Being that my blog’s “Comment” sidebar isn’t working (“aaargh”!), here’s a new post pertaining to Major Milton Joel, WW II 8th Air Force P-38 fighter pilot, based on a comments by Mr. Patrick Wood. Patrick is the son of Robert W. Wood, the 38th Fighter Squadron’s Communications Officer and Executive Officer. I corresponded with his father some decades ago, and his help – though I never anticipated so at the time! – proved to be instrumental in creating this series of blog posts.
And so, here’s Patrick’s comment:
“My Dad, Robert W. Wood, from Sioux Falls, SD, I believe, was Major Joel’s executive officer in England. They became close friends and Major Joel’s death was very hard on Dad. He kept in contact with Mrs. Joel for many years until finally there were no responses to his letters.
Dad was convinced that Major Joel’s death was avoidable but for the unwarranted – in his opinion – decision by another squadron commander to turn back to England sooner than he should have. This left Major Joel and his squadron more vulnerable to Messerschmidts.
My sister has some of Dad’s papers; the next time I visit her I’ll see what else I can find.
One of Dad’s duties was to write letters to the parents and families of the pilots who did not return – “too many empty beds,” he said.”
My thoughts?
Patrick, I was more than happily startled to receive your entirely unexpected message. I immediately recognized your father’s name, for we corresponded with one another in the late 1990s, and he provided information that was essential in unravelling the story of the 55th Fighter Group’s mission of November 29, 1943, let alone shedding light upon Major Joel, himself – simply as a “person”. This information figures in the blog posts: “A Monday in November: Major Joel’s Last Mission [Updated Post! – January 14, 2021]”, and, “Fragments of Memory”.
Your comments bring forth many thoughts and musings. As far as the loss of contact between your father and Major Joel’s widow – she later remarried and became Elaine Friedlich – I think this might be explained by the fact that (as indicated by her obituary at FindAGrave) she passed away in 1981 at the young age of 60, after a long illness of an unspecified nature.
Your father’s relationship to Major Joel is well attested to by the beautiful letter – a form of tribute, really – he wrote to the Major’s parents in January of 1947, which is available and fully transcribed under “Fragments of Memory,”, and, your father’s preservation of diary entries made by the Major during the 55th’s crossing of the Atlantic Ocean to England, in 1943.
Your mention of a contributing factor to Major Joel’s death (and relatedly the deaths of Lieutenants Albino and Garvin of the 38th, and Gilbride of the 343rd, plus the capture of Lt. Carroll of the 38th) having been the decision of a man who at that moment was leading the 343rd Fighter Squadron, is more than alluded to in my post about the November 29 mission. Suffice to say that though I’ve refrained from specifically calling out the man’s name, if one reads the two above-mentioned blog posts thoroughly – from beginning pixel to final pixel – your father’s allusions to the man, and his name (like the names of all the 55th FG pilots on the mission), are present.
In the way of the world, though everyone involved in this story has since passed on, my analysis of the November 29 mission leads me to believe that your father was in essence correct.
Without recapitulating the blog post in these comments (it’s been a couple of years since I wrote it, and like most of my blog posts, it’s really, really (really) long):
Repeated radio calls were made by Major Joel (and maybe others in the 38th) asking for help, which were definitely received by Captain Rufus Franklin of the 343rd. But, the 343rd (I don’t know how far a point that squadron attained over the continent) was by then headed west, back to England. The probability that Franklin was the only man to receive these radio calls would have been, I think, astronomically low. During its return to Nuthampstead, the 343rd went into Lufbery circles twice. Captain Franklin and his wingman, Lt. James Garvin, in an act that to me bespoke of tremendous courage and independence of thought, broke out of the Lufbery and headed back east to help the remnants of the 38th, which were under pursuit by Me 109s of III./JG I.
Regarding the man in question, the historical records of the 38th Fighter Squadron reveal that he joined Major Joel’s Squadron on April 29, 1942, but for a reason left unexplained, transferred to the 343rd on February 2, 1943. His rise through the 38th was in a word meteoric, for he reached the rank of Lt. Col. on April 29, 1945 and received the Silver Star in July of that year. Postwar, his rise within the Air Force continued. Suffice to say that even as early as the 1950s, the P-51s he flew had already gained a measure of attention. I’ll leave it at that.
This was quite unlike the experience of Captain Franklin, who also remained in the postwar Air Force, but only reached Colonel in 1955. I think he more than merited the Silver Star for his actions on November 29, 1943, but as you can see from his obituary, he never received that award. Well, I don’t adjudicate those things (!), and it’s in the past anyway. (But is past is ever really past?) Interestingly, he was transferred out of the 55th to the 20th Fighter Group on February 23, 1944 … three months after the November 29 mission. Echoing Elaine Joel’s life, Capt. Franklin passed away in 1969 at the very young age of 48.
In closing, my review of Missing Air Crew Reports shows about 60 such documents were filed for 38th Fighter Squadron pilots. So I can imagine the impact this would have…
The annals of military aviation – at least in terms of popular culture – by definition and nature tend to focus on aerial combat; victories and losses; interactions with the air arms of allied and enemy nations; survival in the face of daunting odds – and the inexplicable vagaries of fate; the technology of flying and aerial combat; camouflage, unit insignia, and “nose art”; living conditions experienced at remote military bases; interactions with comrades from different regions and cultures; interactions with civilians in foreign lands.
It seems that relatively less attention is accorded to human nature: Personal histories, personalities, and perhaps a flyer’s perspective on the very nature and purpose of his military service. Perhaps this is only natural, for we’re talking about a period in a man’s life in a physical setting hardly conducive (!) to deep thought, and contemplation – but then again, not altogether alien to such feelings either. However, I would think that for most men, introspection typically comes later: years, if not decades, after one’s military service.
With that perspective in mind, and in spite of virtually all of Milton’s personal correspondence having been destroyed decades ago; with relatively little of his military documentation surviving, it is still possible to form a general “picture” of him as a “person” as much as a pilot, based upon recollections of friends and family.
These follow below:
Memories of Milton Joel: Virginia
From Maurice L. Strause, Jr., Milton’s friend from the University of Virginia: “(Milton) came to the University of Virginia as a freshman in my senior year. I knew him to be bright and well spoken, but he did not, in retrospect, seem a fighter pilot type. He was pudgy in those days as were most of us, since out $30.00 per month for meals bought mostly bread and potatoes. It was as about as deep as the depression got.”
“I recall that he was an only child – and the apple of his parent’s eyes. He was a child of their old age – at least that is how it seemed to me. I was four or five years older than he and his parents were considerably older than mine.”
From Sara F. Markham, best friend of Milton’s wife Elaine: “I met Milton Joel when I was about fourteen. He and my brother (who was skipper of a sub chaser in World War II) were dear friends and often spent weekends on the Piankatank River at the Joel’s summer cottage in their youth.Often, too, my parents and I were there. Though Leonard knew Milton from childhood (they grew up in the same neighborhood), I became part of “their crowd” when our interest in the opposite sex prevailed. I grew up in a small town twenty-three miles away.”
Memories of Milton’s wife, Elaine (Ebenstein) Joel
Sara F. Markham, “Elaine [later Friedlich] was my best friend in the world and the one person, perhaps, who deserved to share her life with Milton.”
Milton’s cousin Bettie J. Jacobs recollected that Milton and Elaine (from New York City) met in San Francisco. She was,“Beautiful, charming, blonde, thin, regal. Unfortunately, prior to Elaine’s death from cancer, she destroyed Milton’s letters to her, which probably would have shed a little more insight into this unusual and unbelievably brave man.” Milton’s Personality
Leonard Kamsky, a childhood friend of Milton and his Milton’s cousin Harold Winston, and who later served in the 8th Air Force: “My most memorable vacation as a teenager was with Milton on the Piankatank River near the Chesapeake Bay. He went off to University of Virginia while I stayed at the University of Richmond. Milton had the strongest personality of anyone of my early acquaintance, in the sense of being a real leader and doer. At the same time he was the nicest guy you would ever meet. I pretty much lost track of Milton when he went into the service, training as a fighter pilot. I have to admit I envied him that glamorous life. I went into the Air Force (Air Corps at that time) as a lowly ground GI, thanks to flat feet and eye glasses.”
Leonard served in the VIII Fighter Command, where he, “…received reports on all the Squadrons at that time.” He served, “…under General Kepner who, I understood, was a great admirer of Milton as a pilot. I contacted Milton immediately [upon my arriving in England] and a few days later [Sunday, November 28, 1943] when he came to Command HQ.”
“That evening, after taking care of his affairs, he came to stay with my English family, John and Nance Russell and their 2 children. I shall never forget how he got on with the Russells – just great, smoking our pipes. John had an especially aromatic tobacco which he shared with us. But, I was almost an aside. Milton had this fantastic ability at repartee and they had become the best of friends in no time. John was head of an engineering firm that, unknown to me then, was producing the units for the artificial harbour used on D-Day on the Normandy coast. They loved Milton and, as you may know, kept in touch with his parents in Richmond long after the war.”
A Question of Motivation
According to Harold Winston, Milton, “Talked about becoming a pilot, in high school. He did not wish to follow in the jewelry business.” This is corroborated by Bettie J. Jacobs, who recalls that Milton, “…joined the service because he wanted to fly; he didn’t necessarily want a military career.”[His V-mail letter of September 3, 1943, to his parents suggests otherwise.]
Maurice L. Strause, Jr., and Leonard Kamsky expressed the same thought concerning Milton’s identity as a Jew, in the context of his military service.
In Mr. Strause’s words, “…neither Milton or I, or Morton Marks Jr., a member of our same Reform Congregation and a winner of the D.S.C ever thought of ourselves in the context of “Jewish Warriors”. We were just American citizens fighting for our country and whether we were in one theatre or the other was luck of the draw.”
