Missions

HAROLD'S TRIBUTE TO 448thBGp CREW 48 | home

Above corrected 20 Feb 04

Some of these missions were very long. We never carried food except our Hard -Chocolate bars. With minus 60 degree temperatures it would be impossible to eat a meal. Besides we were on oxygen and the mask froze to our face often. Some crews are reporting their mess hall supplying sandwiches etc for the flight. We had fresh eggs and milk prior to the mission and food on return but never did the thought of taking food to eat on the flight enter our mind. The urge to go to was also delayed for the duration. Despite the belief of some these days we did not have pressurized aircraft or restrooms. Some attempts were made but most of those attempts created problems for the person or others on the aircraft. A relief tube was available if you really wanted to dig through all that outer clothing .Even then you could become attached to the tube or it was probably frozen already and soon you too would have a cake of ice making it very uncomfortable. It is impossible to imagine today the underclothing ,bunny suits that were heated and had lots of hot spots,,layers of outerclothing,sheepskin trousers and jackets ,Parachutes, Mae-West Life jackets and Flak jackets,--Thinking about it today it is hard to imagine how I even moved let alone was able to fly all positions with the exception of the top turret.Our Flight Engineer flew TT each mission. Fuel transfer panels were near this position. Also near the pilot and co- pilot.

On 20 Dec 43 a B 17 landed. Report spread Tailgunner killed. We all went to see and what we saw was not a very promising of a safe return.

These are missions that most of Crew 48 flew. Some did not fly all of these and had make-ups .

The the first mission (flown on 22 DEC 1943) for the 448th was to OSNABRUCK, and we lost 2 aircraft (21 personnel), had 3 others damaged, with one person wounded. There is some dispute by historians today as to who had the bombs dropped on them. At that time it was told that Lt.Hughey's crew was in the aircraft. Others say that the aircraft was from the 446th which lost two or the 93rd which lost five aircraft.

448th mission # 2 was the first mission our crew flew.

LA BROYE , FRANCE-------------------------- --DECEMBER 24,1943

In breifing this was to be a milk run. But the Germans did not know that We saw a lot of black stuff popping around and heard some scraping on the skin of the aircraft in the target area and near Abbyville it became very intense. But those crews they brought in to talk to us said they had completed the 25 and were now retuning to the States to train others. They had firmly stated-- "The flak will not hurt you it is there to scare you ". We only had two aircraft damaged enough to salvage for parts due to a inflight collision. They did make it back to England as far as I recall-and four others were riddled with flak holes. After 25 of these, we can go home in a month if we find crews in need of replacements.

I wore a red wool scarf that I had just received from home and a pair of Blue Jeans under my Bunny suit. They helped ward off the cold and at the same time gave me some protection from the hot spots in the Bunny Suit.

Ludwigshafen----30 Dec. 43.Sgt Doucet and I went to the Briefing room to Volunteer for duty in event of any crew member was ill. Doucet was chosen and proceeded to the dining hall for fresh eggs and milk. I returned to my hut feeling somewhat rejected. Doucet did not return the aircraft he was on was lost to enemy fire that day. Sgt Doucet survived as POW . He did lose a foot to a 20mm cannon round fired by a German aircraft.

448th mission # 4

LA ROCHELLE , FRANCE-----------------------DECEMBER 31, 1943

Hey what happened !!!! (Unknown on what mission this flak was photographed)

The CQ came in around 3 AM. Get up you are flying today. Grumbling and getting things together we headed to the mess hall then to briefing. Two Large German Ships had been seen in the harbor of La Rochelle. It would be a long trip. We would cross to France around Caen then down the coastline. Load was 500 lb bombs. Departure just before dawn. Make our way through the clouds and cables and form. Eighteen of our aircraft crossed to France and proceeded towards the distant target. About 4 hours later the ME 109's decided that the Flak was not getting rid of us so they joined in. They did a pretty good job on scattering the formation sending one into a steep dive then the climb followed by a stall and rapid spin toward the ground. Some of the crew did survive. Clouds did not permit dropping the bombs on the ships. So we started to an airfield that was an alternate near Cognac Then the flak became heavy again hitting one of our aircraft that disintegrated before our eyes. Sometime during all of this we arrived in a messed up formation over the airfield. Part of the formation was high and part was low Bomb bay doors were opening in both the high and low elements. Nearly another disaster but the lower group saw what was about to occur in time to get out from under. All aircraft were getting low on fuel. Most stopped at other English bases to get fuel or aircraft repairs. Heavy head winds 65 to 75 MPH had caused excessive use of the fuel. Today two aircraft and crews were lost - Two others made it back to England and Salvaged---Five others heavy damage but repairable . Only Two airplanes and crews returned to Seething that day. The remaining returned after fuel and rest or repairs were rendered.

