FOGG IN THE COCKPIT

It Won't Be Long Now!

2012-02-23T06:02:00.003-07:00

Described for decades as the world’s foremost railroad artist, Howard Fogg’s fascination for railroading began early, and he sketched his first train when only four years old.

After graduating from Dartmouth College with honors in 1938 with a degree in English Literature, Howard attended the Chicago Institute of Fine Arts to pursue editorial cartooning, although he also painted, which is where his talent ultimately led him.

Here's an example of one of Howard's 1940 political cartoons.

“It Won’t Be Long Now!”
March 4, 1940 cartoon by Howard Fogg
Image courtesy of Richard and Janet Fogg

The U.S.A.T. Argentina

2012-02-16T06:03:00.002-07:00

On October 7, 1943, 359th Fighter Group HQ personnel and the 368th Fighter Squadron, Howard Fogg's squadron, boarded the U.S.A.T. Argentina in New York Harbor.

The 369th Fighter Squadron boarded the Thurston and the 370th Fighter Squadron boarded the Sloterdyjk, once a Dutch motor vessel.

Image of the Argentina from a 1952 postcard

The U.S.A.T. Argentina (originally the Pennsylvania) was built in 1929 for the Panama-Pacific Line, sailing from New York to San Francisco via the Panama Canal. Following a remodel in 1938 she was re-christened the Argentina by the American Republics Line. After her refurbishment, the Argentina carried 475 passengers and 380 crew. She was Hull 329, with Official Number 229044, 613 feet long, 80 feet wide, and measured 20,614 gross tons, 33,000 tons when loaded.

Though she was set to sail on January 3, 1942 for South America, on December 27, 1941, the Argentina completed her last pre-war voyage when she arrived in New York. Approximately 200 passengers had booked passage and were in the Line’s offices completing baggage declarations when the Navy and Maritime Commission notified the steamship company to cancel the sailing – officials refused to discuss their actions.

On January 23, 1942, the Argentina departed from New York as the flagship of six troop carriers. She was then enlarged to hold 4,000 troops, and began Atlantic convoy duty.

She was double-loaded when the 359th boarded her on October 7, 1943, carrying nearly 7,000 men. Men were everywhere, on all the decks, and in the scuppers.

On October 17, 1943 the Argentina anchored in Liverpool Roadstead shortly after dark. On Monday the 18th, she sailed into the Mersey River and docked at the Mersey floating dock about 4:15 P.M. Debarkation of the men of the 359th began at 5:15 A.M. on Tuesday, October 19th.

By November, 1945, the Argentina had transported 175,592 service men to or from the ETO in fifty-six voyages. On January 26, 1946 she carried a different passenger list when 452 brides, 30 of them pregnant, 173 children, and a war groom sailed from Southampton, England for New York. Stormy seas forced them to arrive a day late, but on February 4,1946, the tired GI brides from England, Scotland, Northern Ireland, Wales, and Malta were met by their husbands, a band, Mayor O’Dwyer, and 200 newsmen as this first “official war bride ship” pulled into harbor.

On May 6, 1946 the Argentina returned to civilian operations and in November was reconverted to liner service at Bethlehem Steel’s Shipyard. De-activated in 1958, the Argentina was ultimately sold to Peck Iron and Metals for scrap in 1964, then re-sold to Luna Bros. and scrapped in Kearny, New Jersey.

Sleuths, Bombers and Mystics: In the World of Genre Fiction

2012-02-09T06:23:00.001-07:00

February 16, 2012 4:00 p.m. - 5:30 p.m.

Join writers Carol Berg, Janet Fogg, and Mark Stevens for a panel on writing and publishing genre fiction, which will culminate with a short reading of their works. These writers have been on the Denver Best Seller List and the Military Book Club bestseller list, and won awards such as the HOLT Medallion Award of Merit, Colorado Book Awards, the Prism Award, the Geffen Award, and the Mythopoeic Fantasy Award for Adult Literature. All come to ACC with great accolades from the Rocky Mountain Fiction Writers. $5 suggested donation for the Writers Studio Scholarship fund. Location: Arapahoe Community College Main Campus, Rm M4750, Denver, CO.

Janet Fogg’s focus on writing began in the 1990s when she was CFO for the coolest architectural firm in Boulder. Fifteen writing awards later, Janet resigned from the firm to write full-time, and ten months after that she signed a contract for Soliloquy, her award-winning WWII historical romance.

In 2011 Casemate Publishing released Fogg in the Cockpit, a Military Book Club bestseller co-authored by Janet and her husband Richard Fogg. Based on the wartime diary of Richard’s father, Fogg in the Cockpit offers a first hand look at Howard Fogg’s fascinating and often unexpected story as a fighter pilot during WWII.

Janet was the 2010 Rocky Mountain Fiction Writers Published Author Liaison, is a long-time member of RMFW, Pikes Peak Writers, and two fantastic critique groups. In her free time she has fun with cars with Richard. Her website is at www.janetfogg.com.

Former software engineer Carol Berg majored in mathematics at Rice University and computer science at the University of Colorado. But it is her thirteen epic fantasy novels that have won national and international awards, including multiple Colorado Book Awards, the Prism Award, the Geffen Award, and the Mythopoeic Fantasy Award for Adult Literature. They’ve been translated into multiple languages, appeared on bestseller lists, and been read, so readers tell her, on five continents, on a submarine under the Mediterranean, in the war zone of Iraq, and on the slopes of Denali. Her novels of the Collegia Magica have received starred reviews from Publishers Weekly and Kirkus Reviews, using words like compelling, intelligent, complex, enthralling, and superbly realized. The latest is The Daemon Prism. Her website is at http://www.sff.net/people/carolberg/.

The son of two librarians, Mark Stevens was raised in Lincoln, Massachusetts, graduated from Principia College in Illinois. He worked as a reporter for The Christian Science Monitor in Boston and Los Angeles; worked for The Rocky Mountain News, covering City Hall for three years. He produced television news for The MacNeil/Lehrer NewsHour in the United States and Latin America. He covered the 1985 earthquake in Mexico City, NASA’s space shuttle disaster, a volcano eruption in Colombia, political upheavals in Nicaragua, and mudslides in Puerto Rico. After tending bar for a year on a self-financed sabbatical (and to write fiction), he joined The Denver Post to cover education. Those five years of reporting led to a position as Director of Communications with Denver Public Schools for more 11 years and then with the Greeley school district and the state department of education. He now works in public relations. After two decades of writing fiction, Mark was published in 2007. His first Allison Coil Mystery, Antler Dust, hit the Denver Post best seller list when it was published and again in 2009. The sequel, Buried by the Roan, was published in August, 2011 and is receiving excellent reviews. Both books are set in the Flat Tops Wilderness of Western Colorado and feature hunting guide and amateur sleuth Allison Coil. The third book is on the way and tentatively scheduled for release in 2013. His website is at http://www.antlerdust.com/.

Pilot's Wings

2012-02-02T05:23:00.002-07:00

Drafted into the Army on May 15, 1941, Howard was assigned to the 4th Armored Division at Watertown in upper New York State. But the December 7, 1941 Japanese attack on Pearl Harbor changed his life. The Army Air Corps needed pilots, so with his keen vision and sense of duty Howard requested a transfer. He received basic flight training at Parks Air College in St. Louis, primary training at Vance Airbase in Enid, Oklahoma, and finished his schooling at Foster Field in Victoria, Texas.

Commissioned as a second lieutenant with pilot’s wings on November 11, 1942, Howard’s first flight assignment was at Westover Field in Springfield, Massachusetts. There, he flew P-47 Thunderbolts under the leadership of Lieutenant Colonel Avelin P. Tacon Jr., who commanded the 359th Fighter Group, comprised of the 368th, 369th, and 370th Fighter Squadrons.

Assigned to Grenier Field in New Hampshire in 1943, the 368th and 369th Fighter Squadrons continued their training in P-47s, although a shortage of planes limited each pilot’s flight time. In May, Howard was transferred to Republic Field on Long Island, where his squadron received new Thunderbolts, and training intensified. Howard then returned to Westover Field in August. On October 1, 1943, he received his combat orders and traveled to Camp Kilmer, New Jersey to await his transfer overseas.

WWII History Magazine - Short Bursts

2012-01-26T05:23:00.008-07:00

From the Early Winter 2012 issue of WWII History:

Short Bursts

Fogg in the Cockpit: Howard Fogg - Master Railroad Artist, World War II Fighter Pilot by Richard and Janet Fogg, Casemate Publishers, Havertown, PA, 2011, 360 pp., photographs, $32.95, hardcover.

Howard Fogg was one talented individual. Not only was he America's premier railroad artist, but he dropped his palette and brush to become a fighter pilot in World War II.

Originally New Yorkers, the Fogg family eventually migrated to the Midwest. After graduating from Dartmouth College, Fogg landed a job with the Union Pacific Railroad and later the Baldwin Locomotive Works prior to the war.

During the conflict, Fogg was assigned to the 359th Fighter Group and flew Republic P-47 Thunderbolts and North American P-51 Mustangs. More importantly, he kept a very detailed diary chronicling his wartime experiences which his son used as the basis for this book.

When he passed away in October 1996, his family spread his ashes along a section of Union Pacific track in Wyoming. Just moments later, a freight train sped by, a fitting end to a great artist - and fighter pilot.

WWII History Magazine website

The P-51 in Movies

2012-01-19T06:40:00.001-07:00

We originally posted this on April 7, 2011, and in anticipation of the release of the movie Red Tails, which recognizes the efforts and heroism of the Tuskegee airmen who served with the 332nd Fighter Group, we thought we would re-post these thoughts about the P-51 in movies...

You are treading on thin ice when you state that something is "the best". With that in mind, any reasonably informed person would have to acknowledge that the P-51 Mustang was, at the very least, one of the best fighters of WWII. No less an "authority" than Hermann Goring, the infamous head of the Luftwaffe, said he realized the war was lost when he saw P-51s over Berlin. In The Military Channel's series of "10 Best," the episode on fighter aircraft ranked the P-51 # 1, not just of WWII, but of all time.

P-51B CV-Q 44-15717 (368FS) in flight with a flight of four. Photo courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

Given its illustrious history and reputation, you would think the P-51 might have been featured in multiple mainstream films. Nope. To the best of our knowledge, until 2012 and the release of Red Tails, there was a grand total of one film that is centered around the P-51, and it takes place not in WWII but Korea. The 1957 release of Battle Hymn (widescreen, color) used Air National Guard Mustangs with the American southwest substituting for Korea. There isn't any actual combat footage but the staged attack and flying sequences give the viewer a glorious look at the P-51.

A 1996 HBO movie, The Tuskegee Airmen, tells the story of the famous black aviators that flew out of North Africa and Italy in the 332nd Fighter Group. A few civilian P-51s were rounded up and repainted, and the movie has some decent flying sequences.

That's it. There are P-51 "sightings" in a few movies such as Empire Of The Sun, Saving Private Ryan, Memphis Belle, and the 1968 film Dark Of The Sun, set in the Congo. A reader of our original post was kind enough to remind us of the P-51 sighting in the 2002 POW movie Hart’s War, starring Bruce Willis.

Ironically, the plane the Mustang was most often called upon to escort - the B-17, has had its fair share of exposure. The 1943 film Air Force, set in the Pacific, revolves around the B-17 "Mary Ann", and the 1990 release of Memphis Belle follows the story (Hollywoodized) of the real "Memphis Belle". Another 1943 release, Bombardier, centers on bombardier training in B-17s. It was filmed, in part, at Kirtland Army Air Field in New Mexico, where real training was taking place. 1962's The War Lover stars Steve McQueen in the title role as a B-17 pilot. 1969’s The Thousand Plane Raid features some spectacular low level passes of B-17s filmed for the movie as well as color combat footage. In 1948 Command Decision concentrated on the thought process behind the strategy of daylight bombing and target selection. Based on the play of the same name, there are a few B-17 scenes in the movie. The following year the Academy Award winning Twelve O'clock High emphasized the toll the decision making took on those in command, but it also utilized Allied and German combat footage of B-17s in action. Both Command Decision and Twelve O'clock High were set in 1943, before the deployment of the Mustang, and focused on the terrible losses the bombers incurred without long range fighter escort.

George Lucas co-produced Red Tails, so we know the flying sequences, though all CGI, will be spectacular. Due for release on January 20, 2012, it stars Cuba Gooding, Jr., who also starred in HBO's Tuskegee Airmen. Since it will presumably be set in Italy, it means there still is not a single movie featuring P-51s flying out of England. Who knows, maybe Fogg in the Cockpit...

As before, we'd love to hear from you about any other P-51 sightings in film or TV!

Railfan and Railroad Magazine announces Fogg in the Cockpit - January 2012

2012-01-12T05:23:00.001-07:00

Railfan & Railroad website

Book review by Rene Burtner, 369th Fighter Squadron Leader, 359th Fighter Group

2012-01-05T05:23:00.004-07:00

Fogg in the Cockpit is based on a diary by Howard Fogg. Howard, a fighter pilot in WWII with the 359th Fighter Group began his diary shortly before the Group sailed to England in October 1943. His intention at the time was to provide notes if at some later date he decided to write a book about his war years. The book did not materialize during his lifetime but has now become a reality thanks to his son and daughter-in-law, Richard and Janet Fogg. Howard’s college degree in English Literature and his artistic perception are displayed throughout the book.

As an ex fighter pilot I read the book with great anticipation and was rewarded with a gem. The time, places, events, and routines in the diary were those shared by all fighter pilots and they rekindle lost memories as well as enhance memories fading through time. First impression of England – the beauty of the countryside – quaintness of the villages – fortitude of the British people – the weather – sinus – blackouts – bicycles – air raids – buzz bombs – V2s – card games – billiards – briefings – missions – periods of dullness – perils of strafing – sports – hobbies – parties – leaves in London, Scotland – Flak Home – Me109s – Fw190s – Me262s – Me163s are there to be relived along with the lack of glory in war and the little time for mourning.

Richard and Janet Fogg have provided well chosen information connecting the individual pilot’s activities and those of the Group to the overall war effort. References to military terms are explained and timely news items are mentioned regarding the progress of the war around the world. Howard’s lifelong love affair with trains and his art work combine for a very successful career as a railroad artist and we enjoy some examples of his beautiful watercolors and oils in the appendix.

~ Rene Burtner, 369th Fighter Squadron Leader, 359th Fighter Group

On August 2, 1944, Lt. Rene L. Burtner Jr. was one of five replacement pilots assigned to the 369th Fighter Squadron, 359th Fighter Group. On his fifth mission he was shot down while strafing the St. Dizier Airfield after a bomber escort mission. He was able to evade and escape capture, and returned to Wretham on September 1, 1944. He continued flying until April 17, 1945. Photo courtesy of Anthony C. Chardella: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

Flying Models Magazine January 2012 announcement re: Fogg in the Cockpit

2011-12-29T05:23:00.003-07:00

Text from page 12:

Fogg in the Cockpit

Renowned for decades as the world’s foremost railroad artist, Howard Fogg’s career spanned half a century and some twelve hundred paintings.

However, while his art has been welcomed for decades, few of his enthusiasts have been aware of his prior career, as a fighter pilot in the U.S. 8th Air Force during World War II. Fortunately Fogg left behind a detailed diary of his experiences, which illuminate this brief but exciting aspect of his life, as he engaged in direct combat with the Luftwaffe at the controls of P-47 Thunderbolts and P-51 Mustangs.

Articulate and insightful, his diary offers a frank and fascinating glimpse into the life of a fighter pilot, both in the sky and in wartime England. Written during 1943 and 1944 it offers a confidential perspective of life as a “flyboy,” during which Howard flew 76 combat missions and was awarded the Air Medal with three clusters and the Distinguished Flying Cross with one cluster.

Presented in its entirety, with supplementary material by Richard and Janet Fogg and supporting illustrations from Fogg himself, including satirical cartoons, military and railroad artwork, Fogg in the Cockpit paints with a broad brush, from the smallest details of a pilot’s day-to-day existence, to air combat, and the strategic and political decisions that influenced the course of the war.

This 6” X 9-1/4” hardcover book contains over 360 pages. The price is $32.95.

CASEMATE PUBLISHERS, 908 Darby Road, Havertown, PA 19083,
610-853-9131, www.casematepublishing.com

Flying Models website

December 22, 1944 Mission

2011-12-22T05:39:00.004-07:00

An excerpt from Fogg in the Cockpit, The Wartime Diary of Howard Fogg:

Wednesday, December 22 (1944): Wretham

Fast moving overcast, broke by noon.

Briefing at 1100. Took off at 1215 with Major Richmond, Baldy, and Hagan. Major really flies smooth. I had Randy’s ship, which is damn good. Enjoyed successful ascent thru the clouds. What a gorgeous sight on top. We essed over the second box of 18 B-17s at 27,500 feet. Impressive to see hundreds of B-17s below you against the dazzling white clouds.

Colonel is really happy about the mission. Four aborts in squadron. Whole group off in 6 minutes 35 seconds. Baldy was low on gas, so he peeled off near Yarmouth.

Downing and Hollis saw a couple of bombs yesterday by their ships. Said, “Hell let’s put ‘em on,” so they had ‘em put on. That was crazy-nuts when they were on sweep as spares. They turned around, got lost, landed with the bombs twice, and finally brought ‘em back here. What a crazy outfit.

Got a new pilot today; Drake, from Palisades Park, New Jersey. 43-G (pilot training class) in “C” Flight. He’s bunking with us.

Books about the 359th Fighter Group

2011-12-15T05:12:00.002-07:00

The original History of the 359th Fighter Group. This book is believed to be the work of Captain Tom Raines PRO-Intelligence, 359th Fighter Group, and was sent to all the men of the 359th after they returned home.

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The reprint of the History of the 359th Fighter Group, by the Battery Press.

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Jigger Tinplate & Redcross - The 359th Fighter Group in World War Two was published in 1987 by Academy Publishing Corporation.

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Mustangs & Unicorns, A History of the 359th Fighter Group, was published in 1997 by Pictorial Histories Publishing Company.

Tom Farrish's review of Mustangs & Unicorns: "This book is a fascinating look at the history of the 359th Fighter Group. It contains many pictures and a detailed account of the results of all their combat missions. This is a great book for the WWII Aviation enthusiast, with an emphasis on the P-51 Mustang and P-47 Thunderbolts they flew."

Amazon link

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359th Fighter Group was released in 2002 by Osprey Publishing.

George Hullet, Air Classics Magazine, review of 359th Fighter Group: "Over 130 photographs and 45 color profiles make the book an excellent addition to Osprey's outstanding series and a must for any WWII aviation bookshelf."

Amazon link

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Fogg in the Cockpit, by Richard and Janet Fogg, was released on July 28, 2011 by Casemate Publishing.

