fly a mission!!"
19 Jul 45
"19 July. Capt Hunt returns to Guam after completing assignment with the Group Radar Officer."
"19 July: Briefing at 1500 on Mission #79, Hitachi U/A [urban area]. ..."
Excerpts from a letter from George Hughes, airplane mechanic in the 881st:
"July 19, 1945
Dear Mother & Dad,
I received your letter with the clippings from the Journal. A V-mail letter and the package came yesterday. The
shoes are nice but are a little big. I can wear them all right though. I put some paper in the toes. The shorts
were very nice. Thanks for everything. ...
Everything is just about the same. There have been a few good movies lately and a couple of stage shows. The
"This is the Army" show was here, it was very good. There was also the "Gene Autry" show which wasn't so
good. ...
The food [here] hasn't been very good lately. It runs in streaks.
The way the Navy is shelling Honshu I wouldn't be surprised to see them invade. [The Navy had recently raided
Japan, even coming close enough for surface bombardment.] If that will end the war I hope they do it in a
hurry. ...
Love
George"
"19 July 1945 Wrote letters. Messed around -- played ball. Boys going out to Hitachi."
"Thursday, July 19
... [A]nother mission has gone out to Japan, but I am remaining on the ground. We may be allowed to fly the
next mission, however. At any rate, they are finishing up Jackson tonight & soon Robinson, Shorey and Farrell
[these were all veteran 882nd crews] will be through. Sealy is at rest camp & Gillert [two more veteran crews]
will go before long. [In order to get more room and privacy,] I moved down to the east north corner of the hut
where 'Pinky' Ryalls [2/Lt William Ryalls, flight engineer, lost with the Hughes crew on the night of 23-24 May 45]
used to stay and MacDonald [probably F/O Thomas McDonald, bombardier on the W. Parsons crew] before he
went to rest camp. ..."
On the night of 19-20 July the 73rd Bomb Wing carried out its eighth straight night incendiary mission. The
target this time was the city of Hitachi, on the coast of Honshu 80 miles northeast of Tokyo. The 500th Bomb
Group put up 33 bombing aircraft plus a Superdumbo comms and rescue plane for this mission. The
participating planes and crews were as follows:

Z-6, "Booze Hound", Powers
Z-7, Post
Z-8, "Duke of Albuquerque", McNamer
Z-11, "Lucky Eleven", Mock
Z-14, Mather
Z-19, "Sharon Sue", Booze
Z-23, "Ramblin Roscoe II", Bruns
Z-24, "Pride of the Yankees", Potter
Z-27, "The Cannuck", Gillert
Z-28, "Hog Wild", D. Jackson
Z-33, "Slick Dick", Sawyer
Z-39, Holdridge
Z-45, "Mustn't Touch", Feathers (Superdumbo)
Z-46, Hinderks
Z-48, Hoffman
Z-49, "Fourth Marine Division", Dearborn
Z-50. "Fancy Detail", Petersburg
Z-57, Kangas
The Force Commander on this mission was Maj Horace "Hod" Hatch, CO 881st Bomb Squadron. 500th staff
officers along on this mission were Group Bombardier Maj Richard Hale in Z-57 with the Kangas crew and
Group Radar Officer Capt Arthur Miller in Z-39 with the Holdridge crew.
Take-off was about 1745. Bomb load was 20 x M17 incendiaries and from 86 to 92 M47 incendiaries per plane,
with ten planes also carrying one M46 photoflash bomb. Ammo load was 200 rounds per gun in the three rear
turrets.
Planes flew to the target and bombed individually. Briefed altitude for the route out was 8,000 to 8,800 feet.
There was one abort, Z-43, White crew, due to inoperative cowl flaps on #4 engine.
About 200 miles out from the target, the 32 remaining planes began climbing to their assigned bombing altitudes,
staggered between 12,000 and 12,800 feet. As they headed toward the IP, the crews were to listen for an
encoded weather message providing wind speed and direction sent by a special weather plane, "Shyster-8",
which was A-8 of the 497th Group. At the IP, planes turned onto course 012 degrees and headed straight for the
target, 41 miles away.
Twenty-nine aircraft were able to bomb by radar as planned; three planes had radar malfunctions and bombed
visually. A total of 2,884 x M47 incendiaries, 640 x M17 incendiaries and 9 x M46 photoflash bombs were
dropped on Hitachi between 0039 and 0137. Due to a solid undercast, no results were directly observed, but
large fires were seen in the target area and the glow could be seen from more than 75 miles away.
There was no fighter opposition and only light, inaccurate flak. No planes were damaged.
Withdrawal from the target area was by means of a right turn and climb to 17,000 feet for the flight home. All
planes returned safely to base.
20 Jul 45
"20 July: All crews returned safely from mission [to Hitachi] at approximately 0800. New Marianas Flight Control
used for first time on this mission. ... Received 500 Bomb Gp SO #, dd 29 June 45, awarding AAF Technician
Badges to 251 men of this squadron."
"20 July 1945

Nice raid [meaning Hitachi] -- all the fellows got back. Mize, Norton, Whitey & Levi finished -- 35 missions."
Frank Mize was tail gunner on the Arbon crew. John Norton, Francis "Whitey" Kindseth and Levi Zimmer were
all gunners on the Gray crew. All four men lived in Quonset Hut B with Greene.
Don Weber, copilot on the Haas crew, got some help in the morning with his porch project: "Queen's crew,
Rainey, Harwood & Sherrill all helped a lot plus Sharp and Wool. We came along further than I expected."
[Robert Rainey, Eugene Harwood and Marion Sherrill were respectively copilot, navigator and bombardier on the
Queen crew. Frank Sharp and Robert Wool were respectively bombardier and navigator on the Haas crew.]
Then in the afternoon "I rested awhile and got a typhoid & small pox stimulant shot at the Group Dispensary at
3:00 P.M. Read awhile at intelligence and went up to QM Salvage Repair at 4:15 P.M. with Sternhagen to get
some awning but were too late. …"
21 Jul 45
From the 500th Bomb Group Operations Jiournal:
"21 July. WRM[Weather Reconnaissance Mission]-374. Lt Mayhugh flying Z-18 dropped leaflets on Tokyo (22
0400Z) [22 July 1400 local]."
"21 July: Submitted 22 mission DFC recommendations for Lt Adamson's crew. Gave one hour of target study
on U/A [urban area] of Matsuyama. Four crews flew practice mission to Rota [a still Japanese-held island
between Tinian and Guam] in the afternoon. Capt Landaker [883rd Squadron Bombardier] transferred to 500
Bomb Gp as Group Bombardier."
"21 July 1945

The [882nd Squadron] E.M. Club opened tonite -- saw Lana Turner in 'Keep Your Powder Dry.' Nice club!
Overlooking water -- cold cokes and beer really nice."
Over in officer country, Don Weber, copilot on the Haas crew, continued working on his porch project.
He and friend Bob Wool got a jeep and went back to Quartermaster Salvage, where "we managed to pick up a
couple fly tents, pup tents & an old Lister Bag which we want to use for our porch awnings. Then we got some
lumber though not enough and began arranging & constructing for our front porch." Weber also commented
hopefully that his crew was "through flying with Queen and we may get to fly on the next mission."
22 Jul 45
"22 July. Capt Miller & Major Hale [Group Radar Officer and Group Bombardier, respectively] appointed
Assistant Group Operations Officers."
These appointments were to replace former Asst Opns Officer Maj John Van Trigt, recently advanced to
command of the 883rd Bomb Squadron.
"22 July
M/Sgt Dooley H. Rogers left for rest leave on Oahu."
"22 July: Routine Sunday. Mission #80 [to Osaka Arsenal/Kuwana] postponed."
Copilot Don Weber of the Haas crew went to church in the morning, then in the afternoon "I managed to get a
vehicle from Lt Lackman at the motor pool and Lanshaw [William Lanshaw, copilot on the Sasser crew] and I
drove over to the 2nd Marines taking Hoover [probably radio operator John Hoover] & a marine friend of his
back. Was very slippery coming back, and I about slid off the road once. But we made it O.K. …"
23 Jul 45
"23 July. 11 A/C of this Group were dispatched from this Group on a training mission against Marcus Island. A
maximum load of 500 lb. G.P.'s [General Purpose High Explosive] were dropped visually with excellent results,
only 3 bombs missing the target. Major English [Group Gunnery Officer] and Capt Merrehew [Group Weather
Officer Donald Merrihew] participated. Capt Landaker, 883rd Bombardier, assumes duty as Group Bombardier."
A list of the planes and crews which went on the training mission is not available. All that can be determined is
that four came from the 881st Squadron, four from the 882nd and three from the 883rd. One of the four from the
881st was Z-4, “Black Magic”, with Capt Ferd Curtis on board.
In the Haas crew of the 882nd, ring gunner Willie Greene spent most of the morning "messing around", then
went down to the line and cleaned the guns for tomorrow's mission to Osaka. Copilot Don Weber put in some
time up at the Wing School flying the Link trainer. He thought it was "sort of fun to fly it all again." Then he came
back and got a haircut from the Squadron barber. Weber was happy to learn that he and his crew were going on
tomorrow's mission. They were scheduled to take Z Square 33. As he always did, Weber closed his daily entry
with a religious thought: "We may have a rough mission tomorrow and my prayers go sincerely to a righteous
and loving God."
Just a small observation. The "square" symbol representing the 73rd Bomb Wing had been removed from the
aircraft back in April, but Weber and all the other crewmen continued to use it when referring to their planes.
Habits die hard.
24 Jul 45
On this date the 73rd Bomb Wing planned to hit the Osaka Arsenal again in a daylight precision attack. The first
visit to this target on 26 June had been disrupted by bad weather. If the weather again interfered to prevent
visual bombing of the Arsenal, the secondary visual target was the Tokyo Bearing Company Dojima Plant, and
the primary radar target was the city of Kuwana near Nagoya. The 73rd Bomb Wing put up 173 aircraft for this
maximum-effort mission, of which the 500th Bomb Group contributed 46 bombing planes plus a Superdumbo
comms and rescue plane. The Superdumbo was Z-45, Feathers crew. One of the bombing planes, Z-24, "Pride
of the Yankees", Tackett crew, was also assigned to precede the formation as a weather plane to provide
weather conditions over the target. The remaining 45 bombing planes were formed into four combat squadrons,
as follows:

Z-58, "Marylyn Gay", Petersburg/Dougherty
Z-41, "My Pride and Joye", Barron/Van Trigt
Z-48, McClanahan
Z-46, Hinderks
Z-50, "Fancy Detail", Hoffman
Z-49, "Fourth Marine Division", Whitten
Z-47, Dearborn
Z-7, McNamer/Hatch
Z-19, "Sharon Sue", Booze
Z-14, Mather
Z-9, "Nina Ross", Orenstein/F. Parsons
Z-12, Taylor
Z-6, "Booze Hound", Fox

Z-8, "Duke of Albuquerque", Conn
Z-39, Rothrock
Z-25, Gerrity
Z-26, Collins
Z-27, "The Cannuck", Queen

Z-32, "Fever from the South", Sawyer
Z-56, Bishop
Z-57, Kangas
Z-51, "Tail Wind", Sichel
Z-11, "Lucky Eleven", Hall
Group CO Col John Dougherty was the Force Commander on this mission and also led the first squadron, in Z-
58 with 1/Lt Eugene Petersburg and crew. Deputy Lead was 883rd Squadron CO Maj John Van Trigt, riding in
Z-41 with Capt Delbert Barron and crew. 881st Squadron CO Lt Col Horace Hatch led the second squadron in
Z-7 with Capt Hugh McNamer and crew. Capt Willie Sasser in Z-28 led the third squadron. Capt John Coffman
in Z-23 led the fourth squadron.
Other command and staff personnel on this mission were Group Operations Officer Lt Col Freeman Parsons,
flying in Z-9 with a scratch crew including Group Gunnery Officer Maj Leroy English, Group Flight Engineer Capt
Arthur Rand, and two officers from the 73rd Bomb Wing. Also, Group Asst Operations Officer Maj Richard Hale
flew in Z-23 with Capt Coffman and crew, and Group Air Inspector Maj Prescott Martin rode in Z-14 with Capt
Walter Mather and crew.
Take-off was completed by 0400. Bomb load was 7 x 2000 lb M66 General Purpose bombs, except for two
planes which carried only 6 x 2000 lb bombs. Ammo carried for this daylight mission was a full load of 500
rounds per gun.
Briefed altitude for the route out was 5000 to 5800 feet. There were two aborts. One of them was the lead
aircraft carrying Col Dougherty, Z-58, which lost her #2 engine due to what later was determined to be a blown
#10 cylinder head. Dougherty turned over command to Maj Van Trigt in Z-41 and turned back. The other abort
was Z-42, Isham crew, with a #2 engine carburetor failure.
Assembly was accomplished at a point west of Kita Iwo Jima. This required about 35 minutes. One hour
after arrival of the first aircraft, the formation headed for Japan. About 250 miles from the target, the squadrons
began the climb to bombing altitude of 20,000 to 21,500 feet. The departure point was passed at 1125 "in a
good 4 squadron group formation," or so stated Col Dougherty in his official report. However, other records
show that en route or during assembly the squadron formations had become shuffled and some planes had
become separated.
The original second (881st) squadron had somehow moved into the lead. This squadron had maintained its
formation perfectly, with all 11 planes in their assigned positions and Z-7, McNamer crew, still in the lead.
The original third (882nd) squadron was now in second place. The original leader of this squadron, Z-28, Sasser
crew, had dropped out for some reason. Z-8, Conn crew, the original No. 2, had taken over the lead, and Z-33,
Haas crew, had moved up into the No. 2 position. Z-25, Gerrity crew, had become separated and joined up with
a formation from the 498th Group. On the plus side, a straggler from the 497th Group, A-41, had joined this
squadron, giving it a total of 11 planes.
The original first (883rd) squadron was now in third place. When Col Dougherty in Z-58 had aborted, Maj Van
Trigt in Z-41 had taken over the lead. Z-48, McClanahan crew, had then moved from No. 4 position, leading the
second element, into the No. 2 position on Van Trigt's right wing. Maj Wardell Hinderks in Z-46 had replaced Z-
48 as second element lead. There were now 10 aircraft in this squadron.
The original fourth (composite) squadron was still in last place, and still led by Z-23, Coffman crew. Z-42, Isham
crew, had aborted, but she had fortuitously been replaced by another straggler from the 497th, A-19, which
kept the number of planes in the squadron at 11.
As the Group approached Osaka, the clouds below thickened to 8/10 cover. The command had learned from
the 22 June mission to Kure, in which they had been surprised by the intense and accurate fire from naval
vessels in the harbor, and the lead plane, Z-49, "Three Feathers II", had been badly damaged. The "Pilot's
Hints" for this mission warned in big capital letters, "DO NOT FLY OVER NAVAL VESSELS ENROUTE."
However, the undercast worked both ways, so today the planes did not have to worry much about naval flak.
As the B-29's came in on the bomb run on course 043 degrees, the bombardiers opened their bomb bay doors
and prepared to drop on their squadron leader. But none of the lead bombardiers in the first three squadrons
could get a visual on the primary target, so the decision was made to divert to the radar target, Kuwana, which
was 15-20 minutes away. Bomb bay doors were closed. Unfortunately, the bombardier on the Queen crew in Z-
27, on his first mission, had apparently been distracted by something and looked up just in time to see the bomb
bay doors on the other planes close. In an instant of panic, he thought he'd somehow missed bombs away, so
he hit the release and the B-29 lurched upward as 14,000 pounds of bombs headed downward. The seven
2,000-pounders were seen to hit in the southern part of Osaka.
The fourth squadron, led by Capt Coffman in Z-23, had better luck. His bombardier was able to pick up the
Arsenal and the squadron dropped visually on the primary at 1144, with reportedly good to excellent results.
Only one plane had a problem here. When Z-32, Sawyer crew, opened their bomb bay doors, three of their
seven bombs dropped prematurely and fell well short.
Meanwhile, the first three squadrons continued to Kuwana and at 1202-03 successfully dropped through
complete cloud cover by radar, except for Z-12, Taylor crew, which got only three bombs away. The
other four hung up on the racks and had to be jettisoned later. Results on Kuwana were unobserved.
In summary, 11 planes bombed the primary visual target, the Osaka Arsenal, dropping 71 x 2000 lb bombs, while
32 planes, including the weather plane, bombed the primary radar target, the city of Kuwana, dropping 213 x
2000 lb bombs.
There was no fighter opposition. Flak was rated meager to moderate, and over Osaka and Kyoto fairly
accurate. Nine B-29's, including Z-8 and Z-33, sustained flak damage and one man, 1/Lt Milton Boomhower,
navigator on the Conn crew in Z-8, was wounded by shrapnel in the right shoulder, neck and face.
Exit from the target area was by a right turn. Once clear of Japan, planes were to gradually descend to 17,000
feet for the flight home. Pilots were strongly instructed to "Return to base in elements. This means
EVERYONE." (There appears to have been an unofficial competition among the crews to see who could get
back to Saipan first. But it was safer to fly back with friends.)
All planes got back safely, although seven had to stop at Iwo Jima, and two of those had to stay there for an
engine change.
The 24 July mission against Osaka Arsenal/Kuwana was the 35th and final mission for 1/Lt James R. Farrell.
This young airplane commander from San Francisco had compiled a very commendable record and had
developed a reputation for getting through to the target. Since his first mission on 24 December 1944 Farrell had
had only two aborts and had hit the primary target on 34 of his 35 credited missions. In addition, he had
flown one mission against Iwo Jima (which didn't count toward the 35-mission quota). Despite this fine
performance, Farrell was still only a lieutenant in July 1945. The reason was that off-duty he had a tendency
to push the limits. One of his latest escapades involved coming back from a drunken party somewhere on
Saipan and speeding through the front gate of the strictly off-limits Chamorro camp in a borrowed (from the
Squadron Executive Officer) jeep and then straight on out the back, where there was no gate, and dragging a
hundred feet of barbed wire fence behind the jeep all the way back to his Squadron area, with several MP jeeps
in hot pursuit. His chain of command protected Farrell from court-martial on that one, but promotion was out of
the question, at least for a while.
Now that Farrell had finished his combat tour, Group CO Col Dougherty asked him to stick around until he could
be promoted to captain. Farrell did so, making himself useful in pilot instruction, test flights, etc., and in due
course his captaincy came through.
"24 July
Capt. Richard D. Sullivan, 1st Lt. Edwin J. Seder, 1st Lt. Victor A. Kolesh and 1st Lt. Fred J. Winch, Jr., left for
temporary duty at Muroc, California. T/Sgt. Lisle G. Neher, S/Sgt. Elmo C. Steeves, S/Sgt. William J. Matushak,
S/Sgt. Andrew R. Muldoon and S/Sgt. William J. Carpenter left for temporary duty at Muroc, California."
These men were probably being sent back for lead crew training.
25 Jul 45
"25 July
Capt. Patrick Calhoun left for temporary duty at Muroc, California.
1st Lt. Joseph R. Mitchell and his crew returned from rest leave on Oahu. ..."
"25 July: Lt Gunnarson and crew reported to Squadron."