And, Mr. Kamsky’s thoughts, “The bottom line is that Milton was a wonderful human being, highly intelligent and devoted to duty. I don’t buy that he was trying to prove anything in the way of being over-daring as a kind of off-set to being Jewish. He did what he did because it was the right thing to do. He was a great leader of men. He had the bad luck of flying a plane so badly designed that no amount of skill could be of much use.”
[As discussed in the prior post, I respectfully disagree with Mr. Kamsky’s characterization of the P-38 Lightning. And, as revealed by a letter below, there may be more depth to the intersection between Milton’s identity as a Jew, and his military service, than was superficially apparent…] Milton Joel as a Leader of Men
“Major Joel sure is a swell guy. He could just give us orders & not bother to consult us but he’s not like that. Whenever anything comes up, he calls a meeting of the officers & asks our opinion & really wants us to tell him if we disagree with what he says. There aren’t many squadron commanders like him & all the boys are all for him & would do anything for him.” The above comment is an excerpt from a letter penned by 2 Lt. Morris Leve on February 29, 1943, to his parents, Benjamin and Eva (Zisk) Leve, who lived at 1420 Cortelyou Road in Brooklyn, New York. At the time, Lt. Leve was stationed at Paine Field, Washington with the 38th Fighter Squadron.
This photo shows Lt. Leve at Nuthampstead, wearing a B3 sheepskin flying jacket. (Picture via Morris Leve’s nephew, Robert Leve.)
Here’s a contemporary (2014) Oogle Street view of 1420 Cortelyou Road, where the latter intersects with Marlborough Road.
This is Justin O’s photograph of the storefront of King’s County Wines, which now occupies 1420’s Cortelyou Road’s first floor.
Lieutenant Leve was killed in action on January 31, 1944, during a fighter sweep to Venlo and Arnheim, Holland, while flying P-38J 42-67768 on his thirtieth mission. The plane’s loss is covered in MACR 2110 and Luftgaukommando Report AV 641/44.
He had been flying as element leader to 1 Lt. Leroy V. Hokinson, Jr., seen below at Williams Field in 1943, in photo (UPL 19574) from The American Air Museum in Britain. The pair were shot down by FW-190s, probably of Jagdgeschwader 1. Lt. Hokinson, on his sixth mission, shot down two of these enemy planes and then parachuted to safety from his Lightning, P-38J 42-67813 (MACR 2107). He evaded capture and returned to American forces on September 11 of that year, after journeying in a very (very (very!)) roundabout way through various locations in the Netherlands, Belgium, and Luxembourg.
I was flying Swindle White 4 on Lt. Leve’s wing after we had been separated from the rest of the group in a fight near the vicinity of Venlo. Returning to our base at deck level, we were bounced by seven FW190’s from above at 7 o’clock near Eindhoven, Holland. Lt. Leve and I broke into them at about the same time, I cutting inside. As the Jerries passed over us and made a sharp turn back, we set up two Luftberries about a thousand yards apart. Lt. Leve became engaged with four FW190’s and I with three. They were making diving passes at us and we were turning with flaps to increase deflection. Lt. Leve made about a turn and a half when I observed that he was on fire in the cockpit. I straightened out of my turn and headed after the 190 that was firing on him, but I was too late to help him for he was already headed for the deck blazing all over. I yelled for him to pull up and bail out but I don’t believe he heard me. Meanwhile, closing to about 100 yards of the FW190, I opened up at about 10 degrees deflection and observed strikes immediately. Closing in closer and still firing I saw the E/A begin to pour out smoke. Then he broke and headed down and crashed. I therefor (sic) claim this FW190 destroyed.
At the same time the above E/A crashed I broke, as another was on my tail firing. As I continued a tight turn to the left, I saw Lt. Leve’s plane hit the ground and explode and smoke coming up from the 190 behind some trees. Another 190 was coming in in a shallow diving turn at 11 o’clock. I rolled out once more and began a head-on attack – both of us firing like mad. I observed strikes on his wing roots and cowling. Then he broke and headed along the deck smoking, apparently out of control. This 190 must have hit my gas line, for my left engine was on fire. Deciding to get out, I pushed the throttle full forward and pulled straight up. 190’s were following me all the way and they blew off my left wing tip and were hitting the cockpit right behind me. At about 2000 ft. I was slowed down to about 150 A S [air speed] and let go the canopy. The Jerries stopped firing as I bailed out and landed safely. Later I was informed by the French that the second plane I had hit also crashed a few miles away. I therefore claim two (2) FW190’s destroyed as a result of the above combat.
The video below, dating from August 18, 2011 – at the YouTube channel of Jacques Braakenburg) – appropriately entitled “The nephew of Morris Leve, the pilot who was killed in Nuenen,” shows Lt. Leve’s nephew Robert (son of Morris’ brother Sol) visiting the crash site of his uncle’s P-38. Unfortunately, the names of the gentlemen accompanying Robert are not listed.
Luftgaukommando Report AV 641/44, pertaining to Lt. Leve and Lt. Steiner, is shown below. (Note that this document is of the same layout and informational format as that used to record information about Lieutenants Gilbride and Hascall.)
Here’s Morris’ matzeva, bearing his Hebrew name Moshe Bar Baruch, at Montefiore Cemetery, in a photograph by FindAGrave contributor RealistState. Note the image of the P-38 Lightning engraved at the upper left of the stone.
Morris’ correspondence with his parents yields fascinating and moving insight into his experiences in England. His letters (Vmails, actually) touch upon such subjects as attending Rosh Hashonah services with Major Joel, his “personal” P-38, and particularly his relationship with a British Jewish family, the Kosmins, who resided at Denmark Hill in London. Her are some excerpts.
Rosh Hashanah services in Cambridge…
9/30/43 (Thursday)
Dear Mom & Pop,
Everything is still going along well & I’m feeling fine. I finally received a letter from you dated Sept. 10 & sure was glad to hear that everything is O.K. We’re all happy cause today was payday. Sure was funny being paid in English pounds. Will have a chance to spend it when I go to London again next week. I went to services [Rosh Hashanah] in Cambridge last night [September 29, Wednesday] with the Major & met some swell people. Should get some good dinner invitations etc. out of it. A home cooked meal really will be a treat.
His “personal” P-38H, the “Flatbush Flash”…
10/15/43
Dear Mom & Pop,
Am feeling fine & having a lot of fun. I can tell you a little about what’s going on now. I have my own plane which I’ve named the “Flatbush Flash”. I have the name painted on the side of my plane & will send you some pictures soon. I also have my own crew chief & armorer. They’re all good men & work hard to keep the plane in shape. I can’t tell you yet about what I’m doing but you’ll be reading about us, I’m sure. Please don’t worry about me & take care of yourselves. Regards to Sol, Henrietta, & family.
Meeting the Kosmin family and their daughter Sheila…
October 19, 1943
Dear Mom & Pop,
I just got back from another 48 hour pass which I spent in London. Had a wonderful time. I met a cute little girl who surprisingly enough turned out to be Jewish. Her name is Sheila Kosmin. I spent one evening at her home & really had a feast. Her mom gave me the best meal I’ve had since I left the States. Her folks insisted I spend the night there & I even got my breakfast in bed. I’m going back there a week from Friday on my next pass. Mrs. Kosmin promised to make “gefilte fish” & fried chicken. They’re all swell people & I’m sure lucky I met them. Give my best to Sol, Henrietta & all.
Hospitality at the Kosmins…
11/12/43
Dear Mom & Pop,
I wrote you about the packages so I’ll tell you about my pass in this letter. As I told you, I spent most of the time with the Kosmin family. I had two wonderful delicious dinners & went out both evenings with Sheila Kosmin, the 18 year old daughter I told you about. I stayed at their house both nights & had breakfast in bed both mornings. I really enjoyed myself very much the whole time. They’re all very nice to me & go to a lot of trouble for me. I’ll give you their address, & you can write them if you like.
The Kosmins resided in Brixton at 175 Denmark Hill.
Here’s a March, 2019 Oogle Street view of that address, where is presently situated a four-story apartment or condominium. I have no idea if this is the building in which the Kosmin family actually resided, or if – as evident from the architectural style of the buildings on the opposite side of the street – it was constructed after the war. But, it is the correct address.
It’s my understanding that postwar, Sheila Kosmin considered a trip to the United States to meet Morris’ parents in Brooklyn. However, that journey never took place.
________________________________________
This last recollection about Major Joel is of a different sort: It’s a letter by Captain Robert W. Wood, the 38th Fighter Squadron’s Executive Officer and member of the Squadron since its formation. Captain Wood signed the “lead” page of each the four MACRs covering the squadron’s losses (Lieutenants Albino, Carroll, Garvin, and Major Joel) of November 29, 1943.
Written on January 2, 1947, a year and a half after the Second World War ended and over four years since Milton’s death, it was composed in reply to an inquiry by Milton’s father Joseph concerning the nature of his son’s death in particular, and his military career in general. Robert Wood’s thoughts are compassionate and enlightening; inspiring and comforting. Paralleling this, his letter – composed while the events of the war were still relatively fresh in memory; just over three years since Major Joel’s death, is in some respects – how else to phrase it? – quite disillusioning, especially so if the “Greatest Generation” (I’m using the quotes intentionally) is only perceived through the lenses of romanticism and nostalgia, rather than an appreciation of the often disconcerting reality of human nature.
____________________
The text of Mr. Wood’s letter follows, with images of the actual text below. This is followed by a brief discussion, where I discuss his lines of text, and of equal importance, what I believe lies “between the lines”.
Dear Mr. Joel:
Your thoughtful letter reached us just today, and I’d be a very small person indeed to put off the answer to that.
You know from Elaine that to me Milton was rather more than a Squadron Commander, he was a fine example of a true American – above all he was a man. Have you ever read any Western Stories? The heroes are always strong, silent, extremely courageous men – none of those fictional characters ever excelled “The Major” in clear thinking or in a determination to make truth and righteousness triumph. No story hero ever displayed the courage that your son did – that’s not so much blarney, I feel it is absolutely true. I’ve thought that my personal affection for “Gummy” had made his deeds more outstanding than they really were, but time and a greater knowledge of what others did have assured me that if anything I underrated his accomplishments.
