351st Bomb Group

1. Airplane and Crew Assignment Check.
   C.O.’s Comment:
   
   
2. Time Schedule:

   Low Box
   Stations –	0705
   Start Engines –	0715
   Taxi -	0725
   Take Off -	0740
   Last Take Off -	0840

   
   
3. Targets:
   Primary: Rahmel airport near Gdynia [Rahmel is the German name given to what is Rumia, Poland today.]
   Secondary: Naval Armaments at Danzig [Danzig is the German name given to what is Gdańsk, Poland today.]
   Last Resort: All CBW’s – Danzig Port area
   
   
   
4. Loading:
   High Box: Composite – 10 X 500 G.P.
   Lead Box: 457th Gp. – 10 X 500 G.P.
   Low Box: 351st Gp. – 10 X 500 G.P.
   Nickels [Propaganda Leaflets] in Ship # - None
   
   
5. Gasoline Loading:
   Tokyos [Planes with extra wing fuel tanks]: Maximum
   Non-Tokyos:
   Remarks: Conserve gas as much as possible.
   
   

6. Wing Formation	94th (A) CBW	94th (B) CBW	Comp. Group	Comp. CBW
   Lead	457
   Low	351
   High	Comp.: 457th- 2 Sqdns.; 351st – 1 Sqdn. + 2 spares

   
   
7. Division Formation:

   Position	CBW [Combat Wing]	Target	Departure Time at Coast
   Lead	41st"A"
   2nd	41st"B"
   3rd	94th
   4th	40th
   5th	1st
   6th
   7th
   8th
   2nd Division	4 CBW's	Tutow
   3rd Division	2 CBW's	Warnemünde
   3rd Division	2 CBW's	Krzesinki
   3rd Division	1 CBW's	Posen [Now called Poznań]

   Remarks: 2nd Division – 9 Gps. Fighters.
      3rd Division – 7 Gps. Fighters.
   
   
8. Fighter Cover:

   • [Force]	[Latitude & Longitude]	[Call Sign]
     1 Groups, P-47's	54°30’N To 08°00’W	Denver 4-1
     1 Groups, P-51’s	55°40’N To 11°00’W	Denver 4-2
     Group,
     Groups,

     
     
9. Group Assembly is:

   Box	Altitude	Place
   Lead	4,500'	Deenethorpe Buncher
   Low	3,000’	Deenethorpe Buncher
   High	6,000’	Deenethorpe Buncher

   
   
10. Navigator - _____
    
11. S-2 - _____
    
12. Weather - _____
    
13. Special Instructions to Navigators, Bombardiers: ____
    
    
14. Squadron Leaders and Group Deputy report to Target Room. All but Pilots Dismissed.
    
    
15. (A) Code Words –

    PFF Bombing –	____
    Visual Bombing -	Daisy Mae
    Authenticator –	Blue Shirt
    Recall -	Yoke George Sugar Yoke
    Division Lead	_____

    
    
    (B) Call Signs:

    	Call Sign	Flares	Tail Letters
    351st A	W/C [Woodcraft] Red	Red	J
    351st B
    401st A
    401st B
    457th A	W/C [Woodcraft] Blue	R - Y	U
    457th B
    Composite	Composite W/C [Woodcraft] Pink	Green
    1st C.B.W.
    40th C.B.W.
    41st C.B.W.
    Composite C.B.W.

    (C)

    U.S. Fighters	Denver
    R.A.F. Fighters
    Bombers	Goldsmith 4-3
    U.S. Grnd. Control	Tackline
    R.A.F. Grnd. Control

    Remarks:
    
    (D)

    Colors of the Day
    Time	Color	Letter	Challenge
    0800 – 1400	R-R	F	Y
    1400 – 2000	Y-Y	O	P

    
    
    (E) Ships To Monitor [Radio Channels A, B, C & D]
    1. -
    2. - 8028-Q, 8038-R
    3. - 1988-C, 1560-A
    4. -
       
       
16. Let-Down on Splasher # 4, if overcast.
    351st A 180° Mag. [Magnetic Compass Heading]
    351st B ° Mag. [Magnetic Compass Heading]
    401st A ° Mag.
    457th A 195° Mag.
    Composite 210° Mag.
    