"25 July 1945

Messed around. Wrote letters. Went down for Jam Handy [a gunnery simulator]. Saw a show."
"Wednesday, July 25
... Last night I really enjoyed a good night's sleep I must say. Flying all day is bound to make one tired and I
didn't get much of any rest.... I hope our plane [the Haas crew had been flying Z-33 regularly] functions as well
on future missions as it has been doing. Good new engines really do help, I mean. Ate breakfast and came
back to play gin with Rainey [copilot on Queen crew] after talking to La Marche [Maj Austin LaMarche, Squadron
Operations Officer] and asking him not to send my name in for rotation as I want to stay over here for awhile
longer. Not many fellows do, I suppose, but I'm in no big hurry to get back and am quite [several words illegible]
own crew. ..."
Most men couldn't wait to finish up their tours and get back home, but Don Weber was a different kind of fellow
with different priorities.
26 Jul 45
"26 July. WRM[Weather Reconnaissance Mission]-394. Lt Mayhugh flying Z-14 dropped a max load of T-3
leaflet bombs on seven towns on route to Tokyo (260400Z) [26 July 1400 local].
RSPM[Radar Scope Picture Mission?]-23. [1/Lt] Isham flying Z-43 on a Radar Search mission over target Kakai
[sp?] Naval Arsenal (26 0300Z) [26 July 1300]."
"26 July: Gave one hour of target study on Matsuyama. Briefing for Mission #81, target Matsuyama, at
1500. ..."
"Thursday, July 26
... There is a mission tonight, and luckily enough our crew is going to Matsuyama getting another mission in
we hope. Shouldn't be too bad though it could be, too. ... I guess the crew goes down to wing again next week.
But I shouldn't have too much trouble getting the rest of my missions in. May God be with us on all these trips
as we need Him so very much."
On the night of 26-27 July the 73rd Bomb Wing sent 132 B-29's to strike the city of Matsuyama in northwestern
Shikoku in an incendiary attack. The 500th Bomb Group put up 33 aircraft for this mission. The participating
planes and crews, in order of bombing, were as follows:
Z-39, Bruns
Z-16, “Je Reviens”, Gieker
Z-23, "Ramblin Roscoe II", Rothrock
Z-19, "Sharon Sue", Mitchell
Z-7, Mather
Z-27, "The Cannuck", Gerrity
Z-6, "Booze Hound", Fox/Dougherty
Z-49, "Fourth Marine Division", Barron
Z-56, Bishop
Z-1, Hinderks (an 883rd crew flying an 881st plane)
Z-12, Taylor
Z-57, White
Z-34, "Frisco Nannie", Brannock
Z-47, Dearborn
Z-28, "Hog Wild", Collins
Z-51, "Tail Wind", Whitten
Z-37, "Belle Ruth", Queen
Z-46, Ryan
Z-24, "Pride of the Yankees", Sawyer
Z-26, Sichel (an 883rd crew flying an 882nd plane)
Z-48, Hoffman
Z-58, "Marylyn Gay", Petersburg
500th Bomb Group CO Col John "Black Jack" Dougherty was Force Commander on this mission, riding in Z-6
with 1/Lt Sidney Fox and crew. Other Group staff officers flying this mission included new Assistant Operations
Officer Maj Richard Hale, also in Z-6 with Col Dougherty; Air Inspector Maj Prescott Martin in Z-7 with 1/Lt
Walton Mather and crew; and Navigator Maj Berry Thompson in Z-1 with Maj Wardell Hinderks and crew. Also
taking part in this mission was 882nd Squadron CO Lt Col Joseph "Toby" Brannock, flying Z-34, "Frisco Nannie",
Jim Farrell's old plane, probably with some of Farrell's gunners on board finishing up their tours.
Take-off was completed by 1822. Bomb load was 20 x E46 and 86-92 x M47 incendiaries for most planes.
Three planes -- Z-12, Z-9 and Z-51 -- carried 20 x M17 and 91-92 x M47 incendiaries. Ten planes also carried 1
x M46 photoflash bomb. Ammo load is unknown for this mission but was probably what had become standard
for night missions, 200 rounds per gun in the three rear turrets.
The route to target was as briefed. Copilot Don Weber in Z-33, Haas crew, noted passing near a US Navy task
force north of Iwo Jima. One plane, Z-58, Petersburg crew, aborted due to #1 engine failure.
The remaining 32 aircraft reached and bombed the target between 0107 and 0218 at altitudes between 10,900
and 12,100 feet. Excellent radar bomb runs were reported by most crews, but the radar went out on Z-16,
requiring her to bomb visually. A total of 580 x E46, 2,966 x M47 and 60 x M17 incendiaries and 10 x M46
photoflash bombs were dropped on Matsuyama.
Large fires were observed in the city, with smoke rising up to 18,000 feet. Several crews reported severe
shaking caused by thermal updrafts.
There was no fighter opposition and only light flak. One bomber was slightly damaged by flak.
All planes returned safely, although one had to stop at Iwo for unknown reasons.
27 Jul 45
"27 July. In a new policy to forewarn the Japanese of our bombing intentions against their cities, 2 A/C of this
Group dropped leaflets on Aomori, Nagaoka, Koriyama and Hakodate. Leaflet mission #1."
An example of the leaflet probably dropped on this mission is attached. It is based on a photograph of Z-19 of
the 881st squadron dropping her bomb load over Yokohama on 29 May 1945. The characters in circles on the
front are the names of Japanese cities. On the rear is Japanese text warning that these cities will be bombed
and urging the population to evacuate.
"27 July: All crews returned safely from Mission #81 [Matsuyama] at approximately 0830. Bombing excellent
through CAVU [clear and visibility unlimited] conditions. Staff and Department head meeting in S-2 at 1300
called by [Squadron CO] Major Van Trigt."
"Friday, July 27
I am very happy to write again after having flown the number 33rd mission against Japan.... I guess our crew
goes down to wing Monday [to train new crews]. I wrote home tonight. Gafford [T/Sgt John P. Gafford, flight
engineer on the Haas crew] made FO [Flight Officer] today. …"
28 Jul 45
"28 July
1 plane raided Japan (propaganda mission) -- returned safely, no damage."
This probably refers to the leaflet mission flown the evening before.
"28 July: Presentation ceremony held on Hanson Field at 0900 hours. Inspection of Squadron Area held by Lt
Col Adamson [Group Executive Officer]. 113 officers and enlisted men were presented DFCs and AMs
[Distinguished Flying Crosses and Air Medals]. Briefing for Mission #82 at 1500, target Ichinomiya U/A [urban
area]. ..."
"Saturday, July 28
... Sharp and Wool [bombardier and navigator, respectively, on the Haas crew] and others of the fellows got
the AM (air medal) this morning at 8:15 A.M. Gafford [flight engineer on the Haas crew] moved over here from
his barracks this morning since he is now a F/O [flight officer] and can't live with the enlisted men. He and I
finished stretching up our front porch tent roof this morning. ... We go to Ichinomiya tonight and it shouldn't be
too bad a trip, I guess. May God be with us on this and all succeeding trips. ..."
On the night of 28-29 July the 73rd Bomb Wing made a return visit to the city of Ichinomiya near Nagoya. The
first raid on 12-13 July had not been successful. For this night's incendiary mission, the Wing put up 136
bombers. of which the 500th Bomb Group supplied 33. The participating planes and crews, in order of bombing,
were as follows:

Z-29, "Gravel Gertie", F. Parsons
Z-32, "Fever from the South", Queen
Z-56, Bishop
Z-7, Post
Z-1, H. Jackson
Z-12, Taylor
Z-2, "20th Century Sweetheart", Alexander
Z-57, Miller
Z-47, Dearborn
Z-46, Hinderks
Z-58, "Marylyn Gay", Ryan
Z-48, Hoffman
Z-36, "Li'l Abner", LaMarche
Z-19, "Sharon Sue", Mitchell
Z-49, "Fourth Marine Division", Petersburg
Z-9, "Nina Ross", Powers
Z-34, "Frisco Nannie", Gerrity
Z-22, "Silver Thunder", Pierce
Z-26, Collins
Z-41, "My Pride and Joye", Sichel
Force Commander on this mission was Group Operations Officer Lt Col Freeman Parsons flying Z-29.
Take-off was completed by 1759. This take-off, like that of the previous mission, was unusual in that it was to the
west. Usually, take-offs at Isley Field were to the east and out over Magicienne Bay. (The change was probably
necessary due to a shift in wind direction.) Because the pilots had become used to using the 100-foot height of
the cliff at the east end of the runway to drop down nearly to sea level and gain badly needed air speed, the
command felt it necessary to remind them this time, "After takeoff do not drop below runway level."
Bomb load was 20 x E46 and 86-92 x M47 incendiaries for most planes. Z-51 carried 20 x M17 and 92 x M47
incendiaries. Eleven planes also carried one M46 photoflash bomb. Ammo load was 200 rounds per gun in
each of the three rear turrets.
As normal on night raids, planes flew to the target and bombed individually. Briefed altitudes for the route out
were between 6000 and 6800 feet. Pilots were cautioned to leave altitudes between 4000 and 5000 feet free for
aborting planes. But there were no aborts for the 500th on this mission. Don Weber, copilot on the Haas crew in
Z-33, noted that "the engines ran very well and we had a good trip each way."
About 230 miles out from the target the planes began their climb to briefed bombing altitudes, which were
staggered between 14,000 and 15,400 feet. The weather was excellent. The approach to the target was to
be completely by radar, and the instructions for the radar operators and navigators were extremely detailed.
Here is an excerpt:
"2. Approach --
a. Reach bombing alt just prior to landfall; make wind run between
landfall & dep pt [departure point]. USE, HOWEVER, THE RADIOED WIND FOR TARGET
NAVIGATION AND BOMBING [this probably refers to the wind data transmitted by a
weather plane sent over the target ahead of the main formation].
b. Start turn to IP when 5 nm north of shoreline; plan to come in
7 nm left of IP. Start turn to IP when 1-1/2 nm south of IP and
go over IP on course [specified elsewhere as 099 degrees true].
c. Pass over south edge of Nagahama on east shore of [Lake] Biwa.
d. Proceed down the valley and pass 2 nm south of Ogaki.
e. With BRL [bomb release line] on 13 nm, find city -- BRL will hit east edge of Biwa
on lower side and sweep through Ichi on upper side.
f. Pass down the hypotenuse of the Ogaki-Gifu-Ichi triangle.
g. Pick up river and bridges midway between Gifu and Ichi. Target
is 3 nm to east of river and about 4 nm SSW of bridges.
h. When target is positively identified, keep in top third of scope
down to not more than 10nm range. Cut down Gain to bring in
bright city return.
i. Careful scope interpretation is mandatory."
The planes of the 500th passed over the target between 0104 and 0148, dropping a total of 636 x E46, 20 x M17
and 2,971 x M47 incendiaries and 11 x M46 photoflash bombs on Ichinomiya. Most planes had excellent radar
runs. Five aircraft -- Z-23, Z-28, Z-57, Z-4 and Z-22 -- made radar runs with visual corrections, and one, Z-48,
had to make a completely visual run when her radar went out.
Fires burning in the target area were visible for more than 150 miles away and smoke rose as high as 18,000
feet.
Flak was light and ineffective, but there was more fighter opposition over the target tonight than the 500th had
experienced in some time. Eleven fighter attacks were reported and four B-29's were hit, though none
seriously. In his official report, Group CO Col John Dougherty speculated that the increased fighter opposition
was probably due to what he termed the "LeMay Early Warning Radio Set". This may be a reference to the
weather messages broadcast to the bombing force by the weather plane sent ahead to the target for that
purpose, which could have given the Japanese forewarning.
In addition, the 500th Bomb Group Operations Journal notes that Ichinomiya was one of the cities "which had
received 'warning' through leaflets dropped yesterday." Col Dougherty was not the only one concerned about
the Japanese being warned. Willie Greene, ring gunner in the Haas crew, flying Z-33 on this mission, recorded
later in his diary, "They warned the Japs we were coming -- Had me scared!!" But Z-33 luckily did not run into
any fighters.
All planes returned safely to base. Z-33, which had been the sixth plane to bomb, made good time on the way
back and was the first to touch down at Isley. Getting back first meant first to be debriefed (no waiting) and then
first to the pharmacy, where you got your "relaxing medication for sleeping", meaning a shot of liquor. According
to Willie Greene, he and AC Ray Haas rarely missed their medication.
29 Jul 45
"29 July
1st Lt. Warren C. Glover, 1st Lt. Richard M. Hufty, 1st Lt. Marvin J. Marshall, 1st Lt. Francis J. Merrick, 1st Lt.
Robert E. Althoff, 1st Lt. Ira M. Ogush, 1st Lt. Richard O. Dodds, 1st Lt. John W. Schroen, T/Sgt. Jack D. Allen,
T/Sgt. Bruce E. Gilbertson, S/Sgt. Harry Gerson, [S/Sgt.] Joseph R. Altott, S/Sgt. Harry F. Drnec, S/Sgt. Robert
B. Blankmann, S/Sgt. Douglas F. Bullock, transferred to Oahu for rotation to the United States. [This list
included most of the former Althoff crew, finally heading home after finishing their tours on 13 July.]
Capt. John C. Posey, 1st Lt. Donald J. Hacker, 1st Lt. David J. Siegel, 1st Lt. Frederick R. Frye, S/Sgt Everett
R. Lively, S/Sgt. Clark H. Dixon, and S/Sgt. James D. Capshaw left for rest leave on Oahu. …"
30 Jul 45
"30 July
Capt. Kelvin B. Parker left for rest leave on Oahu.
T/Sgt. Mitchel W. Racanelli, S/Sgt. Charles R. Maples, S/Sgt. Alexander Wortovich, S/Sgt. Jack Lebid, S/Sgt.
John M. Birchett, S/Sgt. Angelo M. Campanini, S/Sgt. George N. Andrews and T/Sgt. Edwin S. Gaither
transferred to Oahu for rotation to the United states."
"30 July: Gave orientation talks on security and censorship to two new crews that reported to the Squadron
today."
"30 July 1945 Went to church yesterday. Norton, Zimmer, Kinset & Betencourt left today." [John Norton, Levi
Zimmer and Whitey Kindseth were all gunners on the Gray crew; Manuel Bettencourt was the radar operator on
the Donald Jackson crew. All four men lived in Greene's quonset.]
"Monday, July 30
It really rained last night, and I enjoyed the night of sleep I could get. Got up for breakfast and returned to
have a good rest again. Then I played gin [rummy] with Rainey [copilot on Queen crew], who seems to beat me
consistently enough. I am very glad that I do not play cards for money. This afternoon we pilots had a meeting
at Group S-2 [Intel] with the communications officer who gave us some poop on shackle code [?] and so forth.
Afterward I spent some time talking with James Benson [copilot on the White crew of the 883rd] who has in 21
missions. White [AC Ben White of the 883rd] is now assistant operations officer. I came back and built a big old
solid chair. Received several papers and a 'Post' & 'Lutheran Standard' this P.M. Saw the show this evening.
God be thanked for His great mercy."
31 Jul 45

"31st July. Leaflet mission #2. This Group dispatched 2 A/C with prewarning leaflets on the cities of Otsu,
Toyama, Nagano and Maebashi."
"31 July: Holiday on the line for all crews with their planes in commission. Submitted recommendations for Air
Medals."
"31 July 1945 Got paid today -- $1.76 -- lost $36 in cards -- $150 soldier deposit."
"Tuesday, July 31
... Ate breakfast and then played Rainey in some gin. Came out about even this time, too. We were paid this
morning, and I got $117.70 here... not including $21.00 for meals & $6.50 insurance. As a single 1st Lt. I get
about $296.00 each month. After dinner I went up to finance and sent home $110.00 in addition to the $150.00
allotment already taken out & sent home as per usual. ... Attended Bible Study Hour tonight and saw the show.
…"
1 Aug 45
"1 Aug: Squadron Staff meeting held at 1230. Two new crews were given indoctrination talk by Major Van Trigt,
Black and Johnson [respectively CO, Opns Off and Exec Off]. Briefing for mission 83 held at 1600, target
Toyama U/A [urban area]. Two hours target study given crews on mission. ..."
Over in the 882nd, T/Sgt William Greene, ring gunner on the Haas crew, was assigned an additional duty today:
"I'm new barracks chief." But Greene was more focused on tonight: "Going out tonite. This time -- a long trip on
the other side of Kyushu." Actually, Greene got his islands mixed up. The mission was to Toyama, on the other
side of Honshu.
Today was a day of relaxation for copilot Don Weber of the same crew: "Today was also spent quite leisurely as
I didn't have any thing special to do. Did play Rainey [copilot on the Queen crew] gin again, beating him
definitely for once too. Received no mail today, either. This afternoon after dinner I was reading in the library
when who should walk up but 'Westy' George Westenberger. It had been since a year ago June that I had seen
Westy. His crew stopped here for some parts I believe. He is on Guam with the 3rd Photo Recon outfit and we
spent until 3:30 P.M. talking over old times. He has only eight missions in as yet. We had briefing at 4:00 P.M.
for a maximum effort against Toyama. With God on our side, who can lose?"
On the night of 1-2 August the 73rd Bomb Wing sent 184 B-29's in a maximum-effort incendiary attack against
the city of Toyama on the west coast of Honshu. The city had been warned by leaflets dropped the day before
that it was on the list of possible targets. The 500th Bomb Group put up 42 aircraft for this mission. The
participating planes and crews were as follows:
Z-2, "20th Century Sweetheart", Alexander

Z-7, McNamer
Z-9, "Nina Ross", Covington
Z-12, Taylor
Z-14, Rogers
Z-16, "Je Reviens", Bowers
Z-19, "Sharon Sue", Post
Z-23, "Ramblin Roscoe II", Brannock
Z-26, Rothrock
Z-27, "The Cannuck", Queen
Z-29, "Gravel Gertie", Mock (an 881st crew flying an 882nd plane)
Z-34, "Frisco Nannie", Gerrity
Z-36, "Li'l Abner", Alderman
Z-37, "Belle Ruth", Collins
Z-39, Coffman
Z-41, "My Pride and Joye", Van Trigt
Z-43, "Ben's Raiders", Smith
Z-46, Hinderks
Z-47, Dearborn
Z-48, Hoffman
Z-49, "Fourth Marine Division", Black
Z-50, "Fancy Detail", F. Parsons
Z-52, "20th Century Sweetheart", Sichel
Z-56, Bishop
Z-57, Miller
Group CO Col John Dougherty was Force Commander for this mission, riding in Z-14 with 1/Lt Carlton Rogers
and crew, flying their first mission. Deputy Force Commander was Group Operations Officer Lt Col Freeman
Parsons, piloting Z-50 with a scratch crew including Assistant Group Operations Officer Capt Arthur Miller
and Group Flight Engineer Capt Arthur Rand. The other Assistant Group Operations Officer, Maj Richard Hale,
went on this mission in Z-39 with Capt John Coffman and crew. And Group Gunnery Officer Maj Leroy English
flew with 883rd CO Maj Van Trigt in Z-41. Van Trigt and English were probably flying with the brand-new
Thomas J. Milam crew.
Other Squadron command and staff flying this mission were 882nd CO Lt Col Joseph Brannock in his favorite
plane, Z-23, and 883rd Operations Officer Maj Vance Black in Z-49. Attached is a photo of Lt Col Brannock, who
was very well liked by his men, with the crew chief of Z-23, "Ramblin Roscoe (I & II)", M/Sgt John Kianka. Note
the contrast in uniforms (and height).
Take-off was completed by 1950, in order by Squadron 883rd-881st-882nd. Pilots were cautioned to be careful
when taxiing and specifically to watch out for several ditches at the west end of Runway B along the taxi strip,
and also in front of the tower.
The Haas crew in Z-33 had a little trouble starting #4 engine, and they kept a wary eye on it as they began their
take-off. Although it backfired once a short distance down the runway, they got off okay and the engine settled
down just fine for the rest of the trip.
Bomb load was either 20 x M17 or E46, and 83 to 91 x M47 incendiaries per plane, plus 1 each M46A2 WP
(white phosphorous) bomb. Ammo load was what had become standard for night missions, 200 rounds per gun
in the three rear turrets.
As normal on night missions, planes flew to the target and bombed individually. Briefed altitudes for the route
out were 8000 to 8800 feet. One plane, probably Z-57, Miller crew (they were not on the mission credit
list), was forced to abort due to unspecified mechanical difficulties. At some point prior to landfall, aircraft began
climbing to their bombing altitudes, staggered between 12000 and 12800 feet. One plane, unidentified, lost an
engine at landfall but continued to the target and successfully bombed the primary.
The 41 planes of the 500th that reached the target dropped a total of 579 x M17, 3690 x M47 and 240 x E46
incendiaries, plus presumably the M46A2 white phosphorous bombs, by radar between 0206 and 0315. Ground
winds swept the flames across the city, creating a general conflagration. Willie Greene, ring gunner on Z-33,
Haas crew, described it as "really a nice fire". Smoke rose above 15,000 feet. According to bomb damage
assessment, 99.4 percent of the city was destroyed.
There was no fighter opposition and only light flak. One plane sustained minor flak damage.
All planes returned safely to base, except for the plane which lost an engine at landfall, which required a landing
at Iwo Jima for an engine change.
2 Aug 45
"2 August. All line personnel given a holiday."
"2 Aug: All crews returned from mission [to Toyama] with crews reporting excellent observed results. Capt Ryan
completed his 35 missions. Gave orientation talk to two new crews."
Over in the Haas crew of the 882nd, ring gunner Willie Greene noted in his diary that he had developed a painful
fungus growth, a common malady in the tropics, in his left ear. Copilot Don Weber was enjoying the feeling of
relief at having completed his 35th mission last night. Weber, a very religious man, assigned all the credit to
God.
3 Aug 45
"3 August Wing Holiday.