His leadership and superb control of his emotions were outstanding – even though there were those who still slurringly referred to him as a Jew. These people never bothered the “The Major”. In fact he seemed glad of the chance to show them that his was a bigger soul than theirs. Here’s a little story about that that will show you what I mean. Upon arriving at our station in England Major Joel informed the Engineering Officer that the crew chief he wanted was a Technical Sgt. who I’ll just call “Shorty”.To this everyone objected and several of us asked “Gum” why he had insisted on a crew chief who had openly stated that he disliked the Major – in fact all Jews. “The Major” replied, “He’s as good if not the best crew chief in the Squadron, isn’t he?” Since this was actually so there was no further arguing that matter and your son proved to us all the truth of his claim that he didn’t care what one of his men thought of him personally as long as they did their job. Shorty crewed (by crewed I mean he took care of the airplane on the ground to make sure it was in fine mechanical condition) the Major’s airplane for 1 ½ months and during that time Shorty didn’t say anything for or against the Squadron Commander – yet, when Major Joel failed to return on that day in November 1943 Shorty broke down and cried and very nearly became a mental case. For Shorty had learned that Major Joel was above all petty likes and dislikes and that his courage and devotion to duty were unexcelled. That story may seem small to you but to me that’s just a typical example from the many such deeds of your son that placed him head and shoulders above the ordinary.
Mr. Joel you’ve asked me a question that I nor any one else can tell you much about. I was not there and neither were any of the heroes of the 55th Group, but I can give you my opinion of Milton’s disappearance. The day’s mission was a bomber escort to Bremen, Germany, and Maj. Joel was flying as Group Leader which meant that he had under his direction his own plus two other squadrons. By following his instructions “Gum” led the Group to the meeting point with the bombers just as large numbers of enemy fighters were attacking. The job of protecting the bombers looked pretty hopeless, but Joel called the bombers to tell them help had come and their answer was, “Thank God!” Gum then instructed the other squadrons of the deployment for attack. At this point a Captain in another squadron, later made a Lt. Col. and quite a hero decided that it was time to go home as the fight looked tough, so he assumed command of the Group (later told that Joel lost contact with the other two squadrons) and with the 338th and 343rd Squadrons returned to England. That noble deed was what a General like Patton would have had a man shot for, but our Group made him a brilliant and heroic pilot – what a lie! From this point Gum drove on to assist the bombers with his 16 ship Squadron, but engine trouble or cowardice caused 8 of his own Squadron’s planes to turn back. Milton and his wingman (2 planes) dove into the attack with Capt. Ayers and a wingman about 300 yards behind. This was the last that was seen of those two planes as all planes came under severe attack from the enemy. Joel’s wingman was Lt. James Garvin and he was reported killed in action on that day. Capt. Ayers kept fighting his way forward but could never catch sight of Joel, and was finally forced to turn and fight his way out of the area. The 38th Squadron lost four of the 8 ships that had courage at their controls that day. – The Capt. who deserted with 2 squadrons with his story of saving the Group, came home and no one killed him. Mr. Joel, believe me, murder was a very attractive thought to me at that time. But he was allowed to go on doing heroic deeds of this nature. I can’t remember how many times he saved his squadron after that, but on Jan. 31, 1944 he saved the day in the same manner – our Squadron lost 6 brave boys that day.And so on. The Air Corps refused to let me fly, for to them I was too old, therefore I never have had the right to anymore than think these things.
That in my opinion is actually what happened. I also had an idea Gum was active in the Underground, for he had information that he told me he dare not divulge that day before the mission. However, there should no longer be any doubt about the War Dept.’s notification. I wish I could tell you more, but there is none to tell.
There was no braver, more heroic soldier in this war than your son. His example of unselfish devotion to an ideal will always be a great inspiration and the ultimate goal for me. His wonderful insight into problems both large and small, and his superb, calculated thinking were in small measure passed on to me – for that I’ll be eternally grateful. The World would be a wonderful place if all men were of your son’s caliber. I can only thank god for the opportunity even though short that he granted me with “Gummy”.
Best wishes to you, Mrs. Joel and Elaine. Don’t think I’d not like to come to Richmond to see you swell people. Do you remember our unlucky fishing trip in Washington? Gee, I wished you could catch a big salmon.
Sincerely, Bob Wood
P.S. Am enclosing some pictures that you may not have copies of.
Okay, here’s the actual letter:
____________________
Some comments…
In the letter’s second paragraph, Robert Wood (by 1947, no longer a Captain) describes Milton’s character as a soldier and leader of men, generally in terms of his interaction with members of his squadron, and specifically in the context of being a Jew.
In his third paragraph, Wood directly addresses what appears to have been Joseph Joel’s obvious and central question: What, actually, happened to his son on November 29, 1943?
Albeit sincere, frank, and well-meaning in his intention of informing Milton’s parents of what transpired that day, some parts of his account – particularly about Milton contacting the B-17s and eliciting a reply of “Thank God!” from them – are incorrect, for none of the 55th Fighter Group’s three squadrons actually made contact with the bombers on that mission. And, I most seriously doubt that a communication of this nature would ever have been transmitted from a bomber formation to its fighter escort.
As for Mr. Wood’s explanation of specifically why the 38th Fighter Squadron had been reduced to nearly half strength (“…engine trouble or cowardice…”) by the time it was intercepted by III./JG I? I addressed the former topic – the performance of the P-38 in the context of its (perceived) suitability for use by the Eighth Air Force – in the post A Battle in The Air, by means of excerpts from Bert Kinzey’s two Detail & Scale books about the P-38, and, Dr. Carlo Kopp’s analysis of the P-38 at Air Power Australia.
In terms of the latter topic – using the term “cowardice” to characterize the pilots who left the 38th’s formation and returned to Nuthampstead “early” – a review of the biographies of those seven pilots based on information at the 55th Fighter Group website shows the following, from which the reader can arrive at a contrary judgement. (Well, John Stanaway’s 1986 book Peter Three Eight: The Pilot’s Story does include a very pointed statement specifically about this topic.)
Lead Section
(Lead Flight)
2 Lt. Ernest R. Marcy – Element Leader (Engine Trouble) 19 missions Returned early three times (twice from engine trouble and once from losing a drop tank) April 1944 – Temporary Duty at Goxhill 9/7/44 – Transferred to Headquarters and Headquarters Squadron VIII Fighter Command Survived War (Final rank 1 Lt.)
2 Lt. Robert F. Maloney – Wingman to Marcy (Unknown) Remained in Squadron Promoted to Captain by January 1945 2.5 victories (air) Survived War (Final rank Capt.)
(Second Flight)
2 Lt. William K. Birch – Element Leader – Engine Trouble 10 missions December 1943 – Promoted to 1 Lt. 12/16/43 – Killed in Action (not directly due to enemy action – probably oxygen problems and / or vertigo) in P-38H 42-67077 (Capt. Jerry Ayers’ “Mountain Ayers” / “CG * Q”) Buried at Holy Cross Cemetery, Culver City, Ca.
High Section
(Lead Flight)
Capt. James H. Hancock – Element Leader (Engine Trouble) 2 victories (air) 3/15/44 – Crashed on take-off in P-38J 42-67811 (“CG * H”). Aircraft flipped on back and totaled by fire. Crash caused by failure of one engine. Uninjured. Promoted to Major Became commanding officer of 38th Fighter Squadron; Ended tour by 7/16/44 Survived War (Final rank Major)
2 Lt. Edward F. Peters – Wingman to Hancock (Engine Trouble) Shot down 1/5/44 in P-38J 42-67650 (MACR 1746) Survived as Prisoner of war at Stalag Luft I
(Second Flight)
1 Lt. Morris Leve – Element Leader (Blew Inner Cooler) KIA 1/31/44 (see above and below)
F/O David D. Fisher – Wingman to Leve (Escort for Leve) 22 missions December, 1943 – Promoted to 2 Lt. KIA 1/31/44 (see below)
Another point: There is no evidence that Major Joel had any association with the Underground, the possibility of which was – in any event – a moot point by day’s end on November 29, 1943.
____________________
However, there are aspects of Robert Wood’s account that are correct. Lt. Garvin was killed in action (perhaps Mr. Wood learned this through the International Red Cross, or, the War Department); Capt. Ayers did attempt to provide cover to Major Joel (and Lt. Carroll, not Lt. Garvin) until forced to break off upon further attacks by III./JG 1; the 38th Fighter Squadron did lose a total of four planes that day.
And, within Mr. Wood’s account of the November 29 mission, stands an event (or, a “non-event”?) that seems to be consistent with the mission as it actually transpired.
First, the relevant text from Mr. Wood’s letter:
At this point a Captain in another squadron, later made a Lt. Col. and quite a hero decided that it was time to go home as the fight looked tough, so he assumed command of the Group (later told that Joel lost contact with the other two squadrons) and with the 338th and 343rd Squadrons returned to England.
First, compare the above statement with the following excerpt from Captain Franklin’s statement in the Missing Air Crew Report (MACR 1429) for Major Joel:
The main body of the group was proceeding toward home when Major Joel was heard calling for help from far behind us. Lt. Gilbride and I turned back to help but it took several minutes for us to reach the fight.
Second, consider this account in the Missing Air Crew Report (MACR 1272) pertaining to Capt. Franklin’s wingman, Lt. Gilbride. (I’ve broken the text into paragraphs for easier comprehension.):
At approximately 1210 hours, I reported many bandits approaching from below at 3 o’clock; this was about in the target area.
Colonel James had started a right turn to meet the enemy aircraft when we met about 16 enemy aircraft head-on at about 29 to 30,000 feet. The main body of the Group went into a right Lufberry Circle for approximately two complete turns. Colonel James was [not] leading the Group at or from this time, as he was having engine trouble and was below us.