    
17. Flying Control. –
    1. Taxi Plan.
    2. Emergency Fields.
    3. Landing Aids.
       
       
18. Special Instructions:
    1. A/C unable to return to home base land at Ludford Magna - 53°22’N–00°11’W. [Ludford Magna is a RAF base located south of Ludford, Lincolnshire.]
    2. VHF code word for discharge of chaff – “Hot Stuff”.
    3. Spares to turn back at 53°58’N-03°35’W[E]. [Approx. 118 miles NE of Cromer, England]
    4. VHF code used for I.P.[Initial Point of Bomb Run] – Daisy Mae
    5. Control Points:
      Splasher 4  No. 1   Zero minus 3
      5431 – 0820 [Lat. & Long.]   No. 2   Zero plus 356
    
    

1. General Narrative. A buncher assembly over Deenethorpe was briefed for this mission, but due to extremely bad weather conditions, this plan was abandoned. The take-off was made as scheduled, and assembly was attempted over the buncher 2,000 feet above the briefed altitude. After several fruitless minutes over Deenethorpe, the Wing Leader, upon the recommendation of the weather ship, elected to try to assemble over point “B”. The 351st Group Leader was able to hold on to the six aircraft collected over Deenethorpe, and proceeded directly to point “B” behind the Wing Leader, announcing his change of plan on VHF Channel “A”. An assembly was made over point “B” 1,000 feet below the briefed assembly altitude, and the 351st Group left for point “Z” with twelve aircraft. The English coast was departed with fourteen aircraft in the formation.
    The 351st Group Leader spotted the Wing Leader shortly after arrival over Deenethorpe and remained approximately three miles behind him until assembly of the groups was completed. The wing assembly of groups was made without difficulty.
    The group formation of the bomb run was quite good; and a long, steady approach was made. The wing rally after bombing required more time than is ordinarily required because of a left turn after bombing by the lead group instead of a right turn as briefed. Additional trouble was caused the 351st Group by an abandoned aircraft which wandered about aimlessly. However, after the initial surprise of a left turn and a little evasive action to avoid the derelict, the wing rally was accomplished without further difficulty.
    Both fighter opposition and flak were spotty but quite effective when encountered. Both fighters and flak were seen in the target area, the flak being the more effective. Although no aircraft were lost, minor battle damage occurred throughout the group because of the flak at the target. The fighter pilots in this area seemed green and did not press their attacks. The fighters over the Danish Peninsula on the return trip seemed quite experienced. They pressed their attacks in spite of friendly fighters in the vicinity, and caused severe damage throughout the formation.
    No aircraft from the 351st Group were lost.
    After the enemy attacks ceased at the Danish coast, the trip was uneventful until approximately an hour from the English coast. At this time, extremely poor weather conditions were encountered which resulted in the breaking up of the wing formation. The groups separated as ordered by the Wing Leader, and the 351st Group made a 360° climbing turn, trying to get over the clouds. The effort was unsuccessful, and because of a shortage of fuel, a reassembly was not attempted. A heading direct to the base was announced and the aircraft proceeded home individually.
    Weather, coupled with excessive speed by the Wing Leader, made the wing formation extremely difficult to hold until the enemy coast was reached on the route out. Difficulty in navigation was experienced by the Lead Group on the route out which resulted in our being approximately fifty miles south of course. Warnings from both the Low and High Box Leaders went unheeded until a few convincing bursts of flak were seen from the Frisian Islands. We altered course and entered hostile territory approximately twenty minutes late at the briefed point. We were behind schedule for the duration of the trip, a fact which might be partly responsible for the lack of fighter support over the Danish Peninsula on the return trip.
   
2. Aircraft Not Attacking – Low Group. Five of the twenty-one aircraft flying in the Low Group failed to attack. The remaining sixteen aircraft continued to attack the primary target.  Aircraft 42-97258, pilot Lt. Johnson, returned from 54°14’N-04°04’E. Aircraft 42-31721, pilot Lt. Chalmers, returned from 53°42’N-02°57’E. Aircraft 42-31714, pilot Lt. Hoder, returned from mid-channel. These three aircraft were scheduled as flying spares and returned as planned. They were not dispatched.  Aircraft 42-31711, pilot Lt. Roper, returned from 53°47’N-02°58’E when it was found impossible to locate the group formation in clouds. Aircraft 42-31879, pilot Lt. Kogelman, returned from over Spalding when the #2 Engine oil and fuel dropped. These two aircraft were not dispatched.
3. Aircraft Lost. No aircraft of the 351st Bomb Group were lost on the Mission of 9 April, 1944.
   