Books Monthly review of Fogg in the Cockpit: "Articulate and insightful, his diary offers a frank and fascinating glimpse into the life of a fighter pilot, both in the sky and in wartime England...paints with a broad brush, from the smallest details of a pilot's day-to-day existence to air combat, and the strategic and political decisions that influenced the course of the war..."witting testimony" of the highest calibre, and a most welcome addition to the library of reminiscences of this most recent world conflict. Add to this the genuine and amazing talent of Fogg as an artist, and you have a most fascinating read - the appendix of beautiful colour paintings by Fogg is a welcome addendum. A remarkable book indeed."

Amazon link

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If you know of any other books about the 359th Fighter Group, please let us know!

P-51C "Betty Jane" vs. 359th FG P-51s

2011-12-08T05:32:00.011-07:00

On July 9, 2011, we attended the Wings of Freedom Tour, presented by the Collings Foundation, at the Fort Collins-Loveland Municipal Airport. The Collings Foundation travels the country with several WWII bombers and a dual control P-51C Mustang, “Betty Jane,” a razorback “C” model (as opposed to the bubble-canopy “D” model that came out later in the war).

Several “C” models were modified to carry a passenger in a second cockpit behind the pilot. One of the most famous of these two seat fighters, “The Stars Look Down,” was used by Dwight Eisenhower, and he rode in the back seat of that Mustang over the beaches of Normandy to direct the D-Day invasion.

While looking at our pictures of “Betty Jane,” we realized that we had shots of her similar to several photos from the 359th Fighter Group’s archives, so we thought a side-by-side comparison of those photos might be interesting - a "D" that served the 359th Fighter Group versus a currently flying, dual-control "C."

“Caroline," Lt. Thomas P. Smith's P-51D CS-E 44-13893, versus “Betty Jane.” Left image of "Caroline" courtesy of Thomas P. Smith: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

“CisCo” P-51D CS-Q 44-15277 is one of the last P-51s assigned to the 359th Fighter Group during their final weeks in the ETO, versus "Betty Jane." Left image of "CisCo" courtesy of Thomas P. Smith: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

P-51 Instrument Panels: Left image courtesy of Robert J. Guggemos: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

And here’s one last photo of “Betty Jane” – we had no similar 359th Fighter Group archived photo to compare.

Fighter Group and Squadron Insignia

2011-12-01T05:11:00.000-07:00

The 359th Fighter Group Insignia: The unicorn, symbolic of dauntless courage, in white to indicate purity of purpose: reared in a regal manner in pride of performance, against a background of the red blood of courage, severed by a gold band of honor. The whole crested with three white stars against a background of midnight blue. The star points are consecutively 3, 5, and 9 to portray the Group numerical designation. The inscription "Cum Leone" is prophetic of the Group's baptism of fire. (The Royal Seal of Great Britain bears the unicorn emblazoned on the left and the Lion on the right.) The Group winged its way into combat from its base in Great Britain in companionship with the combined operations of the USAAF and the RAF, against enemy forces over Europe.

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The 368th Fighter Squadron Insignia. Over and through a yellow disc, the squadron color designation, the white unicorn holds a red thunderbolt firmly between his teeth. The unicorn, symbolic of dauntless courage, portrays the squadron's speed and evasiveness. Its one horn indicates that the squadron flies single engine planes.

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The 369th Fighter Squadron Insignia. Over and through a red disc, the squadron color designation, intersected by a thunderbolt, the white unicorn appears in full pursuit, as per record drawings. The unicorn, symbolic of dauntless courage, portrays the squadron's speed and evasiveness and the position indicates its aggressiveness. Its one horn indicates that the squadron flies single engine planes.

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The 370th Fighter Squadron Insignia. Over and through a dark blue disc, the squadron color designation, intersected by a red thunderbolt, the white unicorn appears prepared to attack. The unicorn, symbolic of dauntless courage, portrays the squadron's speed and evasiveness and the position indicates its determination. Its one horn indicates that the squadron flies single engine planes.

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Unit Citation

2011-11-24T05:06:00.001-07:00

HEADQUARTERS EIGHTH AIR FORCE
Office of the Commanding General
APO 634
June 19, 1945
200.6

SUBJECT: Unit Citation
TO: Commanding General, 1st Air Division, APO 557.

1. The Unit Citation of the 359th Fighter Group for action against the enemy on 11 September 1944, as published in General Orders No. 436, Headquarters 1st Air Division, dated 2 June 1945, is approved.
2. Subject General Orders have been forwarded to the Adjutant General, Washington, D.C., through channels, requesting confirmation in War Department General Order.
3. You are hereby authorized to advise the 359th Fighter Group that it is entitled to a citation streamer and that all personnel assigned or attached thereto, as defined in paragraph 4a, (1) and (2), Section IV, Circular 333, War Department, dated 22 December 1943, are entitled to wear the Distinguished Unit Badge.

BY COMMAND OF MAJOR GENERAL KEPNER:
/s/&/t/ FRANCIS H. GRISWOLD,
Brigadier General, USA,
Chief of Staff.

A CERTIFIED TRUE COPY:
L.M. STACKLER,
Captain, Air Corps,
Intelligence Officer.
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HEADQUARTERS 1ST AIR DIVISION
Office of the Commanding General
APO 557
2 June 1945

GENERAL ORDERS: NUMBER 436 ) Citation

THE 359TH FIGHTER GROUP is cited for extraordinary heroism, determination, and esprit de corps in action against the enemy on 11 September 1944. On this date the 359th Fighter Group was assigned the task of providing penetration, target and withdrawal support to bombardment forces attacking objectives in Germany. At 0921 hours a total of 49 P-51 airplanes took off from home base in England and proceeded to rendezvous points and assumed escort positions. At 1115 hours in the vicinity of Giessen, Germany, 50 Me 109s and FW 190s were sighted at 32,000 feet preparing to attack the trailing bombardment formation. Pilots of the 359th Fighter Group immediately dispersed and rove the hostile fighters to the deck destroying one and damaging two.

Constantly on the alert for possible interception this unit observed a number of enemy aircraft taking off from an airfield near Gothe, Germany, at 1130 hours and aggressively dived to attack.

Exhibiting the highest degree of courage pilots outmaneuvered and destroyed five (5) Me 109s in the air and then in the face of anti-aircraft fire strafed and destroyed four (4) Ju 88s and Me 210 and damaged four (4) others. Shortly thereafter an estimated thirty (30) Me 109s and FW 190s were sighted heading east at 30,000 feet on the bomber track. Although outnumbered an element of the 359th Fighter Group determinedly attacked the enemy and in close combat destroyed (2) and damaged another. At 1150 hours over 100 hostile fighters were seen at 30,000 feet, north of the bomber formation, and pilots of this unit immediately proceeded towards the enemy. Opening fire with vigor and determination they destroyed four (4), probably destroyed (2) and damaged one (1) and then in individual dogfights destroyed an additional four (4) of the enemy.

Meanwhile other pilots of the group descended to a grass landing ground in the vicinity of Kolleda, Germany, and in diving offensive tactics destroyed four (4) and damaged (9) parked aircraft. At 1205 hours in the vicinity of Eisleben, after the target had been bombed, 15 Fw 190's executed vicious attacks on the bomber formation. The 359th Fighter Group aggressively moved to the scene of this action and in daring offensive tactics destroyed six (6) of the enemy aircraft, probably destroyed an additional two (2) and damaged one (1) other. On the return to home base this unit destroyed seven (7) locomotives. The conspicuous intrepidity, aggressive tactics and esprit de corps displayed by pilots of this unit on this occasion accounted for the destruction for thirty-five (enemy aircraft and contributed to the safe escort of the attacking bombardment formation. The actions of this unit reflect the highest credit upon the 359th Fighter Group and the Armed Forces of the United States.

BY COMMAND OF MAJOR GENERAL TURNER:
/s/&/t/ BARTLETT BEAMAN,
Brigadier General, U.S. Army,
Chief of Staff

OFFICIAL:
/s/&/t/ HARRY T. HANGE,
Major, A.D. G.,
Adjutant General.

A TRUE COPY: L.M. STACKLER,
Capt., Air Corps, S-2

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These documents were transcribed and archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.

One Big Day

2011-11-17T05:51:00.006-07:00

The “one big day” so long awaited by the 359th Fighter Group arrived 11 September (1944), as the Group completed nine months of operational flying over Europe.

On that day the 359th destroyed 26 German aircraft in aerial combat, probably destroyed four, and damaged six, besides running up a score of 9-0-13 on the ground. That meant 35-4-19 for the day. Next afternoon, 12 September, the 359th scored another 10-0-3 in the air and 6-0-8 on the ground. The two-day total of 51-4-28 was one-third the total score compiled in the preceding nine months.

Ten men did not return from the missions on these two days, as a revivified Luftwaffe fought savagely against the joint Anglo-American attempt to make successful a final bombardment softening of the Reich for the ground assault...

...The strategic plan of the Eighth Air Force was to push 75 bombers across Europe on the shuttle run to Russia, under cover of a heavy assault on oil plants of the Leipzig area. This was done, the 20th Group making the long escort ride to Russia, but the Luftwaffe, up in strength, knocked down at least 20 bombers in the other forces (the total loss was 52) and itself suffered losses of 17-23-44 to the bombers, 116-7-23 to the fighters and 42-0-43 on the ground.

The 359th got itself 35-4-19 of these totals, and was officially commended for it by General Griswold. There was combat from 1115 to 1205 and the days’ losses were five men.

There were several remarkable individual performances. Cyril Jones shot down four in the air over a landing field and also destroyed two more on the ground and damaged four others. Captain King got an aerial triple, Claude Crenshaw accounted for two in the air and another on the ground, Grant Perrin, Louis E. Barnett, George F. Baker Jr., and Gilbert Ralston all destroyed two in the air.

One of the four men NYR got separated from his own outfit, joined up with the 4th Group and was seen by them to shoot down an Me109 in the air before crashing to flak on a landing ground. He was identified only by his 359th green nosed airplane.

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Photo: Line up of P-51s starting with CS-H 44-14979 courtesy of Thomas P. Smith: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

Excerpts from the original monthly narrative History of the 359th Fighter Group for September 1944 dated 4 October 1944 and included in Fogg in the Cockpit, were transcribed and archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.

We owe them so much

2011-11-11T05:23:00.005-07:00

Although the veterans of World War II are all but extinct, their legacy surrounds us. Every time we read an uncensored newspaper, practice the religion of our choosing, cast a vote, or do any of a hundred little things we take for granted, they are there, looking over our shoulder. Let us never, ever, forget Pop, Baldy, Hag, Bo, Kib, Brownie, Ollie, my father, and all the other members of the armed forces who put themselves in harm’s way then and continue to do so today. We owe them so much.

~ Richard Fogg, Acknowledgements, Fogg in the Cockpit

P-51s lined up after V-E Day, photo courtesy of Stephen Almasy, Crew Chief: Archived by Char Baldridge, Historian, 359th Fighter Group Association

Rough Sketch

2011-11-03T05:12:00.002-06:00

Howard Fogg would often create a “rough sketch” for a customer to ensure that his vision for the final painting matched their expectations. Depending on the circumstances, the sketches were done in either pencil or watercolor. This example is presented with Howard’s original notations.Image of 1975 rough sketch by Howard Fogg courtesy of Richard Fogg.

"Poured on the Blossom" - 15 June 1944

2011-10-27T06:01:00.002-06:00

HEADQUARTERS 359TH FIGHTER GROUP
Office of the Group Historian
APO 637 US Army
4 July 1944

The 359th Fighter Group, June 1944

A miscalculation in the briefing time on 15 June led to an unholy rush. The duty intelligence officer that morning misread his table of distances in the hurried tempo of plotting, reading ‘110’ as 1 hour 10 minutes, instead of 110 minutes. Consequently, briefing at 0650 was hurried and Colonel Tacon, leading, “poured the blossom” all the way in a squadron race to rendezvous, which was reached on time, off the Ile de Ré in the Bay of Biscay. The bombers were early and were eventually picked up on the homeward track off St. Nazaire at 0925. The mission was eventful only for the magnificent weather, which gave a sightseer’s view of new country, since the route back was out across Brittany.

B-17s of the 91st BG. Note triangle on tails, which was the symbol of 1st Air Division, for whom the 359th Fighter Group would have provided escort. Photo, NIC in Fogg in the Cockpit, courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

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This excerpt from Fogg in the Cockpit was selected from transcriptions of the original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama. The complete documents were transcribed by Char Baldridge, Historian, 359th Fighter Group Association, from reports filed from December 1943 through September 1945 by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer.

Fog in the cockpit.

2011-10-20T05:35:00.003-06:00

“One of the greatest hazards in flying is fog in the cockpit.”

As told to Richard Fogg by his father Howard Fogg, this phrase was uttered by a meteorology instructor to a class of student pilots in 1942. A gale of laughter, led by Howard, followed this pronouncement.

Air Cadet Howard Fogg at Parks Air College in East St. Louis, June 1942.
Lettering on Fuselage reads:
U.S. ARMY-PT-I9
AIR CORPS SERIAL NO.40-2609
CREW WEIGHT 400 LBS
Photo courtesy of Peter Fogg

Jigsaw puzzles, plates, mugs, and greeting cards also featured Howard Fogg's artwork

2011-10-13T05:07:00.002-06:00

Thanks to his artistic ability and engaging personality, Howard Fogg developed numerous friendships throughout his career, from the humblest rail fan to railroad presidents, from fellow painters to artists in music and film.

Magazine articles featured Howard and his work. Limited edition prints were issued periodically. Jigsaw puzzles, porcelain plates and mugs, playing cards, calendars, and greeting cards featured his art. His illustrations graced the covers and contents of multiple railroad books. In later years, books were written about him and his artwork, including The Railroad Artistry of Howard Fogg, written by two of Howard’s most valued friends, Ronald C. Hill and Al Chione.

While there is no formal accounting, it is estimated that Howard completed more than 1,200 paintings over the course of his 50-year career. A number of these images continue to be printed in calendars and as greeting cards, but the majority of the original paintings reside in offices, businesses, museums, and the homes of those who loved his ability to capture the emotion of railroading.

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Richard Fogg, with a little help from his father, assembles a 1948 jigsaw puzzle which featured one of Howard's early paintings for ALCO.

And here's the puzzle they're assembling, which we still own...

Got my plane! (13 Nov 1943)

2011-10-06T05:10:00.004-06:00

An excerpt from Fogg in the Cockpit, The Wartime Diary of Howard Fogg:

Saturday, November 13, 1943: Wretham

Got my plane!

Captain Pezda of the 370th (Fighter Squadron) and I went to Wattisham in the command car. Captain Irvine flew down to lead us back. I have a P-47D-10, 275104, with a P&W (Pratt & Whitney) R-2800-63 engine. Eleven hours on the ship. Flies beautifully. It’s a thousand pounds lighter than the D-2s.

I landed at dusk with field lights after coming in Xtee (cross-wind) first try. First pilot to land with lights here. Captain Malley (Control) all excited. Me too!

No Wonder the English Drink Tea

2011-09-29T06:01:00.002-06:00

Excerpt from Fogg in the Cockpit, the Wartime Diary of Captain Howard Fogg:

Thursday, November 18: Wretham

Painted on plane insignia in cold canvas hangar all day. Hands nearly numb. Paint equipment is poor but it looks fair.

Gall is still fighting trouble in the hydraulic system on my plane.

My cold is worse. Worked on the locomotive model.

Had tea at eleven. Hit the spot. No wonder the English drink tea:
1) to keep warm
2) to prevent starvation

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The following essay, "Tea Call" by Helen Moore, is not included in Fogg in the Cockpit, but Helen would have served tea to Howard many times. Helen, a volunteer, was the Tea Wagon's effervescent, cheerful, kind and always pleasant operator. She and her best friend, Bonnie Cole, became “big sisters” to a whole field of men at Station F-133. Captain John G. Dales, Supply Officer of the 648th Air Material Squadron wrote that, “Helen Moore was a delightful person, so animated and full of life."

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Bonnie and I were filled with trepidation when we first learned that we had to work among American troops. We were excited and rather nervous about our reception.

We had served previously with Czechs, Poles, New Zealand and, Australian, Canadian, South African and British troops of all descriptions, but the thought of working with Yanks was, well, somehow we knew it would be different to say the least. That it was!

Arriving on a day in August, 1943, to welcome our Allies with tea and cakes, we were vastly interested in the different variety of clothes they worked in -- especially the queer little hats with the turned up brim, worn anyway on the head apparently, but the one it was intended for.

At first sight we noticed how pale and thin all the men looked. In amazement we wondered if these were the United States A-1 men! Since then we discovered there had been a very rough crossing and a tedious journey to the station. I now constantly tease everyone by saying how much better they look and how the weight they have put on since partaking of YMCA tea and cakes everyday. And they do!

When we made our first stop the boys crowded round curiously, looked us over and shook our ego immensely by anxiously asking "Could you tell us if there are any American girls 'round here?" They demanded coffee and we persuaded them earnestly that our tea was very good and hot! They found later when the proverbial English winter developed that the hot tea was to be appreciated. Soon we were distributing from 30 to 40 gallons daily in our two vans, which you will admit is a lot of tea when doled out in cupfuls.

We were very cheered when an Officer came up the first day and told us he was from San Francisco and knew Mr. and Mrs. Walter A. Haas who had donated my van to the British War Relief Fund -- It was then we began to think we "really belonged".

When at first we arrived in the morning blowing the horn vigorously the Americans sauntered over slowly. This wasn't the procedure we'd been accustomed to, as the RAF who had been there before made one mad rush when the nose of the van drove into sight.

The GI's soon discovered they had to run fast if they wanted the best cakes or a morning paper and now I wish their folks at home could see them when I turn into the field. They came chasing along on bicycles and every conceivable kind of vehicle. They hang on the van and push and pull to obtain the best position in the "queue".

"Queue" was one word they didn't use before -- only for a Chinaman's pigtail. Now it's used with great frequency and without ever noticing it.

Of course, we had great fun over the difference in the language pronunciation. "Have" was one word that still causes amusement. "Have a cup of tea" is a daily phrase used a thousand times and I pronounce it with a long "A" which still gets a laugh.

When first told we looked "sharp" we looked at each other in amazement as "sharp" is an adjective used over here if a person is particularly intelligent(!). Since I have absorbed so much American slang and expressions that I astound my family by using rather peculiar phrases such as "sweating it out" or "on the beam" -- which just isn't done in polite society and often causes me confusion.

Dealing with the money caused a great deal of fun. The boys handed us out messes of coins of every sort in order to give us, say two pence half penny and many always handed us some huge amount such as ten shillings or a pound note in order to pay one penny for a cup of tea. We feel we helped them considerably from the start to learn the value of our system of exchange.