Lt Mayhugh [in] Z-28 ["Hog Wild"] dropped leaflets on 7 towns on route to Tokyo."

"Friday, August 3
Fair [weather]
I should now feel fully relaxed I know after having finished my missions, but because I am not sure of what to
expect in the way of a future deal I still can not feel really at ease, you know. I got up this morning with the
intention of seeing Colonel Brannock and discussing the situation with him. However, he was not in his office
and about 10:00 A.M. Otto [AC Raymond Otto Haas] came over and asked me if I would fly with Alderman's
crew [a new crew in the 882nd, flew their first mission on 1-2 Aug] for him. This I was glad to do as Otto was not
feeling so very well. So we took off at about twelve noon in Z Square 36 and flew formation to Pagan [a still
Japanese-held island about 200 miles north of Saipan] dropping live bombs before coming back for some
gunnery and landed at 4:40 P.M. I received a most welcomed letter from Mother today and a 'News and Views'.
Saw the Al Pierce show this evening with the boys and had a mild party in Lanshaw's [copilot on the Sasser
crew] hut."
4 Aug 45
"4 August. 12 A/C this Group participated in Training Mission to Truk. Each dropped 40 x 500 pounders
visually (1645K). Radar Search mission Hando [sp?], Japan."
"4 Aug: Practice mission flown to Truk. Crews returned approximately at 2000. Bombing excellent. Capts Irby,
Braden and McClanahan promoted to Major. Lt Adamson to Captain."
"Big argument over guns being cleaned. Wrote letters. I'm Barracks Chief now. Lot of new men in (sqd?)."
"Saturday, August 4
Showers
This is definitely the rainy season on Saipan, I would say. I had a good night's sleep last night after having
flown for five hours with Alderman's crew yesterday afternoon and riding over to see the Al Pierce show
yesterday evening. I managed to talk to Colonel Brannock this morning about whether I might stay and the kind
of job I would get. He told me I would hear from him in a day or so. He flew with Sasser on a practice mission to
Truk with several other ships. Captain Jackson [probably Donald Jackson, AC Crew #236] had me working for
him this afternoon taking [three lines illegible]. I received my rating on orders for [MOS] 1093 [Pilot, Very Heavy
Bomber] today from group...."
It is important to put Don Weber's offer to stay beyond his 35 missions in proper context. Bear in
mind that this serious and dedicated young man had no idea that the war would end in a few days. He no doubt
expected like practically everyone else that a bloody invasion of Japan would be necessary, in which case the B-
29 outfits would be fully in support and in harm's way. He could have taken the easy way out and just rotated
home, but he felt the obligation to do more, even at the possible risk of his life.
5 Aug 45

"5 Aug: Cpl O'Brien left on 3 day pass to Guam. Briefing for Mission 84, target Nishinomiya at 1600. ..."
"5 August 1945 Up early & cleaned guns -- missed church. We are going out tonite. We are radar jamming
plane -- circle target for 1 hour & half."
"Sunday, August 5
Fair
A mighty nice Sunday, all in all. Up for eggs for breakfast and then cleaning all up for church. Sharp, Wool,
Rainey, Custador and myself went to Chapel services at 10:30 A.M. [The first three names are familiar quonset
mates of Weber's. Custador was probably James A. Cusator, copilot on the Burnham crew, newly arrrived in the
882nd.] Holy Communion was served today and an offering taken for foreign missionary work. We had a fair
dinner with chicken today. I received two most welcomed letters from Mother this A.M. and one from Aunt Gertie
W. Major Jackson it is now. [Weber was working with Maj Donald Jackson, an AC in the 882nd, at this time.]
He is an old West Point man who came over as a captain. I saw the game [probably baseball] between 73rd
and 313th wings this afternoon. Mighty good game it was, too. ..."
On the night of 5-6 August the 73rd and 314th Bomb Wings struck the city of Nishinomiya, located on Honshu
between Osaka and Kobe, in another incendiary attack. The 500th Bomb Group put up 35 aircraft for this
mission.
As the lead Group on this raid, the 500th supplied the "wind run" aircraft, meaning a plane sent ahead to
determine and radio back wind speed and direction over the target. Assigned to this duty was Z-16, "Je
Reviens", McNamer crew, which also carried a full load of bombs to drop on the target after they completed their
initial mission.
The 500th was also tasked with supplying two radar jamming aircraft. These planes, carrying slightly reduced
bomb loads, were to precede the formation by 30 minutes, bomb the target, then climb to about 17,000 feet and
circle the target area for an hour and a half operating their radar jamming equipment. Two veteran planes and
crews were selected for this duty -- Z-33, "Slick Dick", Haas crew, and Z-53, "The Ancient Mariner", Connell
crew.
Of the remaining 32 planes, 12 were to act as pathfinders, taking off first and marking the target area. The
pathfinder planes and crews were as follows:

Z-39, Coffman
Z-42, "Supine Sue", Bishop
Z-46, McDowell
Z-47, Dearborn
The planes and crews in the main body were as follows:

Z-9, "Nina Ross", Covington
Z-12, Taylor
Z-14, Rogers
Z-21, "Barbara Ann", Sealy
Z-25, Alderman
Z-26, Bruns
Z-29, "Gravel Gertie", Gerrity
Z-48, Hoffman
Z-49, "Fourth Marine Division", Sichel
Z-57, Queen (an 882nd crew flying an 883rd plane)
Z-51, "Tail Wind", Miller
Z-52, "20th Century Sweetheart", White
Z-3, "Ann Dee", Fox
Force Commander for this mission was Deputy Group Commander Lt Col William McDowell, flying in Z-46 with
the Hinderks crew, less Maj Hinderks. The listed Deputy Force Commander was 882nd Squadron CO Lt Col
Joseph Brannock, but it is not known in which plane he flew. Group Radar Countermeasures Officer 1/Lt Milton
Pack flew with one of the jamming aircraft, Z-53. Lt Col Thomas McNeal from the 73rd Bomb Wing, probably
also a radar officer, flew with the other jamming plane, Z-33.
Take-off was completed by 1914. As mentioned, the 500th was the lead Group on this mission, Within the
Group, take-off was by squadron, 881st-882nd-883rd. Lt Don Weber, who had already finished his 35 missions
with the Haas crew of the 882nd, came down to the runway to get some pictures and stood with Chaplain Davis
to wave his friends off.
Bomb load varied considerably by plane and specific mission. Most planes carried 38 or 39 x E46 incendiaries
plus 1 x T4E4 fragmentation cluster. Ten of these planes additionally carried an M46 photoflash bomb. Three
planes -- Z-10, Z-15 and Z-19 -- carried 39 x M17 incendiaries plus 1 x T4E4 frag cluster. One plane, Z-3,
carried a mix of 19 x E46 and 20 x M17 incendaries. The two radar jamming planes, Z-33 and Z-53, carried 27 x
E46 incendiaries and 1 x T4E4 frag cluster. Finally, two of the pathfinder aircraft, Z-39 and Z-58, carried M64
500 lb General Purpose bombs (34 in Z-39 and 33 in Z-58), apparently to be used against the railway junction
that the formation would use as the Aiming Point.
Ammo load was the usual for night missions, 200 rounds per gun in the three rear turrets.
As standard on night missions, planes flew to the target and bombed individually. Briefed altitudes for the route
out were between 8000 and 8800 feet. Pilots were cautioned not to fly below 5000 feet unless aborting, but
there were no aborts for the 500th on this mission.
As the planes approached Japan they climbed to their briefed bombing altitudes, which were staggered between
14,000 and 14,800 feet. As they neared the target, they received the data broadcast by the wind run aircraft.
Wind direction and speed over the target were reported as 119 degrees and 23 knots. At the IP the bombing
planes turned to course 029 degrees and settled in on the bomb run.
As they passed over the target from 0129 ro 0206, the planes of the 500th dropped over 280 tons of bombs on
the city. Most planes were able to make a full radar run. Six planes dropped by radar with visual corrections.
And the radar failed on Z-29, which then had to make a visual drop. Fortunately, the weather was good and
there was some light from the fires that had been started below. The final planes of the Group reported the
beginnings of a general conflagration.
Flak was light and ineffective. There were four reported fighter attacks and one fighter was claimed damaged by
B-29 gunners. No B-29's were damaged on this mission.
All planes returned safely, although four had to stop at Iwo on the way back.
6 Aug 45
On this day at 0815 the B-29 "Enola Gay" of the 509th Composite Group based on Tinian dropped an atomic
bomb on the city of Hiroshima in southern Honshu, completely destroying the city and killing an estimated
80,000 people.
On Saipan, it must have taken some time for this news to get around. Nothing of this incident was recorded in
the 500th Bomb Group Operations Journal or the 883rd Squadron War Diary. Also, neither Willie Greene nor
Don Weber of the Haas crew of the 882nd Squadron noted anything about it in their diaries for this date.
Greene was probably recovering from last night's mission to Nishinomiya, which was the last one for
his crewmates navigator Robert Wool and radio operator John Hoover. Greene now had only one more to go
himself.
Weber was very busy all day, first helping out Maj Jackson in the 882nd orderly room, then flying as an instructor
pilot for the new Armstrong crew, and finally getting a chance to practice approaches and landings and LORAN
navigation. He didn't have time to write his daily diary entry until just before midnight.
7 Aug 45
On this date the 20th Air Force sent 131 bombers from four of its Wings, including the 73rd, to bomb the
Toyokawa Naval Arsenal, southeast of Nagoya, in a precision daylight attack. The 500th Bomb Group scheduled
11 aircraft plus one Superdumbo comms and rescue plane for this mission. The Superdumbo was T-35,
borrowed from the 498th Bomb Group, and it was flown by the Mitchell crew of the 881st Squadron. The 11
scheduled bombing planes and crews were as follows:
Z-39, Coffman
Z-37, "Belle Ruth", Rothrock
Z-33, "Slick Dick", Sawyer
Z-8, "Duke of Albuquerque", Taylor
Z-32, "Fever from the South", Alderman
Z-42, "Supine Sue", Adamson
Z-57, Connell
Z-50, "Fancy Detail", Bishop
Z-37 and Z-8 had unspecified problems prior to take-off and were scratched, leaving nine planes to make it
airborne.
Capt John Coffman in Z-39 led this squadron-sized formation on this mission.
Take-off was completed by 0425. Bomb load was 28 to 30 x M64 500 lb GP bombs per plane. The planes
carried a full ammo load of 6000 rounds, 500 rounds per gun.
Planes flew individually at altitudes between 7000 and 7800 feet to the Assembly Point south of Kita Iwo Jima,
where they formed into their single combat squadron. Assembly was accomplished in approximately 30
minutes. The 500th planes then followed in trail behind the squadrons from the 498th and 499th Groups to the
climb point. The 73rd Wing was first in the Force order, followed by the 58th, 313th and 314th Wings.
There was one abort when somewhere along the way Z-19, Post crew, lost her #2 engine, later determined to be
due to a blown cylinder head.
At the climb point, the remaining eight planes began ascending to the briefed bombing altitude of 16,000 feet,
which they were to reach 50 miles from landfall. The Departure Point was passed at 1119. From the DP on to
the target the formation was escorted by approximately 25 friendly fighters.
There was a Wind Run aircraft, probably from the 498th Group, which preceded the formation and broadcast
wind data back to the main body every three minutes.
Weather was clear and the formation was able to make a good visual run on the target on heading 059 degrees
true. Somewhere along the way, T-58 of the 498th Group had joined the 500th formation and bombed with them
at 1131. The 500th planes dropped 227 x M64 500 lb General Purpose bombs on the target, with excellent
results.
Flak was heavy caliber but meager and inaccurate. There was no fighter opposition. No battle damage was
sustained.
"7 Aug: ... [W]ent to Guam to observe 76 [must be typo for 16] Bomb Group, 315 Bomb Wing briefing rooms
with [Group Operations Officer] Lt Col Parsons. Returned at approximately 1630. All crews returned from the
mission safely; results unobserved."
Both Willie Greene and Don Weber of the Haas crew, 882nd Squadron, heard today about the atomic bomb
strike on Hiroshima yesterday morning and mentioned it in their diaries, though details were confused and
scanty. Nobody had ever heard of an atomic bomb.
After noting that today's mission to Toyokawa -- he had not been on it -- had reportedly been easy, Greene
wrote: "New bomb has come out -- atomical. 1 bomb destroyed 4 miles of one city, 60%. Terrible."
Weber spent the morning helping out in the orderly room again, then went out to the USS Hector with his buddy
Lanshaw, copilot on the Sasser crew, to retrieve a couple of rolls of film that he had left on 14 July for Spike
Yencer to develop. Weber was pleased at how the negatives looked but now had to find some way to get
pictures printed. In the final sentence in his diary, Weber wrote, "A new atom smasher bomb is supposed to
really hit Japan now."
8 Aug 45
On 15 June 1944, 47 planes of the 58th Bomb Wing had made the first B-29 strike against the Japanese
homeland when they hit the steel-producing center of Yawata on northwestern Kyushu. Results at that time had
been very disappointing, Today, fourteen months later, the 58th came back to Yawata, but as part of an armada
of more than 300 B-29's from four Wings in a daylight incendiary attack -- and this time the results would not be
disappointing. The 500th Bomb Group scheduled 28 aircraft for this mission, organized into three combat
squadrons, and all planes made it airborne. The participating planes are listed below. Unfortunately, most crew
assignments for this mission are unknown.
First squadron
Z-7, McNamer
Z-10, "Punchin' Judy"
Z-16, "Je Reviens"
Z-8, "Duke of Albuquerque"
Z-4, "Black Magic"
Z-11, "Lucky Eleven"
Z-15, "Fire Bug"
Z-12
Z-52, "20th Century Sweetheart", White/Whitten?
Z-3, "Ann Dee'
Second squadron
Z-21, "Barbara Ann", Sasser
Z-23, "Ramblin Roscoe II"
Z-26
Z-25
Z-22, "Silver Thunder"
Z-35, "Pacific Queen"
Z-37, "Belle Ruth"
Z-27, "The Cannuck"
Z-24, "Pride of the Yankees"
Third squadron
Z-56, Van Trigt
Z-36, "Li'l Abner"
Z-5, "There'll Always Be A Christmas"
Z-58, "Marylyn Gay"
Z-48, Hoffman?
Z-41, "My Pride and Joye"
Z-14
Z-55, "Janice E."
Z-47, Dearborn
Group CO Col John "Black Jack" Dougherty was the Force Commander for this mission, but it is not known on
which plane he flew. Capt Hugh McNamer led the first combat squadron in Z-7; Capt Willie Sasser led the
second squadron in Z-21; and Maj John Van Trigt led the third squadron in Z-56.
Take-off was completed by 0335. Bomb load was from 23 to 28 x M17 incendiaries per plane. Ammo load was
a full 6,000 rounds, or 500 rounds per gun.
Planes flew individually at altitudes from 6000 to 6800 feet to the assembly area, which was east of Kita Iwo
Jima. There were two aborts. Z-24 had a problem with her #3 engine, later determined to be a nose section
reduction gear failure, and Z-47, Dearborn crew, aborted for reasons unknown.
Assembly was accomplished in 30 minutes at 9000, 9800 and 9200 feet for the 883rd, 881st and 882nd
Squadrons, respectively. The 500th squadrons then moved off to the climb point following the 499th Group.
Fighter escort on this mission was provided by P-47's from Okinawa.
At the climb point, the 26 remaining planes began ascending to the briefed bombing altitudes of 21,000 to
22,000 feet. The 500th passed the departure point on time at 1030, with its three squadrons stacked high to the
left. Accurate wind data was received from the "wind run" aircraft already over the target. The planes settled in
on the bomb run on a heading of 029 degrees true.
The first and second squadrons dropped their bombs at 1135 and the third squadron was right behind at 1136. A
total of 654 x M17 incendiaries fell on Yawata. All bombs were seen to hit in the target area, adding to the fires
already raging there. Smoke rose up to 25,000 feet. A very large portion of the city was destroyed.
Five B-29's were hit by flak, which was moderate and reasonably accurate, but no planes were seriously
damaged. There was no fighter opposition.
Altitude for the route back was 14,000 feet. Planes were encouraged to return in elements.
All aircraft returned safely, although four landed at Iwo Jima.
Five members of the Haas crew, including airplane commander Ray Haas and ring gunner Willie Greene,
still needed one more mission to complete their tours, but they had disappointingly not been scheduled for the
Yawata mission today.
From the William Greene diary:
"8 August 1945 Boys went out again -- this time to Yawata -- it wasn't too bad. They saw 24's, 47's, 51's, 25's
[B-24's, P-47's, P-51's, B-25's] & others up there. My [infected] ear still hurts."
Copilot Don Weber had finished his 35 missions back on 2 Aug, but he wasn't just sitting around. This morning
he helped out in the orderly room again, then was sent to assist in training a new crew: "[A]t 10:00 A.M. I found
out I was going to have to fly in Lt. Farrell's place with Lt. Wood's crew. So we flew in Z Square 33 for 5-1/2
hours until 5:45 P.M. doing a little formation and some radar bombing. Everything went plenty well enough,
however."
9 Aug 45
At 1101 today the second atomic bomb was dropped on Nagasaki by "Bockscar", a B-29 of the 509th Composite
Group based on Tinian. The explosion destroyed much of the city and killed at least 60,000 people. But word of
this second nuclear attack took some time to arrive on Saipan. Today the men of the 500th Bomb Group were
focused on other matters.
"9 Aug. Russia declares war on Japan."
"9 Aug: Major Robert Wolcott [formerly Exec Off of the 882nd Sqdrn] replaced Major Johnson as [883rd]
Squadron Executive Officer."
"9 August 1945 Russia wars on Japan. Messed around. Wrote letters. Mize [Frank Mize, tail gunner on the
Arbon crew (#234)] went home. We are the only crew (old) left in quonset 'B'."
Don Weber also mentioned Russia's declaration of war in his diary. This news seemed as significant, if not more
so, to the B-29 men than the atomic bomb drop on Hiroshima three days ago. Weber helped out again
today with training the Wood crew, this time in Z-28. They flew a practice mission to still Japanese-held Rota
Island down near Guam but weren't able to drop any bombs due to heavy cloud cover. Now that the end of the
war appeared imminent, Weber had reconsidered his decision about staying on at Saipan: "I put in for rotation
this morning and may get to go home before long, I hope. Little point in staying around now."
10 Aug 45
Today the men of the 500th Bomb Group on Saipan got the best news they'd had since they arrived.
"10 Aug: Office radio gave out, at approximately 2300, a news report that Domei [a Japanese news agency] had
announced Japan had agreed to the terms laid down at Potsdam. Mission 87 [to Osaka] postponed."
"10 August 1945 The crew that flew [Z-]33 last didn't clean guns. P.O.-ed!! Cleaned until 6 P.M. [In some
crews it was SOP to clean the guns after every mission, whether they had been fired or not. Other crews were
not so dedicated. Obviously, this could sometimes lead to friction.] Bed early. Going to Osaka -- mission called
off -- Japan asks for peace!!"
Don Weber must have completed his diary entry for the day and gone to bed fairly early, because he didn't
mention anything about the Japanese peace statement. Earlier this morning he had checked at Group HQ on
his rotation orders and was told he could expect them sometime next week. Weber also learned that next week
he was scheduled "to fly as AC or pilot-instructor for a new crew going through wing school," which was fine with
him.
11 Aug 45
"11 Aug, Mission to Nagoya called off to-night pending word of our answer to the Japanese offer to surrender.
Wing holiday declared."
"11 Aug: Many men up until 0300 listening to news reports in S-2 Office. Collected all side arms of combat crew
men. [The command probably remembered what had happened on New Years Eve when there was
much drunken celebration and indiscriminate firing of weapons.] Target Study for 1 hour. Group meeting at
Surfside [the 500th Group open-air theater] at 1230. Mission postponed at 2330. Holiday."
The daily diary entry of Don Weber, formerly copilot of the Haas crew of the 882nd, provides a good feel for
what the men of the 500th were going through at this time. The hope of peace was being held tantalizingly in
front of them, but it could be snatched away at any time.
"Saturday, August 11
Very Warm
Last night at about 10:00 P.M. we heard some most historical news which said Japan had offered to
surrender, accepting the terms of the Potsdam, Germany, conference, providing they could keep the Emperor in
his full ruling position. Now all day we have been anxiously awaiting word from the Big Four; U.S., Britain, China
and Russia, as to whether the terms have been accepted. It is hard to say, but they may or may not be
accepted. ... The mission was called off last night, but one is scheduled to leave early in the morning and hasn't
yet been called off at 9:15 P.M. ..."
12 Aug 45
"12 Aug. Mission to Osaka called off pending news of surrender."
"12 Aug: News report that Allies had replied to Japan's request with a counterproposal. Activities presently at a
standstill awaiting definite word."
Over in the 882nd, Willie Greene was still waiting to get in his last mission:
"Mission called off again last nite! Japs want to keep Emperor -- Truman says no -- Went to church today."
Don Weber also wrote in his diary about the suspense they were being kept in by the back-and-forth public
peace negotiations, and he closed with a heartfelt prayer: "God give our leaders the wisdom to make just and
lasting decisions."
13 Aug 45
"13 Aug: Word is expectantly awaited on Japan's decision to accept Allied ultimatum. Warning order received
and briefing held at 1800 on Osaka Arsenal."
Everyone was becoming frustrated with Japan's failure to respond unequivocally to the Allied terms of
surrender. Missions had already been postponed twice, but patience was wearing thin. The command had
decided that unless Japan answered, the next mission would go ahead, and it would be a big one.
In his diary, Don Weber of the 882nd expressed the hope that the mission would not have to go out. He and his
friend Robert Wool turned in their flying gear this morning. Weber took a nap in the afternoon, then played some
softball. Finally in the evening he went to see the movie "Salty O'Rourke".
14 Aug 45
Patience with Japan's government had worn out. This morning the 20th Air Force sent 443 B-29's from the 58th,
73rd and 313th Wings to remind Japan that the war was still on. (This was not the last B-29 combat mission,
however. Tonight, 366 more B-29's from various Wings would go out to lay mines and bomb more Japanese
cities.) The 73rd Bomb Wing drew the Osaka Army Arsenal as target and put up 165 planes. The 500th Bomb
Group scheduled 43 bombers plus a Superdumbo comms and rescue plane for this mission. The Superdumbo
was Z-45, "Mustn't Touch", but it is not known which crew flew it. Of the bombing planes, Z-47, Dearborn crew,
was scratched for unknown reasons, making 42 airborne, organized into four combat squadrons as follows:

Z-39, Coffman/Dougherty
Z-21, "Barbara Ann", Sealy
Z-32, "Fever from the South", Queen
Z-3, "Ann Dee", Kangles/Brannock (an 882nd crew flying an 881st plane)
Z-23, "Ramblin Roscoe II", Gillert
Z-5, "There'll Always Be A Christmas", Marshall

Z-49, "Fourth Marine Division", Schultz
Z-48, Hoffman
Z-42, "Supine Sue", Leo
Z-46, Miller
Z-41, "My Pride and Joye", White
Z-51, "Tail Wind", Gunnarson
Z-52, "20th Century Sweetheart", Wareing
Third (881st) squadron

Z-8, "Duke of Albuquerque", McNamer
Z-9, "Little Fellow", Covington
Z-34, "Frisco Nannie", Walker (an 881st crew flying an 882nd plane)
Z-15, "Fire Bug", Clanton
Z-7, McLarty/Hatch
Z-12, Taylor
Fourth (Composite) squadron

Z-56, Seale
Z-36, "Li'l Abner", Gerrity
Z-19, "Sharon Sue", Powers
Z-2, "20th Century Limited", Mayhugh
Z-14, Rogers
Z-27, "The Cannuck", Alderman
Z-50, "Fancy Detail", Jennings/Van Trigt
Z-25, Jenkinson
Z-26, Wood/LaMarche
The Force Commander on this mission, and also leading the first squadron, was Group CO Col John Dougherty,
flying in Z-39 with 1/Lt John Coffman and crew. Leading the second squadron was Capt Norman Adamson in Z-
58; leading the third squadron was Capt Ernest Mock in Z-10; and leading the fourth squadron was Capt Willie
Sasser in Z-28. The three Squadron commanders were along on this mission, all flying with new crews. 881st
CO Maj Horace Hatch was with the McLarty crew in Z-7; 882nd Squadron CO Lt Col Joseph Brannock was with
the Kangles crew in Z-3; and 883rd Squadron CO Maj John Van Trigt accompanied the Jennings crew in Z-
50. Lt Col Brannock was also the Deputy Force Commander. Maj Austin LaMarche, 882nd Operations Officer,
and Maj Curtis Holdridge, another experienced pilot, also flew with new crews, LaMarche with the Wood crew in
Z-26 and Holdridge with the Jenkinson crew in Z-25.
Take-off was in squadron order as above and was completed by 0713. The 500th was third in the Wing order,
right behind the 499th Group. Bomb load was 4 x M66 2000 lb and 2 x M65 1000 lb bombs per plane.
Ammunition load was a full 6,000 rounds, 500 rounds per gun.
Planes flew individually at altitudes between 8000 and 8800 feet to the assembly point, which was west of Kita
Iwo Jima. There were six aborts, reasons unknown -- Z-36, Gerrity crew; Z-48, Hoffman crew; Z-21, Sealy crew;
Z-55, Sichel crew; Z-14, Rogers crew; and Z-49, Schultz crew. One of these, unknown which, had a
serious enough problem that the crew had to land at Iwo Jima.
At the assembly point, the planes took 40 minutes to form up into their squadrons, stacked high to the right at
altitude intervals of 750 feet. Then it was on to the departure point, climbing to the briefed bombing altitudes of
22,000, 22,500, 23,000 and 23,500 feet by squadron. At the DP the formation was to pick up its fighter escort,
which was supposed to stay with them on through the target area. However, something happened and the
rendezvous with the fighters never took place.
The 500th passed the DP on time, although Col Dougherty thought the formation was "not up to par." Z-24 and
one other plane, unidentified, became separated from the formation and bombed alone. As usual, there was a
"weather wind run plane" over the target broadcasting wind direction and speed, which was successfully
received.
At the IP the planes turned onto a heading of 043 degreees for the bomb run. From 1451 to 1452 the 36 planes
of the 500th which reached the target dropped 143 x M66 and 68 x M65 bombs visually with what were termed
good results. A few bombs which missed the Arsenal landed in the Osaka Castle area. Four bombs hung up on
the racks and one plane had to salvo its bombs over the target.
There were no fighter attacks. Flak ranged from meager to moderate. From his ring seat in Z-33, which was
leading the second element of the first squadron, Willie Greene thought the flak was "accurate as everything!"
He saw Z-35, flying No. 3 position in the lead element, get hit and thought for a moment that she was going to go
down, but she recovered. Overall, 11 planes sustained damage but all made it home.
For the flight back home, the planes descended to 16,000 feet. All returned safely, although one had to stop at
Iwo Jima. The last plane landed at Isley at 2211.
No one knew it for sure at the time, but this was the last combat mission for the 500th Bomb Group. However,
the last five members of the Haas crew of the 882nd -- AC Ray Haas, radar operator Paul Grove, flight engineer
John Gafford, right gunner Harry Ruch and ring gunner Willie Greene -- knew for sure that it was the last mission
for them, their 35th.
"14 Aug: ... Domei news agency broadcast at approximately 1600 that the Japanese Government had accepted
the terms of the Potsdam Conference."
In the 882nd Squadron, the five members of the Haas crew who had completed their tours this morning were
busy celebrating. Meanwhile, two members who had completed their tours earlier, copilot Don Weber and
navigator Bob Wool, spent the day clearing post and packing bags and footlockers in preparation for an
expected departure for home in a few days. And everybody was waiting to hear the official US response to the
Japanese surrender offer.
15 Aug 45

"15 Aug. 1945. The president announced this morning the Japanese have accepted our terms of surrender.
Wing holiday in the afternoon. E.M. of this office go on beach party."
"15 Aug: President Truman broadcast officially that the Japanese had surrendered. Announcement was made
at approximately 0900 K [local]. Holiday announced for today and tomorrow."
From the William Greene diary:
"15 August 1945 At 9:08 A.M. Truman announces Japs excepted [accepted]. The war is over for everyone
now."
From the Don Weber diary:
"Wednesday, August 15
PRAISE TO GOD! War's End ... This is V.J. (Victory - Japan) Day for us and in humility and gratefulness we
bow to God and thank Him for His great mercy in granting us this so longed for and worked for and prayed for
peace. President Truman announced Japan's acceptance of our ultimatum at about 9:00 A.M. this morning. A
wing holiday was declared till Friday morning, and so our orders probably won't be out till Friday at the earliest.
This afternoon Wool and I got the Chaplain's jeep and we took a good number of pictures on the line and around
elsewhere. ... Chaplain Davis conducted a service of Thanksgiving for peace at 0700. ..."
George Hughes, airplane mechanic and ground crewman for Z-19, "Sharon Sue", 881st Squadron, was moved
to write a letter home on this very momentous day:
"August 15, 1945
Dear Mother & Dad,
Well at last we have received the official word that the war has ended. The past week has been one I will long
remember. There were rumors of peace every few minutes. I am glad an invasion was not necessary. A good
many lives were saved. At last it has been proved that air power can bring a nation to its knees.
Now everyone is speculating on the date of our arrival in the States. We probably won't be told anything for
some time. It will be all shine and polish from now on in. The general opinion is that we will be home for
Christmas. I don't know for sure but don't bother to send any packages from now on. ...
I wish that you would cash my next check and mail me a money order for it. I have some money to pay back
and I want to be sure [of] having a little nest egg on me in case of a surprise shipment.
We have a couple of days rest before we get our ships all fixed up for whatever use they may put them to. ...
Love
George"
16 Aug 45
Today was a Wing holiday on Saipan, but not everybody had the day off. From the 500th Bomb Group
Operations Journal:
"16 Aug. ... Lt Armstrong in Z-38 flies to northern Honshu on weather recon."
Of course, those who had a holiday did not waste it, and as always some overdid it, as Don Weber confirms in
his diary: "The fellows in the hut got a bit drunk last night, and I suppose they regretted it enough, too." But to
the abstemious Weber "it seemed much like a Sunday...." He got some extra sleep, played gin, watched a
baseball game between the 73rd and 58th Wings, and took a few Kodachrome pictures.
17 Aug 45
This was a slow day on Saipan, not much going on. Don Weber and his friend and crewmate Bob Wool had an
interview scheduled, "as all 35 mission men do," with Brigadier General Emmett "Rosie" O'Donnell, CO of the
73rd Bomb Wing, so they put on their dress uniforms this morning and got all ready. But then somebody from
Wing called to say that Gen O'Donnell was on Guam today, so the interview was postponed till tomorrow. Weber
and Wool then went back to their hut and "turned in all our QM equipment and bed clothes, getting all checked
out on our clearance sheets." Still no orders, however. Word was that a lack of transportation was holding
things up.
18 Aug 45
In the 500th Bomb Group on Saipan, things were getting back to a semblance of regular military routine after the
celebration of VJ day.
"18 Aug: Cleared documents at Island G-2. Williams returned to duty from Group S-2. Wrote up and submitted
ten DFC's [Distinguished Flying Crosses] for Lt Field, Smith and their crews, also, Sgt Bechtel. Inspection of
barracks area by Col Dougherty."
The men were now thinking about only one thing -- how quickly they could get home. In the 882nd, Willie
Greene wrote in his diary with anticipation, "Cleared post today. Now all we have to do is wait!" Don Weber and
a few others finally had their meeting this morning with Gen "Rosie" O'Donnell at the 73rd Bomb Wing A-3
[Operations Section]. " 'Rosy' told us we must have patience, and they will get us out and home as soon as
possible since we've finished our missions." Weber then rather anticlimactically came back to his hut, played
some bridge with friends, then washed some clothes, but then "It rained at noon & broke the clothes line so I had
to wash all over again."
But Weber's day wasn't over: "We met at the group briefing room this P.M. and I got 3 clusters for the Air Medal.
I should have a couple more coming in. [An Air Medal was awarded for approximately every 100 flying hours.]
Wool's [navigator Robert Wool] and my orders came in and we have them at group now. [Radio operator John]
Hoover is going back on a war-weary B-29 tomorrow, which is a good deal indeed."
19 Aug 45
From the 883rd Bomb Group War Diary:
"19 Aug: Thanksgiving service held on runways for all three faiths at 0700. Submitted DFCs [Distinguished
Flying Crosses] and Air Medals. Jap envoys landed at Ie Shima enroute to Manila."
Both Willie Greene and Don Weber of the 882nd Squadron attended the thanskgiving services this morning.
Weber thought it was "a fine service" which reminded them "that our victory hasn't been without loss of friends."
After the services, Weber and his friend Bob Wool picked up their orders and signed out of Group. Weber
mentioned that he got a DFC and another Oak Leaf Cluster to the Air Medal. Finally, "Wool & I turned in our
clearances and signed out at wing this P.M. So we are ready to leave at any time."
20 Aug 45
"20 Aug. Lt Armstrong again flies #38 on weather recon flight to Honshu."
"20 Aug: The Air Inspector made an inspection of S-2. Recommended locks on all doors, otherwise excellent."
Things were moving back toward peacetime normality all over. Willie Greene of the 882nd was on a "honey
run", i.e., garbage, detail today.
Don Weber and his friend Bob Wool took the final steps today to cut themselves loose from their unit and be
ready to leave for home on a moment's notice. They borrowed Lt Col Brannock's jeep and took their footlockers
to the base post office to mail home. Weber's weighed 64 pounds and cost him $7.29, a princely amount in
those days. Weber would have liked to travel home on a "war weary" B-29 [a plane declared no longer fit for
combat and sent home for training or other purposes], but there appeared to be no chance for that now. Instead,
he and Wool were sent this afternoon to what was called the WPBC, which stood for Western Pacific Base
Command. It was located at the north end of the island and it took them an hour to get there by truck. This
organization was a holding unit for officers and men rotating back to the States. Weber and Wool processed in
and then settled down to wait. Weber hoped they might be able to get out of there within a week.
21 Aug 45
On Saipan, transition from a combat toward a garrison environment continued. From the 500th Bomb Group
Operations Journal:
"21 Aug. 1945 Major Thompson, Group Navigator, is relieved of duty and assumes duty as Club Officer of the
500th Bombardment Group Officers Club. Capt Hopper, 883rd Squadron Navigator, becomes Group Navigator."
"21 Aug: Cpls Williams and O'Brien started compilation and assembly of the squadron history. [What happened
to it? Sure would like to find it.] Completed recommendations for Air Medal, and submitted DFCs [Distinguished
Flying Crosses]. New rotation plan creating considerable discussion among officers."
Over in the 882nd, T/Sgt Willie Greene found himself Sergeant of the Guard today. And while he was at
it, he got a DFC and an Oak Leaf Cluster to the Air Medal.
Up at the north end of the island in the WPBC (Western Pacific Base Command) rotation pool, Don Weber was a
little disturbed by the large number of men awaiting shipment home. It might take a while. Weber found the
waiting around "mighty boring ... but it must be taken, I guess." The officers had to report in at 0800 and 1300
each day to find out if they were on a shipment list, or to receive other information. Some were put to work
supervising work details, but Weber managed to avoid that today due to having to turn in "some censor
material". This apparently caused him to come into contact with the WPBC censor officer, who was "a quite
rugged individual so far as getting much through is concerned." This caused Weber to worry that his diary might
be confiscated. He knew that keeping a diary was against regulations, but he didn't understand why they were
being so strict about it now that the war was over. In any case, he had "kept one too long to let the war
interfere," so he temporarily hid the diary, even though it meant he might not be able to access it daily.
22 Aug 45
"22 Aug: Training mission being flown by new crews. Worked on Bronze Star Medals for Crew Chiefs. New
barber shop in the area being built."
It seems strange that with the war over new facilities were still being built on Saipan, but 1) it had probably been
planned for some time and 2) it gave a few men something to do.
Over in the 881st, George Hughes wrote his parents today:
"August 22, 1945
Dear Mother & Dad,
... Everything is about the same here as always.
I saw a pretty good ball game a few days ago. The field was a little wet and the infield was pretty slow. I am
inclosing a program of the game. Tex Hughson was the winning pitcher. [Program attached, courtesy of Lucina
Verish, daughter of George Hughes. Cecil Carlton "Tex" Hughson was a starting pitcher for the Boston Red Sox
(1941-44, 1946-49). During the war many professional baseball players were in the service, and the best unit
teams had a "ringer" or two. In fact, looking at the program, it seems the 58th Wing team had more than its
share. Enos Slaughter, Joe Gordon, Birdie Tebbets and Billy Hitchcock are all well known names. Despite thae
large number of major leaguers, the 58th "Wingmen" had not compiled a very good record in the schedule, while
the 73rd "Saipan Bombers" were unbeaten at 5-0.]
Those nuts you sent in the last package arrived in good shape. I don't know if I will be here for this Christmas or
not. We haven't been told anything yet. Of course there are ample rumors pro and con. I certainly hope that I
am back in the States this year. Now that the war has drawn to a close this place is really turned garrison. I
would rather spend my time working than playing soldier. ...
Love
George"
Willie Greene in the 882nd had decided to have his B-10 flight jacket decorated. You could have your missions
commemorated on the back by a painted bomb symbol with the name of the city on it. So he turned the
jacket over today to have that done, although he doesn't say to whom or how much it cost.
Up at the WPBC (Western Pacific Base Command) on northern Saipan, Don Weber did not write in his diary
today for fear of being discovered, but later he would write that this was "a typical 'wait' day at WPBC".
However, he and his friend Bob Wool had the good fortune to be invited to dinner by a Capt Hamlin of the 494th
Engineers, who sent his jeep to pick them up at 4:00 P.M. So they had a nice meal, watched a softball
game, and as an unexpected bonus were able to stop over at their old outfit, the 882nd Bomb Squadron, to pick
up their accumulated mail, which luckily the mail clerk had not yet returned. So all in all Weber had a very good
day.
23 Aug 45
"23 Aug: Meeting held at Group S-2 by [Squadron CO] Major Van Trigt to explain release program. Training
mission flown."
The release program was a system used to determine which men would be discharged from service first. You
received so many points for time in service, time overseas, wounds received, medals awarded, etc. The men
with the most points went home first.
In the 882nd, Willie Greene was on a detail today, but whatever it was, it must not have been much, as Greene
failed to note its nature. More importantly, Greene got his painted B-10 jacket back today... and he still has it to
this day.
At the rotation pool at the WPBC, Don Weber and his friend Bob Wool were invited to dinner again with Capt
"Ham" Hamlin and his engineers. After dinner, they watched and umpired a softball game and saw a movie,
then later in the evening "we had a real snack with toasted cheese sandwiches at the engineer's depot where
Ham's well known."
24 Aug 45
"24 Aug. 45 Lt Armstrong flies weather recon to Honshu in Z-38."
"24 Aug: Submitted recommendations for Bronze Star Medals for crew chiefs. Word (Unofficial) received that Lt
Col Brandon killed in crash on Guam. Training mission flown."
Lt Col Harry Brandon had been Deputy Commander of the 500th Bomb Group until being transferred in mid-July
to 20th Air Force HQ on Guam as Assistant A-2 (Intel). He was well liked and many men in the 500th mourned
his loss. On 23 August Brandon had been checking out Col James Garcia, the 20th AF A-2 (Intel), on touch-and-
go landings when something went wrong, the left wing dipped and hit a tree, and the plane cartwheeled into a
building near the runway. Four of the five men on board, including Brandon and Garcia, were killed, as well as
one man in the building. Training could be as deadly as combat.
25 Aug 45
"25 Aug: Finished submitting recommendations for awards. Completed to date. Officer call after inspection of
area by Col Dougherty. Further explanation of release."
From the William Greene (882nd) diary:
"Had big inspection -- easy -- got a weapons carrier -- went up to see Wool & Weber."
Curiously, Don Weber neglected to mention Greene's visit in his diary. Maybe he was still hiding his diary
somewhere and forgot to note it later. In any case, the continual waiting at the WPBC was starting to weigh
on Weber: "I find myself laying in the sack a great part of the day as well as night and the more a person sleeps
it seems the more he wants to sleep." Weber had drawn only one detail so far, and that was to supervise five
enlisted men with machetes chopping down a few weeds around the mess hall, while Weber himself just sat
down and read a book. Then it was back to waiting.
26 Aug 45
On this date Willie Greene of the 882nd Bomb Squadron wrote in his diary that his former airplane commander
Ray Haas had decided to stay in the Army and that he had gone to Iwo Jima. Greene also noted that his good
friend John Hoover had left for the States on the 23rd. Tonight Greene was scheduled for guard duty.
Today being a Sunday, Don Weber attended religious services. But then there was the rest of the day to fill up.
With nothing exciting to write, Weber filled this page of his diary with some information about the daily routine at
the WPBC (Western Pacific Base Command) holding area: "We eat in a large mess hall where we are brought
our trays. Hours are 7:00-7:30, 12:00-12:30 and 5:45-6:15. Not doing anything does not call for much
nourishment, and the meals aren't too much to brag about, really. There is an open air theater across from our
officers quarters called the San Juan where we can see a movie at about 7:15 P.M. Will be nice to someday sit
in a real theater."
27 Aug 45
Today the 500th Bomb Group received a new mission. Along with all the other Groups of the 20th Air Force,
they would begin dropping food, medical and other supplies to Allied prisoners and internees at Japanese POW
camps located throughout Japan and its former occupied territories. Everyone pitched in enthusiastically to help
get these badly needed supplies to the starving and sick prisoners. Many ground personnel were eager to help
and also get a chance to see Japan or other Asian countries for the first time, and since these were not combat
missions, they were permitted to go along in limited numbers.
Group and Squadron briefings were held today for POW Mission #1. (The 500th called it POW Mission #1 but it
was officially POW Mission #5 for the 20th Air Force.) Each plane would be allowed to take an average of two
passengers, mostly from the maintenance crews. However, later in the day the mission was postponed until
tomorrow.
In the 882nd Squadron, Willie Greene was recovering from guard duty last night. Later in the day he washed
clothes.
Up at the WPBC on the north end of Saipan today, Don Weber observed his surroundings and thought about
what had happened there over a year before. The WPBC was situated "below some large cliffs which are
seared black by our flame throwers and pocked by hits from large naval guns. When a battleship shoots one of
these large shells it lobs out the equivalent cost of a new Buick, and many must have landed on this rock."
28 Aug 45
On this day the 500th Bomb Group participated in its first POW Supply mission, which was POW Supply
Mission #5 for the 20th Air Force. The objective was to drop by parachute badly needed food, clothing and
medical supplies to Allied prisoners and internees in Japanese prison camps located in Japan and its former
occupied territories. A total of 46 B-29's from the 500th Group took part in this first mission. The flights were
split over two days, with 30 planes taking off today and the rest tomorrow. The planes which took part are known
but not the crews, except in one instance. The 30 planes which took off this day are listed below in chronological
order of dropping, along with the target camp.
Z-22, "Silver Thunder", Fukuoka #12
Z-1, Fukuoka #12
Z-21, "Barbara Ann", Fukuoka #12
Z-24, "Pride of the Yankees", Tokyo #5
Z-58, "Marylyn Gay", Tokyo #5
Z-8, "Duke of Albuquerque", Fukuoka #12
Z-2, "20th Century Limited", Fukuoka #12
Z-5, "There'll Always Be A Christmas", Fukuoka #12
Z-55, "Janice E.", Tokyo #5
Z-46, Tokyo #5
Z-19, "Sharon Sue", Koishoho #2
Z-15, "Fire Bug", Nagasaki
Z-23, "Ramblin Roscoe II", Kanagawa #2
Z-10, "Punchin' Judy", Taiwan #1
Z-42, "Supine Sue", Aichi
Z-50, "Fancy Detail", Hakodate #2
Z-26, Tokyo #15
Z-47, Hakodate #4
Z-57, Fukuoka #8
Z-53, "The Ancient Mariner", Hakodate #2
Z-9, "Little Fellow", Hakodate #1
Z-27, "The Cannuck", Hakodate #1
Z-25, Hq Kako Camp
Z-52, "20th Century Sweetheart", Taiwan #1
Z-54, Hq Kako Camp
Z-4, "Black Magic", Hq Kako Camp
Z-41, "My Pride and Joye", Tokyo #17, could not locate camp
Z-37, "Belle Ruth", Tokyo #14, could not locate camp
Z-12, Taiwan #4, abort
Z-11, "Lucky Eleven", Chosen #1 Branch Camp, abort
Details are scanty on the POW supply missions. Most of the missions were flown to camps in Japan, but some
went to Taiwan and Korea (called Chosen in the records). According to the 883rd Bomb Squadron War Diary
entry for this date, "All planes took off from approximately 0700 at 15 minutes interval...." Planes apparently
staged through Iwo Jima, where they refueled, except possibly those going to Taiwan, which may have staged
through the Philippines. Two planes aborted, as noted; two others were unable to locate their target camp and
presumably brought their loads back. The 883rd War Diary says that on the return Isley was closed in, so all
planes were ordered to land at Iwo.
"28 Aug. 45 ... Lt Armstrong flies weather recon to Tokyo in #38."
On this day amid a pouring rain Willie Greene of the 882nd Squadron, along with his buddies and crewmates
Harry Ruch and Paul Grove, signed out of the Squadron, leaving the quonset they had lived in for seven
months, and relocated to the north end of the island to what Greene called the "casual pool". This was evidently
the same place, the WPBC (Western Pacific Base Command), where crewmates Don Weber and Bob Wool had
been cooling their heels for over a week. Now they could all wait for transportation home together, except that
officers and enlisted lived in separate areas. Weber and Wool weren't the only people Greene knew at the
WPBC. He had a pleasant reunion when he ran into some old friends from his Central Fire Control class at
Lowery Field in Denver. Oh, and before Greene left the 882nd, he was given a Distinguished Flying Cross.
29 Aug 45
Early this morning the 500th Bomb Group sent out another 16 planes to complete its portion of POW Supply
Mission #5. Today most of the planes were going to Korea (Chosen) and Taiwan. Again, the planes probably
staged through Iwo Jima, where they topped off their tanks, except possibly for the planes going to Taiwan,
which may have staged through the Philippines. The participating planes, in order of supply drop time, and their
targeted camps were as follows:
Z-49, "Fourth Marine Division", Hakodate #1

