HEADQUARTERS

486TH BOMB GROUP (H)

Office of the Operations Officer

 

MISSION ANALYSIS REPORT

 

I.     PLANNING:

DATE:  21 March 1945 GP MSSN NBR:  170

TARGET: (P) Visual – Marx A/F near Wilhelmshaven, Germany.

ALERTED:  1745 BOMB LOAD REC’D:  2400

WG AWO REC’D:  2340 WG F/O REC’D:  0335

DIV F/O REC’D:  0235 ZERO HOUR:  0800

FORCE REQUIRED:  One (1) group of three (3) squadrons.

FORCE FURNISHED BY SQUADRONS (PLANNED AND ACTUAL):

_________________________________________________________________

          :   832nd   :   833rd   :   834th   :   835th   :   TOTAL   

   Crews  :  8  (8)   :  9   (9)  :   8  (9)  :  13 (13)  :  38 (39)  

   A/C    :  9  (9)   :  9   (9)  :  11 (12)  :   9  (9)  :  38 (39)  

AIR LEADER:  Lt Col Uhle (Wing Lead)

PARTICIPATING STAFF:     LEAD CREWS:

(1) Maj Matthews     (Dep Gp Ld)     (1) Ogle    (Gp Ld)

(2) Capt McAnelly    (Ld-Hi Sq)      (2) Dibble  (Dep Gp Ld)

(3) Capt Boyle       (Sq Nav)        (3) Hinze   (Ld-Hi Sq)

(4) Capt McNeice     (Sq Bomb)       (4) Vance   (Dep Ld-Hi Sq)

                                     (5) Beard   (Ld-Lo Sq)

                                     (6) Sauler  (Dep Ld-Lo Sq)

BRIEFING OFFICER:  Capt Whitney     BRIEFING TIME:  0330

BOMB BRIEFING:  Capt R. M. Scott     NAV BRIEFING:  Lt Tolson

S-2 BRIEFING:  Capt Hunt     BOMBING ALTITUDE:  24,000’

POSITION IN TASK FORCE FORM:  4TH “B” Group (fourth gp in Div Form)

ESTIMATED TIME OF TAKE-OFF:  0620     RETURN:  1145

ASSEMBLY ALTITUDE:  GP  20,000’   WG  20,000’  DIV  20,000’

REMARKS:

Planning of mission was good, especially in selecting targets nearby that were visual instead of attempting deeper penetrations where weather probably would have been adverse, preventing good results.  As it was, very good to excellent results were accomplished on today’s target.

In task force #2, our 4B group was leading the 4th Wing.  4A group was in an entirely different force, on a deeper penetration.

II.     EXECUTION:

 

TAKE-OFF:  0620-0659    RUNWAY:  25    WIND:  250° @ 7 MPH

A/C TAKING OFF:  SQ “A” 12   SQ “B”  13   SQ “C”  14  TOTAL:  39

ASSEMBLY ALTITUDE:  GP 21,000’   WG  21,000’  DIV  21,000’

ELAPSED TIME OF ASSEMBLY:

One hour and fifty-three (1:53) minutes from time of takeoff.  Lead a/c reached assembly altitude at 0726 hours, and group was completely formed at 0813 hours.

ASSEMBLY (GP, WG, & DIV):

Group assembly was fair to good, planes being a little slow falling into position because of contrails and clouds.  Assembly altitude was raised to 21,000’ in an attempt to avoid some of the weather difficulties.  Group left Bun #22 in fairly good group formation and arrived at Wing assembly points a little early to facilitate Wing assembly.  Other groups fell into good position in the Wing, with perhaps a little too much interval.  CP #1 was reached on course but one (1) minute early, and position in bomber stream behind the 93rd Wing was taken.  In spite of being early, the interval between Wings was too great, being about four (4) minutes.

ARRIVED 1ST PT WG ASS’Y LINE:  0819 – on time

POSITION IN TASK FORCE FORM:  4th “B” Group (fourth grp in Div form)

DEPARTED CP “1”:  0831 – one (1) min early.

CLIMB TO ALTITUDE (ROUTE IN):

Climb to bombing altitude was started on time at 0825 hours over Bun #11.  Over the channel, the Wing leader (486) eased to close up the Wing formation, increasing slightly the interval behind the last group in the preceding Wing.  Bombing altitude (24,000’) was reached at 0853 hours, rate of climb being slow at 107’/min from 21-24,000’.  The entire route in was about as briefed.  Approximately three (3) minutes before the Pre-IP, squadrons established good intervals for individual squadron bombing.