Bonnie and I became big sisters to a whole field of men. After a time we knew most of them by their first or nick names -- knew their life stories, their troubles, their pleasures, their homesickness and their ambitions.

I've discussed every conceivable problem with the GI's. Those parted from their wives I can readily understand and sympathize with as my own husband has been away from me in the Army overseas for nearly four years.

As time went on we found our tea wagon activities were only a small part of our efforts to promote Anglo-American relations. All our free time gradually got involved with the life of the field.

Bonnie is a professional dancer and she started a weekly dancing class at the Aero Club. As the class grew I was called in to "be practiced on" when she'd taught the steps. Bonnie since left to work with the Y in another area and I found myself doing the incredible by carrying on with about six other girls as partners. These evenings are really fun and are enjoyed immensely by both the girls and the men. Now and again we get a GI to give us a jitterbug lesson -- a lease-end arrangement.

Last year I lent my tennis court four nights a week for the use of the men. This was a great success. I hope to repeat them again this year when the grass is induced to grow again on the bare patches!

Almost overnight we found ourselves gradually doing the personal shopping for the whole base. This started in a small way when somebody said "Helen can you get me a bicycle tyre or tube in town" -- or "Bonnie can you get my pictures developed for me". Soon it grew to such dimensions we spent literally hours each day buying the oddest collection of things imaginable! We've purchased among other things countless tyres and tubes, spokes for wheels, cotter pins, chains, pedals, patches and all the things that go to repair a bicycle. We've bought birthday cards, Easter cards, Christmas cards to be sent to wives, mothers and sweethearts. Those for the girl friend take the longest time (I must be sentimental). Then there's been frying pans, coffee and teapots, a puppy, an electric iron, a mouse trap, cups and mugs, buttons, darning wool, dyes, nails and tacks, brushes, sheets of music, Christmas presents of jewelry and antiques. Photographs to be developed by the hundreds. I've never been on such good terms with the local tradesmen. This, incidentally, is good for us.

We've delivered countless messages 'round the town. Someone rushed up desperately saying "I'm working tonight, can you tell Doris I shan't be in town?" or "Alice is coming down from London or Manchester is there anywhere in town where she can stay?"

Phone calls come from all over the country from friends asking me to deliver messages. Telegrams have to be sent, etc.

Of course, we've assisted in several weddings. For one we arranged, at the last minute, to obtain a bouquet of scarlet dahlias for a bride who unexpectedly arrived without a bridal outfit! I remember driving a frantic bridegroom into town for this occasion to meet trains. Somehow the bride had set out in the wrong direction and mislaid her outfit en route amidst the confusion of it all. She arrived alright and I attended a very charming ceremony and the bride looked beautiful with scarlet bouquet!

Our coming and goings soon became known and the boys found they had a regular van service at their disposal. Now we usually find small bunches waiting, coming or going on passes or furloughs.

So many interesting incidents happen every day it's impossible to record them -- like serving a bride and groom with tea and cake just before their wedding. We grew to love our life on the field just as it was. The boys are always so glad to see us, always so friendly and helpful.

Someone always jumps in the van and helps pour the tea and do the washing up and can now dole out 'Limey' change as well as I.

I didn't realize how we were liked until Bonnie had to go. She was missed very much and I was besieged with enquiries, and still am asked as to her whereabouts and when she is coming back. In fact I began to think it was I who should have gone instead.

If ever we're in trouble with our tea wagon, a puncture or engine trouble, willing hands are always ready to help out. All sorts of odd jobs have been done for me too. One regularly mends the tea strainers when they become the worse for wear. Cake knives are sharpened, even our vacuum cleaner was mended, our poker soldered together, lawn mower and my watch repaired. These things were all next to impossible to be done in war time England.

I feel I have so many friends on the base that when we do visit the States, as I threaten to do one day, I shan't lack companions to show me around. I feel I belong to the base now so much. The personal loss I shall suffer when eventually they leave will be very acute.

If all Anglo-American friendships prosper as ours has the world won't need to worry for many a long day.

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Photo: Helen Moore, a “Tea Girl” for the 359th FG at East Wretham with her “Tea Wagon.”

Photo courtesy of Alfred M. Swiren. Text and photo archived by Char Baldridge, Historian, 359th Fighter Group Association.

From the smallest daily details...

2011-09-22T06:01:00.001-06:00

Renowned for decades as the world’s foremost railroad artist, Howard Fogg’s career spanned half a century and some 1,200 paintings. However, while his art has been welcomed for decades, few of his enthusiasts have been aware of his prior career, as a fighter pilot in the U.S. 8th Air Force during World War II. Fortunately Fogg left behind a detailed diary of his experiences, proving himself as adept with a pen as with a brush, and his day-to-day comments illuminate this brief but exciting aspect of his life, as he engaged in direct combat with the Luftwaffe at the controls of P-47 Thunderbolts and P-51 Mustangs.

Based in England with the 359th Fighter Group, Captain Fogg flew 76 missions in bomber escort and ground attack roles. From his backstage encounter in a London theater with Lawrence Olivier and Vivian Leigh, to the pre-dawn chaplain’s benediction on June 6, 1944, to a mission escorting B-17s as they flew below the snow-capped Alps dropping supplies to French freedom fighters, his diary offers a firsthand look at his fascinating and often unexpected wartime career.

Fogg in the Cockpit offers a frank and fascinating glimpse into the life of a fighter pilot, both in the sky and in wartime England. Through 1943–44 it offers a confidential perspective of life as a “flyboy,” during which Howard was awarded the Air Medal with three clusters and the Distinguished Flying Cross with one cluster.

The diary is supplemented with material by Richard and Janet Fogg as well as excerpts from the Chaplain’s Informal Monthly Reports of Morale, and the Monthly Reports of the 359th Group Historian. It also incorporates period photographs and examples of Howard’s artwork, including previously unpublished political cartoons and preliminary drawings.

From the smallest daily details of the airmen’s life to the strategic and tactical decisions that affected their fates, Fogg in the Cockpit presents a hidden side of one of the 20th century’s great artistic geniuses, with a vivid look at the life of a fighter pilot in World War II.

(Text from inside front book jacket.)

The 359th Fighter Group, 11 September 1944

2011-09-15T06:01:00.000-06:00

HEADQUARTERS 359TH FIGHTER GROUP
Office of the Group Historian
APO 637 US Army
4 October 1944

The 359th Fighter Group, September 1944

The “one big day” so long awaited by the 359th Fighter Group arrived 11 September, as the Group completed nine months of operational flying over Europe.

On that day the 359th destroyed 26 German aircraft in aerial combat, probably destroyed four, and damaged six, besides running up a score of 9-0-13 on the ground. That meant 35-4-19 for the day. Next afternoon, 12 September, the 359th scored another 10-0-3 in the air and 6-0-8 on the ground. The two-day total of 51-4-28 was one-third the total score compiled in the preceding nine months.

Ten men did not return from the missions on these two days, as a revivified Luftwaffe fought savagely against the joint Anglo-American attempt to make successful a final bombardment softening of the Reich for the ground assault.

The Germans fought only when the weather was right. The weather generally was execrable, so bad that it was a distinct achievement and a tribute to the ability of its pilots that the 359th could get up 22 times in the month, though one of these was a two-flight A/S Rescue affair.

On the 22 days on which missions were flown, 1,050 P-51s most of them now the model D, were airborne off the pockmarked, ragged turf at East Wretham, and 112 came back for a sortie total of 938, averaging 5:01 per mission. The total aircraft claim of 58-5-29 was opposed to 16 men listed as MIA as the month ended.

Though a slightly higher total had been scored in May, September generally was regarded as the most encouraging month in the 359th Group’s history. There were two reasons: the grand slam of the 11th, and the emergence of new leaders. Fourteen men returned to the Zone of the Interior during the month as the tour was twice reduced, first from 300 to 285 hours, then to 270 hours. And permission to send men home whenever replacements brought the strength above 121 made the tour even more pliable.

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This excerpt from Fogg in the Cockpit was selected from transcriptions of the original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama. The complete documents were transcribed by Char Baldridge, Historian, 359th Fighter Group Association, from reports filed from December 1943 through September 1945 by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer.

Photo: Silhouettes of P-51s in flight. Archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.

Then Came Trouble: May 11, 1944

2011-09-08T06:01:00.003-06:00

Excerpts from Fogg in the Cockpit, the Wartime Diary of Captain Howard Fogg:

Wednesday and Thursday, May 10 and 11: London

Lost Hodges from the 370th. He bailed out over France.

Kibler and his new wingman disappeared strafing. Bad! Everyone landing anywhere for gas, four and one-half hours without wing tanks!! Rough day.

-----------------------------------

Report from the Office of the Group Historian for May 1944 dated 4 June 1944:

The 11th was a confused day that turned out badly. FO 335 was preceded by a warning order at 2040 on the 10th that was canceled at 2357 and revived at 0410. The order itself was in at 0755. At 1030, Wing canceled the assignment and put on notice to support heavy bombers at 1700. At 1108, this cancellation was in its turn canceled, and 51 ships were airborne at 1325. A briefed preliminary sweep merged into an early rendezvous at 1507 near Besançon and support around the target at Mulhouse, where the 359th Group withdrew at 1555.

Then came trouble.

In obedience to an injunction in the FO the Group had not carried wing tanks, and many men, especially the new pilots, had “a sweat job” to get home. Worse yet, the debonair Kibler, slim, sandy, politely aggressive young graduate of the Citadel and US Anti-Aircraft office, and the equally nonchalant, black-haired Hodges both led their flights down on Reims-Champagne on the homeward journey. There was no cover for five miles. The Germans saw them coming and there was vicious flak all the way. Kibler, sure, suave, married just before he left the States, did not come back, and there was no radio chatter to give clue to his fate."

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Photo: Lieutenant Ralph E. “Kib” Kibler with dog “Flak.” Photo courtesy of Anthony C. Chardella: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

Excerpt from the Report from the Office of the Group Historian, included in Fogg in the Cockpit, was transcribed by Char Baldridge, Historian, 359th Fighter Group Association, from reports filed from by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer, from the original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama.

Fogg in the Cockpit Book Reviews!

2011-09-01T06:00:00.008-06:00

“Howard Fogg is one of those rare people who managed to keep a diary whilst engaged in fighting during the Second World War. It's "witting testimony" of the highest calibre, and a most welcome addition to the library of reminiscences of this most recent world conflict. Add to this the genuine and amazing talent of Fogg as an artist, and you have a most fascinating read - the appendix of beautiful colour paintings by Fogg is a welcome addendum. A remarkable book indeed.”

~ BOOKS MONTHLY, 2011-08-30

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“A FINE TRIBUTE TO AMERICA'S SECOND WORLD WAR GENERATION

This book represents a labor of love for a family whose father (Howard Fogg), a renowned railroad artist, had served during the Second World War as a fighter pilot with the 359th Fighter Group of the United States Army Air Force (USAAF), which operated out of Britain between 1943 and 1945.

The heart of the book is made up of diary entries that Fogg had made between October 1943 (the month that the 359th arrived in Britain) and September 1944, when he completed his combat tour and returned to the United States. The historical commentary, which is interspersed throughout this book, provides a wonderful touch, which gives an added perspective on the contributions and sacrifices made by the USAAF in Europe towards the defeat of the Third Reich.

The reader is given entree into the day-to-day existence of a fighter pilot and its sometimes mundane aspects aside from the pressures and hazards of combat flying. The book also has a generous collection of wartime photographs and several examples of Fogg's postwar railroad paintings, which showcase his considerable talent.

For me, "FOGG IN THE COCKPIT" was one of the best purchases I made this year. Any student of the Second World War or aviation enthusiast will love this book.”

~ W. Montgomery (Washington DC – USA) August 27, 2011

Witness to the Resistance by Virgal Sansing, 369th Fighter Squadron, 359th Fighter Group, 20 June 1944

2011-08-25T04:30:00.004-06:00

Two weeks after the invasion of Northern France I was half-way through my tour flying P-51 Mustangs out of Wretham. I had returned from an uneventful escort mission, my 50th, when my operations officer was looking for pilots to fly a late mission. German troop trains were converging on Chateau Thierry, France.

We launched at 1715, arrived in the target area about 1830, and found numerous trains in the marshalling yards. We started strafing the rail yards. The claims for this mis¬sion were: three locomotives destroyed, nine damaged; three vehicles destroyed; eight rail cars destroyed, twenty-four damaged.

As I pulled up from a strafing run I was hit by ground fire. I was hit from the rear and my rear fuel tank and cool¬ant radiator were damaged and my radios destroyed. The cockpit filled with smoke and hot coolant so I set course for home and climbed to five thousand feet. I was about forty miles northeast of Paris when the fire got into the cockpit. I jettisoned the canopy and fell free. Training stressed wait¬ing as long as possible to open a parachute so as to avoid detection. I waited before pulling my ripcord and got quite a scare for I did not feel the parachute open. Needless to say I was greatly relieved when I saw that the canopy was fully deployed. I was over an area covered with pine trees. The dinghy (life raft) was open so I pulled it up around me before hitting the trees. The parachute hung up about twenty feet from the ground. I shook lose and hit the ground very hard and my face banged on my knees (two beautiful shiners were with me for a couple of weeks). I hid the parachute in some brush and started walking.

Tar papers covered buildings under the trees. This was a German ammunition storage, later bombed by our Air Force.

On the edge of the woods an elderly lady was working in a garden. My first impulse was to run away, but I decided to take a chance that she was friendly. Using gestures, we com¬municated that I was the one that had just parachuted. It was getting dark and she took me through some alleys to a small shed. In a very few minutes people arrived, all friendly. One man brought some eggs, indicating that I could eat them raw. It took a while to convince him I preferred them cooked.

I was moved to a house and stayed in the attic. This was to be my home for about a week after which I was moved down to a room. I was in the village of Puiseux-en-Retz for about 2 weeks and then moved to Soissons on bicycle. It was then I got a look at my accommodations on a farm that raised trout for restaurants (this accounted for the delicious trout sautéed in butter that I'd been enjoying).

The highway was filled with German military vehicles. Everything possible was sent toward the front. Trucks were equipped with a coke burning gas generator and it was obvious that they were grossly underpowered. There were aircraft spotters hanging on each vehicle and if an aircraft was spotted, the truck was parked and abandoned.

I was taken to a farm on the outskirts of Soissons with a barnyard enclosed by a high stone wall. Here I was introduced to calvados (I had to look this up, it's a kind of home-brewed apple brandy), and the "dos and don'ts" of farm wells. I was in the barnyard one after¬noon and started pumping an old-fashioned water pump and was about to get a drink of water when my host explained there were two wells: one shallow well for livestock and a deep well for people. I had the wrong well.

From here I moved into the coun¬try south of town and was allowed to move around outside. Here I began to see the plight of the Germans. Field kitchens set up along the highways never had enough food so the soldiers were begging. The French would give them nothing so they were going into the fields and gardens eating raw fruits and vegetables. At night the French were blowing up railroad tracks and scattering metal on the roads to punc¬ture tires. During the day our aircraft allowed little movement.

Again I moved farther south and joined two brothers, escapees from a German POW camp, who decided I needed a hair cut. So into town (Fere-en-Tardenois) we went.

The first stop was at a tavern full of German soldiers. We sat down at a long table with a number of French. I was nervous but when one of the French fellows pulled out a pistol and proudly displayed it I was flat scared. The Ger¬mans did not see it fortunately.

We then went to the barbershop. There was a German soldier in the chair “getting the works”: shave, haircut, facial, shine, and a good portion of very strong cologne. I was relieved to get my hair cut and get back to the country, to a French underground base camp. Here were weapons, ammunition, explosives, and other equipment. We spent days cleaning and caring for the equipment and nights harassing the Germans. Oc¬casionally we'd go into the fields and pick mushrooms (I still cannot figure out which are good and which are bad).

I also got introduced to "cuddling" for fish, wading along the banks feeling for holes where the fish stayed. I was very doubtful at first but it really works and we caught quite a few.

One afternoon a P-51 flew over, obviously in trouble. The pilot bailed out and we were able to find him and hide him before Germans arrived. His leg hit the tail of his airplane when he bailed and was pretty well beat up. We carried him to the base camp where a French doctor treated him and gave him crutches to get around on.

It was here someone passed around a bottle of calvados. I took a big swig and thought the top of my head would blow off. It was rougher than any moonshine I have tried. Unfortu¬nately, two of the French got carried away and stopped a German truck and tried to commandeer it. Sadly, the truck was loaded with German troops. They did not return.

Then there came a complete turnaround in German movements. Everyone headed back toward Germany. Soldiers were walking, riding bicycles, motorcycles, horses, cows, wagons, anything to get them home. Equipment was dumped from trucks to make room for personnel. The French Resistance was getting more aggressive every day.

Finally U.S. tanks roared into the village greeted with flowers, wine, and open arms. As best I can recall, it was the 5th Armored Divi¬sion. I identified myself and joined them for the next three days. When a pocket of Germans was found, they would bypass them and let the French do the mopping up.

The second night German reconnaissance dropped flares over us. Everyone was firing straight up. Needless to say everything that went up also came down. I crawled under the nearest tank and waited until the "hailstorm" was over.

The third day I made it to an evacuation hospital in Orleans and was told it would be two weeks before I could get to England. A pilot of a B-24 agreed to let me hitch a ride. The airplane had a floor built in the bomb bay and they hauled a load of flour so we had a white interior. As we got ready to depart the navigator got in the pilot's seat and the engi¬neer got in the co-pilot's seat. The pilot and co-pilot were in the back with me. They assured me everyone knew what they were doing and off we went. We circled numerous towns while the pilots took movies from the rear gunners positions.

In England I was debriefed by Intelligence, got paid, bought new uniforms, and returned to the States.

At the time I was careful not to learn names of the French villagers or locations in the event I was captured.

Dates, names, and places have become fuzzy with the passing of the years. But it was a great experience to see the operation of the French Under¬ground and the turning of the tide for the Germans. I can only say that once was enough.

P.S. I have visited France and met the people that took me in, some even came to the U.S.A. During the war my longest stay was with the Coigne family in Fere. Leon Coigne was in the French Army and was evacuated from Dunkirk to England. He parachuted back into France, was captured by Germans, escaped, worked his way to Spain, and returned to England. He again parachuted into France and was an active member of the Resistance. I have heard a lot of bad remarks about the French but those I met were courageous and loyal friends.

Virgal Sansing

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Virgal "Sandy" Sansing wrote "Witness to the Resistance" for the July 2006 issue of The Outer Circle, the newsletter of the 359th Fighter Group Association.