Z-45, "Mustn't Touch", Hakodate #3
Z-43, "Ben's Raiders", Taiwan #4
Z-56, Hq Chosen
Z-33, "Slick Dick", Chosen #1
Z-6, "Booze Hound", Chosen #1
Z-48, Chosen #1
Z-3, "Ann Dee", Chosen #1
Z-7, Chosen #1
Z-36, "Li'l Abner", Taiwan #1
Z-39, Taiwan #1
Z-14, Hq Chosen
Z-32, "Fever from the South", Hq Chosen
Z-28, "Hog Wild", Chosen #1 Branch Camp
Z-34, "Frisco Nannie", Tokyo #3
Z-35, "Pacific Queen", Tokyo #3
All the planes apparently located their camps and dropped their loads, except for one. Something unusual
happened to that plane and crew, and for that reason we have an unusually detailed account of the mission.
At 2100 on 28 August the Joseph Queen crew of the 882nd Squadron was called to Squadron S-2 for a briefing
on a PW supply flight to Hamhung, also known as Kanko, also known as Chosen #1 Branch Camp, Korea.
According to Queen, "Our instructions were to land at Iwo Jima and refuel, then continue on to the PW camp,
drop our supplies and return to Saipan by way of Iwo Jima." The Queen crew may have been assigned to this
mission only because Z-11, which had been assigned the same target on the previous day, had aborted. If so, it
was their bad luck.
The Queen crew took off from Saipan at about 0300 today in Z-28, "Hog Wild". The full crew was not on board
for this mission, right gunner Clifford McGee being replaced by the Squadron Gunnery Officer, 1/Lt Louis Weeks,
who apparently wanted to get some flight time and see a little bit of Asia. Also on board were two passengers --
Squadron Flight Engineer Capt Robert Campbell and Squadron Engineering Officer 1/Lt John Grant. These
three officers probably later wished they had picked another day or another plane to fly.
The full complement of Z-28 on this mission was as follows:
AC 1/Lt Joseph W. Queen

CP 2/Lt Robert S. Rainey
B F/O Marion J. Sherrill
N 2/Lt Eugene R. Harwood
FE S/Sgt Jessee H. Owens
Radio S/Sgt Arthur S. Strilky
Ring G S/Sgt Joseph Rinaldo
RG 1/Lt Louis W. Weeks
LG S/Sgt Cyril Bernacki
Radar Sgt Douglas E. Arthur
TG Sgt Richard H. Turner
Pass Capt Robert W. Campbell
Pass 1/Lt John B. Grant
As instructed, the plane stopped at Iwo Jima to refuel. While that was going on, the crew got a bite to eat, then
took off at about 0810 headed for Korea. When they arrived in what was supposed to be the area of the prison
camp at about 1430, they had difficulty identifying it. After they circled for a few minutes, two Russian Yak
fighters appeared on the bomber's wings. The Russians seemed to be friendly, waving and motioning for the B-
29 to follow them. Thinking they might be leading the Americans to the prison camp, Queen followed. However,
the fighters led the B-29 to an airfield near the coast about ten miles away and indicated to the crew by hand
signals that they should land. Queen looked the field over and estimated it was about 3500 feet long, which was
short for a B-29. Even if he could land successfully, getting off again, especially with a full load of supplies,
would be quite another thing. So Queen turned away and returned to the PW camp area to try again to identify
the camp and drop his supplies.
At this point one of the Russian fighters, which had followed them, fired a burst in front of the B-29 and signaled
again for it to land. That was enough for Queen. "As our instructions were if we met any trouble whatever to
forget about dropping the supplies and return to Iwo, I decided to return to base and took up a heading for Iwo."
He hoped that once the Russians saw they were leaving the area, they would let the American plane go. But the
Russians had other ideas.
Queen got only about 10-15 miles out to sea when one of the fighters suddenly dropped back and made a firing
pass from the rear. Machine gun bullets tore through the fuselage and left wing and a 20mm shell exploded in
the #1 engine, which immediately burst into flame. Queen ordered his crew not to return fire and turned back
toward the airfield. He was able to feather #1, but efforts to extinguish the fire were unsuccessful and it began to
burn more intensely. Soon flames extended all the way back past the tail. At only 2,000 feet above the sea,
Queen wasn't sure he could make the airfield and he was afraid the engine might explode and take the wing with
it, so he ordered the crew to bail out while they still had sufficient altitude. Six men did bail out -- Harwood,
Campbell, Sherrill and Owen from the nose wheel hatch and Weeks and Arthur from the rear door. The
radioman, Strilky, was preparing to follow through the nose wheel hatch when Queen noticed that the fire in
the engine had died down, so he canceled the bail-out order over the interphone. Rainey was able to
catch Strilky's attention and stop him before he jumped, then motioned to him to sit in the vacant flight engineer's
seat and prepare for a crash landing. At the same time, back in the rear, Grant was on the verge of jumping from
the rear door when someone shouted "Brace for ditching!"
Grant and the three remaining gunners -- Rinaldo, Bernacki and Turner -- took up ditching positions in the rear
unpressurized compartment, braced against the bulkhead. The tail of the plane was pitched down and hit with a
jolt, and Grant expected water to come pouring in. When the plane stopped its forward movement, Bernacki was
the first to start climbing out through the emergency escape hatch, which was behind and above the auxiliary
power unit, or putt-putt. But he suddenly stopped and shouted back down, "Hey, we're on land!"
The B-29 had made the airfield and Queen had been able to set the big bomber down, even though the left
aileron was shot out, the left tire was punctured and the #1 engine was still burning. It was a rough landing, with
the tail skid dragging and the #4 propeller hitting the runway, but they made it, and as soon as the plane came to
a stop, the seven men remaining on board tumbled out to put distance between the burning plane and
themselves.
The B-29 crewmen were soon surrounded by armed Russians, who frisked them for weapons -- they had none --
put them under guard and escorted them to a nearby building. In the meantime, some Russian soldiers put out
the fire in #1 engine by the simple expedient of throwing sand on it.
Queen was very concerned for his men who had bailed out over the water and tried to communicate this to the
Russians but none of them spoke English and none of the Americans spoke Russian. After about two hours a
Col Barteslav, the airfield commander, showed up with an interpreter, a Maj Kruglov. Queen was told that boats
were out looking for his men, although this was apparently not true. The Russians seemed more concerned with
finding out what the B-29 was doing in the area and why the crew did not land as directed. Queen explained
about the PW supplies and that the field was too small for a B-29. The Russians seemed to become less
hostile when they were told about the PW mission but were still skeptical about the field being too small.
The Russians promised to deliver the supplies to the POW camp, so Queen and one other man were allowed to
go to the plane to release the heavy metal drums containing the supplies from the bomb bay. However, Queen
was denied permission to use the radio to inform Saipan about their situation. When the airplane commander
got inside the plane, he noticed that all manuals, documents and briefcases, as well as the K-20 camera, had
been removed. He was unable to release the supply drums, but he did retrieve some personal equipment such
as clothing and canteens.
When Queen returned to the building, he asked Grant, the Squadron Engineering Officer, to see if he could get
the supplies out, so Grant went to the plane with Cpl Turner, the tail gunner, and Maj Kruglov, the Russian
interpreter. After entering the plane, it became obvious to Grant from Maj Kruglov's actions and comments that
the Russian was already very familiar with the internal layout and systems of the B-29. Grant found out later
that Kruglov had been involved in the study of some B-29's which had landed in Russian territory during the war
and had been interned. There was no power in the plane, so Grant went to the rear unpressurized compartment
to try to start the putt-putt. He found the compartment "covered with all sorts of equipment from the big kit and
the life rafts, and parachutes. The plane was a shambles as if torn into by someone looking in desperation for
something." Finally, Grant was able to get the bomb bay doors open and release the supply drums the hard way
by borrowing a screwdriver and "turning the trip screw on each release." While this was going on, Grant saw
that the Russians were draining the fuel out of the plane's tanks into a couple of fuel trucks. A large amount of
fuel from this transfer had leaked onto the ground underneath the plane, and Grant was concerned that the
metal supply drums might strike against one another as they dropped from the bomb bay, create a spark and set
the whole plane on fire. But all the drums dropped safely. Their task accomplished, Grant and Turner rejoined
the rest of the crew back in the building.
By this time, about 2000, the Russians had become more friendly, but the Americans were still kept under
guard. The Russian commander apologized for the shootdown and invited the Americans to supper. The
meal was a simple one of "greasy pork and dry rice" but in typical Russian fashion it was accompanied by ample
supplies of alcohol, in this case a full bottle of captured Japanese whiskey per man. Many toasts to Truman,
Stalin, etc., were made, and things were going along quite merrily when two British officers and two Australian
enlisted men from the nearby PW camp unexpectedly showed up. Queen learned that Lt Weeks, one of the
men who had bailed out, had somehow made it to the camp and had asked the senior officers there to see if
they could find out anything about the fate of the B-29 and the rest of the crew. The Russians did not seem
happy with the intrusion and the party broke up at this point. The Americans were told that they would be
transferred to the PW camp tomorrow. They spent the night at the airfield, still under guard.
The six men who had bailed out over the sea had not been having as pleasant a time. Luckily, all six men were
rescued, though by Korean fishing boats and not by any boats sent out by the Russians. In fact, the Russians
seemed not to want the men to be saved. Sgt Arthur reported being strafed in the water, and Lt Weeks not far
away confirmed the firing. This of course made the men very wary of the Russians.
After some time in the water, Weeks was picked up by a fishing boat and was brought directly to local police
headquarters, where he was put in telephone contact with the PW camp about seven miles away.
Transportation was provided by the local authorities and Weeks was soon at the PW camp, where he was
checked out by a doctor, fed, shaved and given fresh clothing. It was Weeks who asked Capt Kinlock, the British
camp commander, to check with the Russians about the rest of the crew, which he did, as related above.
Arthur, Harwood, Owens and Campbell, cold and exhausted from being in the water, were all picked up by
another boat and brought to a fishing village, where they were treated with great hospitality. After about four
hours, three Russian officers led by a Colonel appeared and took them to the PW camp, where they
were reunited with Weeks.
Still unaccounted for at this time was the bombardier, Sherrill. They could only hope that he would show up.
So ended a very long and trying day for the Queen crew. They all felt lucky to be alive, especially the men who
had bailed out, because none of them had a life raft, and if not picked up by those fishing boats before dark, it is
unlikely they would have survived the night in the cold water. But while literally out of the water, they were
figuratively not out of the woods yet, and no one knew what the morrow would bring.
"29 Aug. Queen piloting Z-28 on POW mission to Chosen. For reasons unknown the ship landed in Korea."
So the 500th Group knew on the same day that the Queen crew in Z-28 had landed in Korea, although they had
no details. How did they know? In their later debriefing statements, neither airplane commander Queen nor
radio operator Strilky nor any other crew member mentions anything about sending a distress call prior to
the emergency landing. Furthermore, Queen says they weren't able to notify Saipan of their status until 1
September, when the Russians finally allowed them to use their plane radio. So did the Russians send a brief,
perhaps deliberately vague message to the US embassy or military attache in Vladivostok, or to some other
American station? We don't know.
"29 Aug: Planes returned to Isely at approximately 1300. [This must refer to the planes which had departed on
the 28th and had to land at Iwo Jima on the way back due to bad weather at Saipan.] On the whole, most of the
camps were located and supplies dropped."
Up at the WPBC, Willie Greene, Harry Ruch and Paul Grove processed in today. Ruch and Grove were
assigned to a different company than Greene because they were going to different separation centers in the
States.
While his three enlisted crewmates were moving in, Don Weber was finally moving out. It didn't look that way at
first. Nothing was doing in the morning, and Weber passed the time playing cribbage and learning casino,
but in a classic military case of "hurry up and wait", at the 1300 check-in Weber suddenly was told he
was leaving at 1430. He quickly threw his stuff together, dropped a letter home and said some quick goodbyes.
Then they actually didn't leave the WPBC until 1500, and with a band to see them off, no less! "Great feeling
this was," Weber wrote later. But when they got down to the harbor, Weber had some anxious minutes. There
was a long wait for the boat to take the men out to their assigned ships, then when it finally picked them up it
stopped first at two other ships to drop men off. Finally, the boat pulled up to the SS Bowdoin Victory
and Weber, five other officers, and six enlisted men climbed onto their ride home. They had made it.
The Bowdoin Victory weighed anchor and moved out shortly after the men were on board. Weber was pleased
with the accommodations. "We six O. sleep in a six bunk compartment, eat at officers mess and have mighty
good food. It was a little warm sleeping ... but not too bad." How could it be bad? He was on his way home.
30 Aug 45
"30 Aug. Major English, Group Gunnery Officer, is placed on special duty to Wing for 90 days. Lt Mattheson
leaves this office and becomes administrative officer at maintenance control."
"30 Aug: POW Mission #2 scheduled and briefed but takeoff cancelled as no 'chutes available. Crews not flying
packed 'chutes all evening."
Some distance south and east of Saipan, Don Weber awoke today to the rolling of the ship that was carrying him
toward home. He spent part of the day walking around the Bowdoin Victory. He learned that she was carrying
incendiary bombs back to Pearl Harbor and that it would take about eight days to get there. It was unclear
where the ship would go from there, so Weber wasn't sure if he would have to transfer to another means of
transportation to get to the West Coast. He then thought of his friend Bob Wool and the others still back on
Saipan and hoped that they would be leaving soon.
Eighteen hundred miles north of Saipan near Hamhung, Korea, the Queen crew weren't thinking about the West
Coast. They'd have been quite happy just getting back to Saipan. But it looked like that wasn't going to happen
for a while. This morning there were no guards around the building in which Queen and his men had stayed the
night, but when he and some of the other men started walking toward the plane, a Russian officer stopped them
and made clear by tapping the pistol on his hip that this was not allowed.
At about 0900 a truck carrying PW supplies came by to pick the men up and take them to the nearby PW camp.
A Russian captain was in the cab with the driver and an armed guard was in the back. The Americans climbed
aboard and after some time spent driving to various points in Hamhung, they arrived at the PW camp at about
1300. Here the supplies were unloaded and Queen and his group were reunited with the five men of the crew
already at the camp. The Americans were welcomed effusively by the British and Australians in the camp. The
only damper on the enthusiasm was that F/O Sherrill was still missing.
31 Aug 45
On this date the 500th Bomb Group flew its second POW supply mission, which was POW Mission #6 for the
20th Air Force. A total of 21 aircraft were sent to drop supplies to camps in Japan. The participating aircraft are
listed below with their target camps where known. The participating crews are unknown.
Z-10, "Punchin' Judy", Fukuoka #1