TARGET MANEUVER:

The IP was passed over in trail, wings level.  The interval taken was about one (1) minute per squadron and was intentionally greater to achieve better results because of the shallow penetration.  Squadrons were able to pinpoint the Marx airfield, from an altitude of 24,000’.

TARGET ATTACKED:  (P) Marx A/F near Wilhelmshaven, Germany.

TYPE OF BOMBING:  Visual (sq formation)   TIME OF RELEASE:  0942 1/4 – 0944.

NBR A/C OVER TARGET:  39  NBR SORTIES CREDITED GRP:  39

DISPOSITION OF BOMBS:

Primary Target: (Visual)

   Marx A/F near Wilhelmshaven, Germany   1478 x 150 lb. TP G-51

Total Bombs Jettisoned                       4 x 150 lb. TP G-51

Total Bombs Loaded on a/c T.O.            1482 x 150 lb. TP G-51

BOMB RESULTS:

“A” squadron dropped a compact pattern measuring approximately 4,000’ long by 2,000’ wide.  The center of this pattern is 1,600’ right of the MPI.

“C” squadron, dropping very shortly after “B” squadron, dropped their bombs squarely on the pattern of “B” squadron.  It is impossible to distinguish between these patters.  The are scored as a composite as follows:

            800’ Right

          1,000’ Over

          1,200’ C.E.

Even though bombfall as noted above is not too good, results from a standpoint of damage inflicted were very good.  The MPI was in the center of the airdrome and most all bombs fell within the limits of the field, cutting two (2) main runways.

RALLY AND ROUTE BACK:

An excellent rally was accomplished, squadrons getting together well and losing 1,000’ altitude after the target.  Withdrawal was as briefed, routes and descents being made as planned.  The English coast was reached at 1120 ½ hours at an altitude of 7,200’.

RETURN TO BASE AT:  1141-1242

PFF OPERATIONS:

(R/N  YEP – a/c 453 – Lead “A” SQ)  “Performance of set was good.  The group passed over the briefed IP.  The R/N turned on the IP, read “a” scope drift, gave a course correction and turned the a/c over the PPN and B.  The bomb run was entirely visual.”

(R/N LACY – a/c 025 – Lead “B” SQ)  “Performance of set was good.  The squadron passed over the briefed IP.  The bomb run was visual.  The target was not the type that could be picked up by H2X.  The R/N checked course on the bomb run by taking fixes.  “A” scope drift method was used.”

(R/N ROE – a/c 035 – Lead “C” SQ)  “Set operation was fair.  The AFC did not stay locked in except for short periods of time.  The squadron passed over the briefed IP.  The entire run was visual with a target that could not be picked up by H2X.  “A” scope drift method was used as a check on the track made good by the B and DRN.”

(R/N) TOLLIVER – a/c 453 – Dep Lead “A” SQ)  No statement.

WEATHER:

CAVU entire route.  However, assembly altitude had to be raised 1,000’ to avoid clouds and contrails encountered over base at 20,000’.  Haze in target area made bombing a bit difficult.  Free air temp, at bombing altitude (24,000’) was –24°C.

COMMUNICATIONS:

Communications on today’s mission was very good.  No major difficulties were attributed to communications and VHF discipline in the group was very good.

E/A AND FIGHTER SUPPORT:

Meager, inaccurate, tracking flak was observed in the target area.  Also, in the target area, an unidentified enemy a/c came out of the sun at 11 o’clock to attack an “A” sq a/c.  Enemy a/c started a pursuit curve out of range when more than ten (10) P-51’s jumped him and he broke away.  No shots were fired by the enemy a/c but tail gunners in the formation fired a short burst.  Friendly fighter support was excellent.

FORMATION:

Good to very good formation was flown by the group and squadrons, but was only possible because crews worked quite hard to get results with the new type formation.  Wing formation was very good, intervals being maintained properly within the Wing.  Moreover, interval behind the preceding Wing was too great for good formation as a Wing.

ABORTIONS (INCLUDING A/C OVER TARGET AND NOT ATTACKING):  None.

MALFUNCTIONS:  None.

EVALUATION OF LEAD CREWS BY COMMAND PILOTS):

PILOTS:

OGLE      P, C/O, R/O and R/N rated ex.  N, PPN and B rated sup.  REMARKS:  P – Not quite as smooth on this ride.  PPN – On the ball every minute.  B – Cool – did a good job.  C/O – Did a good job on keeping Air Leader informed.