Virgal went on to serve in Korea and Vietnam. He retired in '73 with the rank of Colonel. Decorations include Legion of Merit, Distinguished Flying Cross, Air Force Commendation Medal, Purple Heart, and others. He flies/flew WW II aircraft with the Confederate Air Force in San Marcos, TX.

Photo of Virgal "Sandy" Sansing courtesy of Dr. Paul D. Bruns. Text and photo archived by Char Baldridge, Historian, 359th Fighter Group Association.

An Officer and a Gentleman

2011-08-18T06:00:00.001-06:00

Howard Fogg: The officer…

The gentleman…

The pilot…

Summary of Action:

Captain Howard Fogg flew 76 missions and completed his combat tour with the Army Air Corp in September 1944. He was discharged from the Army in August 1945. Along with the ribbons he earned while with the 359th Fighter Group, Howard was awarded the Air Medal with three clusters and the Distinguished Flying Cross with one cluster.

Well respected for his leadership skills and his focused demeanor whether flying escort or strafing trains, Howard was also tasked with teaching young pilots how to fly, both in England and upon his return to the United States. During his combat tour his commanding officers relied on him to accurately and swiftly plot numerous missions. Many inquired whether he would take up a career flying commercial aircraft following the war, but that was not where his heart led him. Instead, he pursued his art, and decades later was regularly acknowledged as the world’s foremost railroad artist.

At the height of his artistic career, when the waiting list for one of his paintings was measured in years, Howard casually mentioned to his son Richard how honored he was to have been selected to fly at President Roosevelt’s interment. He had never spoken of this before and in his typical modest fashion, Howard said, “you could tell which plane was mine, it was the one slightly out of formation.”

But Howard rarely flew out of formation, either in his plane on that long-ago day in 1945, or throughout his life. He married the woman he loved. He and Margot raised three fine sons and sustained numerous life-long friendships. And Howard succeeded beyond his wildest dreams in the artistic career he first envisioned in 1938.

Excerpt from the History of the 359th Fighter Group, August 1944

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HEADQUARTERS 359TH FIGHTER GROUP
Office of the Group Historian
APO 637 US Army
4 Sept 1944

History of the 359th Fighter Group, August 1944

In August of 1944, the 359th Fighter Group became, for all practical purposes, a new unit. Of the 86 pilots who had come to England 10 months before, two were casualties during the month, 20 finished their tours and only 15 were left on flying status. And these 15 were almost all so close to the end of their 300 hour combat time that the greatest care was exercised in rationing them to the 29 missions flown in 23 days so that squadron and group leaders would continue to be available.

The result of all this was that the experience level of the 359th Group, which at the beginning of summer had been near the top of the Command, now sank to an average of 116 hours, with 61 pilots having less than 100 hours.

The new men were eager and there were remarkable prospects among them, but they were also green and 12 were combat casualties, while another, Lieutenant Lawrence A. Bearden, was killed on a training flight on 10 August. With Captain Lancaster interned in Sweden and Captain Hawkinson lost strafing, that meant 15 casualties for the month. Against this the 359th could show a phenomenal strafing score, locomotive claims, for example, of 62-0-47, excellent bombing, and 21-1-12 in aircraft.

Landing contol checkered van directing P-51. Photo courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

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This is an excerpt from the Monthly Narrative Histories of the 359th Fighter Group and included in Fogg in the Cockpit. Excerpts were selected from transcriptions of the original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama. The complete documents were transcribed by Char Baldridge, Historian, 359th Fighter Group Association, from reports filed from December 1943 through September 1945 by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer.

Howard Fogg: Master Railroad Artist

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Described for decades as the world’s foremost railroad artist, Howard Fogg’s fascination for railroading began early, and he sketched his first train when only four years old.

After graduating from Dartmouth College with honors in 1938 with a degree in English Literature, Howard attended the Chicago Institute of Fine Arts.

“Better Make Up Your Mind F. D. Or There’ll Be A Wreck”
February 24, 1940 cartoon by Howard Fogg
Courtesy of Richard Fogg

Appreciative of the many ironies in life and politics he hoped to pursue editorial cartooning, although he also painted, which is where his talent ultimately led him.

The Alaska Railroad was finished in 1923 and owned by the US government until 1985 when it was purchased by the state of Alaska. Mount McKinley looms in the background. 1978 oil painting by Howard Fogg. Image courtesy of Leanin’ Tree, Inc.

Fogg in the Cockpit signing on August 30th!

2011-07-31T17:07:00.004-06:00

The Most Popular Rumors of July, 1944 at East Wretham Airfield

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As compiled by S/Sgt James F. Farrelly, HQ, 359th Fighter Group

Following are some of the rumors that swept in, around, and out of AAF Station F-133 during the month of July, 1944. The source of the rumors, in most instances, was dubious. Naturally.

“The sister of a friend of a friend of mine, employed by a large pennant and flag making company in the state of New York, reported in a letter to her brother that the factory had just received an immense order to make several thousands of small banners with thereon ‘Welcome Home Eighth Air Force’. The order, received during the first week of July, was to be completed at any cost before the 15th of August.”

As a result of this, another rumor, of undetermined origin, said that:
“In addition to the ‘Welcome Home, Eighth Air Force’ banners, an order had also been received to prepare as many thousands of pennants that would read, ‘Goodbye, Eighth Air Force’.”

Another possible outcome was:
“News from home” that the statue of Liberty has recently been adorned with a vast neon display, to be lighted some climactic evening with the joyful greeting ‘Hello Eighth Air Force’. There is a possibility that the Ninth Air Force will also be said ‘hello’ to. At any rate the sign is of such magnitude that it can be seen from a very great distance at sea."

Rumors of movement were thick:
“Colonel Tacon, Station and Group Commander, is said to have a bet, amount not known, with Lt. Col. Grady L. Smith, Station Executive that by Christmas of this year the 359th Group will have been to the States, everyone will have had their leaves and furloughs and will then be in another theatre of operations.”

From Eighth Air Force Headquarters came the ‘news’ that bomber divisions were ready to move:
“Tropical serum has been issued, training for the Pacific Theatre has been completed, shipping weight has been calculated, personnel have received new equipment and every Eighth bomber station in the ETO is in a state of eager readiness.”

The Fighter Command was another thing:
“We are not expected to follow the bombers for some time. It is said that the entire command will be put on DS to the Ninth Air Force, to move to France and to operate in a fighter-bomber and ground attack capacity until the bombers are ready for their ‘little friends’ somewhere in the Burma-India-China Theater. No part of the Eighth Air Force, in this move, will go through the United States, but proceed via the Mediterranean Sea the Suez canal and the Indian Ocean to their destination in the tropics. Part of the Fighter Groups will move to fields in France, as they become available.”

There were also other, less exciting rumors:
“Rotation was soon to begin in the Eighth Air Force,” indication enough that home was a thing far away.

From nearby Bodney:
…a visiting crew chief told a friend that the 352nd Group was going “off ops” on the 1st of August, which somehow later became the 15th of August. And the operational career of the 359th in this theatre was drawing to an end, too. By the 15th it was said that we would have nothing more to do than ‘sit around and wait’ for orders to pick up our stuff and go - with China once more the end.

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Text archived by Char Baldridge, Historian, 359th Fighter Group Association.

Forced Landing: Lt. Elby J. Beal

2011-07-20T03:45:00.001-06:00

Excerpt from the 368th Fighter Squadron (359th Fighter Group) History for August 1944:

On August 1st (1944) we furnished ramrod support for heavy bombers of the 3rd Air Task Force who were carrying out provisions of the Buick plan #12, which was to drop supplies by parachute to Free French Forces in Southern France. The mission was uneventful from a combat standpoint. Lt. Elby J. Beal was forced to land on a landing strip on the Normandy Coast because of trouble with his airplane. An account of his experience while on the Normandy beach head, written by Lt. Beal, is as follows:

“I was on a mission near the Swiss border. We were escorting B-17s that were dropping supplies to the Maquis. As we were leaving the target area my prop ran away. I was flying at 11,000 at the time. I lost 2,000 feet altitude trying to stall the prop into high pitch. Started on to Sweepstakes running the engine from 3800 to 3500 RPM, and eighteen inches to 23 inches manifold pressure all the way. Crossed the lines at 4,500 feet. Had radio contact and a steer from Sweepstakes by then. The engine was extremely hot and smoking bad. Gas was low too. I was looking for an open field to land in when I saw a landing strip off to the right. I turned over that way and was nearly there when the engine started quitting. Was going to make a belly landing then decided to lower wheels which made me almost undershoot the strip. I landed on one end, and a shot up B-24 landed on the other. I turned off soon as possible. They sent a Jeep out after me and I reported to flying control then to operations. They had no facilities for repairing P-51s at this base as the P-47s, which the organization used that was stationed at this base did not use the same type prop as the P-51. However the engineering officer said he thought he could get a crew and engine from a strip near there. By that time it was late. I had met a Doctor who invited me to spend the night with his unit. They had a nice hospital set up in an apple orchard near there. They gave me a good meal and a cot. About that time German planes started coming over and I spent most of the night in a fox hole. They had been digging them deeper every day. The most danger seemed to come from our ack ack, which seemed to shoot in every direction. The Jerry planes came over real low and dropped bombs several times, some of which hit pretty close. Next morning I reported to the operations tent, and told them that my plane would be repaired and I was going to fly it home. They had made arrangements for me to go to London with the B-24 crew and said I would have to report to 9th Air Force Headquarters. Orders had been cut sending us back. We were sent up in a truck. Asked the driver to wait until I found out if I could go back with him. I finally got permission to go on back, and went outside and found my flying equipment, but the truck had left. I started hitch-hiking back to where the plane was and got there about 3:00 PM. The crew had just started working on the plane. They were a mobile repair unit. They pulled the plane out under a tree and by 3:30 PM the next day had changed the engine and prop governor. I then ground checked the engine and went to flying control to get a clearance and took off. I was treated very nicely while at this base. The crew that changed the engine did a good job in the shortest possible time. They were very efficient.”

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Archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.

July 12, 1944 - A Long Ride

2011-07-12T03:40:00.002-06:00

This excerpt from Fogg in the Cockpit is from Howard's diary:

Wednesday, July 12: Wretham.

Up at 0815. Briefing at 0930. Took off at 1110. Duplicate of yesterday’s show in every detail but flight time. I led Olson, White, and Keesey. My #2 and #4 planes got lost in very rough air of overcast. Picked up Kosc for #2. Homeyer flew #4 later. Encountered heavy flak near Ruhr so everyone split up as usual. Major Shaw led. I became Blue Flight. We only had eight planes out of 16 for escort duty. Never saw the ground; went from here to Munich and back on instruments.
Couldn’t release my left tank and it pissed me off highly. Then it fell off on my landing approach.

Sure was tired. Up for 6 hours and 10 minutes. A long ride. Plane ran fine, loads of gas. Damn this lousy English weather.

P-51s from the photo archives of Howard Fogg.

His chute was afire when he jumped...

2011-07-06T03:40:00.000-06:00

This excerpt from Fogg in the Cockpit is from the narrative History of the 359th Fighter Group, Office of the Group Historian, June 1944 dated 4 July 1944:

On D plus 2, the heavies went after the bridges over the Loire, seeking to snap the fabric of the railroads there as medium bombers had previously chopped every line over the Seine.

There was a FO (377) but it was not in until 0425 and the effect was a hurried briefing at 0515 by Colonel Murphy.

Again the weather was execrable, haze and low ceiling, but Colonel Murphy discussed all that in a memorable line (“Weather is weather, and all weather is bad.”) and by 0627, when 45 planes took off, the mist had in fact cleared, although scud and mist rolled back over the field for the landing at 1150. There was a great score for strafing, especially in the 369th Squadron, which caught a German convoy control point at a crossroads and wiped out 26-odd vehicles.

But by now the Germans had light flak guns by the dozen at every vulnerable point, and there were two losses, 1st Lieutenant Benjamin M. Hagan III, one of the 368th Squadron originals, and Lieutenant Robert B. Sander, of the 369th. Sander was believed to have crashed in the woods near the control point but Hagan jumped after being hit in a wild strafing bee on a train southeast of Breteuil. The tall, lean, dour-faced jokester owned a questing mind, fortified by a rare depth of spirit. Aged 19 when he arrived in England, he had lived a curiously full life, although all of this was customarily masked in the prankery by which he was best known. He habitually explained he had become a fighter pilot to escape the perils of the explosives plant where he had been working and it was usually impossible to decide at what, if any point, his fantasies ceased to be fact. Two friends, Earl Perkins and Bill Simmons, followed him down and though his chute was afire when he jumped, both saw it later, empty, in a field.

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Photo: Brigadier General Edward W. Anderson presenting the Distinguished Flying Cross to Lieutenant Benjamin M. “Hag” Hagen III. April 13, 1944 photo courtesy of R. Hatter: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

Transcribed by Char Baldridge, Historian, 359th Fighter Group Association, from reports filed by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer, from the original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama.

Post-War: ALCO and Howard Fogg's first book cover

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March 1946: With the American Locomotive Company (ALCO) in the midst of converting from steam to diesel locomotive production, Duncan Fraser, President of ALCO, makes the decision that launches Howard’s artistic career. Hired as ALCO’s new company artist, Howard begins painting their locomotives in the livery of prospective customers, and examples of his work for them can be viewed at foggprints.com.

September 1946: At a three-day gala hosted by ALCO at the Waldorf Astoria Hotel in New York City, Howard’s paintings are on display, and Lucius Beebe attends. A journalist with the New York Herald-Tribune, Beebe is considering leaving New York to pursue freelance writing and publication of railroad books. Lucius seeks out Howard and a long-term relationship is born, with Beebe buying a number of paintings over the years.

1947: Mixed Train Daily, co-authored by Lucius Beebe and Charles Clegg, is the first of many to use a Fogg painting on the cover. The following photo from Howard's archives shows L-R: Clegg, Fogg, and Beebe (seated), in front of the display of six paintings that Howard completed for their book.

Farewell, Liberty Belle

2011-06-22T05:00:00.008-06:00

On June 13, 2011, flames from the left wing forced the Liberty Belle to set down in a cornfield near Chicago. Fortunately, the seven people aboard were uninjured, but the Belle won't fly again. The Liberty Foundation has posted information about that day, the events leading up to the flight, the pilot, and the Belle.

The Liberty Belle visited Colorado just a few weeks before her forced landing, and on a gray, overcast day we stepped aboard. Engine number three didn't want to run and the low ceiling had already kept us waiting for over three hours, but finally, we rumbled down the runway and took off. After she leveled, we were allowed to leave our seats in the radio compartment and wander the plane, though the tail gunner's position was off-limits and the ball turret remained closed.

We went forward first, across the narrow beam bisecting the bomb bay, to look over the pilots' shoulders. Then, on hands and knees, we scooted beneath the flight deck to the clear nose turret where the Norden bombsight still held vigil. A few minutes later we headed back to inspect the staggered waist gunner's compartment where clear plexi-glass provided ample views of the foothills to the west and plains to the east.

Every moment of the flight was cold, noisy, and exhilarating. About thirty minutes later, we enjoyed a very smooth landing.

May 15, 2011 was an extraordinary day - one we won't soon forget. Would we fly in the Belle again if she'd survived the crash? Absolutely. Flying in that lovely old B-17 Flying Fort was an honor.

Ships and men tore a bloody hole in Western Europe

2011-06-15T05:23:00.004-06:00

June of 1944 was the month that Eisenhower stormed and breached the Atlantic Wall of Festung Europa in the greatest short-range operation of war in the history of man to that time.

In the great scheme of assault, the VIII Fighter Command, forged and tempered as the peerless high altitude fighter team of all the world’s struggling forces, was slung into the rough and tumble of ground attack. Only their airplanes had the needed range before the cannon and the tactical air forces could be disembarked, and only they could choke off support from the Werhmacht at the chosen storming place, the Cotentin Peninsula of Normandy.

So simply, is the story of June for the 359th Fighter Group told. With the 14 other groups of the Eighth Fighter Command, they isolated Normandy, hacked and splayed the German plan of reinforcement and counter-attack, and held off the Werhmacht while ships and men tore open a bloody hole in Western Europe.

It was expensive, 14 pilots were lost on tactical missions, 11 of those in the first 7 days of crisis, and this was one-sixth of the 359th Group’s normal pilot strength. Yet the total casualties for the month of 17 men, 16 operationally, was below the toll of May, and was well under the depletions suffered by other groups.

These are statistics, and they did not cushion the emotional shock of the grim second week of June, when 21 missions in 7 days cost 11 pilots, when foul weather, flak, fatigue, and warring enemy aircraft raised the normal odds against ground strafing to a great and nerve racking hazard.

P-51 CV-Q 44-15717 of the 368th Fighter Squadron in flight, with flight of four to his right. Photo courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

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This excerpt from Fogg in the Cockpit is from the June 1944 original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama, by Char Baldridge, Historian, 359th Fighter Group Association.

D-Day Order by General Eisenhower:

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“You will bring about the destruction of the German war machine, the elimination of Nazi tyranny over the oppressed peoples of Europe, and security for ourselves in a free world.

“Your task will not be an easy one. Your enemy is well trained, well equipped, and battle-hardened. He will fight savagely.

“But this is the year 1944. Much has happened since the Nazi triumphs of 1940 and 1941.

“The United Nations have inflicted upon the Germans great defeat in open battle man to man. Our air offensive has seriously reduced their strength in the air and their capacity to wage war on the ground.

“Our home fronts have given us an overwhelming superiority in weapons and munitions of war and placed at our disposal great reserves of trained fighting men.

“The tide has turned.

“The free men of the world are marching together to victory. I have full confidence in your courage, devotion to duty, and skill in battle.

“We will accept nothing less than full victory.

“Good luck, and let us all beseech the blessings of Almighty God upon this great and noble undertaking.”

P-51B/C Mustang with D-Day stripes at East Wretham Airfield. Photo courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

June 1, 1944: A Welcome Day of Rest

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D-Day looms, but that is a closely held secret and it isn't until June 4th that Colonel Tacon is summoned to AJAX for final briefing on the invasion plan. For the men of the 359th, Thursday, June 1, 1944 is a quiet day...

The following excerpt from Fogg in the Cockpit is from the June 1944 monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, AL.

"This month began with a dull Thursday enlivened for duty personnel in the hours before dawn with a vivid electrical display in the southern skies that misled some too-eager citizens into believing they had first view of: a) the biggest German raid of the war; b) a novel battle; c) the invasion. The rumble of thunder broke this spell, and it turned out to be the only fillip of the day, a somber affair with a dull overcast in which a release finally arrived at 1355. The whole Eighth Air Force was grounded, save for 29 special sorties."

And from Howard's diary:

"Solid deck of heavy low stratocumulus that stayed all day. Up at 0800. At 1300 released until tomorrow.