My second element disappeared about this time as Lieutenant Bauer was having trouble losing his belly tanks. Lieutenant Gilbride stayed with me in an excellent manner, calling in enemy aircraft calmly and doing a good job of covering. The main Group stayed in their Lufberry but I would break out momentarily from time to time to get my wing out of the sun so that I could see if another attack was imminent.
About this time, after two complete turns, the main Group started home and I, thinking that the Group Commander had resumed the lead, followed along. As we left the area there were several people calling for help from far behind. The main Group continued on away until we were at least seven miles from this fight.
Just as I had almost decided to go back and help the boys calling repeatedly, the Group started a turn and appeared to be going back but instead made a tight 360 degree turn and went away from the fight again. I could see the fight behind us as the Group made the turn and I broke out – Lt. Gilbride and I went back to help.
Third, this statement by Lt. Erickson, one of the three 38th Fighter Squadron pilots who were saved through the combined efforts of Captain Franklin and Lt. Gilbride:
Captain Ayers called for help and Captain Franklin and Lt. Gilbride of the 343rd came back.
Fourth and last, a summation of this phase of the 38th’s engagement with the Luftwaffe, from the post A Battle in the Air:
Captain Franklin reported that at 1210 (probably an error, the time likely having been 1410) “many bandits” were approaching from a lower altitude in the “target area”. At that point, Group Commander Col. Frank B. James started a turn to meet the German planes. The “main body of the group” (whether by this Capt. Franklin meant the 343rd alone, or, the 343rd and 338th both, is unspecified) then went into a right Lufbery Circle.
Though Captain Franklin had by this time lost his second element, Lt. Gilbride remained with him in an “excellent manner”. The main “group” remained in the Lufbery Circle, but Captain Franklin and Lt. Gilbride would “break out” from time to time to see if another attack was imminent.
After two complete turns, the “group” started back to England.
Captain Franklin and Lt. Gilbride followed, assuming that Colonel James was leading. However, the Colonel was not: Captain Franklin specifically mentions that from this moment on, Colonel James was no longer leading the group (intriguingly, he does not specify who was…), which is consistent with the 338th’s Mission Report of the Colonel having returned to England alone.
Captain Franklin reported that as the main body of planes headed back to Nuthampstead, pilots were heard, “calling for help from “far behind us,” specifically noting Major Joel’s voice. Later, Lt. Erickson, in his own Encounter Report, mentioned that Captain Ayers was also radioing for help.
The rest of “group” continued on its way.
Then, “Just as I had almost decided to go back and help the boys calling repeatedly, the Group started a turn and appeared to be going back but instead made a tight 360 degree turn and went away from the fight again. I could see the fight behind us as the Group made the turn and I broke out – Lt. Gilbride and I went back to help.”
It took Franklin and Gilbride “several minutes” to reach the fight.
As the pair neared the 38th Fighter Squadron’s P-38s, they saw, “five P-38’s engaged and each had from one to three ME 109s on its tail. Just before we went into the fight one P-38 rolled over and went down with its left engine leaving a very long and very heavy trail of black smoke and with a 109 directly behind.” (They had witnessed the fall of either Lt. Carroll or Lt. Albino.)
Franklin and Gilbride flew directly into the midst of the gaggle, the surprised German pilots rolling and climbing away from the P-38s.
Summing up? The group went into a Lufbery, made two complete turns, headed back to England, and then started a third turn as if returning to aid the 38th Fighter Squadron. But, the turn continued for a full 360 degrees. Then – quoting Captain Franklin – the group “went away from the fight again” – by which time the 38th’s engagement with III./JG 1 was visible in the distance.
Then, Captain Franklin and Lt. Gilbride left the safety of the group to go to the aid of their comrades, from which Lt. Gilbride did not return.
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I’ll not comment about Bob Wood’s characterization of the person leading the 55th Fighter Group’s “other squadron” (squadrons?) that day – whether in terms of his actions, or, his eventual “place” in the 55th Fighter Group, other than to say that while problems with the 38th Fighter Squadron’s (and 55th Fighter Group’s) P-38’s undeniably contributed to the Group’s debacle, I think leadership was an equal factor.
For if the sudden, “last moment” arrival of only two pilots saved the remnants of the 38th Fighter Squadron – after that squadron had already been intercepted by the Luftwaffe – then a question arises: What might have happened had the 38th’s brother squadrons gone back to help when calls for assistance had first been radioed?
As an astute reader of this series of posts has suggested, Major Joel died, probably thinking; probably assuming; certainly hoping (while Lieutenants Albino, Garvin, and Gilbride died too), that his squadron would receive support when needed. But, that was not to be.
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Bob Wood mentioned the 55th Fighter Group’s mission of January 31, 1944. Here, it is notable that the 38th Fighter Squadron’ Mission Report for that day (presented in full below) recounts a scenario which parallels that of November 29, 1943: The “main body” of the 55th Fighter Group (this is perhaps deliberately ambiguous – does this mean the 338th and 343rd Fighter Squadrons both? – it seems to; neither squadron incurred losses that day) going into a Lufbery circle, with the 38th Fighter Squadron engaging the enemy alone, and then being numerically overwhelmed by Me 109s attacking from “all angles and altitudes”.
38th Fighter Squadron losses on January 31, 1944, comprised:
So, here’s the verbatim text of Major Mark Shipman’s Encounter Report for the 31 January mission, which chronicles the 38th Fighter Squadron’s engagement with the Luftwaffe (I think JG 1 again; this time around its Second Gruppe) that day in great detail. Note particularly the German tactic of combining the advantages of the greater high-altitude performance of the Me 109G versus the P-38H, and simply the use of altitude per se, in combating the 38th Fighter Squadron. Paralleling this is Major Shipman’s most (* ahem *) vivid (!) description of losing all visibility as canopy froze internally when he rapidly descended from 10,000 to 2,000 feet. While the problem with cockpit heating in early versions of the P-38 has often been remarked upon in popular and technical histories of the P-38, these three sentences make something abstract very real! (The italics are my own.)
I was leading Swindle White Flight in the vicinity of Venlo when 15 smoke trails were sighted at approximately 30,000 ft. or 12,000 ft. above us. At the time we had about 48 P-38’s with us, but all we could do was to start spiralling up to their altitude. With this action, the E/A, later proved to be Me109’s, started losing altitude slightly, but at all times keeping their forces above our own, usually with about 3 to 4,000 ft to spare. As we gained altitude they also went up, until some 15 minutes later we were at about 30,000 ft. with some eight, and with the corresponding difference in altitude between us and the E/A. During this time the Me109’s kept making passes at us when the opportunity was present, but with each pass they would zoom back up to their original altitude. Never at any time did they send down more than 5 at one time, so that during the entire engagement there were always E/A above us. All had rounded wing tips and were painted a shiny silver color.
As stated, during the whole engagement the E/A stayed above us even though we did try to get to their altitude. At one time, about ten minutes after we sighted them, one E/A made a bounce on a P38 so I started after him, closing to about 600 yards. At that time he half-rolled, and since I was still intent on trying to get above the rest of the E/A I did not follow him down. I did not see any strikes on him, but when last sighted he seemed to be somewhat out of control. As stated, I make no claims pending assessment of the combat films.
At this time it was evident that all we were doing was running ourselves out of gas, so I called and told everyone to start home. I tried to get an eight ship section together, but with all the confusion it was not successful.
About that time, when there were then only seven of us left in the area, I looked back and saw eight E/A behind us, four coming in from the right, and five above us so I called and told everyone to hit the deck from our altitude of approximately 18,000 ft. Obviously it was hopeless for us to try to fight our way out with them so down we went with full power. At about 10,000 ft. I got a violent buffet in the ship and had to pull back on the throttle. Then, as we got lower the entire canopy started to ice up from the inside. At around 2000 ft. it got so bad that I absolutely couldn’t see where I was going so all I could do was to level off by the altimeter. After some hectic five minutes of wiping with my gloves I managed to get most of the ice off, at least enough that I could see where we were going; so we went on down to the deck and started home. There was a heavy haze layer at two thousand feet which helped to conceal our position from E/A and so far as I could tell none of those in the engagement area tried to follow us down. At the time when I called to hit the deck the eight E/A in back of us had their backs turned, trying to get around the circle and chase us and the five above us were too high to see us once we started for the deck. As for the four on the right I couldn’t be sure, but I can’t believe an attempt was made to follow us down.
Obviously, the tactics of the E/A were to keep us in there with their limited number of aircraft, try to get the group scattered and then bring in a fresh force. In this attempt they succeeded indeed for when I last looked back there were certainly a lot more E/A than there were to begin with. All the ships were painted with the same colors, and were piloted by a smart bunch of Jerries.
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Finally, here’s an excerpt from the Squadron’s Mission Report for that day; a reproduction of which follows:
Mission: Landfall Onerflakee at 1456 at 22,000 feet, Nelvo at 1615 at 22,000 feet. Out Ostend area at 1625 deck to 18,000 feet. Group of P-47’s sighted at 2 o’clock flying northwest near Asten at 1512. Two squadrons of P-47’s observed enroute to bombing target at coast by Captain Hancock returning shortly before rest of Group. Made port turn at Venlo. Main body of group flattened out and formed a luftberry, Major Shipman led the 38th up into the enemy aircraft, Major Shipman finding himself out numbered by enemy aircraft, gave the order to return on the deck. Some of the squadron returned with the main body of the group, others followed Major Shipman order. Landfall out vicinity Ostend at 1625, deck to 18,000. (Flight Plan Attached).
Action: On southern leg of triangle contrails first sighted approaching high in the distance from 10 o’clock. After making port turn at Venlo these were identified as 13 ME 109’s flying in flights of four. Group started turning and climbing to meet attacks, but enemy aircraft went up with them until latter were at an altitude of 32,000 feet. As main body of group flattened out and formed a luftberry, Major Shipman led the 38th up into the enemy aircraft. In the ensuing engagements, the tactics of the Hun were to send down sleepers to break up the friendly formation, and the reason was soon evident. At approximately 1545, 30 plus additional ME 109’s attacked from all angles and altitudes.
