Lest We Forget
12-07-2009, 02:30 PM
#8
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I watched the entire "WWII in HD" series on the History Channel a few of weeks ago when it was on. All in original color with plenty of new footage. It was two hours a night for most of the week. IIRC we lost 12,000 troops taking Peleliu and 14,000 just taking Okinawa. That's just two battles out of hundreds.
I wish more people sincerely gave a damn enough to study the efforts of those who went before. They deserve that.
I wish more people sincerely gave a damn enough to study the efforts of those who went before. They deserve that.
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12-07-2009, 02:42 PM
#9
I watched the entire "WWII in HD" series on the History Channel a few of weeks ago when it was on. All in original color with plenty of new footage. It was two hours a night for most of the week. IIRC we lost 12,000 troops taking Peleliu and 14,000 just taking Okinawa. That's just two battles out of hundreds.
I wish more people sincerely gave a damn enough to study the efforts of those who went before. They deserve that.
I wish more people sincerely gave a damn enough to study the efforts of those who went before. They deserve that.
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0
12-07-2009, 09:33 PM
#10
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I'm going to indulge my need to share this story related to WWII that I received tonight. The pilot of this plane was 25 years old when this happened. He was the eldest of the crew. See pics at the bottom, then read the story.
By Allen Ostrom
They could hear it before they could see it
Not all that unusual in those days as the personnel at Station 131 gathered
around the tower and scattered hardstands to await the return of the B-17's
sent out earlier that morning.
First comes the far off rumble and drone of the Cyclones. Then a spec on the
East Anglia horizon. Soon a small cluster indicating the lead squadron.
Finally, the group.
Then the counting. 1-2-3-4-5... ..
But that would have been normal. Today was different. It was too early for
the group to return.
"They're 20 minutes early. Can't be the 398th."
They could hear it before they could see it! Something was coming home.
But what?
All eyes turned toward the northeast, aligning with the main runway, each
ground guy and stood-down airman straining to make out this "wail of a
Banshee," as one called it.
Not like a single B-17 with its characteristic deep roar of the engines
blended with four thrashing propellers. This was a howl! Like a powerful
wind blowing into a huge whistle.
Then it came into view. It WAS a B-17!
Low and pointing her nose at the 6,000 foot runway, it appeared for all the
world to be crawling toward the earth, screaming in protest.
No need for the red flares. All who saw this Fort knew there was death
aboard.
"Look at that nose!" they said as all eyes stared in amazement as this
single, shattered remnant of a once beautiful airplane glided in for an
unrealistic "hot" landing. She took all the runway as the "Banshee"
noise finally abated, and came to an inglorious stop in the mud just beyond
the concrete runway.
Men and machines raced to the now silent and lonely aircraft. The ambulance
and medical staff were there first. The fire truck....ground and air
personnel... .jeeps, truck, bikes.....
Out came one of the crew members from the waist door, then another.
Strangely quiet. The scene was almost weird. Men stood by as if in shock,
not knowing whether to sing or cry.
Either would have been acceptable.
The medics quietly made their way to the nose by way of the waist door as
the remainder of the crew began exiting. And to answer the obvious question,
"what happened?"
"What happened?" was easy to see. The nose was a scene of utter destruction.
It was as though some giant aerial can opener had peeled the nose like an
orange, relocating shreads of metal, plexiglass, wires and tubes on the
cockpit windshield and even up to the top turret. The left cheek gun hung
limp, like a broken arm.
One man pointed to the crease in chin turret. No mistaking that mark! A
German 88 anti-aircraft shell had exploded in the lap of the togglier.
This would be George Abbott of Mt. Labanon , PA. He had been a waist gunner
before training to take over the bombardier's role.
Still in the cockpit, physically and emotionally exhausted, were pilot Larry
deLancey and co-pilot Phil Stahlman.