This mission was over (11 ) eleven hours in length. The Group had flown 4 missions. We were authorized 60 aircraft.- Seven of those had now been lost over enemy territory. Many others were now only good for parts and would not fly again---And tomorrow would start a new year. We had been a combat Group now about nine days I have now changed my mind. No more trying to find a crew that need replacements. They do have fighters , a few holes in our aircraft provides a little more ventilation for those minus 60 degree temperatures . Those

puffing black clouds that sound like popcorn mean business. They also left a few holes in the aircraft. They know where we are no matter how much of the Christmas icicles we toss to jam the radar. (After 60+ years, I believe they probably can still be found on the ground over there!) My missions will be only as scheduled. No going home in a month or two for me. In addition, the Group has flown four missions and we have lost -- T/Sgt Lester Doucet --from our crew. On the way over Crew 42, Lt.Shank Jr, crashed into the side of a mountain killing all on board. One was from Paoli IN. whom had become a close friend in training. It could have been me instead of Doucet since he and I both had volunteered, but he was the one chosen. Time to stop making friends.

NOTICE: AS YOU READ THIS THESE AIRCRAFT FLEW OTHER MISSIONS WITH OTHER CREWS ON DATES NOT INCLUDED HERE. I HAVE LISTED ONLY THOSE MISSIONS THAT I OR CREW 48 FLEW(A few changes may be made as I gain additional information from the research Chuck is doing for me at the Archives)

BRANSCHUEIG , GERMANY----------------------JANUARY 11, 1944 --- # 7

Again Bad weather/Lots of German Fighters/Loss of more aircraft and Crew members/Unable to bomb target due weather. Recall sent out but not all heard it/--Will try to provide more as info.becomes available.

LA BROYE , FRANCE---------------------------------JANUARY 21,1944 ---- # 9

Again bad weather prevented bombing of target by most of the group

BRUNSWICK , GERMANY--------------------------JANUARY 30, 1944 --- # 11

[My service records show target I went to was Braunschuberg Germany.

Bad weather again but this time PFF dropped smokers and the bombs were released on the smoker.Best part of this mission -I do not believe we lost any aircraft or crews.

FRANKFURT , GERMANY--------------------------FEBRUARY 4,1944 ---# 12

Aircraft 683 Sweet Sioux Take off time 0851 land time 1530 #4 in first Section [Chaff pitched in Ruhr Valley and Target Area. ] AC@ 22,000 ft. Saw B 17 going down between IP and Target 4 chutes. Also object about 8' long & 10" diameter fall as 3 P 47's passed from coast on the way in.Was not gastanks. Flak Intense Area of Koln for aprox.6 Mile. Moderate Flak at Target area for 5 mile.Left nose gun would not feed-right tail gun froze. Free air Temperature Gage out. Tail gun fired 35 rounds,TT 30, RT Waist 25, Lwaist 300,Nose 25. J.M.Williams Pilot

ST. POL , TROISINE , FRANCE------------------FEBRUARY 11,1944 ----# 16

We -448th -Led the mission. Our PFF lead us astray. Lead passed to the 93rd BG.

Most dropped the payload

ST. POL , FRANCE-----------------------------------FEBRUARY 13,1944---#17

Again weather problems. Some dropped bombs some carried them back

FURTH , GERMANY---------------------------------FEBRUARY 25, 1944---#22

On this mission we expected lots of problems.It was a heavily fortified area.

Target was in the clear and bombs landed as intended until we turned toward the coastline.

A group of B 17's were crossing below us . I started screaming in the microphone and the pilot informed me quickly I was not to scream into the phone but at the same time took action to prevent collision. Our pilot saw a plane starting to lag That plane was never seen or heard from again so far as I know.. one body did wash up on the coast. Also there was reports that one B 24 may have been under German control. The Germans did have captured aircraft that they repaired and attempted to sneak them into the formations. This was another long flight and fuel supply was very low as we returned to England.