Shaw and the colonel took a pick-up ball team down to Honington (364th) and won 4 to 1. I spent most of the day at the operations shack writing letters.

The new snooker table’s a huge success, and it’s a swell table. Saw the movie tonight, and that was about all to the day. A welcome day of rest."

Lt. Spietzer batting. Photo courtesy of Anthony C. Chardella: Photo and June 1944 monthly narrative History of the 359th archived by Char Baldridge, Historian, 359th Fighter Group Association.

Ettlesen seemed, also as usual, only moderately disgusted by the turn of events.

2011-05-25T04:59:00.011-06:00

Howard's diary notes from Fogg in the Cockpit, re: May 25, 1944.

Clear and chilly out.

Up at 0515. No breakfast, to plotting via Jeep. Plotted whole mission in 20 minutes. S-2 had wrong route drawn, the whole thing was wrong. We were supposed to brief at 0615, but no briefing. Ready at 0630.

Finally took off at 0730. Wot a mess. Me, Andy, and Hammy: Yellow Flight. Mac: Red Flight. Murphy: White Flight. One hundred thirty degrees to vicinity of Aachen thence south to Mulhouse.

Ettlesen hit in heavy flak at Aachen. He bailed out okay east of Nancy.

Mac’s oxygen hose came loose, he spiraled down, half out. Finally came to.

Lane took over his flight and the seven of us came home. Clear across France to Cayeux. Four hours flight time. No enemy aircraft.

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And the second excerpt from Fogg in the Cockpit is from the original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama.

Field orders had been arriving later and later, and the inevitable occurred on 25 May: the order came in so late that the 359th Group was 30 minutes slow getting away and could not execute the prescribed Zemke fan, a wide sweep of the type invented by Colonel Hubert A. Zemke of the 56th Group. The bombers were met leaving the target, Mulhouse, and later Captain Ettlesen was hit by flak at 25,000 over Saarbrücken. He nursed the plane as far west as he could and finally left it at 3,000 over Sarrebourg.

As usual, the radio conversation was memorable, the jewels being the anxious injunctions from his flight: “Remember what they told you,” referring to the briefing on escape and evasion techniques, and the solicitous inquiries “Got all your stuff, Chief?” in reference to escape kit, purse, maps, dogtags. Ettlesen seemed, also as usual, only moderately disgusted by the turn of events.

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Photo Caption: Born in Montreal, Canada, West Pointer Capt. Charles C. “Chief” Ettlesen lived in Summit, NJ. He was one of four 369th Fighter Squadron pilots who volunteered for a special low-level strafing unit known as “Bill’s Buzz Boys,” and was their Commander.

He was an “original” pilot with the 359th FG, flying missions from Dec. 13, 1943, to May 25, 1944 when he went MIA in France. With the help of the Maquis he escaped and evaded, returned to England, and completed his first tour of duty. After leave home in the U.S. he returned to the 359th FG for a second tour, and resumed flying as a flight commander in the 368th FS. On February 9, 1945 while strafing trains near Gotha, Germany, he again fell victim to flak, and was MIA.

Post-war it was confirmed that Capt. Ettlesen was KIA on 9 February, 1945. His body was eventually recovered. He is buried at: Plot G Row 12 Grave 30, Luxembourg American Cemetery, Luxembourg City, Luxembourg.

Photo courtesy of Dr. Paul D. Bruns: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

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The original monthly narrative History of the 359th Fighter Group is archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama. The complete documents were transcribed by Char Baldridge, Historian, 359th Fighter Group Association, from reports filed from December 1943 through September 1945 by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer.

ATROCITY SITE VISITED BY FAMILY OF LT. ARLEN R. BALDRIDGE, A PILOT WITH THE 359TH FIGHTER GROUP

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Right: Lieutenant Arlen R. “Baldy” Baldridge in front of his P-47 Thunderbolt. He flew P-47s until 3 May 1944, when the 359th FG transitioned to the P-51 Mustang. Baldy flew his first mission on 13 Decemter 1943, the first mission flown by the 359th FG, and his last on May 21, 1944, a 'Chattanooga' mission. Photo courtesy of Mrs. Helen Baldridge: Archived by Char Baldridge, Historian, 359th Fighter Group Association.
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The three members of Arlen Baldridge's family (brothers Bill and John, and John's wife Char), who made a trip to Bad Doberan, Germany in May 1993, in search of more information about Baldy's murder, were quite successful in their quest. Prior to making the trip Char had written to the Mayor of the town asking for his help in locating the crash site, seeing the Courthouse and Jail where the atrocity took place, and visiting the cemetery where Baldridge was originally buried. Upon their arrival the following events took place.

FRI - May 21, 1993 - BAD DOBERAN! We got up early and had breakfast at our hotel in Wurnemunde. Then we headed for Bad Doberan via the road along the coastline, arriving at Bad Doberan about 10:30 am. Traffic was a problem for getting into town, as they had a circus going on. Also, we didn't know how to find the Burgermeister's [Mayor’s] office. We parked our car in the shade beside a nice city park. Then we got out of the car and thought, where do we go from here? Char approached a pleasant looking woman who appeared to be sixtyish and ask if she spoke any English. She didn't, so we tried to ask her in our "limited" German where the Burgermeisters office was. This lady tried very hard to give us directions by gesturing and we did understand some of her words. We headed off in the direction she had pointed, but were stopped by an older man on a bicycle. He had overheard us trying to communicate with the woman and in German (he also spoke no English) asked, Burgermeister? We said "ya", and then he motioned for us to follow him. So we set out trailing along behind him as he wheeled his bicycle along. As we were walking he tried to talk to us. He asked, "Bruder Piloten" (brother pilot)? We said, "ya". He asked, "Amerikanerin?" We said, "ya". He asked, "flugzug Mustang" (flew Mustang)? We said "ya". We all looked at each other wondering, how does this guy know all of this? He certainly seems to know who we are and what we're here for. This is going to be an interesting day!

He led us to a large old building on the town square, took us to the second floor and knocked on a door. A very pleasant, lady in her late fifties opened the door. Herr Hans Wegner, the man who led us here, spoke briefly with her and she emerged into the hallway where we were standing excitedly exclaiming, "9 uhr, 9 Uhr" (9 o'clock). We try to ask, "you mean come back tomorrow"? She then says for us to [‘sitz’] sit on a bench in the hallway and disappeared into an office. She returned shortly with the Burgermeister in tow. He greeted us in German and motioned for us to enter. We followed him through a large room into his office, where there was a round table where he motioned for us to sit. We sat down and took the bottled water he offered to us. Meanwhile the German lady, Frau Inge Bruhn, is very excitedly talking and gesturing.

She then handed us a booklet with the title "Nachforschunger uber den Tod des Arlen Richard Baldridge" (Investigation into the death of Arlen Richard Baldridge) which she, the city historian, had researched and prepared for us. Char had faxed a list of specific questions, about what we wanted to find out, to the mayor's office a few weeks before leaving on our trip. Frau Bruhn attempted to answer these questions by researching various sources and had prepared a written report of her findings for us. Needless to say at this point we are overwhelmed by their efforts and willingness to help. It literally brought tears to our eyes.

And the reception continues, the Burgermeister picked up the phone and made some calls. In a few minutes a newspaper reporter showed up and he can speak fair English. He tells us that they have several things for us and that an interpreter is on his way to assist us with this meeting. We now realize that we've left our tape recorder in the car. John immediately left to get it, as we wanted to record the session that would be taking place when the interpreter arrives. Shortly he arrived and introduced himself as Achim Stracke, legal counsel for the city and local interpreter. By this time John had returned with the tape recorder and after some false starts we got it operating and are ready to ask questions, get answers, etc. Unbeknownst to us the Mayor of the town, Berno Grzech, had given the letter Char sent to him, stating the time and purpose of our visit, to the local newspaper to publish. Our letter was published under the heading "Wer weiss etwass uber den Tod von Arlen Baldridge?" (Who knows something about the death of Arlen Baldridge?) and it generated a lot of interest. Actually it was the talk of the town for several days. The newspaper got many responses, including a man who was an eyewitness to Dick's forced landing and capture. This man, Franz Bruhn, was thirteen years old at the time and was very willing and eager to share his story with us. The newspaper had already interviewed him and had also published his account in the paper on May 5th, 1993. He was also the husband of Inge Bruhn, the city historian who prepared the report for us. Arrangements were then made for all parties; the Mayor, the eyewitness (Franz Bruhn), the newspaper reporter, the interpreter and the three of us to meet tomorrow morning in front of the Burgermeister's office. From there they will take us to Dick's actual forced landing site at Bahrenhorst and Herr Bruhn will recall for us what he witnessed and answer our questions. We at last find out that Bahrenhorst is simply a cluster of about five houses making up a rural community about 7 km from Bad Doberan. They will also take us to the cemetery to visit Dick's first grave site. They gave us a packet of tourist information on Bad Doberan and environs and a gift of a picture book about the city.

July 23, 1943, at the Diamond Horseshoe in New York City. On left: A.R. “Dick” (Baldy) Baldridge, 368th Fighter Squadron and his girlfriend Millie. On right: Ralph Kibler, 370th Fighter Squadron and his wife Janice. Dick's diary entry for July 23, 1943: "Kibler and I went to NY. I dated Millie. We started out at the Diamond Horseshoe and Millie and I ended up at the American. I talked to Duke Ellington at the American." Neither pilot returned. Ralph Kibler was KIA on May 11, 1944, and Dick “Baldy” Baldridge ten days later, on May 21, 1944. Photo courtesy of Mrs. Helen Baldridge: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

The newspaper reporter asked a few questions, and Char gave him a copy of the "Statement" made by Willi Selk, the cemetery caretaker that buried Dick, during a preliminary atrocity investigation. The reporter asked if we would sit with him and his boss tomorrow after our visit to the crash site and the cemetery for an interview as they want to do a story in their newspaper in the next three or four issues of the paper.

We left the Mayor's office about 12:15 to go back to our car and check out the town, investigate Bahrenhorst on our own and maybe find the cemetery. The newspaper man walked with us, asking and answering questions. He walked us to the Courthouse and took us inside and showed us the Festival hall room in this former Palais (Palace). He left us there and we snooped around in this building for a few minutes.

Baldy was taken to this Courthouse in Bad Doberan, Germany, after his capture by the SS. This building is now a Government Administrative Office for what we would call the County of Bad Doberan. Photo courtesy of John S. Baldridge: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

After this we took pictures of the Courthouse where Dick was delivered to, and the jail house which is behind the Courthouse. We believe Dick was probably murdered in the jail and not the courthouse. The jail is very old, and is now an apartment house, so we had no access to the interior of it.

Now it is time to check on our hotel accommodations at the Kurhouse. As "luck" would have it this hotel was right next door to the "Courthouse" that Dick was delivered to in 1944, and right behind it the "jailhouse" where he was more than likely murdered. This is how it "happens" that, 49 years later, on the anniversary of Dick's capture and murder, we three family members are staying next door to the scene of the atrocity.

After checking into the hotel we had dinner in the dining room, and then went exploring on our own. The first place we headed was down the road to find Bahrenhorst, approximately 7 miles northeast of Bad Doberan, to see if we could figure out which field Dick's plane would have landed in. It was lightly misting and turning dusk as we returned to Bad Doberan. We decided to drive around to explore the town a little in the remaining evening light. Without realizing it or any conscious planning on our part we found ourselves in front of the cemetery. It is now somewhat foggy and the mist is getting heavier. We decided that since we are here, we will go in and see if we can find the spot where Dick was buried on May 22 or 23 in 1944. There were lots of trees and it was very quiet, the only sounds being our hushed talking and the echoes of our footsteps on the gravel pathways.

On 18 Sept. 1946, a Disinterring Team removed two bodies of American flyers from the civilian cemetery of Bad Doberan. These were plots #33 (to the left) and #34 (to the right). Baldy's body was removed from plot #34. Photo courtesy of John S. Baldridge: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

The foggy mist and hush of evening shade created a very ethereal atmosphere and all of us were very much aware of a "presence". We will never forget what we experienced there in this cemetery. Almost as if being led we found a large empty bare spot between graves along the fence at the cemeteries edge. After several minutes of hushed silence, each of us lost in his own thoughts, we left the cemetery in the gathering misty darkness. We returned to our hotel, went to the Ratskeller lounge in the basement and reflected on the day. AND WHAT A DAY IT HAS BEEN.

SAT, May 22nd - BAHRENHORST. We got up early this morning and drove to Kuhlungsborn to pick up the newspaper reporter, Lutz Werner, at the Ardensee Hotel as he will accompany us on our visit to the crash site. Back at Bad Doberan we meet the Mayor, Berno Grzech; attorney-interpreter, Achim Stracke; and the eyewitness to the incident, Franz Bruhn, at 9:30 in front of the Burgermeister's office.

Meeting at crash site. L-R: Berno Grzech, Mayor of Bad Doberan; Franz Bruhn, eyewitness to Baldy's crash; Achim Stracke, interpreter (city attorney); John Baldridge, Dick (Baldy's) youngest brother and Char Baldridge (with back to camera). Photo courtesy of John S. Baldridge: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

We followed them to Bahrenhorst where we turned into a farm yard and parked beside a cement barn. This was the farm that Herr Bruhn lived on as a 13 year old boy where he witnessed Dick's forced landing, capture and being turned over to SA officers and Military Police. He narrated his story in German with Achim Stracke interpreting. We asked many questions, which he answered to the best of his ability. They all seemed willing to share as much as they knew, until we ask about the SA man Peters, who was a "local building contractor" and lived with a family of Peters in Bad Doberan. We were told by the Mayor that he would now have to be over ninety years old and would be dead. Also, that he had fled Bad Doberan in 1945 never to be heard from again. The following account of Dick's story is what we learned from the on-site interview and Franz Bruhn's newspaper interview.

INTERVIEW with Herrn Franz Bruhn, eyewitness to Dick's emergency landing and capture:

"It was a warm day, Sunday, the 21st of May in 1944 and the Bruhn family was outside enjoying the quiet of the day. Then they heard planes coming from the direction of Bad Doberan and saw several American fighters pass over in the direction of Rostock. The air alarm for the town sounded and the Bruhn family went inside their house to take cover. Then they heard the bark of the Flak guns at Bargeshagen. My sister and I ran upstairs to watch out the window. Before long we saw three planes flying together returning from the direction of Rostock. At first it was not evident that any of the planes were having trouble. As we continued watching out the window, we saw one of the planes was getting lower and lower and at first we thought it might crash on top of our house, but then it veered off. We ran down stairs to the front window and saw that the plane was landing in a grass field right in front of our house. The plane made a good landing with wheels up and skidded to a stop with the tail resting in a shallow ditch. The pilot immediately got out of the plane and started running. The tall grass and his heavy leather boots and flying garments were hindering him. He ran across the road, headed for a forest some distance away.

Meanwhile the two other American planes had already come back and shot up the disabled plane setting it on fire. The front of the plane where the engine was burst into flame and burned only a short while before going out leaving the cockpit, wings and tail intact.

By this time the Bruhn family had gone back outside to watch what was happening. The pilot (Dick) who was being slowed down by his heavy gear continued to run, throwing off his cap, leather jacket, belt and pistol, and other gear as he ran to help himself go faster. He was run-ning towards a forest a long distance away to take cover in.

At the same time there was a soldier home on leave walking down the road through Bahrenhorst on his way to Bad Doberan. When he heard the planes and air siren he jumped from the road and took cover at a neighbors place across the road from the Bruhns. As it was known that all things military were targets. When the soldier saw that the American plane had made a safe forced landing and the pilot was escaping on foot, the soldier grabbed the neighbor’s motor bike. He took the motor bike as well as the neighbor for support and the two of them took up pursuit of the pilot. They traveled down the main road and then up a narrow path along the field and cut off the escape route of the running pilot. Dick at that point was exhausted and surrendered himself to the soldier, who was armed, without any resistance.

Meanwhile another neighbor woman down the road had called the police station in Bad Doberan to report the planes forced landing and whereabouts of an enemy pilot. Shortly after Dick was arrested by the soldier the military police and SS officers arrived in two black limousines. There were at least two officers per car. Strumfuhrer Peters was one of them, and he along with Police Sgt. Gosch took charge of the pilot. They got Dick into the car and drove away in the direction of Bad Doberan. At this point Dick was walking under his own power and was uninjured.

Now an apartment building, Baldy was incarcerated in the Jailhouse. This would be where he was beaten and then shot through the heart. Photo courtesy of John S. Baldridge: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

Rumors circulated through the town of Bad Doberan and the village of Bahrenhorst a couple of days later that the pilot had been shot. It was known by the locals that POW's were mistreated in this area. There were several fascists in the town.

For the next two days the plane, which had burned out only in the engine area was guarded day and night by the Wehrmacht. When the military guards left, the local children swarmed all over the plane for several days. The plane sat for about two weeks before a detail from Rerik came to salvage what was left. They had a very difficult time moving it out onto the road. The road was lined with large tall trees and the plane had to be winched over them.”

NOTE: We got no details on what happened to Dick after his capture, from the time he was turned over to the SA officers and military police in the limousines. We do know from records in his deceased personnel file that he was beaten. A form completed at the time of disinterment showed a fracture complete zig zag on right side of skull. Also right lower arm bones were broken. The tooth chart further disclosed that six teeth were missing since death, and that several bottom teeth were either rotated or overhanging.

The SA man, Strumfuhrer Peters was a local building contractor living with a family by the name of Peters in Bad Doberan. The military Police Sergeant Gosch, was thought to have come from the Wehrmacht unit in Rostock. Also living in Bad Doberan at the time was Walter Kittmann the Gaultier (Branch Air District Leader) of the area. Police Sgt. Gosch was transferred from the town some time after Dick was murdered, and Peters and Kittmann fled Bad Doberan as the Red Army advanced toward the area.

We strongly suspect that the LOCAL SA man PETERS was the trigger man since Dick was turned over to him and Peters took him to the jail. PETERS also delivered Dick's body, with a shot through the heart, to the cemetery a short time later. According to Willi Selk, the cemetery worker who the body was delivered to, the soldier’s blood was still flowing.

What actually became of these Nazis is being further researched through German Red Cross Records, Nazi and Gestapo Records, and Wehrmacht records that may now be available. If it's at all possible WE WILL FIND out who did the killing. In a newspaper interview for an article published in the Charleston Gazette, Charleston, WV, John Baldridge was quoted as saying; "If he's alive, I want to see him eyeball to eyeball. Knowing how Dick died, the condition his body was in, this guy has to be pretty cruel. He'd be in his 70’s now [in 1993], but I don't think I'd mind pushing him down on the ground and saying, 'Hey, tough isn't it? You're defenseless aren't you?'….. If the man is dead, I want to see his grave, just to verify it."