The Mission Report:
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As I mentioned in prior posts, of Milton’s writing, only a single V-mail letter and a few diary entries have survived, for Elaine destroyed her first husband’s letters before she passed away in 1981. Perhaps likewise for Milton’s military papers? His pilot’s flight record survived the war and was given to his parents, but whatever became of that document and the small myriad of other records associated with his military service is unknown.
But, something else has remained: Two letters that Milton sent to the Richmond Times-Dispatch while still a teenager; a few years before he entered the military.
This letter, from May 12, 1939, written six months after Kristallnacht, concerns the admittance of refugees to the United States, specifically within the criteria of American law according to the Immigration Act of 1917. In the latter part of the letter, Milton specifically focuses on refugee physicians, obviously as this pertains to German Jews. Though the word “Jew” does not appear in his letter, his concerns and focus are obvious.
At 19 years of age, here is no question that Milton Joel was cognizant of what was confronting the Jewish people.
The Founding Refugees
Editor of The Times-Dispatch:
Sir, – Recently you published a letter regarding refugees seeking haven within our shores. That letter expressed a type of sentiment which I believe warrants some serious criticism. Following much the same illogical course as do the opinions and propaganda of such questionable patriots as Senator “Bunkum Bill” Reynolds and his vigilantes, the writer suggests that we should lock our nations’ gates to all foreign refugees.
Our republic’s very foundations were built by refugees. As many as eight of the signers of the Declaration of Independence were men in that category and many other of the signers were the sons or more distant descendants of those who had come here to escape religious or political persecution in other lands. Many greater heads than mine have contended that the success and perseverance of our democracy and the concepts of liberty and freedom, which prevail in it, can be attributed to the fact that the great mass of our citizens grew out of an ancestry which knew an opposite sort of life.
The most often quoted argument of the antialienists, is that we have enough of our own public charges without importing more. On the surface this is a logical argument; however, a look at section three of the Immigration Act of 1917 will refute it. This section provides that “persons likely to become a public charge,” in order to receive a visa, must furnish appropriate evidence that he will have sufficient assurance that he will not become a public charge.” The applicant must show that either he has sufficient funds to be self sustaining or furnish an affidavit by which a sponsor takes complete responsibility of his not becoming a “public charge.” The sponsor, in addition, must himself prove that he is financially able to accept that responsibility. The above applies to all immigrants, save those from nations in this hemisphere, and professors and ministers of a religious faith, who desire to enter the country for the sole purpose of carrying on such vocations.
In a recent 12-page pamphlet, sent to all physicians, among other things the senator from North Carolina makes an attempt to show that the medical profession is being seriously threatened by an exaggerated influx of refugee doctors. It is, however, an established fact that rural United States has a crying need for medical men. Rural districts in this country have ample room for more physicians than the demigods of Europe can chase out.
Moreover, to top off the whole matter, our nation has had a negative immigration since 1932, wherein there were more people leaving our shores permanently, than entering. The United States has nothing to lose and everything to gain by humanely offering shelter to minds and bodies which are strong enough to be feared by Europe’s authoritarian states.
MILTON JOEL
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This letter, from December 8, 1939, of a much lighter and perhaps paranormal (!) sort, reveals something a little extra-ordinary: Milton’s curiosity about extrasensory perception, or at least its possibility. Co-authored with fellow University of Richmond Psychology Club officer Austin Griggs, this communication to the Times-Dispatch was itself inspired by a letter by Richmond resident Gaston Lichtenstein, Richmond resident and “researcher, writer, and historian”, whose interests focused on Southern history (his father presumably having served in the Confederate military), and, the history of the Jews of Richmond.
For E.S.P. Please R.S.V.P.
Editor of The Times-Dispatch:
Sir, – Gaston Lichtenstein’s recent letter interested us considerably. This matter of extrasensory perception has been frequently discussed by our Psychology Club hero at the university, and our laboratory has even conducted elementary experiments in this parapsychological field.
Perhaps we might be able to cooperate with Mr. Lichtenstein in testing his psychical powers or those of any whom he might recommend, in order that we might come to some conclusion as to the reality of this mystical phenomenon. We possess the standard parapsychological equipment, and feel that the experiments should prove Interesting to Mr. Lichtenstein or any of his friends.
While we are not ready to admit the absolute plausibility of Rhine’s [Joseph Banks Rhine] theory, and therefore hold some doubt as to the scientific merits of the cases sighted by Mr. Lichtenstein and most others whom we have contacted to date, we stand ready to be convinced and therefore can promise to be unbiased in our testing of any interested party.
AUSTIN GRIGGS MILTON JOEL Executive Officers, University Richmond Psychology Club, Box 17, University of Richmond
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Many names have been mentioned in this series of posts. But, in terms of the mission of November 29, 1943, the most notable is obviously that of Captain Rufus Clarence Franklin, Jr.. Though (fortunately?!) I’ll never have to adjudicate military awards, it seems that he more than deserved at last some kind of recognition – a Silver Star? – for leaving the formation of the 343rd Fighter Squadron with Lt. Gilbride (who was killed for his bravery) and turning back to go to the aid of the beleaguered pilots of the 38th Fighter Squadron. But, in the context of the events of that mission, such recognition would have been impossible: Two Silver Stars in one Fighter Group, for the same mission? Given the circumstances of what actually transpired on November 29, such an award would inevitably have required an explanatory citation which in turn could have been the impetus for a complete and honest explanation of the day’s events. Perhaps it was better just to move on.
Thus for Captain Franklin’s participation in the events of the 29th of November.
He would be promoted from Captain to Major in February of 1944. On the 23rd of that month, after having been a member of the 343rd Fighter Squadron since February 1, 1943, he would be transferred to the 79th Fighter Squadron of the 20th Fighter Group, where I believe he spent the remainder of the war. Postwar, he remained in the Army Air Force and in turn the United States Air Force, ultimately being promoted to Colonel by 1955.
Given his skill as a fighter pilot, physical bravery, sense of responsibility (so amply demonstrated on November 29), I find this to have been very strange. He would by early 1944 – and probably earlier – have become invaluable as a pilot and leader of men. Which begs the question: Why would a person of such skill, embodying such qualities, be transferred out of his squadron, given that he’d probably by this time become solidly integrated into the unit, and, doubtless knowledgeable of the strengths and weaknesses of his fellow pilots, let alone the squadron’s operations and activities as a military unit?
I can only offer conjecture: Could Captain Franklin’s departure from his squadron have been because, and not in spite, of his obvious value as a combat pilot, let alone – and this I think may be critical – the singular independence of thought, action and leadership he demonstrated on the 29th of November? The answer, perhaps, could be best addressed in terms of fiction, for fiction has its own way of elucidating fact.
Some images of Rufus C. Franklin, Jr., appear below.
When other men went in one direction, he went in another: He looked back to where help was needed, and gave that help.
– Rufus C. Franklin, Jr., probably as a Lieutenant or Captain, in the cockpit of a P-38G or H Lightning. The plane is identifiable as such by its canopy configuration, most obviously the pane of armored glass mounted below the windshield. In Lightnings from the “J” version on, the canopy was redesigned to incorporate armored glass as the central, forward window. (This image also from the American Air Museum in Britain.)
– ____________________
– The Captain has become a Major: Rufus C. Franklin, Jr., serving in the 79th Fighter Squadron, 20th Fighter Group, in front of his P-38J 42-68037 “Strictly Stella’s Baby” / “MC * F”. The aircraft was presumably named after Major Franklin’s wife (or girlfriend or fiancee?): Stella. (American Air Museum in Britain photo UPL24002.)
–
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– Standing before his F-86 Sabre Jet, Colonel Rufus C. Franklin, Jr., and Airman 1st Class Juxor Carr, possibly photographed when Franklin commanded the 4520th Combat Group Training Wing. (Photo UPL 23998 from American Air Museum in Britain)
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–Born in 1921, Colonel Rufus Clarence Franklin, Jr., passed away at the very young age of 48 in July of 1969. He is buried at Del City, Oklahoma. During the war and especially (especially!) after he received nowhere near the attention of some other pilots (and another pilot) he served with, but that is “in the way of the world”. Then again, there have always been other scales in which the deeds of men are measured. And, remembered.
The memory of man is ever fickle and fleeting, but there are other forms of memory, that even if silent, are permanent.
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Sometimes, the nature and outcome of a man’s life – and the impact he leaves upon those around him – makes sense only in retrospect: after the fact. Sometimes life confronts us with situations that on the human scale; that on any honest scale – whether intuitive or intellectual; whether in terms of morality and justice – are by any understanding simply unfair; simply not right; simply unamendable to reason.
For some situations and events, we can only have questions, and for some questions, we can only answer in silence. But perhaps in its own way, that silence provides its own answer. Well, one would hope so.
When I learned about Major Joel’s story, I could not but be be struck by the inherent unfairness of the tale: A husband and wife, at a point in their lives when children no longer seemed a possibility, were blessed with a son who would be their sole progeny. Their son grew into a man of great potential, in terms of intellect and leadership; courage and promise.
And, then their son was taken from them.
And then, their son would never have a place of burial.
And here, I am reminded of the tale of Rabbi Meir (one of the Rabbinic sages who lived during the time of the compilation of the Mishnah) and his wife Beruriah, from the Midrash Proverbs 37 (76-29). To quote the Jewish Encyclopedia, “This story, which has found a home in all modern literatures, can be traced to no earlier source than the Yalḳuṭ [13th century]. (Prov. 964, quotation from a Midrash).”
The tale follows:
The most touching and most famous story about the piety, wisdom and courage of Beruriah describes the death of her two beloved sons. One Sabbath while Rabbi Meir was in the Beth Hamidrosh, sudden sickness struck their children and they passed away before anything could be done for them.
Beruriah covered them up in the bedroom and did not say a word to anyone. After nightfall Rabbi Meir returned from the House of Learning and asked for his sons.