4. Group Leader. Major Paul T. Fishburne, in Aircraft 42-31509, led the Low Group Formation.
   
   

1. Flight Plan and Log attached.
2. Track Chart attached.
3. Narrative.
   1. T/O at 0746 hours.
   2. Group formed at 0853 hours at 2,000 feet.
   3. Formed CBW [Combat Wing] at 0853 hours at 3,000 feet.
   4. Began climb at 1030 hours.
   5. Reached altitude at 1136 hours.
   6. Weather encountered over England:
      1. Clouds 9/10ths. Tops 5,000 feet.
      2. Visibility 3 - 4 miles.
      3. Wind at altitude __ degrees. __ knots per hour.
   7. Means of navigation over England. GEE, Pilotage, Radio and D.R.[Dead Reckoning]
   8. Means of checking Metro Winds. GEE and Pilotage
   9. Joined task force at 0910 hours at English Coast.
   10. Departed English Coast at 0910 hours.
   11. Arrived Enemy Coast at 1119 hours.
   12. Fighter Rendezvous:
       1. Going in: None hours.
       2. Coming back: 1500 hours.
   13. Wind used for bombing:
       1. 250 degrees.
       2. 25 knots per hour.
       3. How determined: Pilotage Fixes
   14. Description of Bomb Run and Method of target Identification:
       1. Reached IP [Initial Point of bomb run] at 1307 hours.
       2. Mag [Magnetic Compass] heading over target 40 degrees.
       3. Altitude over Target 14,300 feet.
       4. Time bombs away 1320 hours.
       5. Method of target identification and weather over target: VISUAL, CAVU [Ceiling and Visibility Unlimited]
   15. Difficulties encountered with Radio, compass, and special equipment: GEE out at 1700.
   16. Gee:
       1. Coordinates of furtherest fix 54°02'N-04°45'E [114 miles N of Amsterdam]
       2. Time 1640 hours.
   17. Comments: None

Group: 351st Low Box
Target: Rahmel [Now called Rumia, Poland.] Near Gdynia, Poland
Method of Bombing: Visual
Altitude: 14,300’
Direction of Attack: 40° Mag. Heading
Wind Direction: 250°
Wind Velocity: 25 MPH
Bombardier’s Narrative: We reached the briefed I.P. and took a magnetic heading of 40° to the target. The briefed A.P. [Aiming Point] was sighted upon, synchronization was good and bombs were away at 1430 hours. All ships were in good formation and no trouble was encountered on the bombing run. Good results were observed. This group furnished the High Squadron for the High Composite Box.

[Signed:] Manuel J. Giswein, 2nd Lt., Air Corps, Lead Bombardier

Bombardier - 2nd Lt. Manuel J. Giswein, Jr.  Pilot - 1st Lt. S. McClusky Navigator - 1st Lt. M. E. Manthey
Aircraft B-17G 509-V  Take-off - 0746 Landed - 1845
Objective - Kurt Kannenberg Air Factory, Rahmel [Now called Rumia, Poland] near Gdynia, Poland.
Aiming Point (MPI)[Mean Point of Impact] - Repair Shops
Initial Point - 54°5’[N]-17°47’[E] [Near Lipusz, Poland]
Method of Attack - Group
No. of Attacking A/C in Group: - 16   Composite Group - 2, 2 A/C was with Another Group
Number A/C Dropping Bombs by own Sighting Operation:
Deflection and Range Sighting, Group: 1 Composite Group -
Range Sighting only, Group - 1    Composite Group -
Bombs, Types and Sizes - 9 x 500 LB. G.P.[General Purpose] AN M43, 1 Sky Marker
Number of Bombs Loaded - 10   Released - 10
Fusing, Nose - 1/10   Tail - 1/100
Synchronization - On
Information at Release Point:

Type of Release - Salvo
Point of Impact If Seen - Yes
Mean Temp. Metro +2 Actual +2
Winds - Altitude - 15,000 Ft.  Direction - Metro 250°  Actual 250°  Velocity - Metro 29  Actual 25
Temp C. - Metro -12° C. Actual -10° C.

1. This Group furnished the Low Box and the Squadron for the High Squadron in the Composite Group.
2. No release malfunctions were reported. All ships were in good formation and released their bombs at the proper time.
3. The pattern of the Group measured 960 ft. X 2,400 ft. The actual M.P.I. is 240 ft. over briefed M.P.I.
4. Bombs carried was 500 LB. G.P. AN M43. Fusing was 1/10 Nose and 1/100 tail with the type of release as salvo.
5. The High Squadron in the Composite Group carried 500 LB. G.P. AN M43. The pattern for the Composite Group was 2,190 ft. X 2,835 ft. and the actual M.P.I. is 685 ft. to the right and 361 ft. short.