Navigator Ray LeDoux finally tapped deLancey on the shoulder and suggested
they get out. Engineer turret gunner Ben Ruckel already had made his way to
the waist was exiting along with radio operator Wendell Reed, ball turret
gunner Al Albro, waist gunner Russell Lachman and tail gunner Herbert Guild.
Stahlman was flying his last scheduled mission as a replacement for regular
co-pilot, Grady Cumbie. The latter had been hospitalized the day before with
an ear problem. Lachman was also a "sub," filling in for Abbott in the
waist.
DeLancey made it as far as the end of the runway, where he sat down with
knees drawn up, arms crossed and head down. The ordeal was over, and now the
drama was beginning a mental re-play.
Then a strange scene took place.
Group CO Col. Frank P. Hunter had arrived after viewing the landing from the
tower and was about to approach deLancey. He was physically restrained by
flight surgeon Dr. Robert Sweet.
"Colonel, that young man doesn't want to talk now. When he is ready you can
talk to him, but for now leave him alone."
Sweet handed pills out to each crew member and told them to go to their huts
and sleep.
No dramatics, no cameras, no interviews. The crew would depart the next day
for "flak leave" to shake off the stress. And then be expected back early in
November. (Just in time to resume "normal" activities on a mission to
Merseburg!)
Mission No. 98 from Nuthampstead had begun at 0400 that morning of October
15, 1944. It would be Cologne (again), led by CA pilots Robert Templeman of
the 602nd, Frank Schofield of the 601st and Charles Khourie of the 603rd.
Tragedy and death appeared quickly and early that day. Templeman and pilot
Bill Scott got the 602nd off at the scheduled 0630 hour, but at
approximately 0645 Khouri and pilot Bill Meyran and their entire crew
crashed on takeoff in the town of Anstey . All were killed. Schofield and
Harold Stallcup followed successfully with the 601st, with deLancey flying
on their left wing in the lead element.
The ride to the target was routine, until the flak started becoming
"unroutinely" accurate.
"We were going through heavy flak on the bomb run," remembered deLancey.
"I felt the plane begin to lift as the bombs were dropped, then all of a
sudden we were rocked by a violent explosion. My first thought - 'a bomb
exploded in the bomb bay' - was immediately discarded as the top of the nose
section peeled back over the cockpit blocking the forward view."
"It seemed like the whole world exploded in front of us," added Stahlman.
"The instrument panel all but disintegrated and layers of quilted batting
exploded in a million pieces. It was like a momentary snowstorm in the
cockpit."
It had been a direct hit in the nose. Killed instantly was the togglier,
Abbott. Navigator LeDoux, only three feet behind Abbott, was knocked
unconscious for a moment, but was miraculously was alive.
Although stunned and bleeding, LeDoux made his way to the cockpit to find
the two pilots struggling to maintain control of an airplane that by all
rights should have been in its death plunge. LeDoux said there was nothing
anyone could do for Abbott, while Ruckel opened the door to the bomb bay and
signaled to the four crewman in the radio room that all was OK - for the
time being.
The blast had torn away the top and much of the sides of the nose.
Depositing enough of the metal on the windshield to make it difficult for
either of the pilots to see.
"The instrument panel was torn loose and all the flight instruments were
inoperative with the exception of the magnetic compass mounted in the panel
above the windshield. And its accuracy was questionable. The radio and
intercom were gone, the oxygen lines broken, and there was a ruptured
hydraulic line under my rudder pedals," said deLancey.
All this complicated by the sub-zero temperature at 27,000 feet blasting
into the cockpit.
"It was apparent that the damage was severe enough that we could not
continue to fly in formation or at high altitude. My first concern was to
avoid the other aircraft in the formation, and to get clear of the other
planes in case we had to bail out. We eased out of formation, and at the
same time removed our oxygen masks as they were collapsing on our faces as
the tanks were empty."
At this point the formation continued on its prescribed course for home
- a long, slow turn southeast of Cologne and finally westward.