Casually, Beruriah remarked that they had gone out.
She calmly prepared the Havdalah, the cup of wine, the light and the spices. She also distracted him while she prepared and served the Melaveh Malkah, the evening meal with which a Jew accompanies the departing “Sabbath Queen.” Then, after Rabbi Meir had finished eating, Beruriah asked him for an answer to the following problem:
“Tell me, my husband, what shall I do?
Some time ago something was left with me for safe-keeping.
Now the owner has returned to claim it.
Must I return it?”
“That is a very strange question indeed.
How can you doubt the right of the owner to claim what belongs to him?” Rabbi Meir exclaimed in astonishment.
“Well, I did not want to return it without letting you know of it,” replied Beruriah.
She then led her husband into the bedroom where their two sons lay in their eternal sleep. She removed the bedcovers from their still bodies. Rabbi Meir, seeing his beloved sons, and realizing that they had passed away, burst out into bitter weeping.
“My dear husband,” Beruriah gently reminded him. “Didn’t you yourself say a moment ago that the owner has the right to claim his property? G‑d gave and has taken away; blessed be the name of G‑d.”
Milton Joel was one of the several hundred Jews who served as fighter pilots in the aerial arms of every one of the major (and some “minor”) Allied combatant nations in the Second World War. May this account this account stand for all of them: All who were killed or missing in action, and all who survived. Those who are known, and those who are unknown.
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Having come to the end – for now – of the story of Major Milton Joel, there are many other subjects I hope to address here, at TheyWereSoldiers. But (? – !) for the time being, I plan to return to my other blogs – WordsEnvisioned, ThePastPresented, and TheVisibleWorld – to bring you images, imaginations, investigations – and a thought or two (or three or more?) – of another nature.
[This post, created on November 20, 2020, has been updated. The post now includes: 1) An area map and formation diagrams that provide a more accurate and clearer representation of the nature of the 55th Fighter Group’s encounter with the Luftwaffe on November 29, 1943, and 2) An additional photograph of Lieutenant John S. Hascall. Where necessary, other parts of the account have been corrected. Scroll on down for a look…!]
A Monday in November: Major Joel’s Last Mission
On the 29th of November, 1943, the VIII Fighter Command was tasked with escorting heavy bombers to Bremen, Germany.
As described by Roger Freeman in The Mighty Eighth, “…the 55th Group again set forth to Bremen, with elements of the 20th Group bringing up the rear. Just after crossing the Dutch coast at 31,000 ft, Me109s of III J.G.1 pounced on the Lightnings in a surprise attack evidently designed to entice the Americans into releasing their drop tanks prematurely. Another seven P-38s failed to return to base although three of the enemy were definitely shot down.”
By day’s end, the 8th Air Force lost 16 fighters (7 P-38Hs and 9 P-47Ds), and 13 B-17s (7 Fs and 8 Gs).
Of the 7 P-38 losses, two men – both members of the 55th Fighter Group – survived. They were:
2 Lt. John J. Carroll and 2 Lt. Fleming W. Suiter
Of the 9 P-47D losses, 5 men survived…
2 Lt. Charles K. Hecht, Jr., 355th Fighter Group, 358th Fighter Squadron, Aircraft 42-8631, YF * U (MACR 1284) 2 Lt. Richard Peery, 355th Fighter Group, 358th Fighter Squadron, Aircraft 42-22484, YF * L (MACR 1285) 1 Lt. Warren H. Beach, 356th Fighter Group, 359th Fighter Squadron, Aircraft 42-8601 (MACR 1451) 2 Lt. John D. Hull, 356th Fighter Group, 359th Fighter Squadron, Aircraft 42-8598 (MACR 1452) and 2 Lt. Julius B. Ashbridge, 356th Fighter Group, 360th Fighter Squadron, Aircraft 42-8502, PI * W, “Hell’s Angel” (MACR 1436)
…and 4 were killed in action:
2 Lt. Alfred J. Del Negro, 355th Fighter Group, 354th Fighter Squadron, Aircraft 42-7996, WR * D (MACR 1286) 2 Lt. Johnnie F. Martin, 356th Fighter Group, 361st Fighter Squadron, Aircraft 42-8692, QI * Q (MACR 1543) 1 Lt. Allan M. Metzger, 356th Fighter Group, 361st Fighter Squadron, Aircraft 42-8509, QI * O (MACR 1453) 2 Lt. Frederick C. Windmayer, 56th Fighter Group, 63rd Fighter Squadron, Aircraft 42-7893, UN * F (MACR 1278)
Balanced against these fighter losses were VII Fighter Command claims of 13.5 German aircraft destroyed, with P-47s achieving 11.5 victories, and P-38s 2.
…akin to the prior post – covering Major Joel’s previous combat missions – this post includes:
1) 38th Fighter Squadron Pilot’s Personal Encounter Reports for pilots who engaged in combat with German fighters on this mission 2) Mission Reports filed by the 38th and 388th Fighter Squadrons (…is there one for the 343rd? – I don’t know…) 3) Names of all 55th Fighter Group pilots assigned to the mission (derived from the 38th’s and 338th’s Mission Reports, and for the 343rd, the Squadron History Summary. This is supplemented by information from the 55th Fighter Group website 4) Missing Air Crew Reports covering the 20th and 55th Fighter Group pilots lost that day. This includes the “first” page for every such MACR, and an Oogle map showing the area where their aircraft are known (or assumed) to have crashed, based on a variety of references.
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Given the great length (gadzooks…) and complexity (double gadzooks…) of this series of posts, perhaps it’s best to start with an illustration visually summarizing Eighth Fighter Command P-38 losses on the mission, in the form of a diagram superimposed on an Oogle map – below – of northwestern Europe. This map will appear in subsequent posts.
[Updates to this map from its initial version include the following: 1) The crash locations of three Me-109G-6sof the Seventh Staffel of Jagdgeschwader 1, lost (directly or indirectly) as a result of III./JG 1’s engagement with the 55th Fighter Group’s Lightnings, 2) An adjustment to the easternmost “leg” of the 55th Fighter Group’s intended course into Germany (ironically, the 55th never actually reached Germany!), 3) The crash locations, as much as they can be pinpointed on an ultra-small-scale digital map, of 38th Fighter Squadron pilots Lieutenants Carroll and Gilbride, 4) The serial numbers of the lost P-38s and the three above-mentioned Me-109G-6s. Information about the three 7./JG 1 losses, and the crash locations of Lieutenants Carroll and Gilbride comes from Part 2 of Teunis Schuurman’s WW II – Research by PATS blog.]
Maps symbols and colors indicate the following:
Bright blue lineextending west to east across the Netherlands to a point near the Dutch-German border indicates the approximate or intended course of the 55th Fighter Group for a rendezvous with 8th Air Force bombers.
Black triangle shows the approximate area where the Luftwaffe initially assumed it would intercept the 55th Fighter Group’s P-38s, as explained in the book Jagdgeschwader 1 und 11: Einsatz in der Reichsverteidigung von 1939 bis 1945 (Jagdgeschwader 1 and 11: Used in the Defense of the Reich from 1939 to 1945).
Blue ovals with names adjacent indicate the last reported or assumed location of P-38 losses, based on information in Missing Air Crew Reports.
Red ovals with names adjacent indicate the actual locations where the P-38s were lost. Notice that there’s no blue oval for Lt. Hascall, because his P-38 was last sighted over the North Sea, at a point “west” of (to the left of) this map view, and Lieutenant Garvin, Major Joel’s wingman, because he definitely crashed at Hondschoote, France (again, well “off the map”). More information will be presented about Lt. Garvin’s fate in subsequent posts.
The location of Major Joel’s loss remains unknown. Some sources suggest the crash location was Marken Island in the Markermeer, indicated by a yellow oval.
In subsequent posts, I’ll discuss why I believe this location is incorrect.
Black ovals with names adjacentindicate the loss locations of three Me-109G-6s of 7/JG 1.
[And… Here’s the “original” map”….]
We begin with the 38th Fighter Squadron’s Mission Report.
November 29, 1943
Mission Report – 38th Fighter Squadron
Extract from Mission Report
Changes in scheduled flights occurred as follows:
There were seven early returns: Maloney landed at 1344 at Torp [sic] Abbots. Lt. Fisher landed at 1_15 [not legible in microfilm] at home, escort, Lt. Leve landed at home at 1 _15 [not legible in microfilm], blew an inner cooler. Capt. Hancock landed at 1___ [not legible in microfilm] at home due to engine trouble. Lt. Birch landed at 1535 at Earlscombe due to engine trouble. Lt. Peters landed at 1549 at home, engine trouble. Lt. Marcy landed at 1625 at home due to engine trouble.
Mission: Over base at 1309. Proceeded on planned course with landfall in North of _____ergen [not legible in microfilm], 1350. Group proceeded along line of Lemmer, Noordwolde, and Grolloo. Prior to reaching vicinity of Aschendorf, 7 P-38’s had aborted. Flight plan attached).
Action: At 1410 group bounced by 40 plus ME 109’s attacking from head-on and above. At the same time an additional 40 plus E/A were seen below our formation at 27,000. Several flights of E/A passed through our formation before a majority of our aircraft dropped their belly tanks. These E/A continued their attacks, very aggressively in elements of 2 and flights of 4 for approximately 15 to 20 minutes. It was during the early part of this engagement that Lts. Carroll and Albino were lost.
Action Contd: At approximately 1439 an element led by Capt. Ayers of the 38th being free of E/A attempted to join an element led by Major Joel a considerable distance ahead. Before this was accomplished additional E/A attacked Capt. Ayers and he was forced to engage. This is the last time at which Major Joel was seen. E/A attacks were made all the way to the Dutch coast, but were not pressed home.