1. The target was the Kurt Kannenberg assembly plant at Rahmel [Rumia, Poland today], near Gdynia, Poland. Photo coverage was good and strikes of all three Groups can be seen. Smoke from the lead Group makes accurate plotting of the hits of the following Groups impossible.
2. The heaviest concentration of this group is in the area of the three repair hangars. The shops are covered with smoke but hits can be seen all around them. The pattern is long and narrow measuring 2,400 feet by 960 feet. The actual MPI is 240 feet over the intended MPI. A direct hit on a stores building and a direct hit on a dismantling building can be seen.
3. The pattern of the high composite group fell in an open area just short of the target. The pattern is loose and measures 2,190 feet by 2,835 feet. The actual MPI is 685 feet right and 361 feet short. Some damage may be done to small unidentified buildings in the area.

1. No leaflets were carried by this Group.
2. Bombing results are considered good. Although the MPI may not have a direct hit, all bombs are in the plant area with a possible direct hit on one of the hangars and one of the assembly shops. The latter is smoking badly in photographs.
3. This group flying a Low Box and High Squadron of the High Composite in the CW encountered approximately 50 to 75 E/A [Enemy Aircraft] from the IP [Initial Point of Bomb Run] to the target and to the Baltic Sea after leaving the target; this was between 1300 and 1345 hours. Attacks were resumed again when the Group reached the Danish Peninsula and continued until the North Sea; this was from 1450 to 1540 hours. The majority of attacks were made by FW 190’s. Some ME 109’s, a few ME 110’s and 1 JU 87 were also seen. Attacks were made from all angles, from above, level, and below; however, most attacks at the target were made from 5 to 7 o’clock at the tail from above. E/A did not come out over the water and upon reaching the Danish Peninsula crews reported most attacks from 11 to 1 o’clock at the nose from above. Some E/A tried escort tactics but did not come in too closely. The E/A queued up, flying to the left of the formation and then attacked the lead ship in groups of two’s and four’s; it is believed that E/A pilot’s at the target were comparatively green while those over the Danish Peninsula appeared to be veterans. FW 190’s are reported to have used rockets on the formation in front of this Group, firing them from a distance and then coming in through the formation; the use of 20 mm. cannon by the enemy also seemed heavier than usual. FW 190’s were painted black with a yellow nose; others had yellow tipped wings, a gray nose, and a gray fuselage, while others were painted entirely black and are reported to have had in-line engines and double wing tanks closely resembling P-51’s. A few silver and black ME 109’s were also seen. Claims for this Group are 11 destroyed, 1 probably destroyed and 2 damaged.
4. While crossing near Heligoland on the way in, our formation encountered moderate, fairly accurate flak. Moderate black and white flak, good for height but only fair for deflection, was fired from Pellworm Island. At Eckernförde, flak was meager to moderate and accurate. Meager, inaccurate flak was encountered over Rügenwalde [German name for city called Darlowo, Poland today]. At the target, flak was moderate and accurate; both black and white bursts were observed. An intense barrage was seen over Gdynia [now called Gdańsk] but our formation was well out of range. On the way back, meager inaccurate flak was encountered over Fehmarn Island, and moderate inaccurate flak was observed at Kiel. Two crews which flew with the 3rd Division reported moderate fairly accurate flak at Warnemünde.
5. Visibility was unlimited at the target making visual bombing possible.
6. Crews reported an A/F [Airfield] at approximately 54°30’N-16°27’E [approx. 5 miles NE of Rügenwalde] which had approximately 12 to 14 A/C which could have been either transport or bombers. There were also planes seen on the beach. They also observed one large hangar and several small buildings at this installation. Another A/F was also observed at Soholm, Denmark. At Bug, Poland a Seaplane Base was observed with approximately 8 to 25 A/C. They appeared to be T/E [Twin Engine] E/A with a swept back leading edge on the wing. A large Army camp was reported at approximately 54°20’N-16°25’E. A new construction site with railroads branching into it was also seen at 54°25’N-16°40’E. Crews also reported heavy sea traffic on the route; five groups of approximately 3 to 5 ships were observed between Sweden and the enemy coast at 54°36’N-10°44’E. Two submarines and two ships were also observed at approximately 54°45’N-13°30’E, on a true course of 90°. In the North Sea area an 11 ship convoy was observed moving South of Heligoland. A 19 ship convoy was also reported NE of Yarmouth approximately 70 miles from the enemy coast heading towards Norway. A 14 ship convoy was seen heading East from Kiel; it had just left the harbor. Many ships were observed in the Kiel Harbor and one particularly large ship was noted.
7. No PFF units were employed by this Group. Fighter support was reported to be fair on the route in and very spotty on the way out. Three of our A/C landed at other bases due to shortage of fuel but have since returned to this Base. Our A/C No. 146-D and 169-N flew with the 447th Group of the 3rd Division and bombed Warnemünde. Smoke screens were observed at Gdynia, Danzig [now called Gdańsk] and Kiel; A balloon barrage was also reported at Kiel. Five parachutes were seen from a B-17 of the 457th Group; this A/C had a fire in the No. 3 engine and was observed going down in the target area. Another B-17 hit water at 54°45’N-10°50’E.