FRANKFURT , GERMANY--------------------------------MARCH 2, 1944---#24

Intense Flak over the target area which was hidden by heavy clouds cover. The lead aircraft bomb racks did not work therefore the Incediaries were not dropped and were carried back to England

[My service records show that on 9 March 1944, -----#29

I went to Brandenburg Germany.] This was with another crew placing me 1 mission ahead of my crew. Only thing I find for this date is Hanover so with bad weather and running out of fuel and circling In intense flak the order was given to just drop your bombs and head back. I no longer recall our losses on this mission. May have that update soon. PFF had failed and the continual 360 degree turning in attempt to see the target took its toll.

ST. POL , FRANCE-----------------------------------------MARCH 13, 1944---#30

Again a trip to The V1 site and again the weather prevailed. Near Calais unable to see target due cloud formation we returned to England this time with full bomb loads.This was unusual but I supose they felt we had used enough of the fuel the load would not be to heavy for the landing

FRIEDRICHSHADEN , GERMANY--------------------MARCH 18, 1944---#32

On the morning of 18 March 1944, 738 aircraft departed on a long mission to bomb Oberpfaffenhofen,Munich, Friedrichshafen, and surrounding areas. 227 of these aircraft were of the 2nd Bomb Division B-24s. Twenty-six [26 ] of the 2nd Division aircraft were lost that day. One of the 448th's planes was badly hit and headed across the Lake to Switzerland. Why did our pilot refuse to head for Switzerland knowing the hits we took and the distance we had to go to return to Station # 146, no -one will ever know and he will not answer the question? Our Guarding Angel was with us that day. The aircraft I was in took a hit in the No. 1 engine knocking it out. The pieces or fragments of the flak hit near the co-pilot and sounded as if the entire front was gone. I was flying nose turret and came tumbling out and headed for the nose wheel--but was restrained by the Bombardier and Navigator who finally got me to understand that my backpack had taken a piece of flak. I stripped it and picked up my chest pack. Our top turret gunner received a piece of flak in his privates. It stung and bled a little but fortunately was not severe. He was looking for a Flak Jacket to sit on on future missions ( Stanley Zaborowski S/Msg USAF Ret. who was on the crew that replaced Crew 41. He said a member of his crew also had flak fragments get to his privates. He also believes that his crew number became crew41 which reinforces my thought that Crew 48 was replaced with a new crew 48 as soon as the original crew finished the required number of missions ) A straggler was low and to the left of the formation--German Fighters were picking it apart. Lost sight of just what took place, but I doubt it returned to England . On the return trip we sweated out the miles back across Germany, France, and North Sea. As I recall, the pilot feathered at least one more engine to conserve fuel. We had dropped to a low level and were not very high above the White Cliffs of Dover, then landing at a nearby RAF station. Flak and fighters were heavy that day.The 8th lost 43 bombers that day --28 from the 2nd Air Division. 13 fighters were also lost out of 925 dispatched (see The Mighty 8th War Diary by Roger Freeman for more details). This was a mission all would remmember a long time. It was all the way across the North Sea France and Germany on the shores of the Lake seperating Germany and Switzerland.

FRANKFURT , GERMANY-------------------------------MARCH 20, 1944----#33

MUNSTER , GERMANY----------------------------------MARCH 23, 1944---#35

LUDWIGSHAVEN , GERMANY----------------------------APRIL 1, 1944 ---#39

A long confused mission costing 4 aircraft and numerous crewmen and a payload that was not delivered to its target. The 448th was lead on this mission Leading the entire Division. A early takeoff before 7 AM for a long mission. Col Thompson Group Commander and in the Deputy lead aircraft,of the 448th in Command. Other groups had problems tagging in due weather. Weather depreciated and an optional recall was sent out. Col Thompson decided to continue.PFF aircraft had problems. Changes in lead was needed but they too had PFF problems. Lots of circling and due high winds we had already consumed a lot of fuel. Finally order was given to go to secondary target. It to, an airfield, was not found. An order went out to drop on target of opportunity. A small German town received the payload. Flak and fighters started taking their toll. Orders were issued to dump all unnecessary articles to save enough fuel to cross the channel. Some did not make it across the North Sea . Engines were shut down . On a wimg and a prayer and siphoning the last drops of fuel all eyes were then wathing for a landing strip to obtain fuel. Col Thompson was in one of the aircraft lost that day.