DeLancey and Stahlman turned left, descending rapidly and hoping, they were
heading west. (And also, not into the gun sights of German
fighters.) Without maps and navigation aids, they had difficulty getting a
fix. By this time they were down to 2,000 feet.
"We finally agreed that we were over Belgium and were flying in a
southwesterly direction," said the pilot.
"About this time a pair of P-51's showed up and flew a loose formation on us
across Belgium . I often wondered what they thought as they looked at the
mess up front."
"We hit the coast right along the Belgium-Holland border, a bit farther
north than we had estimated. Ray said we were just south of Walcheren
Island ."
Still in an area of ground fighting, the plane received some small arms
fire. This gesture was returned in kind by Albro, shooting from one of the
waist guns.
"We might have tried for one of the airfields in France , but having no maps
this also was questionable. Besides, the controls and engines seemed to be
OK, so I made the decision to try for home."
"Once over England , LeDoux soon picked up landmarks and gave me course
corrections taking us directly to Nuthampstead. It was just a great bit of
navigation. Ray just stood there on the flight deck and gave us the headings
from memory."
Nearing the field, Stahlman let the landing gear down. That was an
assurance. But a check of the hydraulic pump sent another spray of oil to
the cockpit floor. Probably no brakes!
Nevertheless, a flare from Ruckel's pistol had to announce the "ready or
not" landing. No "downwind leg" and "final approach" this time. Straight in!
"The landing was strictly by guess and feel," said DeLancey. "Without
instruments, I suspect I came in a little hot. Also, I had to lean to the
left to see straight ahead. The landing was satisfactory, and I had
sufficient braking to slow the plane down some. However, as I neared the
taxiway, I could feel the brakes getting 'soft'. I felt that losing control
and blocking the taxiway would cause more problems than leaving the plane at
the end of the runway."
That consideration was for the rest of the group. Soon three squadrons of
B-17's would be returning, and they didn't need a derelict airplane blocking
the way to their respective hardstands.
Stahlman, supremely thankful that his career with the 398th had come to an
end, soon returned home and in due course became a captain with Eastern
Airlines. Retired in 1984, Stahlman said his final Eastern flight "was a bit
more routine" than the one 40 years before.
DeLancey and LeDoux received decorations on December 11, 1944 for their
parts in the October 15 drama. DeLancey was awarded the Silver Star for his
"miraculous feat of flying skill and ability" on behalf of General
Doolittle , CO of the Eighth Air Force. LeDoux for his "extraordinary
navigation skill", received the Distinguished Flying Cross.
By Allen Ostrom
They could hear it before they could see it
Not all that unusual in those days as the personnel at Station 131 gathered
around the tower and scattered hardstands to await the return of the B-17's
sent out earlier that morning.
First comes the far off rumble and drone of the Cyclones. Then a spec on the
East Anglia horizon. Soon a small cluster indicating the lead squadron.
Finally, the group.
Then the counting. 1-2-3-4-5... ..
But that would have been normal. Today was different. It was too early for
the group to return.
"They're 20 minutes early. Can't be the 398th."
They could hear it before they could see it! Something was coming home.
But what?
All eyes turned toward the northeast, aligning with the main runway, each
ground guy and stood-down airman straining to make out this "wail of a
Banshee," as one called it.
Not like a single B-17 with its characteristic deep roar of the engines
blended with four thrashing propellers. This was a howl! Like a powerful
wind blowing into a huge whistle.
Then it came into view. It WAS a B-17!
Low and pointing her nose at the 6,000 foot runway, it appeared for all the
world to be crawling toward the earth, screaming in protest.
No need for the red flares. All who saw this Fort knew there was death
aboard.
"Look at that nose!" they said as all eyes stared in amazement as this
single, shattered remnant of a once beautiful airplane glided in for an
unrealistic "hot" landing. She took all the runway as the "Banshee"
noise finally abated, and came to an inglorious stop in the mud just beyond
the concrete runway.