1. Target: Assigned - Rumje (Rahmel) [Named Rumia, Poland today.] Bombed - Rumje
2. Route as Flown. - As briefed to target, left turn to Wittenberg, to 54°40’N-15°00’E [Approx. 24 miles South of Bornholm Island in the Baltic Sea], and back on same route as route out[sic].
3. Weather Conditions - A. at Target. - CAVU [Ceiling & Visibility Unlimited]  B. En route - 4 to 7/10 cloud
4. Were our A/C "Seen" or "Unseen" targets? (a) At Target - seen (b) Enroute - unknown
 Any Condensation Trails? - No
5. Description of Flak, including type of Fire Control: 5. Most crews report moderate flak, accurate for both height and deflection, probably continuous following. Both black and white bursts were observed.
6. Flak encountered or observed en route. (In the order experienced) -
 Heligoland - 10,800 ft. - 1101 – moderate, fairly accurate for height and deflection.
 Pellworm Island - 11,000 ft. - 1110 – moderate, height good, deflection fair, white and black.
 Eckernförde – 11,000 ft. – 1133 – meager to moderate, height and deflection accurate.
 Rügenwalde – 14,000 ft. – 1352 – meager, height and deflection inaccurate.
 
7. Was Chaff carried? - Yes How discharged? As briefed
8. Position of Group - Low, 2 ships in High Composite.
9. Group – 351 A/C over enemy terr. – 20 A/C damaged – 8 A/C lost to flak – 0 Time over Target – 1320 Time of bombs away – 1320 Height – 14,300’ Axis of attack – 40° Mag. Bomb run – 7 min.
10. Comments - Phenomena: None

    508th Squadron
A/C 702-A: Formation poor; Altitude for forming not made clear. – Lt. Sengstock.

    510th Squadron
A/C 028-R: Crew was full of praise for the first aid given by Navigator and Radio Operator.

    511th Squadron
A/C 987-D: More food for such long trips; sandwiches, fruit juice and less English rations. – All Crew Members.
A/C 238-A: Four (4) bombers were lost because P-51’s did not engage enemy fighters. – Lt. Pryor.

[Signed] Robert P. Ramsey, Captain, Air Corps, Group S-2 [Intelligence]

1. Following is a summary of the Hot News reported at interrogation of the mission of this date.
   1. A/C 492-B of the 511th Squadron while flying at an altitude of 1,500 feet observed 2 B-17’s in the water at an approximate position of 53°03’N-01°50’E [Approx. 24 miles ENE of Cromer, England]; no dinghies or parachutes were seen. The observing A/C did not send a distress message because its antenna was stuck and wouldn’t reel out.
   2. A/C 384-T of the 509th Squadron while flying at an altitude of 2,000 feet observed an occupied dinghy 7 minutes from Cromer on a bearing of 230° True with the Cromer Station. Two minutes later a motor launch was seen heading out from Cromer in the direction of the dinghy.