HINZE      P rated VS.  Remainder of crew rated Ex.  REMARKS:  P – Pretty rough and not constant.  C/O – Gives a lot of help.

DIBBLE      P, B and C/O rated Ex.  No grade for balance of crew and no remarks.

OFFICER TAIL GUNNER REPORTS:

      (Pilots receiving lower than average grades only).

PILOT         SQ       GRADE         REMARKS

BORGER       833       Fair          Had to feather #2 engine prior to target.

FRAWLEY      833       *Good         A little too far back.

LILLY        834       *Good         Out a little too far.

BRANDENSTEIN 834       *Good         Too wide.

SAULER       834       *Good         Too much forward and out.

ELLERSICK    835       *Good         Too far back but constant.

STEVENSON    835       *Good         Little too wide.

SCHMITZ      835       *Good         Little too wide.

ALBRIGHT     835       *Good         Too wide and too far back at times.

WALKUP       835       *Good         Too wide and too far back at times.

*Although the grades indicated do not warrant the “below average” column, the remarks seem to indicate that possibly the personal doing the grading were a little too lenient.

 

      (Outstanding performance)

DOLAN        832          Ex         Flew good formation.

ROBISON      832          Ex         Very close and steady.

DIBBLE       832          Ex         A very nice wing position.

VANCE        833          Ex         Flew close and well up.

JACKSON      833          Ex         A good element lead.

WILLIAMSON   834          Ex         Held a very good position.

DACUS        834          Ex         A perfect element lead.

NEWSOM       834          Ex         Held a very good position.

COOPER       834          Ex         A good Wing position.

BENNETT      834          Ex         Very good element lead.

BURNS        834          Ex         A steady wing position.

CHILTON      835          Ex         Flew close and well up.

SUGGESTIONS AND REMARKS BY OTG’s:  New formation makes the last flight a difficult place to fly.  Flight leader must anticipate all turns or he will be lost.

LOSSES:  None.

III.  CONCLUSIONS AND RECOMMENDATIONS:

Today’s mission went uneventfully at all times and from all aspects, was one that left little to be desired.  Pilots were delighted by flying but about five and half hours (5:30) and getting credit for a full mission – just about a new low compared with recent long hauls.  Bombardiers were able to do a very good job, visual weather prevailing enabling crews to pick up the target from a considerable distance.

The three (3) squadron formation, stacked down, used today for the first time in this group, is inferior to the four (4) squadron formation recently presumably adopted.  Pilots seem agreed that maneuverability and flexibility are lost.  Slight corrections, turns and essing produces a whip effect, intensifying as it progresses downward.  Bomb patterns will undoubtedly suffer, especially on a visual run, since corrections on the bomb run will result in a spreading of planes.  It would seem that the relative lack of enemy fighter attacks on recent missions justifies smaller, more compact and flexible squadrons, in the attempt to better bomb more targets.  The, too, there is one more chance of hitting a target with the additional squadron, should the other planes in the group fail to do the job.  Other groups in the 4th Wing apparently have resorted back to the four (4) squadron formation as per Wing field orders.

It is recommended that the better and more complete briefing be done when new measures are initiated.  Today, the peel-off procedure could have been covered more fully, enabling pilots to do a satisfactory job, since it was an entirely different formation from anything previously flown.  Facts can be presented in such a manner that crews are fully and definitely cognizant of their particular responsibilities under the revised plan.  Otherwise, confusion is bound to result when an attempt is made to perform the maneuver or to execute the briefed plan, if a clear cut conception is not had by all persons involved.

It has been reported that the first aid equipment in a/c is in bad shape.  As it cannot be absolutely foretold when trouble may arise, precaution should be taken to see that, at all times, medical supplies contained in first aid kits in all a/c are in good condition and replaced when used.  Frequently, minor accidents during flight occasion the use of some of the supplies, and after the seal is once broken, things seem to mysteriously evaporate into the thin air or go into someone’s pocket.  Kits should be checked to determine if the seals are broken and replacements made of all missing medical supplies.  Contents should also be checked to ascertain that materials are still practical for use if pressed into actual service at some time when urgently needed.

 

 

          For the commanding officer:

 

[signed: James F. Gardenhire]

JAMES F. GARDENHIRE

Major, Air Corps

Adjutant.

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