Z-2, "20th Century Limited", Mizuri
Z-7, Fukuoka #1
Z-11, "Lucky Eleven", Fukuoka #1
Z-12, Fukuoka #1
Z-15, "Fire Bug", Fukuoka #1
Z-23, "Ramblin Roscoe II", Fukuoka #1
Z-24, "Pride of the Yankees", Fukuoka #1
Z-33, "Slick Dick", Furogure
Z-35, "Pacific Queen", Fukuoka #17
Z-37, "Belle Ruth", Mizuri
Z-41, "My Pride and Joye", Furogure
Z-45, "Mustn't Touch", Fukuoka #17
Z-50, "Fancy Detail", Fukuoka #4
Z-55, "Janice E.", Mizuri
Z-58, "Marylyn Gay", Fukuoka #4
Z-5, "There'll Always Be A Christmas", Maisuri
Z-53, "The Ancient Mariner", Fukuoka #4
Z-43, "Ben's Raiders"
Z-48
Z-27, "The Cannuck", Fukuoka
Seven planes -- Z-7, Z-37, Z-41, Z-55, Z-5, Z-43 and Z-48 -- could not locate their targets and returned with their
supplies.
"31 Aug: Crews took off from 0100 on throughout the morning until 1100. All our crews returned safely. One
camp at Maizura [Maisuri?] not located so cargo brought back to base."
On this day the 882nd Squadron lost its commander, Lt Col Joseph F. "Toby" Brannock, although at the time it
was thought to be a temporary absence. A special B-29 flight had been arranged to fly from Saipan to Iwo Jima
to meet a B-17 which would be arriving in from Japan with newsreel footage of the landing of the first American
troops in Japan. The B-29 would then fly non-stop back to the States and then on to Washington, DC, to deliver
this special cargo to the Pentagon. Someone had chosen Brannock to command this flight.
The crew would be a composite representing every Group in the 73rd Wing plus Wing HQ, and the plane they
would fly was Z-16, 44-70101, of the 500th Bomb Group. There would be no need for gunners or a bombardier,
so none were taken, but the other six crew positions were doubled so that every man could have a relief on this
very long flight. Brannock probably selected the plane, and he must have been allowed a degree of latitude in
choosing the crew, because four other men of the 882nd were included. One of them was the Squadron Radar
Officer 1/Lt Norman Garrigus, who had arrived on Saipan with the Ground Echelon in September 1944 and
therefore had been there longer than any other of the flight crew. (Copy of orders for this flight attached. Note
Garrigus' name misspelled, but he was used to that. Also, the serial number of the B-29 is wrong; it should read
44-70101.) One of the pilots on this flight was Maj Charles Phillips, a veteran of the 498th Bomb Group, who
may have been selected because his wife back in the States was scheduled to give birth soon. Phillips had just
returned at 1700 from a long PW supply mission to Japan and was handed his copy of the orders as he climbed
out of the plane. He then had to rush over to Z-16's hardstand in the 500th Group area, where the rest of
the composite crew was waiting for him. Fortunately for Phillips, a friendly assistant squadron operations officer,
aware that time was critical, had already packed his bags and even managed to draw his pay for him on this
payday.
Z-16 took off this evening, arriving at Iwo about midnight. Now they just had to wait for the B-17 to arrive from
Japan with the newsreels.
Up at the WPBC on the north end of Saipan this evening, Willie Greene was feeling a little lonely. His buddies
Harry Ruch and Paul Grove had left today in a big shipment, but Greene's name was not on the list. Greene
noted somewhat woefully that there were only a few men left in the rotation pool.
Don Weber was now well on his way home on the SS Bowdoin Victory. Today he found out that the ship was
going to stop at Eniwetok before heading on to Pearl Harbor. He also learned that the ship had a crew of about
60 including the gun crew. He spent the day shooting the breeze with some of the other officers, then did some
calisthenics to keep in shape, and then laid out in the sun for a while to get a tan.
Far to the north in Korea, the Queen crew had a joyous moment this morning when their missing bombardier,
F/O Marion Sherrill, showed up at the PW camp near Hamhung. When the shouts and back-slapping had died
down, Sherrill told his story.
Like the other men who bailed out, Sherrill had been rescued from the water on the 29th by a Korean fishing
boat but had been brought to a different village about 30 miles away. There he had been taken in for the night
and treated kindly by a Korean doctor. The next day at about 1730 he and the doctor managed to get on a
Russian troop train going to Hamhung. However, the presence of a lone American raised suspicions, and at the
station in Hamhung he was taken aside for interrogation. The Russian questioners did not appear to know about
the B-29 incident of the day before, and Sherrill was reluctant to provide too much detail, not wanting to say that
Russians shot them down. Finally, the Russians told Sherrill that he must wait overnight and take the next train
to Seoul, which was in the American occupation zone. They then assigned a guard to stay with him and his
friend the Korean doctor.
But Sherrill did not want to go to Seoul. He wanted to go to the airfield and try to find the rest of his crew. So he
and the good doctor, presumably with the guard in tow, went to the local Communist Party Headquarters to see if
they knew anything about the whereabouts of his crew. The officials there did know about the B-29 but
erroneously told Sherrill that the crew was staying at a hotel in town. Eventually, Sherrill was taken to see Col
Barteslav, the airfield commander, with his interpreter Maj Kruglov, and General of Aviation Prebeaugewiski
[Preobrazhensky?], who all seemed very happy to see him.
By this time it was the morning of the 31st. The general told Sherrill he would be taken to the PW camp to his
crew, but he first invited the American flyer to breakfast. While eating, Sherrill noticed a K-20 camera in the room
with "500th Bomb Group" clearly stenciled on it. He asked the general if it was from the B-29. The Russian lied
and said it had come from lend-lease. Sherrill did not pursue the matter, but after breakfast he asked to be
allowed to enter the B-29, which was still on the runway. The Russians seemed reluctant, but finally Maj Kruglov
took him out to the plane. Once inside, Sherrill could see that everything he had left behind was gone. He
asked Kruglov about his belongings but got no answer. Eventually, some of the bombing equipment was
returned, but Sherrill never did get back his winter flying jacket or stop watch. Sherrill also discovered that in the
radar compartment "they had tore [sic] open every life raft and emergency kit." In addition, the Russians were
still, two days later, draining fuel from the plane.
When finished in the plane, Sherrill returned to the headquarters building and Gen Prebeaugewiski and Col
Barteslav took him in an old Japanese car to the PW camp, where they arrived at about 1030.
At this time the Russian general had a long talk with Lt Queen, apologizing for the shootdown and offering to do
anything to help. He was even willing to fly the crew to Vladivostok, where there was an American embassy.
Most importantly, he finally gave Queen permission to use the radio in the plane to contact Saipan. The
general promised that a truck would come in the morning to take the Americans to the airfield.
Things were looking up for the Queen crew.
1 Sep 45
"1 Sept. 1945 Lt Armstrong in Z-38 flies weather recon to Osaka."
Airplane mechanic George Hughes of the 881st Squadron wrote his parents today:
"Sept. 1, 1945
Dear Mother & Dad,
I received your letter of the 20th of August and also an old letter from July on the same day. I got a couple of
Journals yesterday. The mail will probably be slow for a while until things get straightened around in Japan. I
imagine most of the cargo planes are being used to carry prisoners out of Japan.
I don't imagine that they will stop censoring until a while after V-J Day.
We haven't been told anything about the future. The planes have been flying supplies up to the P.W. camps in
Japan. I guess the prisoners are happy to get a decent meal.
The fellows with 85 points are getting ready to leave and also the men over 38 years old. The majority of the
outfit is just waiting to see what will happen. It would be wonderful if I can be home this year. Now that the war
is over I don't see any need for an outfit like ours to stay over here. Of course you can never tell what is going to
happen in the Army.
... There isn't much to go on yet but rumors.
Love
George"
Up at the WPBC (Western Pacific Base Command) at the north end of the island, Willie Greene, formerly of the
882nd Bomb Squadron, had a personal goal today, and he was working hard at it. "Sitting around trying to miss
K.P. and other details."
On Iwo Jima, Toby Brannock and his composite crew in Z-16 did not have to wait long for the B-17 coming from
Japan with newsreels of the landing of the first American troops in Japan. It arriived shortly after daybreak. The
cans of film were quickly transferred to the B-29, along with an additional precious and poignant cargo -- the first
bags of mail from recently liberated American prisoners of war. Then, filled to the brim with fuel, including extra
bomb bay tanks, Z-16 took off for North America at about 0700, taking the Great Circle Route across the North
Pacific, a distance of about 5,000 miles. If all went well, they should see Vancouver Island below in less than 24
hours. As it turned out, they did not get the tail winds they had hoped for, but they still set down in Spokane,
Washington, in early afternoon of the following day, which due to crossing the International Date Line and
gaining a day was still 1 September. Their recorded distance and time from Iwo Jima were 5,490 miles in 23
hours and 33 minutes, nearly all of it over water. After a few hours layover for refueling, a good meal and phone
calls home, the crew were back on the plane and in the air that same evening. Next stop -- Washington, DC.
On the other side of the world in Korea, the Queen crew had a much shorter distance to travel today. A Russian
truck showed up at the PW camp this morning as promised and took Queen, Campbell, Grant, Strilky and
possibly others of the crew to the plane at the airfield. After getting the putt-putt started and repairing shorts in
the wiring, the men were finally able to power up the radio and contact Saipan. After being informed of the
crew's situation, Saipan told them that a C-46 would be sent with spare parts and a team to repair the plane and
pick them up. Estimated date of arrival was 4 September.
The Russians offered to let the American crew stay at the airfield, but they preferred to stay at the POW camp,
where they were getting along famously with the Brits and Aussies.
2 Sep 45
On this day the formal surrender of Japan took place on board the battleship USS Missouri in Tokyo Bay. A
mass flyover of B-29's was part of the ceremony but strangely there is no mention of this in any of the 500th
Bomb Group documents.
On Saipan on this day the 500th Bomb Group sent eight aircraft to drop PW supplies as part of POWM #7. All
missions today were to Japan. The participating planes and their target camps were as follows:
Z-49, "Fourth Marine Division", Yokkaichi

Z-46, [Camp] #292
Z-27, "The Cannuck", Himeji
Z-23, "Ramblin Roscoe II", [Camp] #285
Z-15, "Fire Bug", [Camp] #284
Z-19, "Sharon Sue", [Camp] #285
Z-33, "Slick Dick", Himeji
Z-50, "Fancy Detail", Himeji
Only one crew is known. Lt Col Freeman Parsons, Group Operations Officer, flew Z-15 with a crew made up
mostly of staff officers, including Assistant Group Operations Officer Maj Richard Hale, Group Flight Engineer
Capt Arthur Rand and 881st Squadron Navigator.Lt Norman Ek
All planes located their assigned camps and dropped successfully.
Ten time zones away, Z-16 with Lt Col Brannock and his composite crew from Saipan landed at Washington
National Airport at about 0600. It was the Sunday of Labor Day weekend and no government offices were open,
so the exhausted men found a hotel downtown and collapsed into bed for a good, long sleep. For most of them,
it was the first real bed they had slept in in a long, long time.
3 Sep 45
"3 Sept. Capt Rand, [Group] Flight Engineer and Capt Hopper, [Group] Navigator placed on special duty to
Wing for 30 days. Lt Ek, 881 Navigator, is acting Group Navigator and Lt Porter, 881st, acting [Group] Flight
Engineer."
Up at the WPBC rotation pool on Saipan, Willie Greene was spending most of his days playing bridge. He noted
that there were only eight men left there in Company C.
Far away in Washington, DC, Lt Col Brannock and his crew delivered their cargo of newsreels and mail to the
Officer of the Day at the Pentagon, which was deserted on this first peacetime Labor Day in four years. Then
they went out to find a good restaurant, after which they slept some more.
A couple of days later Brannock and his men would meet Lt Gen Ira Eaker, Deputy Commander of the Army Air
Forces. Eaker thanked them for delivering their cargo so expeditiously, then asked if there was anything he
could do for the men. Brannock seized the opportunity. He asked if Eaker could change their orders so that
they would not have to report back to Saipan. Eaker smiled and ordered an aide to have it done. So the twelve
men received new orders to report to military installations near their homes, where they were given leaves. They
had seen the last of Saipan, and the 882nd Bomb Squadron had lost its commander.
4 Sep 45
"4 Sept. At 0200K this morning 8 A/C were dispatched on POWM #8. Pfc. Johnson, a clerk of this office, went
in Z-11."
At Hamhung, Korea, the Queen crew had been in daily contact via the radio in their damaged B-29 with their
headquarters at Saipan since 1 Sep. Today was the day the C-46 with repair parts was supposed to show up,
so the whole crew went out to the field from the PW camp where they had been staying. However, when they
contacted Saipan, they learned that the flight had been delayed and was rescheduled for the 6th, weather
permitting.
5 Sep 45
"5 Sept. This Group dispatched 9 A/C to China, POWM 9. Two A/C drop supplies in Japan in accordance with
POWM 11.
Lt Armstrong in Z-38 flies weather recon to northern Honshu."
6 Sep 45
"6 Sept. Lt Sales of the 883rd Squadron appointed Group Gunnery Officer in the absence of Major English.
Capt Oswald is appointed Group Operations Officer during absence of Col Parsons. Z-1 departed for California
on a flight to obtain athletic equipment. Numbered among the crew were Lt Col McDowell, PC [Plane
Commander], Lt Col Parsons, P [Pilot], and Capt Hopper, N [Navigator]. This trip will take approximately 12
days."
These days the thoughts of airplane mechanic George Hughes of the 881st were focused almost entirely on
getting home. Today he passed on the latest information on this subject to his parents:
"Dear Mother & Dad,
The censorship has finally been lifted. It doesn't make an awful lot of difference, yet.
Our Group C.O. told us last night that we could expect to be in the States by Christmas. Nothing is definite as
yet but it is expected that we will be off the island by the 15th of November or sooner. If we have everything
ready and transportation is available we may leave sooner. This is the only news we have yet but it is very
encouraging. Up till now we haven't had anything but rumors.
I do not know whether we will go to the East or West Coast....
There is lots of work to be done yet. The planes are still flying supplies to Japan and until this stops we can't
really buckle down to packing.
I am stopping my allotment this month. Sept. will be the last month it will be taken out. I will lose 20% in pay
when I get back in the States. I am perfectly willing to lose my overseas pay as soon as possible.
The cold will probably hit an all time low when I get home. After all this heat I will probably mind it quite a bit. ... I
expect quite a different Christmas this year. It won't be 100 degrees F. in the shade anyway. ...
Love
George"
At the WPBC rotation pool on northern Saipan, Willie Greene continued to pass the days by playing bridge.
In Hamhung, Korea, it rained all day and the C-46 from Saipan failed to show up. Saipan told the Queen crew to
call again tomorrow.
7 Sep 45
"7 Sept. POWM #14: 11 A/C to Higashi-Misone [sp?], Kyushu. 1 A/C to Sendai, Honshu."
In Hamhung, Korea, the stranded Queen crew was informed today by Saipan that they were in the process of
clearing a plane through MacArthur's headquarters. Check again tomorrow.
8 Sep 45
"8 Sept. POWM #15: 7 A/C to Oita Area, Kyushu."
The POW camp near Hamhung, Korea, where the Queen crew of the 882nd Squadron was staying must have
begun running low on supplies and put out a call for help, because today the crew was informed by Saipan that if
the weather cooperated two planes would be over tomorrow to drop supplies. Also today the Russians chipped
in by delivering some "Japanese crackers, flour and canned sardines."
9 Sep 45
"9 Sept. POWM #16: 2 A/C to Korea and 1 A/C Sendai Area, Honshu.
Lt Armstrong flying Z-38 flies weather recon to Japan."
Those two planes sent to Korea must have been the same ones that showed up today over Hamhung and
dropped supplies for the Queen crew and the British and Australian POW's in the camp there.
Airplane mechanic George Hughes of the 881st Squadron wrote his parents today. With no more censorship he
could tell them more about his duties and life on Saipan:
"Sept. 9, 1945
Dear Mother & Dad,
... One of the boys claims he heard Gen. O'Donnell tell our Group C.O. that we would leave around Oct. 16.
That is the most popular rumor here. I hope that it doesn't take as long to make it home as it did to come over.
We left the States on the 13th of August and never got off the boat until Sept 19th. I knew every inch of that little
scow. It shouldn't take over 15 days to get back.
We are still working on the line although it is rumored that some of the planes will be leaving soon. We have
eight cylinders to change so I have a couple of days work ahead of me. A cylinder change is plenty tough on the
hands.
We have been eating good the past few days. Some of the stuff intended for the prisoners of war came back in
the planes so it was given to us. We got a lot of canned goods, candy, gum, cigarettes and such stuff. We warm
up soup between meals for on the line. I have eaten more soup in the past three days than I ever ate in my life.
I have a couple cases of chicken soup that is very good.
Colonel King our former Group Commander has been rescued from Japan. He made a speech at the theater
two nights ago. You can really get the low down from some one that has survived from being captured. He was
kept in solitary confinement from Dec 3 when he was shot down until April. He went from 195 to 126 lbs. [Photo
attached of a visibly thin Col King after his return to Saipan.]
The B-29 men [as prisoners] got half ration on food. Out of 1100 captured by the Japs only 150 men are
accounted for. King was shot down in my first ship. [That would be Z-1, "The Rosalia Rocket".] ...
Love
George"
10 Sep 45
Throughout this period, the 500th Bomb Group continued to participate in PW supply missions. The unit history
provides a good summary of what it took to prepare for these missions:
"An important contribution made by Armament and Ordnance was the packing and loading [of] aircraft for supply
missions. Ordnance transported the supplies from the Quartermaster Warehouse to the hardstands. The
Service Center provided containers, steel barrels with the ends removed and welded together in pairs to form
one long container, each with welded lugs for attaching to the bomb shackle. Armament packed these
containers with foodstuffs on the hardstands and loaded them on the bomb racks with 'chutes attached. Also
included in the load were mattress covers filled with clothing and bound with metal tape and special canvas kit
filled with medical supplies. The total load was four double barrels, twelve singles, six bundles of clothing and
one medical kit.
"In the middle of the supply mission phase a revision on loading was decided on and fifteen aircraft, already
loaded with barrels, were unloaded. Platforms, also built by the Service Center, were installed in the bomb bays,
attached to the shackles, and supplies loaded on them. Clothing supplies had been discontinued and five cases
of 10 in 1 rations were bound together with steel tape and attached to the 18 foot cargo chute. This type of
loading was considered considerably more successful as a larger load could be carried and less parachute
malfunctions were observed. The platform also had a 'chute attached to prevent possible damage to personnel
from a free fall. Maintenance requirements from these missions were largely damaged center sections, radar
domes from the barrels, and small holes and dents in the under part of the fuselage caused by static lines."
11 Sep 45
"11 Sept. Lt. Norman Ek, 881st Squadron, placed on special duty with this office as Group Navigator in the
absence of Capt Hopper. Lt. Raymond Porter, 881st Squadron, placed on special duty with this office as Group
Flight Engineer during absence of Capt Rand."
Near Hamhung, Korea, this morning, the Queen crew made their daily call to Saipan and were told there was no
further information about when the C-46 would arrive. So the crew went back to the PW camp where they were
staying, thinking they would have to wait another day. However, that afternoon what appeared to be a C-46 was
spotted overhead, and later the crew of the C-46 came over to the camp. A Col Martin from Guam was in
charge. The Colonel had already examined Z-28 and determined that it was not worth repairing. Instead, they
would remove all critical items and leave the rest to the Russians. But it was too late in the day to start stripping
the plane now.
12 Sep 45
"12 Sept. POWM #18: 3 A/C to Sendai, Honshu, and 1 A/C to Hakodate, Hokkaido."
Airplane mechanic George Hughes of the 881st Squadron wrote his parents today. His mind was still mostly on
going home.
"Sept. 12, 1945
Dear Mother & Dad,

... There isn't much new on going home although we have turned in some more equipment. They also took our
sizes for winter clothing. ...
We got a bunch of new men in for replacements yesterday. There was[n't] enough to replace very many but it is
a good sign. I don't believe we will be doing much more flying from here after this month. The latest rumors
have us in the States by Armistice Day. I doubt if it will be that soon but I believe it will be before Thanksgiving.
I had to work all last night to finish up the plane for this morning. They are still flying supplies to Japan. ...
Love
George"
13 Sep 45
"13 Sept. Z-38, Lt Armstrong pilot, flies WRM [Weather Reconnaissance Mission] to Japan."
Up at the WPBC (Western Pacific Base Command) on northern Saipan, Willie Greene, formerly of the 882nd
Squadron, was "still in this pool waiting to be shipped out."
And up in Korea, the Queen crew and the men who had arrived in the C-46 with Col Martin spent today stripping
Z-28 of all salvageable equipment. "All flight instruments, gun sights, radio, radar, bomb sights, APP [?], AFCE
[Automatic Flight Control Equipment], and various other equipment was removed from the B-29 and loaded onto
the C-46." The stripped-out hulk was left to the Russians. The plan had been to leave late today but the
weather closed in, so Col Martin decided to wait until tomorrow. The Queen crew would have to spend one more
night in Hamhung.
14 Sep 45
"14 Sept. POWM #20: 5 A/C to Fukuoka, Kyushu, Japan.