After the interview at the crash site, the entire party went back to town and to the cemetery. From Inge Bruhn's research of church and cemetery records they knew where Dick's grave had been and led us to the same spot we discovered last night. This spot has not yet been reused and is large enough for the two graves of enemy airmen. They asked us if we knew anything about or the identity of the other American pilot who was buried next to Dick. Char told them as of yet we had not been able to get this information, but she is still working on finding out the facts about this pilot as well. (We have since learned that he was Lt. John R. Rudnicky, a bomber pilot with the 95th Bomb group. From official records he was supposedly KIA on 11 Apr 44, a day the 8th AF launched 828 bombers against the Oschersleben, Stettin, and Rostock areas. On that day 64 bombers were MIA, with casualties of: 19 KIA, 31 WIA, and 652 MIA. On that day the 359th FG suffered 3 losses.)

Lt. Rudnicky was buried on the 16th or 17th of April, and was reported as dead when he landed in his chute from being wounded in his plane (a statement made by our infamous Chief of Police, Gosch). I have since located the Rudnicky family in Ottawa, IL, and spoke with a family member [his brother]. His family told me that after the War was over a crew member on the same mission who had also parachuted the disabled bomber, but survived to become a POW visited them. He told Rudnicky's mother and brothers that Lt. Rudnicky had parachuted safely, but was shortly mobbed by German citizens and beaten to death.

Researched and written by Char Baldridge
Historian, 359th Fighter Group Association
(Sister-in-law of Arlen Richard Baldridge)

Cemetery Chapel at Bad Doberan Cemetery, where Baldy's body was delivered on May 21st, 1944, with blood still pumping from his heart (according to the cemetery caretaker Willi Selk). The body was left there until the 22nd or 23rd of May, when he was eventually buried. Photo courtesy of John S. Baldridge: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

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Transcriptions of the Composite Pilot Encounter Report as reported by Olin P. Drake upon return from the 'Chattanooga' strafing mission of 21 May 1944 and the Confidential Certificate by Olin P. Drake dated 22 May 1944, were posted on this blog on 19 May 2011.

Archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.

Atrocity Site Visited by Family of Lt. Arlen R. Baldridge, a Pilot with the 359th Fighter Group" was published in the March 1994 issue of The Outer Circle, the newsletter of the 359th Fighter Group Association. Text and photos archived by Char Baldridge, Historian, 359th Fighter Group Association.

21 May 1944: Missing Air Crew Report and Composite Pilot Encounter Report

2011-05-19T03:30:00.002-06:00

On 21 May 2011 we will post a comprehensive article written by Char Baldridge, entitled "Atrocity Site Visited by Family of Lt. Arlen R. Baldridge, a Pilot with the 359th Fighter Group."

That article pertains to the 359th Fighter Group's 21 May 1944 mission and was published in the March 1994 issue of The Outer Circle, the newsletter of the 359th Fighter Group Association.

Below you will find transcriptions of two documents related to Char's article that were transcribed and archived by her from documents at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama.

The first report is the witness statment attachment to the Missing Air Crew Report #5113, made by one of the witnesses to the last sighting of the missing pilot. This MACR report was filed on 22 May 1944 by Lt. Olin P. Drake. The second report is the Composite Pilot Encounter Report to claim items destroyed and damaged by this flight of pilots.

R/T = radio telephony
Vis = visibility
Tgt = target
F/S = fighter squadron
Flt = flight
Flt ldr = flight leader
Gp = group
RR = railroad
Dam = damaged
Dest = destroyed
A/D = aerodrome
NYR = not yet returned
A/C = aircraft
RDS = rounds

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C O N F I D E N T I A L
C E R T I F I C A T E

22 May 1944

Lt. A. R. Baldridge had taken over lead of B1ue flight after we lost sight of flight leader.

After we had used all of our ammunition on various targets, he pulled up to approximately 2,500 feet and flew; straight and level.

We passed over an airdrome and they began firing. I called Lt. Baldridge and broke as the tracers and flak bursts were very close.

We all hit the deck but the intense tracer fire and flak continued.

I was not paying any attention to what the other two members of the flight were doing until I heard Lt. Baldridge say on the R/T "They got me."

I looked over and he was tailing glycole smoke and soon after he crash landed.

After making two dry runs on the plane and observing Lt. Baldridge running away from the crash, I fired on it and Lt. J. B. Hunter who was following behind me reported that it was on fire when he left.

I believe he went down about 3 miles northeast of Wismar and was uninjured.

OLIN P. DRAKE
2nd Lt., Air Corps

C O N F I D E N T I A L

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PAGE IS UNCLASSIFIED

C O N F I D E N T I A L

COMPOSITE REPORT

a. Combat
b. 21 May 1944
c. 368th F/S
d. 1245-1330
e. Wimar – Rostock Area
f. Tgt Area – 1-2/10 low stratus 5,000 ft vis on deck good
g.
h. 1 loco dest, 2 dam (shared), 1 radar tower, 1 power line, 1 flak installation, 1 grain storage bldg, 1 RR bldg dam and 1 telegraph line dam.
i. The Gp arrived at assigned area at 1235, 19,000 ft. We hit the deck 1245, S of Wismar. The flt became separated from flt ldr after first pass on Radar tower but continued on with No 3 man, Lt. A. R. Baldridge (NYR) leading. We stayed on deck in Wismar, Rostock area firing on various tgts, bldgs, trains, flak installations and power lines for 45 min. Lt. J.B. Hunter exhausted his supply of ammo and followed Lt. Baldridge (leading) and I, taking pictures of attacks. Lt. Baldridge flew across well defended A/D, firing, and I went across firing at He 111 and Gotha 242. We were all practically out of ammo and Lt. Baldridge pulled up and we (Lt. Drake and Hunter) followed. We passed over an A/D and hit the deck again when fired upon. It was very heavy flak of various types and Lt. Baldridge suffered a hit in the coolant and had to crash land. After he had cleared the crash, I set fire to his plane. Lt. Hunter and I then climbed up to altitude over water and returned home.

CLAIMS: I make the following claims for three pilots of Blue flight – Lt’s Drake, Baldridge, and Hunter.
1 Locomotive dest and two dam – shared
1 Radar tower dam, 1 power line dam, 1 flak installation and RR bldg dam, 4 freight cars dam – Lt. Hunter
1 He 111 dam and 1 Gotha 242 dam – Lt. Drake
RR Bldgs and installations dam, Radar tower and telegraph line dam – Lt. A.R. Baldridge (NYR)

j. Ser No of A/C: A/C Markings: Ammo Exp:
Lt. Olin P. Drake 6995 CV-Q 1150 rds
Lt. A.R. Baldridge (NYR) 6962 CV-Y
Lt. J.B. Hunter 6702 CV-X 680 rds

/s/ Olin P. Drake
OLIN P. DRAKE,
2nd Lt., Air Corps,

/s/ Glen E. Wiley
GLEN E. WILEY,
1ST Lt., Air Corps
Intelligence Officer

A TRUE COPY:

Signed
JESS N. GITTINGER,
Captain, Air Corps,
Asst A-2, 67 FW.
(D-3)

C O N F I D E N T I A L

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Pilots Down on December 18, 1944: 1st Lt. David B. Archibald and 1st Lt. Paul E. Olson

2011-05-11T16:47:00.002-06:00

Howard Fogg and Paul E. “Ollie” Olson became good friends at East Wretham, and Ollie is mentioned regularly in Howard’s diary. Their friendship continued after the War and extended to their families, when the Olsons and Foggs became lifelong friends.

The following transcriptions relate to a day when Howard had already returned to the States: December 18, 1944, the day Lt. Paul E. Olson and Lt. David B. Archibald both became Aces.
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(Following is an excerpt from the 368th Fighter Squadron History, 359th Fighter Group, for the month of December 1944.)

“On 18 December, 1944, I was flying “Jigger” yellow leader. At 1220 Lt. Carter and Lt. Collins flying yellow two and four positions left my flight leaving only Lt. Boyd and myself. At 1255, Lt. Archibald and Lt. Olson flying green one and two respectively, joining my flight filing the vacancy. We were flying at 32,000 feet, and were in the vicinity South Aachen. We were trying to climb over the overcast which was 10/10ths in this area. At approximately 1300, Lt. Olson called over the R/T and said that his aileron controls were freezing and that he would have to go down to a lower altitude. Lt. Olson left my flight at this time, and Lt. Archibald went with him as escort. At 1340 in the vicinity of Cologne I heard the controller call “Chairman” and report bandits in the area between Kassel and Cologne at half of “Chairman’s” altitude. “Chairman” acknowledged, but since we were providing close escort, he decided to stay with the bombers. Immediately after this I heard Lt. Archibald call saying that he was at half “chairman’s” altitude, and asked to be vectored to the bandits. The controller replied that he could not vector him to the bandits, but repeated their position. He added that several Groups had already been dispatched to the area. “Chairman” called green leader (Lt. Archibald) and said to be careful whom he shot at for there would be many friendly fighters in the area. Green leader acknowledge, and though he did not say he was, it is assumed he continued on in the direction of the bandits. I heard other R/T conversations between Lt. Archibald and Lt. Olson up until about 1445, and at no time during this period did they seem to be in any trouble.”

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INTERROGATION REPORT UPON LIBERATION FROM P/W CAMP
(Report written by Lt. Paul E. Olson)

“On the 18th of December, 1944, we (Lt. David B. Archibald and myself, Lt. Paul E. Olson) were flying Green flight, 368th Fighter Squadron, 359th Fighter Group, positions 1 and 2 respectively. We were escorting bombers to Kassel, but due to adverse weather conditions, they were forced to turn and pick out targets of opportunity. This weather condition caused the aileron controls of my aircraft to freeze, making it impossible to maneuver with the group. Lt. Archibald and myself descended to about 10,000 feet and proceeded to return to base. We were flying at the base of the overcast, and heard our controller report the presence of sixty-plus bandits at our altitude and near our vicinity. We called for a fix to determine our position in regards to the E/A, but due to our low altitude, could not make R/T contact. After approximately five minutes flying towards base, we sighted a large formation of FW 190s, of approximately the same number as was called in by our controller. We decided that an attack by us would be ineffective, as there were only two of us and such a great number of them. So we attacked from about 30 degrees off their rear, and made for the last flight. On this pass, I saw two A/C burst into flame and the pilot of a third A/C release his canopy and bail out. I claim two A/C destroyed from Lt. Archibald’s fire and one A/C destroyed from mine. Lt. Archibald destroyed one and strikes along the fuselage forced the pilot to bail out of the second.

“The enemy did not break formation on this attack, and no evasive action was taken. We again maneuvered to make a pass from the rear of their formation. We pressed the attack from slightly right of rear. Closing in too fast, we over-shot the tail-end flight, and picked off two A/C of the second flight from the rear. Lt. Archibald destroyed the flight leader and I destroyed his number two man, or wingman. On this pass the enemy broke formation, but we nevertheless maneuvered for position to make a third pass. We again pressed the attack from the rear, but this time into a confused looking swarm of A/C instead of a formation. On this pass Lt. Archibald got hits on an A/C and it blew up. I got strikes on the wing and fuselage of another A/C and the pilot bailed out. The pilotless A/C made a slight climbing turn to the left, colliding into another a/c causing them both to explode. We broke sharply to the right to avoid being hit by fragments.

“As we maneuvered for a favorable attacking position, I noticed a few bursts of flak a few hundred feet behind us, and called it into Lt. Archibald. As it was a safe distance behind us, we continued to press the attack for the fourth time. I then noticed an A/C approaching us from about eight o’clock, and a split second later he ceased to be a threat to our safety, as an A/C maneuvering form the opposite direction collided with him, destroying both A/C.

“We continued our pass and as we came into range Lt. Archibald started firing and got hits along the fuselage of an A/C. At this time flak started breaking all around us, and we broke off the attack, but to no avail. Lt. Archibald said he was hit and next instant I found my A/C aflame and then it blew up, throwing me clear. I was covered with burning oil and gasoline, and tried to beat out the flames. I pulled the rip cord when I got most of the fire extinguished, and my chute opened up just in time to break my fall. I did not have a chance to escape, as I had a third-degree burn of my left hand, and both legs, and also my face was badly burned.

“I landed near the railroad station of a little town called Vohn (Wahn), which is about six kilo east of Cologne, and was picked up by a Luftwaffe flak-gun crew. They took me to a doctor on the other side of town, where I was given a tetanus shot. I was later put into an ambulance and taken to a front line hospital called Hoffmonstahl. This hospital was located in a Work Commando Stalag VI-G. Lt. Archibald was picked up the same day near his A/C which he flew into the ground. He was picked up in the same ambulance in an unconscious state and taken to the hospital with me. Our action that day was confirmed by a Pvt. Hunt, who was a captured American medic helping to care for American wounded at the hospital, and was, at the time of the engagement, on the hospital grounds watching the combat actions of Lt. Archibald and myself vs. the Luftwaffe.

“For Lt. Archibald I claim five E/A destroyed and one E/A damaged; for myself I claim five E/A destroyed. Lt. Archibald and I share the destruction of the two E/A that collided when attacking us. Total claims are then, ten E/A destroyed and one E/A damaged.”

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The official Statement given by Olson to the Intelligence Office follows:

S T A T E M E N T

On December 18, 1944, 1st Lt. David B. Archibald and myself (1st Lt. Paul E. Olson) were flying green flight, 368th Sqdn, 359th Gp, positions one and two respectively. We were providing close escort to heavy bombers, and previous to reaching the target area my aileron controls froze, making it hard to control my aircraft. I contacted Lt. Archibald and asked him to drop down to a lower altitude to get the trouble cleared. We descended to approximately 10,000 feet and proceeded towards base. We were flying at the base of the overcast and heard our controller notify the group of the presence of some sixty plus bandits somewhere in the area. We called but due to our altitude could not get a fix. After approximately five minutes flying towards base, we sighted a large formation of FW 190s. We at once pressed an attack at about thirty degrees off rear. During this pass I saw three A/C destroyed. Lt. Archibald’s fire caused one A/C to burst into flame and the second pilot bailed out when strikes hit around his cockpit. My fire caused the third A/C to burst into flame. I stayed as close to Lt. Archibald as I could to keep ourselves protected as much as possible. The enemy did not take evasive action on this pass. We maneuvered to make a second pass from the rear and closed too fast, overshooting the tail end flight. We opened our fire on a flight near the middle of the formation. Lt. Archibald destroyed the flight leader and I destroyed the wing man. On this pass their formation started to disperse. We, nevertheless, maneuvered for position to make a third pass. We again pressed the attack from the rear, this time into a swarm of A/C instead of a formation. On this pass I saw one A/C blow up and strikes on the left wing root and fuselage of another which caused the pilot to bail out. The pilotless A/C made a slight climbing turn to the left, colliding with another a/c, causing both to explode. We broke sharply to the right to avoid being hit by fragments. Lt. Archibald destroyed the first A/C on that pass. My fire caused the destruction of the other two A/C. As we were maneuvering for a favorable attacking position, I saw a few bursts of flak and I called it in to Lt. Archibald. As it was quite a distance behind us, we continued to press our attack for the fourth time. I noticed A/C approaching us from about 8 o’clock. A split second later he ceased to be a threat, as an A/C maneuvering from the opposite direction collided with him, destroying both A/C. We continued our pass and as we came into range, Lt. Archibald started firing and got hits along the fuselage of another A/C. At this time flak started breaking all around us and we broke off the attack, but to no avail. Lt. Archibald said he was hit and at precisely the same moment I found myself aflame and then my A/C blew up, throwing me out. I then pulled my rip cord and my chute opened just in time to break my fall. I didn’t have a chance to escape as my clothes were burned badly, my face and eyes, right wrist and both legs and my left hand were also badly burned. I landed beside a flak position and was immediately surrounded by soldiers. They took me into Wahn and walked me across town to a doctor’s office. There I was given a Tetanus shot and sat down to wait for transportation to a hospital. After dark an ambulance arrived and we proceeded toward the hospital. About half way there we stopped and picked up Lt. Archibald. He was in an unconscious condition. We arrived at the hospital late that night and Lt. Archibald was given saline injections. My burns were treated and we were both put to bed. Lt. Archibald did not regain consciousness for four days and was delirious for two or three days after that.

Pvt. Hunt, a captured medic, had watched our action with the enemy a/c from the hospital yard and can confirm the destruction of ten enemy A/C and the damage of one enemy plane.

The hospital is located near Wahn, Germany. The name was Hoffmonstahl, and official designation “Stalag 6-G.”

I make the following claims:

Lt. Archibald destroyed five A/C (FW 190s) and damaged a sixth.
Lt. Olson destroyed five A/C (FW 190s).

(NOTE: Lt. Archibald and Lt. Olson shared the two enemy planes that collided.)

/s/PAUL E. OLSON,
1st Lt., Air Corps,

This is a CERTIFIED TRUE COPY:

L.M. STACKLER,
Captain, Air Corps,
Intelligence Officer.

-------------------------------------------------------------------------------

Upper photo: Lieutenant David B. Archibald of Suffield, Connecticut. Photo from The 359th Fighter Group 1943-1945

Lower photo: Lieutenant Paul E. “Ollie” Olson on wing of his P-51B Mustang "Marihelen" CV-J 42-106917. Photo courtesy of Marvin Boussu: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

These documents, archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama, were transcribed and provided courtesy of Char Baldridge, Historian, 359th Fighter Group Association.

The First Me 163 is Conquered and the 359th is Inspected by the Russians

2011-05-05T06:00:00.004-06:00

Colonel Murphy gained an international reputation by becoming the first airman to conquer the German’s hush-hush new liquid-rocket fighter, the Messerschmitt 163, and the 359th Group was chosen by General Anderson as a model station for the inspection of Major General Ivan Skliarov of the Russian Army on 9 August (1944).

This was a full-dress affair, with the aircraft and all equipment shown the Soviet visitors, who spent an hour overtime in the briefing room with Colonel Swanson discussing escort and air combat tactics.

Photo: Visiting Russian officers inspecting East Wretham USAAF Station Number 133. Four men at front of photo, from left: Unknown pilot in flight gear, Captain Howard Fogg, Major Petrosky (Russian Interpreter), Major General Ivan Skliarov of the Russian Army; at back of photo: Colonel Linquist with his back to the camera, other two unknown. August 9, 1944 photo courtesy of R. Hatter: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

16 August was a reasonably historic day, Colonel Murphy became the first Allied pilot to destroy one of the new and still-mysterious German liquid-rocket fighters, an Me 163. The Colonel damaged another, which Cyril Jones, his wingman, destroyed and Jimmy C. Shoffit, also of the 370th, engaged in a long and educational combat with a third, which was damaged. The story received a greater play in the world press than any other single story of an Eighth Air Force pilot.

