December 7, 1941

Freedom Isn't Free

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April 20, 2020:  Tales from the 359th Fighter Group

#1 Amazon Best Seller

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#1 Amazon Best Seller:  Biographies of Artists, Architects, and Photographers.

March 29, 2020.

Thank you!

Book trailer for Tales from the 359th Fighter Group

Hope you enjoy the trailer for our new book about the 359th Fighter Group.  The book is now available on Amazon!

In December 1943 the newly formed 359th Fighter Group flew its first mission in the European Theater of Operations. Twenty-two months later World War II ended, and in November 1945 the 359th was inactivated, with 346 combat missions and 13,455 sorties to its credit. This collection of mission and POW reports, bar stories, and post-war reflections provides a first-hand account of life on base, in the air, and going on leave in war-time England, as recounted by the 359th's pilots, officers, and enlisted men.

Tales from the 359th Fighter Group: World War II

Available now in paperback; Kindle available March 23, 2019!

In December 1943 the newly formed 359th Fighter Group flew its first mission in the European Theater of Operations. Twenty-two months later World War II ended, and in November 1945 the 359th was inactivated, with 346 combat missions and 13,455 sorties to its credit. This collection of bar stories, mission reports, POW internments, and post-war reflections provides a first-hand account of life on base, in the air, and going on leave in war-time England, as recounted by the 359th's pilots, officers, and enlisted men.

"The B-17 could not maintain altitude. With no instruments they had no way of keeping the machine upright descending through the clouds so there was nothing left but for them to fly my wing. I tried to concentrate on flying as smoothly as I ever had in my life; I could imagine how difficult it must have been for that 17 pilot to keep his machine within three feet of me with two engines out on one side plus the turbulence we were encountering. I had all I could do to keep from looking at that wing flopping up and down in between my wing and tail." ~ Lt. Eugene F. Britton

"Installation of water injection systems in the Group's aircraft, assuring 15 minutes of extra power for combat, was completed under direction of Lieutenant George M. Hesser, station engineering officer.... Higher HQ notified Hesser that complete drainage of water from all aircraft would be necessary nightly to avoid freeze-ups. His answer, characteristically, was to suggest that the Station at once be supplied with "the necessary equipment to turn the airplanes upside down in order to get all the water out of the lines." The result was that alcohol was made available for use in all aircraft." ~ Capt. Maurice F. X. Donohue

Howard Fogg's Trains 2019

Always a pleasure to see the new Howard Fogg calendar!

Fogg in the Cockpit review

June 17, 2018 review of Fogg in the Cockpit posted on  Amazon (thank you!):

"An excellent book for those interested in WWII history from the perspective of a veteran who experienced it firsthand. Initially takes a little getting used to the brief snatches of the "this was today" format of reading someone’s diary as opposed to the continuous narrative of the books we are used to, but it's worth the adjustment. Each day's emotional ups and downs of combat and "living on the edge" are intertwined with the role of the individual fighter pilot in the bigger picture of the teamwork it takes to win a war and preserve the freedoms we enjoy today. Thank you to all who serve." ~ eliphalet

A Manifest Spirit

We are pleased to announce the release of:

A Manifest Spirit, The 359th Fighter Group 1943-1945

Relying not on recollections rendered imprecise by the passage of time, or secondhand reports which inevitably lose context, A Manifest Spirit instead presents observations from the group historian, base chaplain, and the fighter pilots themselves, recorded as they occurred during the conflict. The complex operation of a wartime fighter base, the deep satisfaction of a successful mission, and the heartbreak of waiting for pilots that never returned, are presented with the clarity that can only come from contemporaneous reports.

A Manifest Spirit is a tribute to the officers that gave the 359th Fighter Group its organization and direction, the enlisted men who made it work, and above all the pilots, 121 of whom made the ultimate sacrifice in the pursuit of freedom.

Available from Amazon, Barnes & Noble, and other on-line retailers.

Rauner Special Collections Library - Fogg and Steam

We hope you'll enjoy this link to the Rauner Special Collections Library essay about Howard Fogg, posted on April 7th, 2017, which would have been Howard's 100th birthday.

Rauner Special Collections Library - Fogg and Steam

"We owe the title of our post today to a book of the same name written by Frank Clodfelter in 1978 about the railroad artwork of Howard Fogg, Class of 1938. Fogg was born one hundred years ago today on April 7th, 1917, in Brooklyn, New York..."

6 June 1944

General Dwight D. Eisenhower, Order of the Day, 6 June 1944:

"Soldiers, Sailors and Airmen of the Allied Expeditionary Forces:

“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.

Rocky Mountain Railroad Club

We're putting the finishing touches on a new presentation for the Rocky Mountain Railroad Club.  On February 16, 2016 we'll talk about Howard Fogg's art career and his service with the 359th Fighter Group during WWII. 

Oh, and we'll share one of Howard's elusive recordings from his Talking Giants album!

Railroad Club meetings are held at:

Christ Episcopal Church
2950 South University
Denver, CO
7:30p.m.

See you there!

You can learn more about the club at:  http://www.rockymtnrrclub.org/club.htm



Howard Fogg on Wikipedia

The Howard Fogg page on Wikipedia has been refined and we've added two examples of his artwork.  Hope you'll stop by!

https://en.wikipedia.org/wiki/Howard_L._Fogg



Margot and Howard Fogg.
1990 photo by Richard Fogg.



History of Ordnance and Armament Activities, 359th Fighter Group

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 Luddeke (on wing); Sgt. John Bobola (centered behind cockpit); Sgt. Samuel 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.

Howard Fogg's Mission Map

Howard Fogg's mission destinations while flying with the 359th Fighter Group during World War II.

Map by Janet Fogg

Authors Speak About Howard Fogg's WWII and Art Careers

Thank you again - for attending, for the invitation to speak, and for the great articles about Howard!

May 6, 2015 - Left Hand Valley Courier:

April 22, 2015 - Left Hand Valley Courier:  Howard Fogg's Railroad Painting Career Remembered



Now & Then - A Lecture Series - The Niwot Historical Society - April 29, 2015

The 359th Fighter Group

The 359th Fighter Group was awarded a Distinguished Unit Citation as well as numerous battle ribbons, including:

• The Air Offensive Europe ribbon, for preparation for the invasion of Normandy

• The Normandy ribbon, for invasion support and subsequent break out of the beach head areas

• The Northern France ribbon, for support for the drive across France

• The Rhineland ribbon for supporting the airborne invasion of the Netherlands as well as the drive into the Rhine

• The Ardennes-Alsace ribbon for support during the Battle of the Bulge

• And the Central Europe Ribbon for supporting the final actions across Germany

There were 13,455 sorties flown by the pilots of the 359th. In addition to guarding the "heavies" they shot down 241 enemy aircraft, with an additional 33 probables and 69 damaged. Another 122 were destroyed on the ground plus 107 damaged. Almost 500 locomotives and 1,400 railway cars were destroyed or damaged. Other ground attacks supported troop movements and targeted infrastructure. To do all of this 1,000,000 rounds of .50 calibre ammunition was expended along with nearly 900 bombs of varying poundage.

The 359th Fighter Group lost 121 pilots.

Book Trailers!

Fogg in the Cockpit
by Richard and Janet Fogg
Book Trailer:

Soliloquy by Janet Fogg
Book Trailer:  



Pilots down! 18 December 1944

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 Lts. Paul E. Olson and David B. Archibald both became Aces.
-----------------------------------------------------------------

(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.”

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

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.

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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.