BRUNSWICK , GERMANY----------------------------------APRIL 8, 1944---#41

RATHENOW , GERMANY----------------------------------APRIL 18, 1944---#47

HAMM , GERMANY------------------------------------------APRIL 22, 1944---#51

On this mission (Hamm 22 APR 1944), we returned at dusk. A group of aircraft was off in the distance as we approached the coast of England and were preparing to land and store our guns, etc.The distant aircraft broke formation as we did, as though going into the pattern to land. At that time, the ATS girls and other English Home Guard cut lose with a barrage of anti -aircraft fire. The Germans had flown with us on our trip home! By this time it was also dark. The 448th lost one after the crew bailed at Worlingham, another was shot down at Kessingland ,another shot down in the North Sea near Hopton, and one B-24 that was shot up by one of the intruders crash landed on the Seething Runway with two more B -24s following it in that crashed into it-- making it rather difficult to land.

One aircraft The Vadie Raye burnt off to the side of the runway. We left the runway into the mud, becaue of those crashed planes in The RUTH. Others that were already there were Ice Cold Katie, Tondelayo,and the Sky Queen. The Tondelayo and The Ruth were repaired and returned to service. "The Ruth" continued flying combat missions untill Jan 45 when it crashed. If you have a copy of a book by Jeffery Brett on the 448th BGp he has included several pictures of the aircraft involved. Crew 48 was in the one identified by the "EI"-The RUTH E.K. I have been unable to obtain picures of the 448th aircraft.

{If Sgt LaPoint reads this or anyone that knows him please ask him to contact me. I understand he has pictures of the aircraft we were in that was involved in that crash landing.) I believe also a picture of me being removed from a aircraft on a stretcher on my way to the hospital when I passed out on the Munster mission is available.}

A night to remember! I recall that I had started to unload my guns and started reloading even faster. By that time our aircraft was bouncing on the runway and suddenly came to a halt. I recall we jumped out and took off to get away from the plane as a bandit swung by firing a few rounds as he went over. He was low to the ground and all that could be seen were his tracers and a dark shadow. I doubt that we could have seen that without the light of the burning aircraft to the side of the runway. I also recall lots of mud but that was nothing unusual on that installation. We waded Mud to go from our hut to the bathroom and showers.Someone found a few boards to make a walkway but they too were mud soon after placement. On completion of my missions I was placed on Guard duty in the hardstand area.. We still had an occasional visit from the Germans . It is reported that the damage we received that night, however, was from only 4 ME 410's. I'm certain none of us had time to count or see the aircraft in the moonlight well enough to determine the type or numbers. The loss could also be attributed to Friendly Fire that PM. Five of our aircraft tried to lay claim to the same end of the runway that PM. The Valdie Raye lit the area while the rest attempted to Park in a small space. Other Groups also lost aircraft that Night several - 8th AAF crash landed, were shot down, or wrecked that evening (see The Mighty 8th War Diary by Roger Freeman for more details).

Our pilots memory of that evening-------

"the first thing I remember about bandits was the burning B-24's on the ground and the as we approached our field the tower started yelling "bandits" and about this time red tracers started criss crossing in front of us. Heard no more from tower so made up mind to land even if too fast. WE landed long and came to a stop off the runway between two other B-24's which had landed previously----shut down and ran like hell---the other two crews were already in the revetment------------------------John "

MANHEIM , GERMANY-------------------------------------APRIL 25. 1944------#53

BLAINVILLE , FRANCE--------------------------------------APRIL 27. 1944---#56

BERLIN , GERMANY-----------------------------------------APRIL 29, 1944---#57

Another long awaited mission that I thought I would never forget. The Capital of the German Empire.Other than the large amounts of anti -aircraft fire all the way in and greater as we approached Berlin to the target which was in the middle of the city(Damier-Benz) . On the way out It was a different story The flak eased and the German fighters took over after our escorts fuel supply required they return to station. The German fighters had waited for this moment and took their toll of the 448th rapidly . If memory serves me Goring's Yellow Nosed Fighters ME 109's were part of this Group. Perhaps the Archives search will refresh my memory. At one time or another we saw one or more of his fighter force. Today they report that there was no elite yellow nose fighter group--If that is true there were some small brave groups that displayed more skill than others.

MUNSTER , GERMANY-----------------------------------------MAY 7, 1944---#60

For many years I have questioned what mission I was on when I was injured. I also knew at that time I was one mission ahead of the crew but I could only account for 4 made up In the back of my mind was it was on a mission to Hamm our route was near Hamm as we departed Munster which maybe why I thought I was injured at HAMM.