Briefing on FO 518 was early, at 0630. Before rendezvous, tanks were dropped when the enemy struck at Erfurt, and Colonel Murphy left his briefed course to rendezvous early. In addition, Major Cranfill and Lieutenant Lux each shot down a more orthodox 109. There was considerable excitement in higher HQ at news of the first victory over the Me 163s, and some confusion on the station, since Colonel Murphy’s film had been sent to Honington to go up to Fighter Command by courier. The film was retrieved and flown to Command by Lieutenant Gilmore that night. Earlier in the afternoon, Colonel Swanson had his promised long talk with the 15 pilots who returned early from the mission.

Photo: Colonel John B. Murphy of the 370th Fighter Squadron, 359th Fighter Group. Photo courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

--------------------------------------------------------------
These excerpts were selected from transcriptions of the August 1944 original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama. The complete document was transcribed by Char Baldridge, Historian, 359th Fighter Group Association, from reports filed from December 1943 through September 1945 by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer.

April 1944: From P-47s to P-51s

2011-04-27T05:00:00.002-06:00

April of 1944 was the last full month in which the 359th Fighter Group flew the Thunderbolts in which it trained for combat. Replacement of the P-47s, long delayed, was achieved with a rush at the end of the month, when ferry pilots flew glistening new silver Mustangs into the field at East Wretham by the dozen.

April essentially was a month of waiting: waiting for the arrival of the P-51s, waiting for the Luftwaffe to give battle, waiting for the day when strafers would find an airfield loaded with enemy aircraft, and, most of all waiting for the invasion of Festung Europa.

This was the month when the US Strategic Air Forces in Europe cascaded more than 40,000 tons of bombs upon the enemy and his installations: a larger tonnage of explosives than was achieved by the RAF Bomber Command in that magnificent organization’s systematic destruction by fire and bomb of the German and his cities, factories, and railroads.

----------------------------------------------------------------------------------
Upper photo: March 27, 1944 photo of one of the first P-51Ds to arrive at East Wretham. Courtesy of Anthony C. Chardella: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

Middle photo: On May 2, 1944, S/Sgt Marshall L. Binder (on wing) gives paperwork regarding the changeover from P-47s to P-51s, to Harold L. Hollis (standing) of the 370th Fighter Squadron, 359th Fighter Group. Archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.

Lower photo: Two bombs per Mustang. Courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

This text excerpt, included in Fogg in the Cockpit, is from the April 1944 original monthly narrative History of the 359th Fighter Group, dated 4 May 1944, archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama. The complete documents were transcribed and provided courtesy of Char Baldridge, Historian, 359th Fighter Group Association, from reports filed by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer.

Local Authors Highlight WWII Fighter Pilots

2011-04-21T03:38:00.002-06:00

Bruce Leaf of the Longmont Weekly interviewed us regarding Fogg in the Cockpit, and the article has just been published!

Here's the link to the article:

http://www.longmontweekly.com/longmont-arts-entertainment/ci_17803807

One slight edit, is that after we met with Bruce the release date of the book was extended a few weeks. It will be released by Casemate Publishing on June 19, 2011.

Sketching Trains as Early as Age Four

2011-04-14T02:30:00.005-06:00

Today we thought we would travel back ninety years in time, to November 24, 1921, when Howard traveled with his parents to the Mountain Lakes, New Jersey Railroad Station. This was Thanksgiving Day, and as they waited in this stone station built in 1912 by the Delaware, Lackawanna and Western Railroad, Howard sketched trains on a blank note card. Only four years old, even then Howard could capture the essence of a locomotive.

During his 50-year artistic career it is estimated that Howard Fogg completed more than 1,200 paintings. A number of these images continue to be printed in calendars and as greeting cards, but the majority of the original paintings reside in offices, businesses, museums, and the homes of those who loved his ability to capture the emotion of railroading.

Texas & Pacific Railroad “Texas” type 2-10-4 steam locomotive. Watercolor painting by Howard Fogg. Image courtesy of Leanin’ Tree, Inc.

The P-51 in Movies

2011-04-07T05:14:00.006-06:00

You are treading on thin ice when you state that something is "the best". With that in mind, any reasonably informed person would have to acknowledge that the P-51 Mustang was, at the very least, one of the best fighters of WWII. No less an "authority" than Hermann Goring, the infamous head of the Luftwaffe, said he realized the war was lost when he saw P-51s over Berlin. In The Military Channel's series of "10 Best," the episode on fighter aircraft ranked the P-51 # 1, not just of WWII, but of all time.

Given its illustrious history and reputation, you would think the P-51 might have been featured in multiple mainstream films. Nope. To the best of our knowledge there is a grand total of one film that is centered around the P-51, and it takes place not in WWII but Korea. The 1957 release of Battle Hymn (widescreen, color) used Air National Guard Mustangs with the American southwest substituting for Korea. There isn't any actual combat footage but the staged attack and flying sequences give the viewer a glorious look at the P-51.

A 1996 HBO movie, The Tuskegee Airmen, tells the story of the famous black aviators that flew out of North Africa and Italy in the 332nd Fighter Group. A few civilian P-51s were rounded up and repainted, and the movie has some decent flying sequences.

That's it. There are P-51 "sightings" in a few movies such as Empire Of The Sun, Saving Private Ryan, Memphis Belle, and, if memory serves, the 1968 film Dark Of The Sun, set in the Congo.

Ironically, the plane the Mustang was most often called upon to escort - the B-17, has had it's fair share of exposure. The 1943 film Air Force, set in the Pacific, revolves around the B-17 "Mary Ann", and the 1990 release of Memphis Belle follows the story (Hollywoodized) of the real "Memphis Belle". Another 1943 release, Bombardier, centers on bombardier training in B-17s. It was filmed, in part, at Kirtland Army Air Field in New Mexico, where real training was taking place. 1962's The War Lover stars Steve McQueen in the title role as a B-17 pilot. In 1948 Command Decision concentrated on the thought process behind the strategy of daylight bombing and target selection. Based on the play of the same name, there are a few B-17 scenes in the movie. The following year the Academy Award winning Twelve O'clock High emphasized the toll the decision making took on those in command, but it also utilized Allied and German combat footage of B-17s in action. Both Command Decision and Twelve O'clock High were set in 1943, before the deployment of the Mustang, and focused on the terrible losses the bombers incurred without long range fighter escort.

George Lucas is co-producing a movie titled Red Tails, about the Tuskegee airmen. Due for release in 2011, it stars Cuba Gooding, Jr, who also starred in HBO's Tuskegee Airmen. Since it will, presumably, be set in Italy, it means there still is not a single movie featuring P-51s flying out of England. Who knows, maybe Fogg In the Cockpit...

We'd love to hear from you about any other P-51 sightings in film or TV.

December 30, 1943 Mission Board

2011-03-30T12:17:00.007-06:00

On December 22, 1943, squadron leaders of the 359th Fighter Group complained that it was impossible to distinguish Beesnest (the 368th Fighter Squadron's call sign) from Weelass (the 370th Fighter Squadron’s call sign). Wing was asked to effect a change and new names, Jackson (368th) and Wheeler (370th) were assigned for use beginning January 4th, 1944.

The lower bottom right corner of this board shows that the 368th was using the call sign Beesnest, the 369th Tiretread, and the 370th Weelass, therefore this mission had to have been flown prior to January 4th.

The 359th command detachment flew its first combat mission from Duxford on December 11th, so this board (shown in its entirety on last week's blog) would represent a mission flown from East Wretham between December 12th and January 4th. The board references a set course time of 1109.

The Group’s first mission was flown December 13, 1943. Field Order 200 arrived in the intelligence teletype room at 1155, after the board’s noted set course time of 1109. The FO for the 14th was cancelled and there was no FO for the 15th. The 16th’s FO, which was scrubbed, scheduled take off for 1225, again, not matching the board.

On the 20th, 59 airplanes were up at 1000, preceding the noted board times, and top cover flew at 32,000 feet, not 25,000 feet. Major Richmond led a sweep over France from 1052 to 1255 on December 21st and the December 22nd FO 207 resulted in a penetration support from 1218 to 1436.

On the 23rd the 359th was assigned to shepherd B-24s on a training mission over northern East Anglia and on the 24th, the 359th patrolled its assigned area at 14,000 feet, well below the 25,000 feet noted on the board.

Under FO 210, December 30th, the 359th flew 81 minutes in enemy territory since the bombers, apparently flying tighter formations than expected, were nowhere to be seen when the rendezvous was reached on course and on time. Howard states in his diary that on December 30th the 359th escorted a combat wing over northern France at 25,000 feet and that take off was at 1100 – this coordinates with the information on the board.

The year’s last mission, FO 211 was uneventful, with R/V at 24,000 feet at 1120, and there were no missions January 1st through the 3rd. On the 4th, the new call signs were used.

We therefore believe this photograph was taken on December 30th and the board details the mission flown under Field Order 210.

--------------------------------------------------

The photo above is a close-up of a portion of the photo shown on last week's blog: The original Briefing Room (or War Room) at East Wretham Airfield. Courtesy of Thornton B. Stearns: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

December 30, 1943 Mission

2011-03-23T06:12:00.003-06:00

Excerpt from the Wartime Diary of Captain Howard Fogg:

Thursday, December 30, 1943: Wretham
A beautiful, clear morning. Briefing at 0930.

The original Briefing Room (or War Room) at East Wretham Airfield.
Courtesy of Thornton B. Stearns: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

We escorted a combat wing over northern France today at 25,000 feet. Took off at 1100. Never saw a thing. No flak, no enemy and no bombers?? Went a helluva ways into France on a tail wind, and then came back on a reciprocal.

Baldy, Hag, Randy, and I (Blue Flight) ran low on gas over Dover. We went to Bradwell Bay and set down. I had 10 gallons left! Swell field, runways, Mosquitoes. Took off at 1445 in swell two ship elements, flew tight formation.

Haze very bad. Good old Fine boy brought us home to land on our field on the dot. A damn good flight all the way! Over 600 miles, 3 hours 35 minutes total.

Nine V-mails to greet me here!

(Next week we'll look at a close-up of the chalkboard on the left and why we believe this photograph pertains to this December 30, 1943 mission.)

History of Ordnance

2011-03-16T04:31:00.030-06:00

S E C R E T

HISTORY OF ORDNANCE
ARMAMENT ACTIVITIES (K-A-1)
AAF STATION F-133
APO #637, U.S. ARMY
27 August 1943 to 30 June 1944

1. General:

The following is a presentation of Ordnance and Armament activities on the station. It is not the intention nor is any attempt being made to offer it as a factual or chronological history. Instead, it is presented in more or less outline form so that the technique and procedure as employed at this station may stand out and be clearly understood.

Ordnance clerks at work in the 1833 Ordnance Company. PFC Charles E. May, T/4 Andrew A. Hansen, Cpl. Joe D. Rice. Archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.

2. Installations:

Perhaps this station is more fortunate than others in the location and accessibility of the installations. While this field is probably as widely dispersed as others, practically all of its Ordnance and Armament installation, particularly Squadron Ordnance and Armament Shops, Bomb Storage Area, 3rd Echelon Automotive Maintenance Shop and Group Armament and Station Ordnance Officers, are conveniently located.

a. Bomb and Ammunition Storage Area:

‎6 Sep 1944 photo of 500 pound bombs on racks at ammunition dump. Archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.‎

Located in the southeast corner of the airdrome, it is readily accessible to the 369th and 370th Fighter Squadrons and about 1 mile from the 368th Fighter Squadron Armament Shop. Since the station was originally used by the RAF as a bomber field, the bomb storage area is complete in its fittings. It is equipped with three (3) large camouflage revetments with overhead sliding hoists. In addition, it has six (6) open revetments which can be used to park trailers loaded with bombs or as is required at present, to store 100 and 250 lb. bombs. Recently, a new revetment has been put in use. Originally what appeared to be a storage pit of some sort, it has since been converted into a revetment large enough to park all loaded bomb trailers. Cleared of rubbish and leveled by a “bull dozer”, with a roadway lined with metal landing strips, it makes an ideal auxiliary revetment. Practically all of the small arms ammunition is stored in brick or concrete buildings, the only exception being when such permanent facilities are overtaxed, it is necessary to use storage tents. However, in no event is ammunition stored in tents if the original containers have been opened. Therefore, as ammunition is inspected and linked by personnel of the 1833rd, it is stored in permanent buildings. Fuzes and Primer Detonators are stored in a hut designed for that purpose and while at times appears to be rather small, it is adequate.

b. Squadron Ordnance and Armament Installations:

With the exception of the 369th Fighter Squadron, all the squadrons have a separate building which is used for the storage of ammunition which is authorized each squadron. The 368th Fighter Squadron’s shop is located on the west side of the field and has as its armament shop a large brick building with permanent work benches. It is light and airy and conveniently located in relation to its flights. The 369th Fighter Squadron has a large Nissen Hut which serves as both an Armament Shop and Ammunition storage. It is not as well equipped as the 368th in that it lacks sufficient lighting but it is also centrally located with respect to its own particular squadron. The 370th Fighter Squadron, of necessity, shares its Armament Shop with the Pilot’s Locker Room but since it is used only as a work shop and has a separate building for storing ammunition, it covers its purpose. It is shortly contemplated that the 370th Fighter Squadron will move into a building now under construction and almost complete. At such time it will have a set up similar to the 368th Fighter Squadron.

Robert Hunter, armorer, rank unknown (left), with his older brother Captain John B. Hunter (right). Photo courtesy of Anthony C. Chardella: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

c. Other Ordnance Installations:

The 1833rd Ordnance Supply & Maintenance Company has as its 3rd Echelon Automotive Maintenance Shop a large thatched roofed barn which has been converted into a garage. It is well lighted and large enough to accommodate several large vehicles undergoing repairs. It also has several covered sheds which border around a courtyard which are used for such purposes as a paint shop and repair bays for smaller vehicles, particularly during inclement weather. It might be well to add that for the most part commercial power is used to operate the various machines and motors. This in preference to generating their own power so as to conserve existing facilities which may be required more urgently at a later date. The record of the number of deadlined vehicles on the station is comparatively low - lower than the average for Fighter Command. The Supply Section of the 1833rd Ordnance Supply & Maintenance Company maintains a warehouse for Ordnance General Supplies and works in close liaison with the Station Ordnance Office since most supply functions must clear through that office. An Armament Shop for 3rd Echelon maintenance of weapons is operated by the Armament Section of the 1833rd and their mission is to service guns beyond the care and maintenance that individual units are insofar as caliber .50 aircraft machine guns are concerned. A new or serviceable gun is issued as replacement for a worn or unserviceable one. The primary function of the Ordnance Company is SERVICE - service at all costs. This is particularly true on this station and every effort is being exerted towards that end.

2. Personnel:

Two per Mustang. Courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

When the 85th Service Group first arrived at this station on 27 August 1943, it brought with it two Ordnance Officers and five enlisted men, The ordnance Section of the Headquarters Squadron and its included Major Samuel W. Marshall, Jr. as Group Ordnance Officer and 1st Lt. John G. Dales as his assistant. Because of the lack of sufficient ordnance personnel, the task of setting up ordnance activities on the station was doubly difficult. However, with the arrival of first, the 359th Fighter Group and later, the 1833rd Ordnance, this condition was appreciably relieved. At first each of the Fighter Squadrons had an Ordnance and Armament Officer but since the policy of Fighter Command was to have one officer serve in a dual capacity, the following assignments of officer personnel were affected with the Fighter Group:

1st Lt. Louis F. Major, Jr. 359th, Group Ordnance & Armament Officer
1st Lt. Carlyle W. Thomas, Ord/Armament Officer 368th Fighter Sqdn.
1st Lt. Marshall C. Carpenter, Ord/Armament Officer, 369th Fighter Sqdn.
1st Lt. Don E. Caskey, Ord/Armament Officer, 370th Fighter Sqdn.

The original roster of Officers of the 1833rd included:
1st Lt. Eugene S. Jackson, Commanding
1st Lt. James B. Levin, Armament Officer
2nd Lt. Secil D. Dykstra, Automotive Officer
2nd Lt. Thomas H. Collier, Ammunition Officer

No change of Ordnance Officer personnel were effected until 19 January 1944 when 2nd Lt. James E. O’Connel joined the 1833rd to become an overage. On 11 February Lt. Dales was transferred to and assumed command of the 1833rd while Lt. Jackson replaced him as Asst. Station Ordnance Officer. However, with the transfer of Major Marshall on 1 April 1944, Lt. Dales returned as Station Ordnance Officer and Lt. Levin assumed command of the company. At this time 1st Lt. Eli Berlin joined Hqs & Hq Sqdn. and was assigned the duty of Asst. Station ordnance Officer. Lt. Jackson was then carried as an overage in the position he held until 16 July 1944 when he was transferred from the station. In the meantime, Lt. O’Connel was designated as Armament Officer of the company to fill the vacancy created by Lt. Levin assuming command. Lt. Collier was subsequently transferred from the company on 23 May 1944 and was replaced by 2nd Lt. (now 1st Lt) Stanley A. Berman who joined the unit on 14 June 1944.

Promotions Included:
Lt. Dykstra promoted to 1st Lt. on 1 March 1944
Lt. Dales promoted to Captain on 1 June 1944
Lt. Berman promoted to 1st Lt. on 15 June 1944.

As for changes within the Fighter Group, 1st Lt. Thomas was designated as Group Ordnance and Armament Officer replacing Lt. Major. 1st Lt. Francis W. Hankey replaced Lt. Thomas as Ordnance & Armament Officer of the 368th Fighter Squadron. These changes were effective on 17 May 1944.

Recent change to the T/O of the Fighter Squadrons authorized additional personnel and including Chemical Warfare and Photographic personnel calls for 66 Enlisted Men.

Armorers working on P-51: Frank Luddehe (on wing); S/Sgt. John B. Bobala (centered behind cockpit); Sam Dailey (back to camera). Courtesy of Charles Doersom: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

3. Operations:

At the outset it was a question of breaking down the barrier that heretofore existed between Ordnance and Armament personnel. As stated before, the policy of Fighter Command required the closest cooperation and collaboration between these two sections and it was found necessary to install the concept of teamwork between the two in order to obtain a maximum of efficiency. As for the Station Ordnance policy, it was merely a question of carrying out the plan originally formulated which required the understanding of problems which the various sections were expected to be confronted with and to giving all assistance and advice possible.

As far as the Fighter Group was concerned, it was necessary for the various squadrons to learn each others problems, to understand them and to work to a common end and to mutual advantage of each other. It must be borne in mind that this was perhaps the first opportunity that the Group had to function as an individual unit. While the squadrons were still in training in the States they had operated more or less independently or at least were physically separated so as to make close cooperation and understanding impracticable, if not impossible. By 13 December 1943 when the Group went on an operational status, most of the knots had been unraveled.

