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453rd Bomb Group

Constituted as 453rd Bombardment Group (Heavy) on 14 May 1943. Activated on 1 Jun 1943. Trained with B-24's. Moved to RAF Old Buckenham England, Dec 1943-Jan 1944, and assigned to Eighth Air Force. The group was assigned to the 2nd Combat Bombardment Wing, and the group tail code was a "Circle-J".

The 453d BG entered combat on 5 February 1944 with an attack against an airfield at Tours. Throughout combat, the unit served chiefly as a strategic bombardment organization. Targets included a fuel depot at Dulmen, marshalling yards at Paderborn, aircraft assembly plants at Gotha, railway centres at Hamm, an ordnance depot at Glinde, oil refineries at Gelsenkirchen, chemical works at Leverkusen, an airfield at Neumunster, a canal at Minden, and a railway viaduct at Altenbeken.

The group took part in the concentrated attack against the German aircraft industry during Big Week, 20-25 February 1944. Besides strategic operations, the group engaged in support and interdictory missions. Bombed V-weapon sites, airfields, and gun batteries in France prior to the invasion of Normandy in June 1944; on 6 June hit shore installations between Le Havre and Cherbourg and other enemy positions farther inland. Attacked enemy troops in support of the Allied breakthrough at St Lo in July. Bombed German communications during the Battle of the Bulge, Dec 1944-Jan 1945. Ferried cargo on two occasions: hauled gasoline, blankets, and rations to France in September 1944; dropped ammunition, focal, and medical supplies near Wesel during the airborne assault across the Rhine in March 1945.

James "Jimmy" Stewart, the Hollywood movie star, was Group Operations Officer at Old Buckenham during the spring of 1944. The 453d Bomb Group flew its last combat mission in April. Initially it was prepared for possible redeployment to the Pacific theatre using B-29 Superfortresses. However hostilities in Europe had ceased before the group had time to start its movement. It returned to New Castle AAFld, Delaware on 9 May 1945 and was inactivated on 12 September 1945.

Shack Rabbit Mission #29

The Shack Rabbit crew had returned in the afternoon of 23 December from a five day stay at a US Navy station near the south west tip of England. They had been weathered out because of persistent thick fog condition all over East Anglia. The stay was a needed rest. After chow that evening a check for the next days mission showed that ALL on crews were alerted, a big one must in order for the 24th.

The Battle of the Bulge was in full swing and air support for the ground troops was greatly restricted because of the persistent bad weather. The target briefed for the 453rd BG was the railroad marshaling yard and supply lines near the city of Mayen Germany. A high pressure area over Western Europe had abruptly changed, which brought clear skies and unlimited visibility.

Every 8th Air Force Bombardment Group dispatched a maximum effort of their assigned aircraft. 2046 Bombers and 853 Fighters constituted the greatest number of aircraft dispatched by the 8thAir Force during WWII. Targets were airfields, communication and supply centers in Western Germany.

Weather conditions could not have been worse for a max-effort takeoff. Morning fog with nearly zero visibility caused crews trouble in taxiing to the take-off end of the runway. Flare-pots again lined the sides of the runway to assist the pilots in takeoff. A controller in the portable tower near the end of the runway took over the duties of the control tower. Take-off was accomplished with B-24s departing at about ½ minute intervals.

When reaching about 800 feet of altitude we broke into the clear and headed to join our formation. More than 150 B-24s were circling radio buncher #6 as the 2nd Bomb Wing formed and all three of its Bomb Groups joined into formation. There was a mass of bombers over East Anglia. After our winds’ formation was put together, it moved north and joined the rest of the 2nd Air Division Force orbiting a radio beacon on the coastline of the North Sea, then we proceeded southeast and joined the 8th Air Force bomber stream at Gt. Yarmouth on the east coast of England.

A prolonged stream of B-17 Groups were already crossing the English Channel and our groups of B-24s tied in following the 3rd Air Division across the Channel and into Nazi held territory. The 8th Air Force order of battle that day had 858 B17s of the 3rd Air Division followed by 634 B-24s of the 2nd Division and then 542 B-17s of the 1st AD bringing up the rear. Arriving over Belgium a multitude of P-51s and P-47s rendezvoused and provided a protective cover for the bomber force. Enemy fighters were reported striking the lead force but none appeared or threatened the 453rd B-24 Group.

At a common point east of Brussels the Bomb Groups proceeded towards their assigned targets and the 453rd headed south-east to an IP near Worms Germany, then north to the target at Mayen on the Rhine River. The weather had cleared and there were no clouds in the area between the IP and Target. The formation tightened and the Shack Rabbit crew was ready. Sporadic bursts of flak developed ahead and seemed to be at our altitude. Gunner S/Sgt. Bill Magner in the waist was busy pitching out bundles of chaff. Lt. Moore acquired the target through his bomb site and reported that the enemy had set off smoke pots in attempt to mask the target with a smoke screen but was not effective as the rail yards were not covered.

During the bomb run the waist gunner reported a Group of B17s angling in toward us. They came across our at about 500 foot above with bomb doors open. The situation was quite tense as we thought of the possibility of them releasing their load on us. Our bombs were released on signal from the leader and the formation turned westward back to join the Bomber Force on return to England. The bombs of the 453rd fell on target and across the railroad yard. Flak in the target area was minimal.