Men and machines raced to the now silent and lonely aircraft. The ambulance
and medical staff were there first. The fire truck....ground and air
personnel... .jeeps, truck, bikes.....
Out came one of the crew members from the waist door, then another.
Strangely quiet. The scene was almost weird. Men stood by as if in shock,
not knowing whether to sing or cry.
Either would have been acceptable.
The medics quietly made their way to the nose by way of the waist door as
the remainder of the crew began exiting. And to answer the obvious question,
"what happened?"
"What happened?" was easy to see. The nose was a scene of utter destruction.
It was as though some giant aerial can opener had peeled the nose like an
orange, relocating shreads of metal, plexiglass, wires and tubes on the
cockpit windshield and even up to the top turret. The left cheek gun hung
limp, like a broken arm.
One man pointed to the crease in chin turret. No mistaking that mark! A
German 88 anti-aircraft shell had exploded in the lap of the togglier.
This would be George Abbott of Mt. Labanon , PA. He had been a waist gunner
before training to take over the bombardier's role.
Still in the cockpit, physically and emotionally exhausted, were pilot Larry
deLancey and co-pilot Phil Stahlman.
Navigator Ray LeDoux finally tapped deLancey on the shoulder and suggested
they get out. Engineer turret gunner Ben Ruckel already had made his way to
the waist was exiting along with radio operator Wendell Reed, ball turret
gunner Al Albro, waist gunner Russell Lachman and tail gunner Herbert Guild.
Stahlman was flying his last scheduled mission as a replacement for regular
co-pilot, Grady Cumbie. The latter had been hospitalized the day before with
an ear problem. Lachman was also a "sub," filling in for Abbott in the
waist.
DeLancey made it as far as the end of the runway, where he sat down with
knees drawn up, arms crossed and head down. The ordeal was over, and now the
drama was beginning a mental re-play.
Then a strange scene took place.
Group CO Col. Frank P. Hunter had arrived after viewing the landing from the
tower and was about to approach deLancey. He was physically restrained by
flight surgeon Dr. Robert Sweet.
"Colonel, that young man doesn't want to talk now. When he is ready you can
talk to him, but for now leave him alone."
Sweet handed pills out to each crew member and told them to go to their huts
and sleep.
No dramatics, no cameras, no interviews. The crew would depart the next day
for "flak leave" to shake off the stress. And then be expected back early in
November. (Just in time to resume "normal" activities on a mission to
Merseburg!)
Mission No. 98 from Nuthampstead had begun at 0400 that morning of October
15, 1944. It would be Cologne (again), led by CA pilots Robert Templeman of
the 602nd, Frank Schofield of the 601st and Charles Khourie of the 603rd.
Tragedy and death appeared quickly and early that day. Templeman and pilot
Bill Scott got the 602nd off at the scheduled 0630 hour, but at
approximately 0645 Khouri and pilot Bill Meyran and their entire crew
crashed on takeoff in the town of Anstey . All were killed. Schofield and
Harold Stallcup followed successfully with the 601st, with deLancey flying
on their left wing in the lead element.
The ride to the target was routine, until the flak started becoming
"unroutinely" accurate.
"We were going through heavy flak on the bomb run," remembered deLancey.
"I felt the plane begin to lift as the bombs were dropped, then all of a
sudden we were rocked by a violent explosion. My first thought - 'a bomb
exploded in the bomb bay' - was immediately discarded as the top of the nose
section peeled back over the cockpit blocking the forward view."
"It seemed like the whole world exploded in front of us," added Stahlman.
"The instrument panel all but disintegrated and layers of quilted batting
exploded in a million pieces. It was like a momentary snowstorm in the
cockpit."
It had been a direct hit in the nose. Killed instantly was the togglier,
Abbott. Navigator LeDoux, only three feet behind Abbott, was knocked
unconscious for a moment, but was miraculously was alive.