{My thanks to Chuck McCormick who has been researching records on me and crew48 in the Archives at the University of Maryland . His research has shown I was a mission off on my date of misfortune.It has assisted me greatly in verifying dates of occurance.If he finds other items of note I will revise this page again-(rev 10/22/03)-As a passing note he said that was a place we would enjoy visiting and researching. He ask for three boxes of records to check and was given 14 boxes to search.}

May 7, 1944 "Muenster, GER"

714th Squadron, AC#638. #2 1st El 3rd Sec. Alt. 23,500 Flak Intense Rhein to Munster to Hamm - Bomb 52 -M47-Drop @1017 All bombs on target-

-1 Wounded (Kennedy LW) flying in Ball Turret - Poor Fighter Support TO.0704 Land1145 Williams pilot report, Kennedy found wounded in ball over target now hospitalized.

Minor Damage to the aircraft.

The Interrogating Officer -LEBOVITZ-on his debreifing Report at 1252 hours worded it a little different than what I recall -"L W gunner became airsick at his post and asked perrnission to change station to the ball turret.While attempting to plug in his suit ,over the IP, he fell into the ball and struck his head and was knocked cold. In hospital at present."

I do not know where he got that info:

I do not recall ever being airsick. I had learned that the waist open window and the air through the Bombay created an extremely cold area for the mission. I was in the habit of flying any position where it may be a little warmer if they wanted to trade positions with me. In this case had changed places with the Ball Turret Gunner before Take Off. He was a smoker and I had not yet started smoking. It was difficult to smoke in the ball. My guns ammo- belt jammed(would not feed )and I got out of the ball and laid on the deck head and shoulders in reaching out to clear the jam { That is the last thing I remember until I recovered in the hospital} and passed out because I crimped or pulled my oxygen hose lose. As I was told ---the pilot called each position to check our presence at station as we passed the IP and I failed to answer Roll Call. The R-waist Gunner and the Ball -turret gunner,who I had exchanged places with, saw me lying on the deck head and shoulders in the turret. I did not respond. They pulled me out and placed me on Oxygen. Apparently I did not want that. They said I became wild- stood up and ran about the waist and loft area. They physically brought me back down onto the floor as I passed out again and wrapped me in my chute and replaced my oxygen supply. I did not recover again on the aircraft .

I was hospitalized at Seething with frozen hands, face and feet. It was my thoughts when I regained my senses a couple days later that I had been hit in the head. The ward-care givers(medical corps-men) tried to tell me that I had not been shot. I was unable to see. As my sight returned I could see that the bandages I dimly saw were not on my head but were loosely covering my hands and separating my fingers from the swollen black peeling objects they were to become. My right hand in particular peeled like a glove. My right hand had not completely healed but I convinced the doctor I could fire the 50 cal Gun and I did return to combat duty as soon as he released me for duty. Apparently the crew flew 5 missions before I returned to duty. I was in error on the date it has been a long time and I had on my mind (Hamm which was in our flight pattern) then listed Brunswick due to length of time before I flew again This is the only place according to missions posted on their records differ enough from mine to place them 4 mission ahead of me. Now that Chuck has found I did not fly on the 8th to Brunswick it answers many questions I have had for several years.

BRUNSWICK , GERMANY-------------------------------------MAY 8, 1944---#61

(May 8, 1944 "Brunswick, GER"

Pilot Williams mission report, no Kennedy on roster)

LEISE , FRANCE---------------------------------------------------MAY 9, 1944---#62

BOHLEN , GERMANY------------------------------------------MAY 12, 1944---#64

ORLEANS , FRANCE-------------------------------------------MAY 23, 1944---#68

ORLY , FRANCE--------------------------------------------------MAY 29, 1944---#74

My records do not show any missions for me on May 9,12,23, or 29 and Chuck's research shows I did not make the trip to Brunswick on 8 May 44. 5 Missions Total which means I am now 4 behind the crew.

(It is probable that during this period that I did have leave upon release from the hospital. The confusion in my mind is the fact that Sgt. Mosteller went to London with me. Although we went back almost immediately. He too finished after the crew and prior to me. He was behind the crew since he was Doucets replacement. )

About this time I went to see London and had difficulty in sleeping the 1st night because of a put-put sound that would suddenly stop and in a few moments I could hear a loud explosion a few blocks away. As I recall, the next PM was spent at the Windmill Theater (read Wing Ding by LTCOL Eugene T. Carson, USA [Ret.]) for more information on this Theater. The next day I and SGT Mosteller walked out the door of the Red Cross Club and had gone only a short way down the street when we again heard that put-put sound. An Englishman darted into a doorway back out to the gutter of the street. He started to lie down and then jumped up and ran across the street. We were laughing at the scene around us when the put-put stopped then things really became frantic. The Buzz Bomb fell nearby. When I picked myself up out of the gutter I was muddy and no longer laughing. We returned to the Red Cross and there or nearby they cleaned my clothing some. We packed our bags and headed back to Norwich by the first train. (Seething was approx 5 miles from Norwich and Airfields were approx. every 5 miles.) Shortly after we left the station, the train ticket taker came through and said that the station we had departed had been hit with a buzz bomb. I did not return to London until Mid-1950s, when I was assigned to Hq 3rd AF, at South Riuslip, England.