We joined the bomber stream over Belgium and returned to England, descending over the English Channel to about 3000 feet of altitude. Weather over England had improved with a broken cloud layer at about the same altitude. The group proceeded south to the Ipswich area and then just under the clouds on northerly heading to ‘Old Buck’. At one point we met a group of B-17s almost head-on and planes from both units scattered. Fortunately they were just above us and only two planes clicked wing tips but each returned to home base safely. Only slight damage to the 453rd B-24, but unknown as to the amount of damage taken by the B-17 Force. No planes or crews of the 453rd Bomb Group were lost on this mission, however three crews of the 734th Squadron landed in France and one landed at Woodbridge emergency landing strip near Ipswich.

For A Moment ... We Were The Target!

April 8, 1944: On this day, the 453rd Group objective was the railroad marshalling yard in Brunswick, Germany, one of the Reich's most heavily defended targets. Another Group (which neither my notes nor memory can now identify) was assigned the FW (I believe) aircraft assembly plant at Brunswick, within spitting distance of the railroad yard. Scheduled target times were simultaneous.

Takeoff at Old Buck and assembly over Buncher 6 were routine. The 453rd was led by Lt. William P. ("Bill") Bates in Aircraft #201. Major Frank E. ("Smiley") Sullivan was riding the right hand seat as command pilot. The writer was aboard as "command navigator." (The "command navigator" on a lead airplane occupied the nose turret and assisted the crew navigator with such things as picking out visual checkpoints (A surface feature of the earth, man- made or natural, which the Navigator and pilot use to identify the course of their route), computations, and making decisions. As most navigators will remember, a navigator's "decisions" were limited to deciding what "recommendations" to make to the pilot and/or command pilot. When warranted, of course, the command navigator also operated the nose turret, utilizing its twin "50s" for their intended purpose.)

On this occasion, the 453rd was assigned the lowest altitude in the Wing, where icing conditions and also the wind happened to be least favorable. The result was an inability to keep up with the rest of the Wing, a situation which continued to worsen as we entered German territory. Finally, a desperate decision was made: We would gain two minutes by skipping the Wing IP (Initial Point) and heading directly to the Group IP. This maneuver resulted in separating the 453rd from the rest of the Wing, and this isolation made us more tempting targets for a previously unnoticed gaggle of Goering's yellow-nosed FW-190s, observing us from a higher altitude.

Immediately, the FWs began a singlefile head-on attack of the 453rd. In the nose turret of "201," I focused on each one as it appeared in the distance ahead of us and fired on it with my twin 50s until it disappeared below and beyond our right wing, then swung the turret back to the left at high azimuth speed in time to line up on the next attacking FW. Other crew members said later that I got at least one of the FWs. At the time though, we were so busy - with all guns firing - and rate of closure with the FWs was so great that there was time only to think of the next attack.

During these traumatic moments, excitement in the cockpit of "201" was enhanced when the release handle of Major Sullivan's parachute caught on something, whereupon his chute billowed out to fill the cockpit and cover the faces of Major Sullivan and Lt. Bates. In spite of the gravity of the situation, Lt. Bates could not suppress a spontaneous laugh. (Ma ior Sullivan admitted later that he had never felt so strongly the urge to kill.) However, the parachute did get tucked away, and we crossed the Group IP and began our bomb run - with the bombardier, Lt. Murphy, flying the airplane by remote control with the bombsight.

By this time the FWs had left us, since we were now flying through the infamous Brunswick flak - which my notes describe as ranging from "unbearable" to "unbelievable." Compounding our troubles was the fact that coordination between the other "Brunswick Group" and the 453rd had deteriorated to something less than perfect, and they were now directly above us! Suddenly, they began dropping their bombs on the FW plant below! Thereupon, the pilots of "201" took control of the aircraft away from the bornbardier and proceeded to engage in evasive action - "standing" on first one wing-tip and then the other. (We had been briefed to the effect that, on the bomb run, we were to refrain from taking evasive action to avoid enemy flak or fighters; however, this evasive action was different! It was designed to avoid contact with "friendly" bombs, in which it succeeded.)

After the "friendly" bombs had dropped past us, control of our aircraft was given back to Lt. Murphy, the bombardier, leaving him with a 45-second bomb run. He utilized the 45 seconds in the intended manner - by "shacking" the railroad yard. As soon as we had left the target area and the Brunswick flak, the FWs returned to continue their assault. We had no fighter escort so far from "home" at that stage of the war.

The 8th Air Force lost 27 B-24s that day, seven of them from the 453rd Bomb Group. This included two planes - with two of our original crews - from my squadron (the 732nd). These were the crews of Lt. James K. ("Bing") Bingaman - flying the deputy lead position on our right wing - and Lt. Joe Delarnette. Lt. William C. ("Bill") Joy, 732nd Squadron bombardier and my good friend and roommate, was with Lt. Bingaman. Bill parachuted and survived the fall and the war, circumstances of which were hairy. This was mv fifth mission and the 28th mission for the 453rd Bomh Group (H).

The Bill Bates referred to was an original pilot of the 732nd Squadron, Crew #17. He was subsequently transferred to the 389th BG and on 7 July 1944 he and most of his crew were KIA when involved in a head-on collision with another B-24 during a Mission to Halle, Germany. Delmar Wangsvick (453rd). We Were The Target! The Journal 2nd Air Division. Volume 43 Number 1, Spring 2004.

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