1. Abortives:
   1. Airplane No. 42-31879, 508th Squadron, returned early because of low fuel pressure on #2 Engine. Investigation revealed a leaking fuel pressure gauge.
   2. Airplane No. 42-31711, 508th Squadron returned early because of bad weather.
   3. Airplane No. 42-97258, 508th Squadron returned early because of bad weather.
   4. Airplane No. 42-97193, 509th Squadron returned early as planned.
   5. Airplane No. 42-31721, 510th Squadron returned early as planned.
   6. Airplane No. 42-31714, 511th Squadron returned early as planned.
2. Battle Damage:
   1. Airplane No. 42-97066, 508th Squadron. Several .50 caliber holes through right horizontal stabilizer from right waist gun. Stabilizer must be replaced.
   2. Airplane No. 42-37827, 508th Squadron. Small flak hole in leading edge of left stabilizer, skin and stiffener damaged. Small flak hole in leading of left wing between #1 and #2 Engines, skin and stiffener damaged.
   3. Airplane No. 42-31702, 508th Squadron. Two small flak holes in top of left wing outer panel, skin damage only.
   4. Airplane No. 42-38146, 508th Squadron. Small flak hole in underside of #2 Engine, skin and exhaust stack damaged. Small flak hole underside of left wing outer panel near leading edge, skin and corrugation damaged.
   5. Airplane No. 42-38028, 510th Squadron. Two flak holes in ball turret. One .30 cal. bullet hole in underside L wing inboard panel. One .30 cal. hole left side of fuselage under pilot’s window. One .30 cal. hole right side of fuselage under bombardier’s window. One .30 cal. hole underside #3 nacelle. >30 cal. bullet holes in all windshields. Two .30 cal. holes underside of fuselage. Several small flak holes top of fuselage near left wing. One 20 mm. hole through fuselage above navigator’s compartment. One flak hole #1 cowling. .30 cal. hole #1 propeller. Three .30 cal. holes top of fuselage between wings.
   6. Airplane No. 42-31988, 510th Squadron. Three .30 cal. bullet holes between left wing gap and fuselage. One .30 cal. hole top of L wing, outboard panel near tip. One flak hole in plexiglass nose section.
   7. Airplane No. 42-31560, 510th Squadron. One .30 cal. bullet hit #8 cylinder, #1 engine. .30 cal. bullets hit #9 cylinder intake valve, exhaust ring and fire wall of #2 engine. Two .30 cal. holes leading edge of left wing, damaging Tokyo tank. Several .30 cal. holes right side of fuselage under Navigator’s compartment, damaging oxygen system, primer line, tail wheel lock cable, rudder trim tab cable, bulkhead to station 3, bulkheads under co-pilot’s seat and bomb bay motor conduit.
   8. Airplane No. 42-31899, 510th Squadron. .30 cal. hole top of left wing inboard panel near leading edge, hit stiffener, electrical wiring and angle on main spar. Empty shell case damage to boot fairing between #3 and #4 nacelles.
   9. Airplane No. 42-31509, 510th Squadron. Several .30 cal. holes through left stabilizer and elevator, necessitating change of both.
   10. Airplane No. 42-38038, 510th Squadron. .50 cal. damage to left elevator and stabilizer, necessitating change of both. Skin break leading edge left wing between fuselage and #3 nacelle caused by empty shell case.
   11. Airplane No. 42-97492, 511th Squadron. Slight .50 cal. damage to left stabilizer and elevator, necessitating change of both.
   12. Airplane No. 42-39987, 511th Squadron. Two flak holes underside of left wing, inboard panel. One flak hole top of left wing, inboard panel.
   13. Airplane No. 42-97472, 511th Squadron. One flak hole underside of left wing between #3 and #4 nacelles, near leading edge.

   TOTAL A/C DAMAGED		MINOR DAMAGE		BY FLAK		BY FRIEND		BY FLAK & FIGHTER		BY FIGHTER
   13		13		5		3		1		3

1. Abortives:
   1. Airplane No. 42-97149, 509th Squadron returned early because of bad weather.
   2. Airplane No. 42-97144, 509th Squadron returned early because of bad weather.
   3. Airplane No. 42-31725, 509th Squadron returned early as planned.
2. Battle Damage:
   1. Airplane No. 42-31384, 509th Squadron. One .20 mm. hole above the right waist window, skin and stiffener damaged. One .20 mm. hole four inches in size in inner panel of left wing. Skin, corrugation and structural members damaged.
   2. Airplane No. 42-39914, 509th Squadron. Several .50 caliber holes through right horizontal stabilizer from right waist gun. Stabilizer must be replaced. Small flak hole in right bomb bay door, skin damage only.

   TOTAL A/C DAMAGED		MINOR DAMAGE		DAMAGED BY FIGHTER		DAMAGED BY FLAK AND FRIEND
   2		2		1		1

1. The following armament malfunctions and failures were reported upon completion of the Mission of 9 April, 1944.
   1. A/C 42-97066 – Bomb bay doors had to be cranked closed. Up solenoid burned out; has been replaced.
   2. A/C 42-37827 – Cover latch broken in radio gun.

1. The Station Ordnance Officer has reported the expenditure of 61,865 rounds of Caliber .50 ammunition on the Mission of 9 April, 1944.

1. Following is the expenditure of bombs on the Mission of 9 April, 1944.

1. Negative Report.

Aircraft No. 31879 Squadron - 508th   Pilot - A.M. Kogelman
Time of Abortive - 0900 0853  Location when Aborted - Over Spalding Point B
Reason - Lost all fuel pressure and oil pressure on #2 Engine. (Feathered #2 Engine.)
Disposition of Bombs: Dropped in Channel
Altitude At Time of Aborting: 5,000 ft.  
Enemy Opposition Encountered - None
Remarks:
[Signed] A. M. Kogelman



Aircraft No. 31711 Squadron - 508th   Pilot - R. J. Roper
Time of Abortive - 1000  Location when Aborted - 53°47'N-02°58’E – 100 mi. out
Reason - Was not with formation – couldn’t locate Group in clouds – weather.
Disposition of Bombs: Dropped in North Sea.
Altitude At Time of Aborting: 13,000’  
Enemy Opposition Encountered - None
Remarks:
[Signed] Richard J. Roper, 1st Lt.



