George and Lizzie Painting by Tom Anderson Febuary, 2003©

NAVIGATOR KILLED, PILOT AND 3 CREWMEN WOUNDED B-24 COMES HOME ON 1 1/2 ENGINES AND RIDDLED WITH 327 HOLES

This detailed account was written by Allan Matthews, Greensboro, NC, 445 BG pilot, though wounded in one eye, on his return from this December 22, 1943 mission. "A railroad town in Northwest Germany seemed to be the target today and our ship was assigned to the low element of the lead formation. After climbing up through a three thousand foot overcast, we joined our formation and began to join other formations. Upon forming, we began a gradual climb to 22,000 feet. Reaching the assigned altitude, we leveled out and immediately lost number 2 engine due to a runaway prop. We increased the manifold pressure to 50 inches and the R.P.M. to 2400 on the other three engines. We were still unable to stay in formation due to the bomb load, so the pilot kept jockeying the supercharger back and forth when we began to lag, by so doing we managed to stay in formation on the bomb run. Upon dropping the bombs, the formation began to pick up speed and although we had maximum power settings, we were left. Two more 24's out of our formation were also left straggling due to a feathered prop each. We began to dive for the overcast but upon nosing down, we saw 10 or 15 ME 109's attacking one of our straggling ships; not desiring to dive through the mass of fighters, we held our altitude. A few seconds later the bomber burst into flames and spun into the overcast. The fighters then swarmed over on the other straggling bomber and upon making 8 or 10 passes succeeded in knocking it down. As we saw the bomber spin into the overcast, our gunners warned us of an attack from the rear. We proceeded to dive, climb, swerve and everything possible to throw the fighters off. The gunners reported 8 ME 210s coming in at 5 and 7 o'clock. On their first pass, number one engine began to run away. It evidently was hit as it ran up to 5300 R.P.M. until it melted. On the same pass, a 20 mm exploded in number 3 gas tank leaving a 4 inch hole, but no fire. The oil gauge immediately dropped to zero. We tried to feather it, but all the oil was gone. We cut off the mag switches, gas supply, and mixture control and let it windmill.

The second pass by the fighters was more successful than the first. Two or three shells exploded in the bomb bay throwing parts of the bomb racks into the radio compartment breaking the gas gauges and damaging the radio. The hydraulic system was also knocked out leaving the tail turret inoperative. The gunner was unable to rotate the turret as the cable was broken, however, he continued firing. Another 20 mm went into the nose compartment exploding in the stomach of the navigator, killing him instantly. The explosion also set the plane on fire filling the cockpit with smoke. The navigator fell against the bombardier tearing loose all connections including the oxygen system. The bombardier went for the fire extinguisher, but by the time he found it through a cloud of smoke the fire was out. Although injured in both legs himself he began to administer first aid to the navigator, but it was no use as he was already cold. The bombardier did all this at 20,000 feet without oxygen or gloves. Two or three more shells exploded in the waist, slightly injuring both waists gunners, but they also continued firing. A JU 88 fired a rocket that went through both rudders leaving two holes about the size of a basketball in them. Meanwhile the engineer in the top turret scored a direct hit and the fighter burst into flames and spun down. The right waist gunner got off a few good bursts into another fighter leaving him smoking. After that pass the fighters left us to cope with the remaining two engines and the 300 miles back home. After we knew that we were over the sea we began throwing out everything that would come loose including the steel helmets, flak suits, radios, ammunition and guns. Since every pound counted, we also threw the navigator's body out. The number one engine had just about burned out by this time and its slow windmill caused an additional drag. Unable to feather number 1 and 3 engines forced us to increase the power settings on number 2 and 4 to 60 inches and 2500 R.P.M. and drop about 8 degrees of flap to maintain 140 MPH and a descent of 25O feet per minute.