Squadron Formation – 38th Fighter Squadron
The “first” version of this post presented diagrams of what I assumed (?!) was the 38th Fighter Squadron’s formation during the November 29 mission. These were based on a document from the history of the 38th’s brother squadron – the 338th – showing a plan view of the organization of the 338th, by Flights, during the Bremen mission. But, on reflection and intuition, I began to wonder about this: Could the “layout” of the 338th’s formation in its squadron history have simply reflected nothing more than (* ahem *) the size and format of the original 8 1/2″ x 10″ document itself, rather than the actual formation used in combat?
So, I took another “look”. I discovered “8th Air Force Tactical Development, August, 1942 – May, 1945”, at Archive.org. And within, I discovered the diagram below, which presents the structure of 8th Air Force Fighter Group formations during late 1943 through early 1944:]
So… Using the upper and central diagrams as references, here are two (brand new) diagrams showing: 1) the formation of the 38th Fighter Squadron at the start of the November 29 mission, and, 2) immediately before the squadron was intercepted by III/JG 1. The diagrams are purely diagrammatic, and as such are intended to represent the composition of each of the squadron’s four flights and the location of its planes relative to one another, rather than (obviously!) the scale of the actual distances between each plane; between each of its fours flight; between its two sections.
And (of course!) the direction of flight (this day, east-northeast) is towards the top of your screen or tablet.
In both diagrams, the name of each pilot is correlated to his position within the formation.
This “first” diagram shows the formation as planned; as it would – in theory – have been arranged before its interception by III./JG 1. Those seven planes that returned to Nuthampstead early are indicated by relevant text (i.e. “Engine Trouble”), while the four pilots lost that day – Major Joel, and Lieutenants Albino, Carroll, and Garvin – are denoted in red, with the serials of their P-38s adjacent.
This “second” diagram shows … well … what was left of the 38th by the time it came under attack by enemy planes: There are nine aircraft remaining. Note that: 1) The outermost flights of both the Lead and High Sections are gone, 2) The innermost flights of the High Section remain intact, 3) The relative locations of the remaining two Elements from both Flights in the Lead Section suggest a spur-of-the-moment creation of two “improvised” Flights. Which, as we will see, is what Major Joel was attempting to do at the moment his squadron came under attack.
Unfortunately, the names of the Dutch towns or cities which served as landmarks for the route of the 38th (and its brother squadrons?) towards Bremen are not fully legible in the microfilm copy of the 38th’s Mission Report, but I believe these locations were – as one moves from west to east – Lemmer, Noordwolde, and Grolloo. Doubly unfortunately, the 38th’s Flight Plan for the mission is absent from the microfilmed squadron history.
By comparing the 38th Fighter Squadron’s Mission Report with that of the 338th (below), it seems (?) that the 38th – having departed Nuthampstead at 1230 hours, was the 55th Fighter Group’s lead squadron, for the 338th departed later at 1259 hours, with that squadron’s mission report specifically stating that it was the “center” squadron of the 55th formation. As for the 343rd? I don’t know, but it was thus probably the rear-most squadron.
The most striking aspects of the mission are:
1) The squadron was depleted to a little over half its strength – from sixteen to nine aircraft – by the time it was intercepted by Me-109s. The 338th experienced a parallel decrease in its fighting power. 2) The sheer number of enemy fighters – certainly over forty – attacking head-on, from a higher altitude: a ratio of over four to one; 3) The intensity and duration of the squadron’s combat with German fighters, interception having commenced at 1410, with Major Joel presumably being shot down at @ 1440. Thus, the Squadron was engaged in combat for at least a half-hour by the time Major Joel was shot down – and this was before the loss of the Group’s other P-38s; 4) There is no evidence – at least, nothing recorded – that the 38th was actually able to rendezvous with the B-17s that the 55th Fighter Group had been assigned to escort; 5) (This will come in later…) There was an overcast at 27,000 feet, corroborated in Missing Air Crew Reports for the Group’s losses.
Pilot’s Personal Encounter Report – Captain Jerry H. Ayers
Transcript of Pilot’s Personal Encounter Report – Captain Jerry H. Ayers
Two ME 109’s were attacking two P-38’s from three o’clock in front of me. My wingman and I started to close in and knock them off but they did not press home their attack. Instead they flew straight through behind those airplanes and in front of us.
I turned left with them and picked a four radii lead on the lead ME 109. I held this lead and fired from 90 degrees deflection to 45 degrees. The range was about 250 yards.
I was forced to break off my attack and was unable to observe any results because of four ME 109’s coming down on us from behind. We continued our turn to the left and we turned into this attack which was broken off before we were in firing range.
Lt. Erickson, my wingman later stated that he saw the airplane going down in a slight spin in flames and trailing thick black smoke, so I concluded that this aircraft was destroyed by my attack.
The ME 109’s were painted with a mottled brown camouflage and had what appeared to be a large red ball painted at the rear of the fuselage where the Luftwaffe cross usually appears.
Pilot’s Personal Encounter Report – Captain Thomas E. Beaird, Jr.
Transcript of Pilot’s Personal Encounter Report – Captain Thomas E. Beaird, Jr.
On the second bounce going into the target, I lost the rest of my flight and tacked onto the nearest semblance of a flight I could find. We ended up with five ships and made three bounces on ME 109’s attacking two P-38’s below us, then we were bounced by five ME 109’s from above. When we got out of that skirmish, in which I did not get to fire nor did not see anyone go down, I found myself way behind the rest of the P-38’s. I pushed everything to the fire wall and after about ten minutes caught four P-38’s flying very loosely. I joined them and had just throttled back when somebody started telling the bunch, who were very high in the back, that there were a number of enemy fighters catching from 6 o’clock. We poured everything to our ships (were at 34,000) and somebody told us they were still gaining.
At this time I saw five ME 109’s about our same level over my right shoulder. I looked over my left shoulder and saw one ME 109 right on the tail of the P-38 to my left and behind. I called for Major Joel’s wingman [Lt. Garvin] to break (I thought I had joined Major Joel’s flight). I broke left to meet the ME 109 head on. The P-38 ahead of me to my left also broke left. The ME 109 dove for the clouds. I continued in a left turn to take up my original heading and came out almost directly behind a ME 109 with one P-38 off to my right. I started closing on the ME 109 that seemed to be in a very steep climb for that altitude. I fired one fair burst; saw a flash on his canopy and observed him pull his nose straight up hang on his prop and then spin under my left wing. I turned to the left to clear my tail, looked back and saw him spin into the overcast. I believe this plane was destroyed by my strikes on the canopy.
Pilot’s Personal Encounter Report – 2 Lt. Robert E. Erickson (1)
Transcript of Pilot’s Personal Encounter Report – 2 Lt. Robert E. Erickson (1)
I was flying wing man to Captain Ayers, who was leading Swindle Red Flight. After engaging with enemy aircraft and completing three 360 degree orbits, we started for home. Captain Ayers and myself were two of five P-38’s at the rear of the group. We observed three enemy aircraft catching us from the rear. At this time I was at 33,000 feet. Captain Ayers called for help and Captain Franklin and Lt. Gilbride of the 343rd came back. At this time one enemy aircraft came behind Captain Franklin and two behind me. We broke left, I completed my turn and came down on the second ME 109 and fired observing hits on wings and near canopy. These two immediately rolled and dove for the clouds. Captain Franklin had to feather his engine in the middle of his break and Lt. Gilbride presumably was shot down. I then broke off my attack as the ME 109’s dove and flew back to cover Captain Franklin who was then on one engine. At this time four more enemy aircraft were tailing me so Captain Franklin unfeathered his engine and got as much power as he could out of it and we came home together. The enemy aircraft dropped off either because of fuel shortage or we outran them. This action took place between 31,000 and 35,000 feet.
Pilot’s Personal Encounter Report – 2 Lt. Robert E. Erickson (2)
Transcript of Pilot’s Personal Encounter Report – 2 Lt. Robert E. Erickson (2)
I was flying wing man to Captain Ayers on escort mission over Bremen on November 29. We were engaged with several enemy aircraft, when Captain Ayers observed two ME 109’s attacking two P-38’s from the rear. We dived at them from the sun from above and slightly to the starboard of enemy aircraft. Captain Ayers fired at the leading enemy aircraft from about 350 yards closing to 200 yards from about 50 to 75 degrees deflection. We then broke off and climbed slightly to the left as we broke. I noticed enemy aircraft burning with heavy black smoke and going down in a big spiral apparently out of control. In my opinion this airplane was destroyed. These aircraft were painted with a brown camouflage.
Here’s the 338th Fighter Squadron’s Mission Report. Note that the third page lists the names of pilots on the mission, while the fourth page is a diagram of the squadron formation.
Mission Report – 338th Fighter Squadron
English Coast out 5 miles No. of Southwold, 1322 at 20,000 ft. In enemy coast 1347 at 31,500. Flew at 31,500 to Hude where interception was made on squadron by 30+ ME 109’s from about 32,000 ft. at 12 o’clock. Turned to engage E/A and flew weaving course to Dutch Coast. Landfall out Ijmuiden 28,000 ft. Landfall in English Coast 31,000 at South End located selves by Thames Estuary and flew direct to base.
30+ ME 109’S from above at 12 o’clock on squadron which was flying as center of group and slightly in front. At enemy attack dropped belly tanks and broke into them. At this time squadron had been reduced to two four ship flights by abortions. Made two 90 turns while taking evasive action to combat E/A. White flight was being followed by 3 / 4 E/A who broke up flight. Leader descending into overcast. No. 2 man was not seen after this point – No. 3 and 4 broke No. 3 with E/A on his tail No. 4 with engine trouble. No. 1 man of second flight Capt. Patterson, dove on E/A and shot it down and off tail of White 3/. Red flight and No. 3 man of White flight flew together to Dutch Coast where were joined by No. 4 man of white flight, Lt. Turner, Colonel James, White leader flew through overcast to coast and across channel alone. These five aircraft were under constant but inaggressive attacks by E/A to the coast. Initial enemy attack occurred in vicinity of Heede and E/A was shot down about four N. of Emmen. Lost contact with other squadron of group during action with E/A. Never contacted bombers. Enemy attack seemed definitely intended as interception of out squadron and other E/A were observed in distance to each side an above. One P-38 observed by several members of squadron going into overcast shortly after initial engagement apparently out of control.