Lt Armstrong, Z-38, on WRM [Weather Reconnaissance Mission] to Japan."
This morning, after 16 days in Russian-occupied Korea, the Queen crew was finally ready to leave Hamhung in
the C-46 which had come from Guam. Before the Americans took off, the Russians returned most of the items
they had taken from Z-28 in the first days after it crash landed. According to 1/Lt Queen, "they gave us back two
clocks, navigator's kit (minus watches), form 1 and 1A, [airplane commander's] handbook, engineer's brief case,
G-file and flight control manual. The Bombardier did not get his brief case back, neither did we get the K-20
camera." Also, some of the crew did not get back personal items such as flying jackets and knives. Ring gunner
S/Sgt Rinaldo philosophically chalked that up to Russian souvenir hunters.
Then they took off. But they weren't headed back to Saipan quite yet. The plane flew only 150 miles and landed
in Seoul (Keijo), which was in the American occupation zone. There 1/Lt Queen was interviewed by Col Cecil
Nist, G-2 of the Army's XXIV Corps. The crew were also interviewed by some American war correspondents
they ran into in one of the hotels in the city. Later, Capt Campbell, the 882nd Squadron Flight Engineer and one
of the passengers on Z-28, regretted speaking with the newsmen. "We told them our story, but realized later that
we should have waited until an official report had been made of the incident."
Then they encountered one of those petty bureaucrats which abound in the military, a lieutenant who was in
charge of liberated prisoners of war and who insisted that the members of the Queen crew fell under his
purview. They tried to explain their situation but it didn't do any good, and they had to fill out several forms
before they could get away. The crew spent the night in Seoul.
15 Sep 45
"15 Sept. Weather recon missions finished."
In a letter to his parents today, airplane mechanic George Hughes of the 881st Squadron explained the
situation on Saipan:
"We have been busy the past couple days. They have finally quit operations. We are now getting the planes in
condition to fly back. We have three engine changes due to the fact that they have so much time on them. They
want nothing but new or nearly new engines to fly back with.
"They are preparing a list of names now to go back with the planes. This would get me in the States much
quicker but the catch is you have to stay with the plane while they put on air shows around the country. As yet I
don't know if I will fly back or not. Either way I will have a furlough by Christmas time I believe. ... When I learn
what way I will travel I will let you know."
This morning the Queen crew of the 882nd departed Seoul and flew to Kanoya, Kyushu, Japan, where they
overnighted. At this location most of the B-29 parts they had taken off Z-28 were unloaded from the C-46.
16 Sep 45
In the WPBC rotation pool on the north end of Saipan, Willie Greene was still waiting for transportation home.
He'd been there 19 days now. Among other activities, he calculated his separation points. He already had 66,
and he expected to pick up 15 more from another Air Medal and two battle stars that he had coming. That would
give him 81, which was enough to get out. "Oh, boy!!" he thought.
Today the C-46 with the Queen crew left Kanoya, Japan, flew to Iwo Jima, and then on to Saipan, arriving at
2030. It was a relief to be back. They'd left 19 days ago and had had more of an adventure than they'd ever
expected. There remained only the task of giving statements to the 882nd Squadron S-2, which they would do
over the next few days.
17 Sep 45
"17 Sept. 8 A/C on flight to Guam to pick up supply parachutes.