ROTENBERG , GERMANY-----------------------------------MAY 30, 1944---#75

WAIPPY , FRANCE----------------------------------------------MAY 31, 1944----#76

BEAUVOIR , FRANCE-------------------------------------------JUNE 2, 1944---#77

Most members of crew 48 completed their Tour on 2 June 1944. We had dropped many bombs on that coastline and the Gun & military sites but as we learned later the job had not been finished and they were still densely fortified on 6 June 44 (D Day.)

The following are the balance of the Missions flown by Harold Q Kennedy (a crew member of Crew 48) according to his service records :

For several days missions were to the bridges,airfields,train complexes and other military and transportation facilities along the coast line of Normandy( Brest Penn.) On D-day over 11,000 aircraft were in the air over Southern England and clouds or fog limited visibility greatly but as in the briefing this was the long awaited day D-Day. I could see aircraft in front and to the rear also to the sides as far as the clouds would permit. A hole opened up below and boats of all sizes and shapes were on the water. It appeared that you could step from boat -to- boat and literally walk across the North Sea from England to Brest

Caen on the 6 Jun/44-----#81

Politz on 20 Jun/44----#98

Guy-an-Court on the 22 Jun ---#101

Ending my tour on 2 Jul/44 with a mission to Fiefs ( 30 Missions Total)---#108

On completion of my tour I was assigned as a perimeter Guard to man the machine guns near our aircraft . The Bandits were so happy to have caught us napping on the 22 April 44 that they continued nuisance raids on our airbase without much additional luck. This assignment was short lived as I was again hospitalized and upon release I was soon on my way to Liverpool and a return to the States on the" Queen Mary".

=========================

This is an airmedal. It was awarded once in the form seen. After that we received Oak leaf Clusters. Which represented the number of times we entered into enemy territory and faced their opposition and defenses during a bombing mission. Although the above lists city's the mission was to railroad marshaling yards, ball bearing factories, Factories building military implements of war or support of the war effort. When the bronze clusters reached a total of 5(maybe off here) the five were dropped and

replaced by a single silver oakleaf cluster.

==========================

I was one of those that did live to receive the Distinguished Flying Cross.

I have received a few questions as to our crew having any kills. We had claims but no confirmations. I believe it was nearly impossible to tell who got the credit. We flew in close formation and several aircraft had several guns firing at the bandit at the same time. At debriefing someone gathered the comments of all crews involved then decided which crew was assigned the kill. Sometimes however it was a clear cut decision based on the distance from the formation and the direction of attack. We do know our aircraft was in trouble and was dropping out and behind formation . A P 47 came down to take a look. After our tail gunner sent a few rounds in his direction he moved over and kept his aircraft in a parallel position to ours for the balance of his escort. Such escorts were not long. The fighters did not have adequate fuel to escort for long distances.

You can read Stanley Zaborowski's Diary (THE ELITE CREW)

on the Members Page of the DFC Society

at the link below:

=====================================

If you were lucky you did not receive this award.

Many received this as a result of direct enemy action.

Two members of Crew 48 Griggs and Doucet were authorized the medal as a

result of direct enemy action.

The weather elements were not considered.

I was one of many to be hospitalized and continue with problems associated with the weather during the period of combat. Despite my right hand peeling like I had peeled off a glove and the following deformity and loss of manipulation it was not considered as result of enemy action although it happened over enemy territory and while on a bombing mission I had a gun malfunction and someway disconnected my oxygen supply while trying to correct the problem. I woke in the hospital a couple days later and thought I had been hit in the head. A gauze pad covered my hand at the time and I could not see. When I placed my hand over my eyes I faintly could see the gauze which covered my hand. My sight gradually returned and I was released in about two to three weeks to my unit and was released later to return to combat missions even though my hand had not yet healed completely. I later found it necessary to retire due technology , aging and hand deformity. With the onset of little black boxes and transistors my TV and Satellite business became too difficult to keep up.

6 Jun 04 ( D-Day + 60)