Aircraft No. 31714 Squadron - 511   Pilot - Hoder
Time of Abortive - 0930  Location when Aborted - Approximately in mid channel.
Reason - Unable to make contact with Group due to overcast.
Disposition of Bombs: Returned to base.
Altitude At Time of Aborting: 7,000’  
Enemy Opposition Encountered - None
Remarks:
[Signed] Frank J. Hoder



Aircraft No. 97258 Squadron - 508   Pilot - G. Johnson
Time of Abortive - 1005  Location when Aborted - 54°14’N-04°04’E [Approx. 145 miles NE of Cromer, England]
Reason - Couldn’t find formation – bad weather.
Disposition of Bombs: Dropped them in sea.
Altitude At Time of Aborting: ____  
Enemy Opposition Encountered - None
Remarks: When bombs were salvoed into sea, bomb racks would not work & bombs had to be kicked out.
[Signed] Gosta Johnson



Aircraft No. 31721 Squadron - 510   Pilot - R.P. Chalmers
Time of Abortive - 1030  Location when Aborted - 53°42’N-2°57’E [Approx. 87 miles NE of Cromer, England]
Reason - Unable to find group – other groups filled.
Disposition of Bombs: Dropped
Altitude At Time of Aborting: 7,000’  
Enemy Opposition Encountered - None
Remarks:
[Signed] Robert P. Chalmers



Aircraft No. 97193 Squadron - 509   Pilot - Roehlk
Time of Abortive - 1000  Location when Aborted - Deenethorpe Buncher
Reason - Flying Spare - Due to weather conditions.
Disposition of Bombs: Brought back.
Altitude At Time of Aborting: 9,000 ft.  
Enemy Opposition Encountered - None
Remarks: Better weather briefing.
[Signed] John L. Roehlk, 2nd Lt., A.C. [Air Corps]



Aircraft No. 97144 Squadron - 509   Pilot - McLawhorn
Time of Abortive - 0956  Location when Aborted - 53°20’N-2°40’E [Approx. 63 miles ENE of Cromer, England]
Reason - Lost Group in clouds and was unable to find same again - Weather.
Disposition of Bombs: Brought back
Altitude At Time of Aborting: 8,000 ft.  
Enemy Opposition Encountered - None
Remarks: Group went in clouds in a bank – I stayed in bank & after getting through clouds, was unable to locate same.
[Signed] W.E. McLawhorn



Aircraft No. 97149 Squadron - 509   Pilot - T.E. Myers
Time of Abortive - 1000  Location when Aborted - 53°10’N-3°E [Approx. 72 miles ENE of Cromer, England].
Reason - Lost formation in clouds – Unable to locate wing – stayed around above & below clouds in attempt to join a group.
Disposition of Bombs: Returned to base.
Altitude At Time of Aborting: 8,000 ft.  
Enemy Opposition Encountered - None
Remarks: More accurate weather forecast in future
[Signed] T.E. Myers Jr.



Aircraft No. 31725 Squadron - 509   Pilot - C.E. Wolcott
Time of Abortive - 1010  Location when Aborted - 54°18’N-05°21’E - 200 from English Coast.
Reason - Loss of formation through poor visibility and necessary emergency turn.
Disposition of Bombs: Salvo in North Sea – 11:20
Altitude At Time of Aborting: 5,500’ +/-  
Enemy Opposition Encountered - Nil
Remarks: Mission should have been “scrubbed” in view of poor weather upon assembly.
[Signed] C.E. Wolcott



Aircraft No. 97169 Squadron - 509   Pilot - Hatten
Time of Abortive - ___  Location when Aborted - ___
Reason - Couldn’t locate our formation. Due to weather. Bombed with 3rd Division on Warnemünde.
Disposition of Bombs:
Altitude At Time of Aborting: ____  
Enemy Opposition Encountered - None
Remarks: OK’d by Col. Burns
Called to Lt. Prevot at 94 CBW at 1630. - Curley [Signed] ____