MAJ HALE: is relieved of duty as Asst S-3 and transferred to 882nd Squadron.
MAJ BRADEN: 883rd Squadron, assigned Group Operations Officer.
CAPT OSWALD: becomes assistant Operations Officer.
LT COL PARSONS: relieved from duty as Group S-3 and will assume and will assume command of 882nd
Squadron upon return from California.
SGT QUINN: leaves for U.S.A. on emergency furlough."
18 Sep 45
As the 500th Bomb Group began to close down operations on Saipan, the command wisely required most
section heads to write histories of their sections. One of the best of these accounts was written by Group RCM
Officer 1/Lt Milton O. Pack. It is reproduced below.
RCM HISTORY OF THE 500th BOMB GROUP
The RCM [Radar Countermeasures] history of the 500th Bomb Group actually started on the first of March
1944 when four RCM Observers ([MOS] 7888) reported to Walker AAF. These observers were Lieutenants
Norman F. Garrigus, Burton L. Wilner, Robert E. Holmes, and Milton O. Pack. Each of them had received
thorough training preparing him for the job to be done. This training consisted of courses of instruction for
communications cadets, radar maintenance officers, and RCM observers.
They arrived just in time to take over the work of the observers of the 462 Bomb Group, who had been
relieved of duty, in preparation for overseas shipment. This work later proved to be of immense value as it was
the only contact the observers had with RCM equipment during the remainder of their stay in the States.
The "fly-away" planes of the 462 Bomb Group had just arrived at Walker AAF and they had no RCM
equipment installed. The equipment, however, was lying crated in the radar building and had to be installed
before the planes left the field. The equipment to be installed consisted of shock-proof mounts, pressure cans
for RCM antennae, antennae, transmitters and receivers. The observers and the few enlisted men that were
available set to work and the job was completed before the planes left the field for their overseas trip. Months
later, word was received from the 462 Group observers expressing thanks for the good work that had been done.
After that phase of work had been completed, the observers set to work studying the circuits and operations
of the radar set that was to be used by the 500th Group -- the AN/APQ-13. Word had arrived that the radar
operators would be enlisted men, who had had no previous training in the operation of a set similar to the
AN/APQ-13, and the observers realized that the flight training and a good part of the ground training of these
men would fall on their shoulders.
In order to prepare themselves for this job, all available time was spent in studying. This was no easy task,
because all of the work had to be accomplished alone -- none of the radar maintenance officers had any spare
time to assist them. At last, just about the time that the radar operators arrived, the observers realized that they
were ready to undertake the job.
It will not be necessary at this time to go into the difficulties that were experienced in training the radar
operators. They were, however, numerous; lack of ground equipment, lack of flight equipment, lack of sufficient
flight instructors, even resistance on the part of some of the Group personnel to realize the importance of radar
training for the "strike team" -- radar operator and navigator. In spite of this, the training was accomplished and
the Group left for its overseas base -- with the fingers of some of the personnel crossed for luck.
Once in the theatre, the main job of the RCM section was no longer radar, but RCM. For the first time the
observers realized how little they knew about the job to be done. It is doubtful whether, during the first months of
operation, any one had a concrete idea of what the Wing RCM policy was -- if there was any at all.
First of all, it was realized that the Wing would have to start from scratch in their operation against the
enemy. This if nothing else was a blast at the RCM program of the Army Air Forces. RCM personnel, both army
and navy, had been operating in the Pacific areas for quite some time, but still there was no liaison between
those organizations and the 73rd Wing. It would have been of invaluable aid to the Wing to have received
information about the then known Japanese equipment. But none was forthcoming and the information was
gotten the hard way.
RCM stands for Radar Counter Measures -- but before one can take counter measures, one must know
something about the "thing" that the measures are to be taken against. In other words, not a damn thing was
known about the Jap radar set-up and it was the job of the RCM observers to find out what that set-up was. The
only way to do that was to fly observers in strike aircraft with radar intercept equipment, to search the spectrum
of radar frequencies.
The intelligence that can be gotten from intercept equipment is very limited -- however, that limited
information can be invaluable in determining the enemy's radar defense system. The following information can
be gotten from intercept equipment:
1. The presence of an enemy radar set within "line of sight" of the intercept plane.
2. Whether the enemy radar set is searching or locked on the plane that the observer is in.
3. If searching, the rate of sweep can be determined and the beam width of the radar set can be estimated.
4. The exact frequency of the radar set can be determined.
5. The pulse repetition frequency -- PRF -- can be determined.
6. The pulse width -- PW -- of the radar set can be determined.
7. It can be determined whether the enemy radar transmitter is lobe switched.
With this in view, each Group sent an RCM observer on all missions, to determine the enemy radar defense
set-up. At first, operation of the intercept equipment was started at take off and all signals were logged, once out
of radar range of Saipan. Since Iwo Jima was not in our possession at the time, all intercepts were from enemy
radars, with the exception of friendly naval radar signals.
The early logs of radar intercepts were prolific with entries. It was not exceptional for an observer to return
with more than fifty entries. At that time, accuracy of PW and PRF was not too important, however, the more
frequencies that were logged, the better. Intercepts were broken down into those logged enroute and those
logged in the target area.
After the first month of operations, the intercepts that [had] been gotten began to follow a definite pattern. 1.
Intercepts seemed to fall in the following groups of frequencies: 37mc, 60mc, 70mc, 90mc, 120mc, 150mc, and
200 mc. 2. PRF's were mainly centered about 500 pps. However, some exceptional ones went as high as
2000-3000. 3. Pulse Widths were either around 30-50 usec. or 5-10 usec.
In addition to the information about the radar signals, it was determined that the planes were being picked up
by early warning radars on Iwo Jima and were being tracked by other radars in the Nanpo Shoto chain of
islands. Thus the enemy had plenty of warning that raids were in progress.
It was suggested at the time that the missions be planned so that the planes fly out of radar range of those
islands, but it was decided that the benefit derived from these islands as aids to navigation greatly outweighed
the disadvantage of the planes being tracked by the enemy radars.
With the knowledge of the characteristics of typical early warning and gun laying radars, and with the aid of
additional intelligence reports that were beginning to trickle in through channels, it was possible to determine
whether intercepts were from early warning or gun laying radars. This was of great assistance to the later
search missions of the Wing. It was possible to break down the RCM search and assign special jobs to different
observers flying the same mission.
Despite the fact that it was known that the enemy had gun laying radar, it was the Wing policy not to use
jamming transmitters against them. There were two main reasons for this decison. First, it was decided that the
enemy GL radars were not good enough to give accurate results against the high altitude raids that we were
flying. Second, the Wing did not want to tip its hand and show that it had transmitters that covered the Jap GL
radars.
From 24 November until 7 April the RCM operations of the Group remained the same -- RCM search on each
strike -- with the exception of the five low altitude fire raids during March. On these raids, each plane was
equipped with as much "Rope" RR-3/U [long strips of aluminum foil] as was available at the time. The crews
were briefed to drop the rope as a countermeasure against SLC [searchlight control] radars.
The method of dropping the rope was to be 3 packages every ten seconds, the rope to be dispensed through
the camera hatch [in the rear unpressurized section]. The best time for dropping the rope is before the
searchlight beam catches the plane. Once the plane is caught, it is possible to track the plane visually and the
rope has no effect.
After each of the five raids, it was agreed that the rope had been effective as a countermeasure. Crews
reported that the lights had been diverted from detecting their planes and others reported that the rope had been
effective even after their planes were tracked by the lights. This was very encouraging, but it was wondered how
long that simple method would be capable of fooling the enemy.
During this period, recording equipment had been received in the Group and recordings of VHF transmitters
and interphone conversation in the target areas were made. In addition, some recordings of suspected fighter
control communications channels were made. These recordings were submitted to higher echelons [because
the 500th had no Japanese linguists].
Jamming transmitters were first used against the enemy on the medium altitude daylight mission on 7 April.
This was the first medium altitude daylight raid for the Wing and it was decided that it would be necessary to use
the jammers to protect the formations from radar controlled AA guns.
Very little time was allowed for getting the transmitters out of storage and tuned to predetermined
frequencies. However, sufficient transmitters were prepared so that each combat squadron had a complete
barrage coverage between the frequencies 190-210 mc. From previous search missions, it had been learned
that the majority of the enemy GL radar lay between 190-210 mc.
Unfortunately, none of the Group observers flew on this mission and it was impossible to determine the
completeness of the barrage. However, from later analysis it was believed that the barrage was quite complete.
It is doubtful, however, that our jamming had any effect that day, as visibility was unlimited and visual gunsighting
was possible.
The use of RR-3/U had been SOP since the first night fire raids, but the jammers were not used again until
after the two night fire raids on Tokyo on 25 and 27 May. On these missions the losses of the Bomber Command
were excessively high and it was decided to use a maximum number of jamming transmitters on all future
missions.
In the opinion of the writer, it would be practically impossible at this time to evaluate the effect that our
jamming has had on the enemy searchlight defense, and radar controlled gun laying systems, for the simple
reason that it is not known to what extent the Japs relied on the information they received from their radar for
SLC and GL.
It is known that Jap GL and SLC radars are of early design, being copied from captured Allied equipment.
The sets that were copied were of the earliest type GL and SLC radar and were not very accurate. The enemy
must have realized this fact and made allowances for it. The question is -- did they use their SLC and SL radar
extensively in their defense system?
If they did use their radars extensively, it is safe to assume that our countermeasures program was
successful. This statement is based on observations by RCM observers, who are the only personnel that can
compare the signals received, both before and after the jamming program was started.
Three facts are outstanding in their importance for indicating the effectiveness of our jamming.
1. Many signals, when spot-jammed by RCM observers were noted to go off the air completely, or shift in
frequency. This most definitely indicates that the jamming was effective.
2. Before the jamming program started, as many as 10-15 GL and SLC signals could be found in any of the
important city areas. After the jamming program started, there was a noted decrease in the number of gun
laying signals.
3. Before the jamming program started, the majority of the SLC and GL signals lay in the 200 mc band and
extremely few lay in the 75 mc band. It is a significant fact that there were only two jammers per Group that
could cover the 75 mc band and there were 60 jammers that could cover the 200 mc band. In other words, the
enemy must have noted the comparative absence of jamming in the 75 mc band and placed more emphasis on
the radar sets in that band.
If the enemy did not make extensive use of their GL and SLC radar sets, it cannot be attempted to even
guess how much effect was had on his defense system. There are indications that many searchlights and guns
were not radar controlled. This is evidenced by the accuracy of some of the searchlights despite the extensive
use of rope and electronic jammers.
Towards the end of our operations, another tactical usage of RR-3/U rope was attempted. On one mission
two of the planes in the Wing flew a rectangular course around the approach from the IP to the target, sowing
rope on one of the legs. It was thought that the rope dropped by the orbiting planes would shield the
approaching strike planes. This procedure was thought successful by observers accompanying the mission.
The end of the war caught the Wing in a period of expansion as far as RCM operations was concerned.
Seven enlisted men had been given instruction as spot-jammers and extensive use would have been made of
them on future missions. In addition, each Group was outfitting one plane as a "Guardian Angel" to carry as
many as fifteen jamming transmitters and to orbit the target area. New equipment was coming in in ever
increasing numbers and it was expected that they would be put to use in the near future.
The 500th Bomb Group was fortunate in that none of the original RCM observers were lost due to enemy
action. In fact it was the only Group in the Wing to be that fortunate. Of the original observers, Lieut. Robert E.
Holmes was transferred to Wing, Lieut. Burton L. Wilner finished his tour of 35 missions, Lieut. Norman F.
Garrigus completed 33 missions, and Lieut. Milton O. Pack completed 26 missions.
As a final recommendation, it would be of immense value in evaluating the effectiveness of the RCM program
of the 20th Air Force if evaluation teams were sent up to Japan to get the information from the Jap radar
personnel. No amount of theorizing or guesswork on the part of armchair RCM personnel will unveil the true
effectiveness, or ineffectiveness as the case may be, of the countermeasures that were used -- only first hand
information from Jap radar personnel will reveal the true nature of that effectiveness.
MILTON O. PACK,
1st Lieut., Air Corps,
RCM Officer
19 Sep 45
Today, after 22 long days in the rotation pool at the Western Pacific Base Command, Willie Greene finally
shipped out. Coincidentally, the ship his group was placed on was the SS Alcoa Patriot, probably a sister ship of
the SS Alcoa Polaris, which had brought the ground echelon of the 500th Bomb Group to Saipan exactly a year
ago today.
20 Sep 45
Today was Willie Greene's first full day at sea on his way home to the States. He wasn't too happy with the
accommodations on the SS Alcoa Patriot. The bunks were too short for his lanky frame, it was hot in the
compartment, and the food was terrible. Also, the ship was not moving as fast as he would like. Other than that,
things were fine.
21 Sep 45
Another of the useful section histories written during the winding down period on Saipan was that of the
Intelligence Section, authored by Group S-2 Capt John R. Smolenski. He titled it "An Evaluation of the Work of
Intelligence with the 500th Bombardment Group." Here are excerpts from this eleven-page-long document:
"... The physical set-up for each Group and Squadron Intelligence Section within the 73rd Wing was
substantially the same. Each Group was provided with a large double Quonset briefing room, capable of
seating about 45 full B-29 crews. In the rear of the briefing building was the Group Intelligence Office, which
although crowded to some extent, was better than anything provided by any training base in the United States.
This Briefing building was not ready to occupy when the first missions were run, but rather two single story
Quonset huts were placed end to end, and this was used to brief and carry on Intelligence work, during the early
missions. Each Squadron was eventually provided with a Quonset hut which served as both a Squadron briefing
room and a Squadron Intelligence Office.
All major strikes were briefed in the group Briefing room, whereas all Weather Reconnaissance missions,
Radar Scope missions, Leaflet bombing missions, and all other single ship missions were briefed in the
Squadron briefing room. ...
One of the most important duties of Intelligence was the briefing of the crews, and simultaneously, the
preparation of the folders which were to be taken by the various crew members on the mission. At first, when
the 73rd Wing was assigned nine Primary targets that it was to concentrate on, each Intelligence Officer was
assigned one of the targets. It was thought that with each officer devoting his time to that one target, more
information and better presented information could be given to the crews. This did not prove to be the case,
inasmuch as all of the Intelligence Officers were not equal in speaking ability, and thus some of the Intelligence
briefings were below par where others were exceptional. It was therefore decided to assign two officers, best in
the public speaking arts, to do all the intelligence briefings, and this worked out very well as evidenced by the
letter of commendation this Section received from the Commanding General of the 73rd Bombardment Wing. As
for the preparation of folders for certain crew members, each group was allowed a certain amount of freedom in
its arrangement of the material in the folders, so long as certain Wing minimum requirements were fulfilled.
Each bombardier, navigator, and radar operator received a folder with that material necessary to do his job
better. Due to a shortage of the standard black target folders, with the transparent plexiglass pages, the radar
operators' folders were only large manila folders. However, when Radar Bombing reached the peak of
importance in the night incendiary raids against Japanese cities, the standard black target folders were provided
by robbing the navigators of their folders. Folders were prepared on a production line basis. The Group
Intelligence Officer made up sample folders for the Bombardier, Navigator, and Radar operator, and these would
be reproduced by the enlisted personnel in the section. Although it was the desired policy of the Intelligence
section to pass the folders out before the briefing, so that crew members could refer to the folders during the
briefing, this was not always accomplished. The short notice received from Wing on a forthcoming mission was
never more than 24 hours and often less than that time, and thus on many occasions the folders were still being
prepared while the briefing was in progress and not distributed until the briefing was over.
One of the essentials in the target folders was a map showing in grease pencil the overall route of the
mission, from landfall to I.P. to Target, and to land's end. When this was left out many of the crew members
complained, and therefore it was made a must. ... The Lithomosaics, vertical photographs of the target provided
by XXI Bomber Command and XX Air Force, proved very valuable in the folders.
Briefings were carried out in accordance with the Group Commander's policy, which was to make each
person taking part in the briefing to have definitely in mind what he was going to say, to cut out any irrelevant
information, and to speak loudly and clearly in an erect manner. Crewmen were seated by crews in the Briefing
Room, and were called to attention when the Group Commander arrived. The Group Commander opened the
briefing, followed by the Operations Officer, the Intelligence Officer, and then the Weather Officer. This was the
procedure during the latter part of operations, however the Medical Officer, Group Bombardier, and Group
Navigator also participated during the early briefings. The latter were then omitted from the General Briefing and
handled their subjects only during the Specialized Briefings. At the peak of operations the General Briefing
never took more than 30 minutes, and on the average took about 25 minutes.
The second big job of Intelligence was the interrogation of the crews and the preparing of reports for higher
headquarters. Interrogations were made in individual booths, separated by large canvas partitions, and this
separation cut down the confusion and speeded up the quality and quantity of the interrogations considerably.
Before proceeding to the designated booth, each crew would report to the Flash News Desk, where a rated
Officer handled Flash News. After the general interrogation, the crew members concerned would report to the
specialized Interrogations located [in] the Group Operations building. One of the problems of interrogation
during the early days of operations, when fighter opposition was extremely heavy, was trying to get all the fighter
opposition information required by higher headquarters, and still keep the overall length of the interrogation down
to a minimum. One attempt to handle this problem was to get just the overall fighter opposition picture at the
general interrogation and then on the following day get the gunners together again for a more detailed
interrogation on fighter opposition, but this was not too satisfactory. The problem was solved by the enemy itself
only when fighter opposition decreased to such a point that it was only necessary to write "None" on the fighter
opposition sheets.
For fighters destroyed, probably destroyed, or damaged, a card file index was set up showing just how each
gunner stood. [I would love to get my hands on those card files, but I fear that at some point they went out with
the trash.] At first, each Group passed on its own claims of enemy aircraft, but later the Wing A-2 Section set up
a procedure whereby a Wing Claim Committee was set up and this committee passed on its own claims by
studying the combat claim forms filled out by each gunner who made a claim. From the morale standpoint,
keeping a record of each gunner's claims proved very valuable, for later awards public notice were given ace
gunners [sic]. ...
Intelligence training of the combat crewmen was sadly neglected during the first phase of operations due to
the fact that sufficient time was not available in which to train and also because the important things to learn had
not been separated from the unimportant subjects. Due to the directives of Bomber Command shortly after
General Curtis LeMay took over that Command, ground training received new impetus, and the Squadrons
conducted regular classes in target identification and other allied Intelligence subjects. During the period of the
night incendiary strikes, crews were required to complete two hours of target identification on the forthcoming
target before the mission, and the Squadron Bombardier, Squadron Radar Officer, and the Squadron Intelligence
Officer all took part in this two hour session. ...
In the field of cameras and photographs, there were few problems. Camera installation was handled by the
Group Photo Officer with qualified enlisted personnel drawn from the three Squadrons and assembled into one
Section. Working closely with the Group Operations for information on forthcoming strikes, a high standard of
efficiency was maintained by this section. The Group Photo Officer gave his personal attention to each plane
carrying a camera so as to check each bombardier out in correct procedure for the taking of vertical pictures
over the target, by being present on the line before take-off and visiting each camera laden plane. As a result,
commendation for this section was made by the Commanding General of the 73rd Wing on the consistent good
quality of photographs taken on major strikes. Photographs printed by the Wing Photo Lab and distributed to the
Group were handled by the Photo Interpreter Officer, together with all other photographic material, such as
Damage Assessment Reports, Survey Reports, and blowups of the more important checkpoints and targets. ..."
The S-2 Section also had the responsibility for censorship, public relations and keeping the Group history.
Regarding this last task, Capt Smolenski wrote, "It is felt that when official histories of the many operations of this
war are written that this Organization's Historical file will prove a bountiful source of information." Yes, Capt
Smolenski, it has indeed. Thank you very much.
Attached are a couple of photos showing parts of the 500th Bomb Group briefing and debriefing process. The
top picture shows a tired and disheveled crew at the Flash News Desk. The bottom picture shows a briefing in
progress. This picture is undated, but from the target (Tokyo), the take-off times showing an evening launch, the
bombing altitude, and the units involved (314th Wing is included, meaning it is after 24 Feb 45), it is almost
certain that this is a photo of the briefing for the first mass low-level incendiary attack on Tokyo on the night of 9-
10 Mar 45. Photos courtesy of Don Thurow, veteran of the 882nd/500th.
22 Sep 45
For the 500th Bomb Group on Saipan the war was over but the training wasn't. From the Group Operations
Journal:
"22 Sept. 9 A/C of 883rd squadron on local training flight."
23 Sep 45
Today on the SS Alcoa Patriot, somewhere in the Pacific Ocean between Saipan and the West Coast, Willie
Greene, a combat veteran with 35 missions over Japan, holder of the Distinguished Flying Cross and several Air
Medals, turned 20 years old. Now no longer a teenager, Greene was looking ahead to the rest of his life and
thinking that he would be starting college at a little older age than most.
Meanwhile, back on Saipan, George Hughes of the 881st Squadron was also thinking about life after the Army,
and it couldn't come soon enough for him. He calculated that by 1 Nov he should have 60 points, which would
be enough for discharge. Today in a letter home he complained again about the Army: "We had an inspection
Friday and one this morning which was Sunday. I don't go much for this playing soldier. After 13 months
overseas it is hard to dig up a suitable uniform to stand inspection in. These officers relish a chance to strut
around giving orders. Some changes from the days when we were being strafed and they were all carrying a
steel helmet & gas mask wherever they went."
24 Sep 45
"24 Sept. 18 A/C of this Group on local training hop from 1300 until 1630."
25 Sep 45
"25 Sept. 20 A/C dispatched at 1400 this afternoon on local training flight."
26 Sep 45
"26 Sept. 14 A/C flying this afternoon on training and maintenance flights."
28 Sep 45
"28 Sept. The three squadrons participated in a local training flight employing 29 A/C. The 883rd landed at
Tinian and picked up a load of cargo platforms before returning to base."
Airplane mechanic George Hughes of the 881st Squadron wrote home again today:
"Sept. 28, 1945
Dear Mother & Dad,
... The Group Adjunct [Adjutant] gave us the official word last night. Our planes will leave around the 19th, 20th
and 21st of next month. The men that are left will leave by boat about 8 or 10 days later. I have a remote
chance of flying although I think that I will probably go by boat. It should take about 15 days to go back. We
won't have to zig zag all over the Pacific this time.
I have 60 points now which is good for a discharge after the 1st of Nov. The way I figure now I should be a
civilian by the 1st of Dec. What a happy thought.
We had another personal inspection today out on the ball field. It started raining so we didn't look too good
before it was over. ...
Love
George"
2 Oct 45
Just a year earlier the 500th Bomb Group had been moving in to Saipan. Now they were getting ready to move
out. George Hughes, airplane mechanic in the 881st Squadron, wrote home today with the latest news:
"October 2, 1945
Dear Mother & Dad,
Everything is just about the same as when I wrote last. We were given our last pay a couple of days ago. The
C.O. told us our next pay would be sometime late in November.
Some of the planes are being held up by bad weather so they can't leave for the States. [A huge typhoon tore
through the North Pacific in early October, with part of it striking Saipan and doing much damage, including
blowing down many tents.] I hope the weather clears up soon. We can't leave until all the planes are gone. The
way it looks now the last of us will leave late this month or early in Nov. With luck I will be home by Nov 30th. ...
Love
George"
5 Oct 45
On this morning at 0600, after 16 days at sea, the SS Alcoa Patriot carrying Willie Greene and other veterans
finally docked at San Pedro, California. The men were transported to Camp Anza, the same place that the
500th Ground Echelon had passed through on their way to Saipan 14 months before. After a day's worth of
processing, Greene would be on his way tomorrow back to North Carolina, specifically Fort Bragg, for separation
from the Army.
6 Oct 45
"6 October The movement of the Staff Officers began with the departure of Capt's McClintick and Dolkart with
the 497th planes -- first of our Wing to be redeployed."
9 Oct 45
"9 October M/Sgt McGettrick [of the S-3 Section] left with 498th [Group] ship to be separated."
Meanwhile, far away from Saipan, the train carrying Willie Greene home to North Carolina pulled into New
Orleans this morning. Greene took advantage of an eight-hour layover to visit the French Quarter, where he "got
drunk -- big time"... but apparently not drunk enough to miss his train.
11 Oct 45
On this day T/Sgt Willie Greene, former gunner in the 882nd Squadron, 500th Bomb Group, essentially returned
to civilian life. His train arrived at Fort Bragg, North Carolina, at 11:30 AM, and by 6:00 PM Greene had
completed processing and been given a 45-day furlough, with final pay and discharge to follow at the end of that
time. Mister Greene slept overnight at Bragg but was picked up by his father the next day and went home to
start the next phase of his life.
19 Oct 45
On Saipan, airplane mechanic George Hughes of the 881st Squadron was still waiting with the rest of the ground
personnel to leave for home. It seemed to be taking a long time.
"Oct. 19, 1945
Dear Mother & Dad,
I started processing yesterday in preparation for leaving. All records were checked and brought up to date. I still
have clothing checks and other things to take care of. The way things stand now it looks as though we might
leave between the first and fifteenth of next month. Of course everything could change before then.
The men with 70 points are still in the outfit. They were ready to leave around the first. The shipping seems to
be pretty well tied up. I guess the men below 60 points will leave the island for new assignments soon. When
they all leave and the planes are gone then I might get a chance.
Our planes leave on the 21, 22, and 23. They are the last on the island to leave. We will also be the last men to
leave. Our group had the best record in the wing but we still have to be the last to leave.
As you can see on the envelope I made Staff Sergeant. This means about $20 more a month overseas and
about $18 in the States. Let's hope I don't draw many more pays in the Army. When I get all my pay and
discharge money I will have quite a tidy sum.
I hope everything is fine at home. We had a Sqdn. party last night. I guess the outfit won't be together much
longer. ...
Love
George"
21 Oct 45
On this day the Air Echelon of the 500th Bomb Group began flying their B-29's from Saipan back to the United
States. This evening the first group of 11 airplanes, all from the 883rd Squadron and led by Major James Braden
in Z-50, took off. Each plane carried eight crew members and twelve passengers, the latter consisting of "high
point officers and enlisted men out of units within the 73rd Wing and also the group staff of the 500th Bomb
Group." The 500th planes were joined by four planes from the 499th Group.
22 Oct 45
Tonight 14 more B-29's of the 500th Bomb Group plus one B-24 loaded with 500th personnel flew off for home.
The 500th Bomb Group Operations Journal noted that one plane "was scratched when a crew member on Major
Thompson's crew was taken sick and admitted to the hospital."
23 Oct 45
On Saipan the planes and crews of the 500th Bomb Group, with ground personnel as passengers, continued to
depart for the United States in daily squadrons. From the Operations Journal:
"23 October -- 13 instead of 15 of our 29s left tonight when we were notified at the last minute that ATC [Air
Transport Command] had two others going. [I'm not sure what this sentence means. Does it mean that
because ATC was sending two additional planes two B-29's did not need to go? Were only so many planes
allowed to leave Saipan per day? Dunno.]
Col Dougherty flew Z-49 ['Flagship 500"] with Capt Oswald as Co-Pilot and a load of staff members as
Passengers.
With the departure of Capt Oswald Group Operations was left without an Officer and only three enlisted
men."
But despite the steady departure of B-29's and air crew, there were still plenty of 500th ground personnel on
Saipan who had to wait on a slow boat to take them home.
Photo of Z-49, 44-61668, formerly "Three Feathers", formerly "Fourth Marine Division", now "Flagship 500",
during a stopover on Oahu on the way home attached.
24 Oct 45
George Hughes, airplane mechanic in the 881st Squadron, was still stuck on Saipan, where, as he wrote his
parents today, "things are progressing very slowly." George added, "The last of our planes leave tonight. They
are the last B-29's on the island. My plane left last night. [This was Z-19, "Sharon Sue".] It looked good taking
off for the last time. We are cleaning up the line now and turning in tools, equipment, etc. We had a meeting
today and our new C.O. [this would be Lt Col Herbert Adamson, formerly Group Executive Officer, now
Commander of the Ground Echelon] told us that we didn't have any definite shipping date but that we would
probably leave some time around the 5th of Nov. It seems as though they keep telling us later dates all the
time."

"24 October -- With Major Curtis as Acting Operations Officer the final seven aircraft of the 500th Group and
one from the 499th took off for the states. There is nothing but the Ground Echelon left."
30 Oct 45
From the 500th Bomb Group narrative history:
"With the departure of the air echelon, the ground echelon turned toward completion of preparations for
shipment of the unit to the Continental United States. Lt. Colonel Herbert Adamson [formerly Group Executive
Officer] took over as Group Commander of the ground echelon, with 1st Lt. Robert L. Judell as adjutant.
"Officers having below seventy-five discharge points and enlisted men having below sixty points were transferred
from the 500th Bomb Group to other units in the Pacific area. In turn, 'high point' officers and men from other
units were transferred to the 500th Bomb Group, to be returned to the Continental limits with the ground
echelon."
Today the final entry was made in the 500th Bomb Group Operations Journal by an anonymous enlisted man:
"30 October -- For the past few days we have been cleaning out our quonset, turning in all equipment and
packing those items which will return with us to the Estados Unidos. Cpl Johnson leaves for [illegible] today --
the last of the transfers of underpoint men as the group makes final preparations for departure.
Diary closed -- shipped home!!!"
31 Oct 45
On or about this day George Hughes, airplane mechanic in the 881st Squadron, 500th Bomb Group, wrote his
last letter from Saipan. Actually, it wasn't really a letter, just a note written on a V-mail form letter for change of
address. The V-mail was postmarked Oct 31 1945.
"Dear Mother & Dad,
This will probably be the last letter from me. I will be leaving in the near future and no more mail can be sent
from here. If everything goes right this time I will soon be home. We are still cleaning up around here but should
be done soon.
Love
George"
15 Nov 45
On this date the ground echelon of the 500th Bomb Group, including long-serving airplane mechanic George
Hughes, who had been on Saipan from beginning to end, departed the island by ship for the United States.
29 Nov 45
On this day at 0900 the ship carrying the Ground Echelon of the 500th Bomb Group arrived at the Los Angeles
Port of Embarkation. The men left the LAPE at 1030 and arrived at Camp Haan, adjacent to March Field,
Riverside, California, by 1630. Here the Ground Echelon consolidated with the Air Echelon, which had been
at March Field since 24 October. The process of discharging or transferring the personnel in anticipation of
deactivation of the unit began almost immediately.
17 Jan 46
From the 500th Bomb Group Narrative History:
"500th Bombardment Group inactivated as of 2400, 17 January 1946, per paragraph 1, General Order #160,
Headquarters Fourth Air Force, dated 11 November 1945."
With that brief, dry statement an outstanding combat unit passed into history. But its men, members of what
would one day be labeled "The Greatest Generation", were just getting started. Each in his own way would
contribute to the growth of this nation, and in doing so a surprising number would find themselves putting to good
use the lessons they had learned during their service in the 500th. Later, in the autumn of their lives, with the
quiet satisfaction of jobs well done, families well raised and lives well lived, many veterans would find their
thoughts turning more and more often to their time on a distant Pacific island where they arrived as boys and left
as men. And at the end, as still bold spirits yielded to failing bodies, many a family gathered around the
deathbed would exchange questioning glances and wonder why their patriarch's last thoughts and words were of
a time and place so far away.

500BG - Journal Master Bowman

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The 500th Bomb Group Day By Day

20 November 1943 - 17 January 1946

“In our youth, our hearts were touched with fire.”

"April 30, 1944

Dear Mother & Dad,

I arrived in camp about eight thirty on Sunday morning. ....

Dear Mother & Dad,

The 500th was now composed of the following units:

From the Hal Towner (Hays crew, 882nd) diary:

Note: This flight was in a B-17.

"May 19, 1944

Dear Mother & Dad,

From the Hal Towner (Hays crew, #228, 882nd) diary:

From the Hal Towner (Hays crew, 882nd) diary:

From the Hal Towner (Hays crew, 882nd) diary:

HEADQUARTERS 500TH BOMBARDMENT GROUP (VH)

SUBJECT: Lack of T.O. [Technical Order?] Compliance on Aircraft.

For the Group Commander:

From the Hal Towner (882nd) diary:

The 500th Bomb Group continued training at Walker AAF, Kansas.

From the Hal Towner (Hays crew, 882nd) diary:

From the Hal Towner (Hays crew, 882nd) diary:

The 500th Bomb Group continued training at Walker AAF, Kansas.

From the George Hughes (airplane mechanic, 881st) letters:

Dear Mother & Dad,

From the Hal Towner (Hays crew, 882nd) diary:

From the Hal Towner diary:

From the Hal Towner diary:

From the Hal Towner diary:

From the 500th Bomb Group Operations Journal:

From the Hal Towner (Hays crew, 882nd), diary:

From the Hal Towner diary:

"June 18, 1944

Dear Mother & Dad,

From the Hal Towner (Hays crew, 882nd) diary:

"June 22, 1944

Dear Mother & Dad,

From the Hal Towner (Hays crew, 882nd) diary:

From the 500th Bomb Group Operations Journal:

From the 500th Bomb Group Operations Journal:

"27 June 1944 --

From the Hal Towner (Hays crew, 882nd) diary:

There was now one less B-29 available for training.

"June 29, 1944

Dear Mother & Dad,

From the Hal Towner (Hays crew, 882nd) diary:

A letter from airplane mechanic George Hughes of the 881st:

"July 10, 1944

Dear Mother & Dad,

"July 14, 1944

Dear Mother & Dad,

"July 17, 1944

Dear Mother & Dad,

"July 23, 1944

Dear Mother & Dad,

Write when you can and don't worry.

From the Hal Towner (Hays crew, 882nd) diary:

Nobody knew for sure how long they would be at Anza.

"July 27, 1944

Dear Mother & Dad,

Dear Mother & Dad,

Dear Mother & Dad,