With all radio equipment inoperative including the emergency signal units and the gyros tumbled, we continued our trip across the sea descending through a 2000 foot overcast flying the air speed and needle and ball. A minute or so before the navigator was hit he gave us a heading of 250 degrees, so we kept that heading as near as possible. We continued across the sea at an air speed of 145 and descending at about 200 feet per minute until we reached 3000 feet. We managed to hold that attitude until number 4 engine cut out and the ship swerved and started side slipping down despite full opposite rudder. After the loss of about a thousand feet the engine cut back in and righted us. About a minute later it cut out again, this time we lost only 600 feet before it cut back in. Noticing the instruments, we saw the fuel pressure was low so we turned on number 4 booster pump and the engine ran with a little less power settings than number 2 engine. We were now at 1500 feet and still losing so we all prepared for ditching. It was then that we decided to take a chance on running number 3 engine despite no oil and a hole in the gas tank. We started it and began gaining altitude until it was red hot then we cut it off. With 5000 feet between us and the water now, we continued on, but still losing altitude. We noticed then that the sea was getting smooth so we assumed that land wasn't far.

Fifteen minutes later we spotted the white cliffs of Dover, a truly beautiful sight. Crossing the coast at about 1800 feet we began to look for a fairly level field in which to set her down. Spotting a long runway, we decided to land on the wheels so we kicked down the lever. The right wheel came down and locked, the other two refused to come down so we kicked the lever to get the wheel back up. It wouldn’t come up as all the pressure in the lines was gone then. Seeing that we had only one wheel we slipped it out over the grass and made a very smooth one wheel one wing tip landing. The plane finally came to a stop and all men jumped out safely. The plane didn't burn as there wasn't enough gas left. Another few miles and this episode couldn't have been written. Thank God, it was written. The crew included 2nd Lt. Glenn Jorgensen, Pilot; 2nd Lt. Charles A. Matthews, Co-Pilot; 2nd Lt. Roy D. Stahl, Bombardier; 2nd Lt. Arthur Barks, Navigator; S. Sgt. Robert Bertochi, Nose Gun; T. Sgt. Ardem S (Robert) Lamirand, Radio Operator ; T. Sgt. Charles Jones, Eng.; S. Sgt.William Schaffer, L.W. Gun; S. Sgt.Lee Dodson, R.W. Gun; and S. Sgt. Frank Socco, Tail Gun." FORTY YEARS LATER - - - Allan Matthews found out why the German fighters broke off their attack.,

While reading "Wings God Gave My Soul" by North Carolina Chapter 8 AFHS Associate Member Joe Noah, the biography of Greensboro P-51 Ace of Aces Major George Preddy, Allan believes he found his answer; On December 22, 1943, Preddy flying at 24,000 feet near Osnabruck, Germany spotted a crippled B-24 being attacked by six German ME 210s. Though out numbered, Preddy attacked the German fighters and they fled. He subsequently shot down another ME 210, which he found firing at the B-24. This was exactly the sequence of events, which Allan in his B-24 experienced. Now he knows why all but the navigator on his crew survived that day. Now he knows that P-51 pilot was North Carolina's George Preddy. Arthur E. Barks Second Lieutenant, Army Air Forces United States Army. For Extraordinary Heroism in action against an enemy of the United States, while serving as Navigator of a B-24 airplane on a bombardment mission over Germany, December 22, 1943. After reaching the target a cannon shell exploded in the nose compartment and severely wounding Lieutenant Barks, In spite of the painful nature of his wounds Lieutenant Barks remained at his post plotting the course and obtained bearings for the route back to the base. The airplane had sustained serious damage during the enemy attacks and was forced out of formation; where upon enemy fighters redoubled their efforts to destroy it. During these particularly vicious attacks, Lieutenant Barks was mortally wounded. From the nature and extent of his wounds, Lieutenant Barks must have realized death was eminent, but with complete disregard for this fact and for the pain he continued at this work and plotted an accurate course for the pilot to fly back to England. The courage, devotion to duty, and skill under extreme stress displayed by Lieutenant Barks upon this occasion reflect highest credit upon himself and the armed forces of the United States.

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