May 3, 1944 photo of two bomb-carrying 368th Fighter Squadron P-47s: CV-Y and CV-X. Courtesy of Elsie Palicka, wife of Ed Palicka, 370th Fighter Squadron Photographer: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

One of the first major problems which confronted the Group as a whole was the question of carrying bombs. It presented a particularly acute problem to all Ordnance personnel since very little experience had been gained in this respect. The question of bomb handling equipment and bomb shackles had to be overcome. The first was solved by the fact that sufficient bomb handling equipment, such as Bomb Service Trucks and Trailers were obtained by Station Ordnance for the use of the squadrons. Since the bomb lift trucks were not originally designed to raise bombs to the required height, it was found necessary to improve cradles. This was accomplished by each of the squadrons and they proved to be a satisfactory method. It should be stated here, that after the first mission calling for the use of bombs, it was discovered that the closest cooperation was necessary between Operations, Intelligence, Group and Station Ordnance Officers. The first attempt to carry bombs may well have proven to be disastrous had not the mission been called off. It was just as well as our short comings were realized and every effort taken to correct them.

At first, the chief concern was in handling 500 lb. bombs but later the matter of employing fragmentation clusters came up. Before discussing clusters, it might be well to add that before any 500 lb. demolition bomb was dropped at least 5 attempts had been made to carry them. The first two missions were scrubbed before the planes took off. The third and fourth, the planes had taken off but because of poor visibility could not find the target and as a result were returned to the station. However, the fifth attempt proved successful.

Fragmentation clusters, at least the type the Group was to carry, were designed primarily for use by bombers and were not made to be carried externally. Because of this fact, it was found necessary to employ various and sundry adapters and modifications to either the cluster itself or to the sway braces. As standardization of such adapter was necessary not only within the Group but within Fighter Command as a whole, some delay was experienced before it was felt that it was safe, or at least before the Group felt ready to carry them. However, since all work had been concentrated towards making the clusters adaptable to P-47 aircraft, the replacement of our P-47 aircraft with P-51s presented new problems and required new methods. To date, several adapters have been manufactured either locally or by Fighter Command, but even with these, it is still necessary to improvise and try to make the use of clusters feasible. This Group has not as yet gone on a mission with fragmentation clusters.

Two armorers hanging 500 lb GP "Valentine" bomb on 368th Fighter Squadron P-47. Archived by Char Baldridge, Historian, 359th Fighter Group Association, from records at HQ USAF Research Center, Maxwell Air Force Base, Alabama.

One modification which was required immediately was to the bomb lift truck. Since the present type truck was not intended to be used to raise the bomb to the fuselage or wings of an aircraft it was necessary to manufacture a cradle sloped at the proper angle so that the bomb could be raised into the shackle. Each Squadron undertook to make its own. Here too, the problem was duplicated when the Group changed over to P-51 aircraft. Originally designed to lift a bomb into the shackle under the fuselage of a P-47, it was inadequate for the wing shackles for the P-51. As a result, an addition or rather an extension was added to the cradle previously used.

22 January 1944 photo of bomb and bomb rack. Courtesy of Anthony C. Chardella: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

Perhaps one of the greatest hazards to which everyone, particularly pilots, were exposed to, was the danger of the bomb fin becoming loose from the bomb while the plane was in flight. In such cases, the tail fuze was invariably armed and in some cases, was sheared completely. One such incident occurred on this station when an aircraft returned with its bomb but less the bomb fin. The fuze had been sheared and consequently was armed. It required the services of a RAF Bomb Disposal Flight to remove the fuze. Because of this incident and two others at a later date, in fact on the next bombing mission when two more fins were lost, it was not only necessary but urgent that a method be found to tighten the fins sufficiently to prevent such recurrences. Towards this end, a wrench was designed and manufactured on this station which has proven to be the answer to this problem. Since the last time that a fin had become loose approximately 500 bombs have been carried and not one fin has become disengaged.

From the standpoint of reports of equipment stoppages, when the Group first went on operations, its stoppages per rounds fired were comparatively high, in fact higher than the average for the Command. However, as technical problems were solved, this rate followed a downward trend and up to the time that the changeover to P-51s took place, it was well within the average for the Command. However, with arrival of the P-51s new problems arose which required new techniques and new methods. Consequently, the stoppage rate per rounds fired was again higher then the average for the Command. During the last three reporting periods however, the number of such stoppages has been so reduced as to bring the total of this Group well above the average for the command, and in at least one period, the highest in the Wing.

The fact that all Ordnance units, sections and activities have been able to meet the demands that have been placed upon them since 5 June 1944 is tribute to their ability, ingenuity and determination to see a job well done. It has required patience, stamina and fortitude. Each section has been called upon to perform more than its share, particularly the Squadron Ordnance and Armament personnel and that of the Ammunition Section of the 1833rd where working around the clock became the practice. It was soon discovered that the only way that the required work could be accomplished was to create two shifts each working at least twelve hours per day. Long hours, little rest and satisfaction of seeing the results of their labor was all that could be offered to the personnel concerned.

The night before D-Day, word was received that a complete mission of each type of bomb was to be kept stored at the dispersal area of each aircraft. Not only was it necessary to deliver the bombs but fuzes had to be inspected and issued to each of the squadrons. It was not until after midnight that the job was completed but at least the deadline had been met. In this connection, it should be stated that what had been asked of us was contrary to Safety Rules and Regulations set forth by the Ordnance Department in that bombs were allowed to be stored without protective screening in the proximity of the installations and equipment. However, the instructions received were carried out. The tactical situation demanded that the risk be taken. To date, there has been no accident in which Ordnance Personnel have been involved.

Because of the fact that at the beginning practically all of the missions called for the use of bombs, it was necessary for either the Group Armament Officer and/or the Station Ordnance Officer to be present at these briefings, in order to brief the pilots as to type bombs and fuzes used, fuze settings, proper altitude for release etc. It was gratifying that in a small measure, our contribution to the total effort was being felt.

However, the conditions originally experienced have resolved themselves into routine day to day occurrences. While it is true that this routine is now more or less normal, still in all, Ordnance and Armament, whether in the Company, or in the Squadrons, or in the staff sections stand ready to do their share until the final completion of their appointed tasks.

JOHN G. DALES
Captain, Ord. Dept.,
Station Ord. Officer.

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Text is from the report stored at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama, transcribed and archived by Char Baldridge, Historian, 359th Fighter Group Association. Photos archived by Char Baldridge, Historian, 359th Fighter Group Association.

The 359th Fighter Group's First Mission

2011-03-09T09:31:00.014-07:00

VIII Fighter Command policy required that each unit in the growing roster of Thunderbolt groups be led into battle by pilots experienced in the theatre. This objective was achieved by sending a new group’s senior flying officers to fly on the wing of combat-tested pilots in an older organization while a veteran of the theatre was detailed to lead the new group in its first missions.

Thus, during the first 10 days of December, Colonel Avelin P. Tacon Jr., Majors William H. Swanson, John B. Murphy, Albert R. Tyrrell, Rockford V. Gray, and 12 captains and lieutenants waited at Duxford for an opportunity to fly operationally with the 78th while Major Richmond, commander of the 486th Squadron, 352nd Group, moved from nearby Bodney to Wretham Hall to act as flying group commander of the 359th. Command of the 359th Group devolved upon Captain Chauncey S. Irvine, operation officer of the 370th Squadron, promoted to major later in the month.

The contingent at Duxford had a lazy time waiting for a break in the weather, but the activity at their home station continued at a pace only a little less than feverish as all departments checked their readiness to undertake operations.

Major Richmond in this period made an unobtrusive but thorough study of the Station’s operational scheme. He also demonstrated the necessity of personally digesting all available information on the enemy and the war, an attitude that made a lasting impression on the pilots and tactical sections of the 359th Group.

On 11 December 1943 the waiting ended for the command detachment at Duxford. The 78th flew withdrawal support for the 2nd Bomb Division after the attack on Emden that day and the 359th’s pilots flew with elements in each of the two tactical groups Duxford put in the air. The group in which Colonel Tacon flew destroyed an Me109 in the course of escort.

Our pilots played a role in the combat: the flight led by Captain Irvine with Colonel Tacon on his wing, made an unrewarded bounce of an Me109, and a top cover flight including First Lieutenant James R. Pino, 368th Squadron, was bounced, also unsuccessfully, by enemy fighters.

There were no losses on the mission and on the night of the 11th the 359th officers returned from Duxford with their ground crews. The atmosphere resembled a swimming pool after the bathers’ first plunge, with general announcements that the water felt just fine.

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Photo courtesy of Richard Fogg: from the photo archives of Howard Fogg.

This text excerpt is from the December 1943 original monthly narrative History of the 359th Fighter Group archived at HQ USAF Historical Research Center, Maxwell Air Force Base, Alabama. The complete documents were transcribed and provided courtesy of Char Baldridge, Historian, 359th Fighter Group Association, from reports filed by Maurice F. X. Donohue, 359th Fighter Group historian and combat intelligence officer.

Got my plane!

2011-03-03T02:14:00.002-07:00

Excerpt from Fogg in the Cockpit: The Wartime Diary of Captain Howard Fogg

Saturday, November 13, 1943: Wretham

Got my plane!

Captain Pezda of the 370th and I went to Wattisham in the command car. Captain Irvine flew down to lead us back. I have a P-47D-10, 275104, with a P&W (Pratt & Whitney) R-2800-63 engine. Eleven hours on the ship. Flies beautifully. It’s a thousand pounds lighter than the D-2s.

Lieutenant Howard Fogg's P-47D-10 Thunderbolt CV-T 42-75104.
Photo courtesy of Peter Fogg.

I landed at dusk with field lights after coming in Xtee (cross-wind) first try. First pilot to land with lights here. Captain Malley (Control) all excited. Me too!

East Wretham Airfield, England 5 February 1946 Source: Royal Ordinance Survey. Annotations on photo from Freeman, Roger A., Airfields Of The Eighth, Then And Now, 1978. This artistic work created by the United Kingdom Government is in the public domain.

Wretham Hall as remembered by Albert G. Homeyer, 368th Fighter Squadron pilot, 359th Fighter Group

2011-02-22T19:57:00.016-07:00

Wretham Hall, one mile from East Wretham Airfield USAAF Station Number 133, six miles northeast of Thetford in Norfolk. Photo courtesy of Thomas P. Smith: Archived by Char Baldridge, Historian, 359th Fighter Group Association.

The Royal Air Force requisitioned Wretham Hall, located approximately one mile from the airfield, for use as an officers’ mess. East Wretham and its various hangars and buildings as well as Wretham Hall officially transferred to United States forces in July 1943 with the three fighter groups arriving that autumn.

“When we first occupied the lodge, we had bat boys whose duties were to shine our boots, make up the bunks, hang up our clothing, keep the room clean, etc. They were found to be in the way and also none of us were accustomed to being waited on hand and foot, so to speak, so they were dismissed after the first week or so and probably went back to the RAF.

The sleeping accommodations supplied were old iron double bunk beds with mattresses consisting of three pillow-like sections and during the night they would slide apart making it very uncomfortable. Within a few days regular mattresses appeared. I was awed by the bathrooms which were all marble motif. I believe there were about four bathrooms on each of the second and third floors. Each being large enough to accommodate about six people. Being a ladies hunting lodge there were bidets which were unfamiliar but we found could be used to wash ones feet. Before we arrived hundreds of mounted deer heads had been removed from the rooms and stored in the attic. I wonder what happened to them?

I was told the lodge consisted of 365 windows, 52 rooms and 4 entrances.

The outside surroundings were a game preserve. When one walked out the front entrance there were pheasants feeding and they were as tame as chickens. About a mile to the west was an artillery range and there were hundreds of shell holes, and in the walls of the holes were rabbit holes or nests. Every so often a couple of us would get our skeet guns and go shoot a dozen or so rabbits and give them to the enlisted personnel and they would have a barbecue.”

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Description of Wretham Hall archived by Char Baldridge, Historian, 359th Fighter Group Association. Posted here and on the 359th Fighter Group Facebook page by Janet Fogg.

England at Last!

2011-02-16T06:11:00.013-07:00

Northeast of London in Norfolk, the heart of East Anglia, East Wretham airfield was rapidly built in the early days of the war and became operational in March 1940. It consisted of grass runways, the northeast to southwest measuring 5,640 feet and north northwest to south southeast at 4,200 feet.

The Royal Air Force requisitioned Wretham Hall, located approximately one mile from the airfield, for use as an officers’ mess.

Wretham Hall, one mile from East Wretham Airfield USAAF Station Number 133, six miles NE of Thetford. Courtesy of J. McAlister: Archived by Char Baldridge, Historian, 359th Fighter Group Association

East Wretham and its various hangars and buildings as well as Wretham Hall officially transferred to United States forces in July 1943 with the 359th Fighter Group and the 85th Service Group, comprised of the 1833rd Ordnance Supply and Maintenance Company, 1065th Quartermaster Company, 49th Station Complement Squadron, 395th Service Squardon, and the 1101st Signal Company, arriving on October 19, 1943. East Wretham was assigned USAAF designation Station 133.

"We Take Over" from the photo archives of Howard Fogg

The U.S.A.T. Argentina. Men on all the decks, in the scuppers, men are everywhere!

2011-02-09T06:27:00.007-07:00

On October 7, 1943, 359th Fighter Group HQ personnel and the 368th Fighter Squadron, Howard Fogg's squadron, boarded the U.S.A.T. Argentina in New York Harbor.

The 369th Fighter Squardon boarded the Thurston and the 370th Fighter Squadron boarded the Sloterdyjk, once a Dutch motor vessel.

Image of the Argentina from a 1952 postcard

October 2, 1943: Camp Kilmer, New Jersey

2011-02-02T06:12:00.005-07:00

Excerpt from the Diary of Lt. Howard Fogg:

Our route was varied to say the least. First, we traveled to Greenfield, thence Troy, thru Albany, down the West Shore to Weehawken, thru the yards to a junction with the Pennsylvania at Jersey City. A GG1 (Pennsylvania Railroad electric locomotive) hauled us into Kilmer at 4:00 P.M.

To call this place huge is rank understatement. It’s breathtaking, with huge loading platforms, miles of buildings, and more. There are thousands and thousands of men. Every PX is jammed and every theatre full. Really an impressive array of manpower surrounds us, and, for once, efficient Army organization. Excellent food albeit cafeteria style. Good Bachelor Officer Quarters, better than Westover. There’s gambling and cards, galloping dominoes, and streams of whiskey.

U.S. Army Photograph of Camp Kilmer, New Jersey.

Camp Kilmer was a staging area and part of the New York Port of Embarkation for troops heading to the European Theater of Operations. The wooden buildings were painted bright contrasting colors for camouflage, similar to the Dazzle camouflage used on ships during World War I. Over 2.5 million soldiers were processed through Camp Kilmer to the ETO or back home.

Postcard draft!

2011-01-29T06:05:00.011-07:00

Sharing our postcard draft to announce Fogg in the Cockpit!

US Army Air Corps Training Center

2011-01-26T05:12:00.011-07:00

Be it known that Howard Lockhart Fogg

United States Army, has satisfactorily completed the course of instruction prescribed for Pilot.

In testimony whereof and by virtue of vested authority I do confer upon him this

-- Diploma --

Given at Foster Field, Victoria, Texas, this tenth day of November in the year of our Lord one thousand nine hundred and forty-two.

H. H. Van Auken,

Colonel, Air Corps,

Commanding

Attest:
Sam A. Carnes,
Major, Air Corps,
Adjutant

Air Cadet Howard Fogg - June 1942

2011-01-19T05:21:00.008-07:00

“One of the greatest hazards in flying is fog in the cockpit.”

As told to Richard Fogg by his father Howard Fogg, this phrase was uttered by a meteorology instructor to a class of student pilots in 1942. A gale of laughter, led by Howard, followed this pronouncement.

Air Cadet Howard Fogg at Parks Air College in East St. Louis, June 1942.
Lettering on Fuselage reads:
U.S. ARMY-PT-I9
AIR CORPS SERIAL NO.40-2609
CREW WEIGHT 400 LBS

Photo Courtesy of Peter Fogg

Foster Field, Victoria, Texas: Class 42-J Flight B

2011-01-12T05:00:00.004-07:00

Drafted into the Army on May 15, 1941, Howard Fogg was assigned to the 4th Armored Division at Watertown in upper New York State. But the December 7, 1941 Japanese attack on Pearl Harbor changed his life. The Army Air Corps needed pilots, so with his keen vision and sense of duty Howard requested a transfer. He received basic flight training at Parks Air College in St. Louis, primary training at Vance Airbase in Enid, Oklahoma, and finished his schooling at Foster Field in Victoria, Texas.

1st Row (sitting) Beveridge, Bissell, Burton, Smith, Ericson, Bogard, Martin, Slaughter, Bredthauer, Holder, Davis L.D., Bergren

2nd Row (kneeling) Fox, Perino, McGraw, Berry, Whitney, Ford, Madigan, Santry, DeMont, Cowan, Dyas, Crowell, Conley, Elliott, Butler

3rd Row (standing) Danahy, Davis C.E., Benson, Ewing, Griffith, Clark, Brown, Gerst, Emmert, Chiodo, Cross, Buckles, Bowsher, Fogg

4th Row (back row) Simpson-Dispatcher, Capt. Eck, Lts. Kroll, McCain, Oliver, Richie, Blanchard, Schmidt, Beal, Anderson, McVey-Dispatcher

Why did we write Fogg in the Cockpit?

2011-01-01T06:30:00.002-07:00

Fogg In The Cockpit began, and ended, as a labor of love, but the focus of that love changed as the work unfolded. Howard Fogg's legacy was already firmly established thanks to his success as a railroad artist, but what son or daughter-in-law could resist the opportunity to build on that legacy when presented with a document as fascinating as a wartime diary? The format is compelling: no facts lost or colored by time, the trivial and the significant presented with equal clarity, terms, conditions, and events offered up not through the veil of nostalgia but simply as fact. This, then, was the basis, and the inspiration, for Fogg In The Cockpit.

And then the unexpected. The secondary players, men whose names would never appear on an internet search engine, took on a life of their own. Men who helped win the war and then came home to lead quiet lives. Men who, far too often, did not come home. The book was not just about Captain Fogg anymore, it was about the 359th Fighter Group; its pilots, officers, and support personnel. The supporting cast became stars, and the love of Howard Fogg, with whom we shared a lifetime, became a love of the men of the 359th, men we would never have had the privilege and honor of knowing if not for Fogg In The Cockpit.