Although stunned and bleeding, LeDoux made his way to the cockpit to find
the two pilots struggling to maintain control of an airplane that by all
rights should have been in its death plunge. LeDoux said there was nothing
anyone could do for Abbott, while Ruckel opened the door to the bomb bay and
signaled to the four crewman in the radio room that all was OK - for the
time being.
The blast had torn away the top and much of the sides of the nose.
Depositing enough of the metal on the windshield to make it difficult for
either of the pilots to see.
"The instrument panel was torn loose and all the flight instruments were
inoperative with the exception of the magnetic compass mounted in the panel
above the windshield. And its accuracy was questionable. The radio and
intercom were gone, the oxygen lines broken, and there was a ruptured
hydraulic line under my rudder pedals," said deLancey.
All this complicated by the sub-zero temperature at 27,000 feet blasting
into the cockpit.
"It was apparent that the damage was severe enough that we could not
continue to fly in formation or at high altitude. My first concern was to
avoid the other aircraft in the formation, and to get clear of the other
planes in case we had to bail out. We eased out of formation, and at the
same time removed our oxygen masks as they were collapsing on our faces as
the tanks were empty."
At this point the formation continued on its prescribed course for home
- a long, slow turn southeast of Cologne and finally westward.
DeLancey and Stahlman turned left, descending rapidly and hoping, they were
heading west. (And also, not into the gun sights of German
fighters.) Without maps and navigation aids, they had difficulty getting a
fix. By this time they were down to 2,000 feet.
"We finally agreed that we were over Belgium and were flying in a
southwesterly direction," said the pilot.
"About this time a pair of P-51's showed up and flew a loose formation on us
across Belgium . I often wondered what they thought as they looked at the
mess up front."
"We hit the coast right along the Belgium-Holland border, a bit farther
north than we had estimated. Ray said we were just south of Walcheren
Island ."
Still in an area of ground fighting, the plane received some small arms
fire. This gesture was returned in kind by Albro, shooting from one of the
waist guns.
"We might have tried for one of the airfields in France , but having no maps
this also was questionable. Besides, the controls and engines seemed to be
OK, so I made the decision to try for home."
"Once over England , LeDoux soon picked up landmarks and gave me course
corrections taking us directly to Nuthampstead. It was just a great bit of
navigation. Ray just stood there on the flight deck and gave us the headings
from memory."
Nearing the field, Stahlman let the landing gear down. That was an
assurance. But a check of the hydraulic pump sent another spray of oil to
the cockpit floor. Probably no brakes!
Nevertheless, a flare from Ruckel's pistol had to announce the "ready or
not" landing. No "downwind leg" and "final approach" this time. Straight in!
"The landing was strictly by guess and feel," said DeLancey. "Without
instruments, I suspect I came in a little hot. Also, I had to lean to the
left to see straight ahead. The landing was satisfactory, and I had
sufficient braking to slow the plane down some. However, as I neared the
taxiway, I could feel the brakes getting 'soft'. I felt that losing control
and blocking the taxiway would cause more problems than leaving the plane at
the end of the runway."
That consideration was for the rest of the group. Soon three squadrons of
B-17's would be returning, and they didn't need a derelict airplane blocking
the way to their respective hardstands.
Stahlman, supremely thankful that his career with the 398th had come to an
end, soon returned home and in due course became a captain with Eastern
Airlines. Retired in 1984, Stahlman said his final Eastern flight "was a bit
more routine" than the one 40 years before.
DeLancey and LeDoux received decorations on December 11, 1944 for their
parts in the October 15 drama. DeLancey was awarded the Silver Star for his
"miraculous feat of flying skill and ability" on behalf of General
Doolittle , CO of the Eighth Air Force. LeDoux for his "extraordinary
navigation skill", received the Distinguished Flying Cross.
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12-07-2009, 11:44 PM
#13
Boost Pope
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Problem will be rectified shortly.
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