Aircraft No. 38146 Squadron - 509   Pilot - Whitchurch
Time of Abortive - ___  Location when Aborted - ___
Reason - Could not locate Group – filled in with Square “H” & bombed their objective.
Disposition of Bombs: At Warnemünde
Altitude At Time of Aborting: ____  
Enemy Opposition Encountered - ___
Remarks: ___
[Signed] Gilbert W. Whitchurch

1. Call Letter and Last Four numbers of A/C in each Squadron:

   a. 94th Combat Wing   High Composite Group
   Sqdn 508th A/C: 8146–D (Spare)
   Sqdn 509th A/C: 9914–S, 7149–X, 1384–T, 1725–L, 7144–R, 1169–N, 7193–P
   Sqdn 510th A/C: None
   Sqdn 511th A/C: None

   
   

   b. 94th Combat Wing   Low Group
   Sqdn 508th A/C: 1879–Q, 1702–A, 7157–N, 7827–J, 1711–F, 7066–O, 7258–P (Spare)
   Sqdn 509th A/C: None
   Sqdn 510th A/C: 1509–V, 8038–R, 8028–Q, 1899–B, 1560–A, 1988–C, 1721–S (Spare)
   Sqdn 511th A/C: 1238–A, 7492–B, 8153–F, 9987–D, 1748–V, 7472–H, 1714–R (Spare)

2. Target: GY-4866
   
3. W/T and R/T Operational Call Sign of each Squadron:

   Squadron	508 [Call Sign]	W/T NRL R/T SEAGREEN		Squadron	510 [Call Sign]	W/T WYN R/T RANGER
   Squadron	509 [Call Sign]	W/T RWY R/T CUPPING		Squadron	511 [Call Sign]	W/T KHB R/T UNCLASP

4. "A" Composite Box: Taxi–0725; Take-Off –0740; E.T.D. Field–0740
   "B" Low Box: Taxi–0725; Take-Off –0740; E.T.D. Field–0740

5. Time:	Height:	Place of crossing English Coast OUT:
   0905	6,000 Ft	Splasher 4

6. Time:	Height:	Place of Recrossing Enemy Coast:
   1549	12,000 Ft	55°45'N-08°10'E [Henne Strand, Denmark]

7. Time:	Height:	Place of crossing English Coast IN:
   1830	5,000 Ft	Splasher 4

8. E.T.R.(Estimated Time of Return) Base: 1902 Hours
9. MF/DF [Medium Frequency/Direction Finder] Section: "G"
10. Bomb load of Each A/C: "A" Composite Box
    508 Squadron: 10 x 500# GP [General Purpose] [Fuse] 1/10 x 1/100
    509 Squadron: 10 x 500# GP [General Purpose] [Fuse] 1/10 x 1/100
    510 Squadron: None
    511 Squadron: None
    
    
    Bomb load of Each A/C: "B" Low Box
    508 Squadron: 10 x 500# GP [General Purpose] [Fuse] 1/10 x 1/100
    509 Squadron: None
    510 Squadron: 10 x 500# GP [General Purpose] [Fuse] 1/10 x 1/100
    511 Squadron: 10 x 500# GP [General Purpose] [Fuse] 1/10 x 1/100
    
11. Fuel Load of each A/C:
    A/C with TOKIO TANKS: 2700 Gallons A/C without TOKIO TANKS: ___ Gallons
12. Group Leader:
    a. Composite Box: Name: William R. Logan Jr. Rank: 1st Lt. A/C: 9914-S  Sqdn. 509th
    b. Low Box: Name: Paul L. Fishburne Rank: Major A/C: 1509-V Sqdn. 510th
13. Passengers, if any: (Full Name, Rank, A/C and Squadron Passenger flying with)
    None
    
14. Actual Times Off and Return by Squadrons and A/C Letters:
15. Lead Box

    Squadron	A/C No. & Letter	A.T.O.	A.T.R.	Squadron	A/C No. & Letter	A.T.O.	A.T.R.
    508	8146–D	Spare		509	9914–S
    					7149–X
    					1384–T
    					1725–L
    					7144–R
    					7169–N
    				Spare	7193–P
    510	None			511	None

16. Low Box

    Squadron	A/C No. & Letter	A.T.O.	A.T.R.	Squadron	A/C No. & Letter	A.T.O.	A.T.R.
    508	1879–Q			509	None
    	1702–A
    	7157–N
    	7827–J
    	1711–F
    	7066–O
    Spare	7258–P
    510	1509–V			511	1238–A
    	8038–R				7492–B
    	8028–Q				8153–F
    	1899–B				9987–D
    	1560–A				1748–V
    	1988–C				7472–H
    Spare	1721–S			Spare	1714–R

    Report Compiled By John Maksimik, S/Sgt.