Some observations…
1) The 338th, comprised of 14 aircraft, departed Nuthampstead at 1259 hours, after the 38th; 2) Like the 38th, the squadron of fourteen planes was depleted by six by the time it was intercepted, thus substantially reducing its strength; 3) Akin to the 38th, the squadron was intercepted by a much larger number of German fighters (in this case, over 30). Again paralleling the 38th’s experience, the enemy planes attacked the squadron – at 31,500 feet – head-on from a slightly higher altitude (32,000 feet); 4) The 338th lost contact with the other “squadron” (squadrons?) of the 55th during combat with German fighters; 5) The squadron was unable to make contact with the B-17s it was assigned to escort; 6) A significant observation: “Enemy attack seemed definitely intended as interception of our squadron and other E/A were observed in distance to each side and above. One P-38 observed by several members of squadron going into overcast shortly after initial engagement apparently out of control.”; 7) Weather conditions ranged from half to nearly complete cloud cover over the English Channel, to complete overcast over the continent.
–
Transcript of Squadron Formation – 338th Fighter Squadron
White Flight
James, Frank B., Col. (Group Commanding Officer) Suiter, Fleming W., 2 Lt. Marsiglia, Joseph P., Capt. Turner, William G., 2 Lt.
Red Flight
Busching, Richard W., Major Turner, Lloyd, 2 Lt. Patterson, Chet A., 2 Lt. Garlock, Karl H., 2 Lt.
Yellow Flight
Jones, Charles O., Capt. Anderson, Newell, F/O Tibbetts, Wesley M., 1 Lt. Burns, William H, 2 Lt.
Spares
Brown, Robert W, 2 Lt. Dempsey, Peter, 2 Lt.
Squadron History – 343rd Fighter Squadron
Regarding the 343rd Fighter Squadron, information presently available to me – presented below – is limited to the brief account in the squadron’s historical record, rather than an actual Mission Report. 1) This squadron was unable to rendezvous with the 8th Air Force B-17s; 2) The squadron was outnumbered by enemy planes.
Transcript of Squadron History – 343rd Fighter Squadron
On Nov. 29th, Capt. Malmstedt led the Squadron, the mission again being bomber escort to Bremen. R/V was not made with the big ships, but engagement with E/A was pressed as the squadron reached the scheduled point. Superiority of numbers was again in favor of the enemy and while our pilots distinguished themselves, the show was exceedingly rough. During the prolonged engagement, 2nd Lt. James Gilbride was lost to enemy action and none of our pilots observed his disappearance. Beside Capt. Malmstedt, pilots on the mission were: Capts. Franklin, Giller, Ryan, 1st Lts. Hoeper, Barnett, 2nd Lts. Bauer, Birtciel, De Young, Fluty, Gilbride, Stanton, Stephenson and Brown.
The pilot’s names of the 343rd’s fourteen pilots on this mission are listed below, following the sequence of names as listed in the squadron history. This is apparently based on rank, and would almost certainly not represent the organization of the squadron’s four flights. (For example, 2 Lt. James W. Gilbride was wingman to Capt. Rufus C. Franklin, but these mens’ names aren’t adjacent in the list.)
Pilots Participating in Mission – 343rd Fighter Squadron
Malmstedt, Roland M., Capt. (Led Squadron) (Killed in flying accident in P-38H 42-67076 on 12/2/43) Franklin, Rufus C., Jr., Capt. Giller, Edward B., Capt. (To Lt. Col. 4/29/45) Ryan, Eugene E., Capt. (To Major) Hoeper, Paul E., 1 Lt. (To Major) Barnett, John, 1 Lt. (KIA 1/5/44) Bauer, Harold M., 2 Lt. (To 1 Lt.) Birtciel, Frank E., 2 Lt. (To Capt. 12/44) De Young, Arthur A., 2 Lt. (To Capt.) Fluty, Joseph M., 2 Lt. (To 1 Lt.) (Killed 3/8/44 in P-38J 42-67751) Gilbride, James W., 2 Lt. (To 1 Lt.) (KIA on this mission … see below) Stanton, Richard C., 2 Lt. (To Capt.) Stephenson, Franklin A., 2 Lt. (To Capt.) Brown, Robert D., 2 Lt. (To Capt.)
And, ten “spares” from the 77th Fighter Squadron of the 20th Fighter Group
The IDPF (Individual Deceased Personnel File) for 2 Lt. Lieutenant Albert A. Albino includes correspondence by Gerrie J. Zwanenburg (of the Royal Netherlands Air Force) from March of 1978, pertaining to the discovery and identification of Lt. Albino’s remains. This communication notes that ten pilots of the 77th Fighter Squadron accompanied the 55th Fighter Group on this mission, “to gain operational experience.” Though the mens’ names are not listed in Zwanenburg’s communication, the identities of two are definitely known, because one of these pilots – John Hascall; see below – was missing that day, and thus his loss was recorded in a MACR.
Frakes, Robert D., 2 Lt., 0-746075
Hascall, John S., 2 Lt., 0-746103
Those Who Did Not Return 20th Fighter Group, 77th Fighter Squadron
2 Lt. Albert Anthony Albino, P-38H 42-67051, “Spirit of Aberdeen“, MACR 1428 2 Lt. James Michael Garvin, P-38H 42-67046, MACR 1427 Major Milton Joel, P-38H 42-67020, “CG * A“, “flying wolf”, MACR 1429
55th Fighter Group, 343rd Fighter Squadron
2 Lt. James William Gilbride (Bailed out – did not survive), P-38H 42-67097, MACR 1272
Those Who (Eventually) Returned
55th Fighter Group, 38th Fighter Squadron
2 Lt. John Joseph Carroll (Prisoner of War), P-38H 42-67090, “FOB Detroit“, MACR 1431
55th Fighter Group, 338th Fighter Squadron
2 Lt. Fleming William Suiter (Prisoner of War), P-38H 42-67069, MACR 1273
This section presents images from Missing Air Crew Reports for the 20th and 55th Fighter Group pilots lost on this mission. The MACRs are presented by Group and squadron, and then alphabetically by pilot’s surnames.
Detailed information about the fates of Lieutenats Albino, Carroll, Gilbride, Suiter, incomplete information about Lieutenant Garvin, and finally, speculation about what may have happened to Major Joel can be found in the post A Postwar Search: The Missing of November.
Note that the first page of every MACR for a 38th Fighter Squadron pilots bears the signature of Captain Robert W. Wood – at first the squadron’s Communications Officer and later its Executive Officer – from whom more will be heard in the upcoming post Fragments of Memory.
______________________________
2 Lt. John S. Hascall (77th Fighter Squadron, 20th Fighter Group), MACR 1424
(“Spare”, with 2 Lt. Robert D. Frakes)
Update to this post: As you can see, the above image is actually cropped fromthis photo, below,found at thePilot’s Galleryof the 20th Fighter Group website. This photo was evidently taken for publicity or group history purposes, as the Pilot’s Gallery includes an image of at least one other pilot (also garbed in flight suit and helmet; also wearing a Mae West and parachute) posed on the same P-38.
Transcript of Certificate – 2 Lt. Robert D. Frakes
On November 29, 1943, I took off for a mission as a spare with Lt. Hascall on my wing, also a spare. We had instructions to join any squadron needing a spare. After many abortions we were the last spare in the group and I fell in on the wing of the second element in the 343rd Squaron. We were about midway over the channel with a solid overcast below at 25,000 feet. I did not see the opening in the 343rd Squadron when Lt. Hascall waved me over. I do not remember whose flight he joined, if any because I did not see any other abortions. My position then was on the front starboard flight and he was flying to the rear port flight. At that time his plane was functioning perfectly.
Transcript of Certificate – 1 Lt. Francis W. Barkley, Intelligence Officer (Detached)
On 29 November 1943 due to the number of planes lost on mission none could be positively identified as Lt. Hascall. However, in compilation of interrogations by Group Intelligence it is though that Lt. Hascall may have gone down in the vicinity East of Aschendorf, Germany where the group was first bounced. Several ships were seen spinning down in this area. No definite knowledge as to identity of these but it is thought that Lt. Hascall got that far along the route as nothing points to his being lost before this.
______________________________
2 Lt. Albert Anthony Albino (38th Fighter Squadron, 55th Fighter Group), MACR 1428
This photo, taken by Sergeant Robert T. Sand, appears in Double Nickel, Double Trouble, and shows 38th Fighter Squadron ground crew members conversing with Lt. Albino (wearing Mae West and sunglasses) in front of his personal P-38 (“Spirit of Aberdeen”) as he describes a just-completed combat mission.
The map below shows what was believed to have been the location where Lieutenants Albino, Carroll, Garvin, and Major Joel were last seen: Over Germany, west of Oldenburg, and specifically west of the intersection of the Leda and Kusten Canals, at the location designated by the blue X. Scanned at the National Archives from MACR 1429, this map is included in the Missing Air Crew Report for each of these four pilots. Note that cartographic reference features primarily comprise canals and rivers, rather than cities.
Transcript of Eyewitness Account – Capt. Thomas E. Beaird, Jr.
Our flight was slightly trailing the other three flights going to the rendezvous. Our flight leader had to fall out and called to me to take over. I acknowledged and called the flight to step up the mercury as I was going to catch up. At this time Lt. Albino was 2nd in the flight, approximately 3 ship lengths behind me and approximately 4 ship lengths in front of Lt. Peters. We were in the same relative position but had closed considerably on the leading flights, when someone called, “Bogies coming down at three o’clock, get rid of your tanks”. I turned to the right dropped my tanks and looked to see if Lt. Albino and Peters had gotten rid of theirs. This was the last time I was able to locate Lt. Peters or Albino as almost immediately we were bounced from approximately 8 o’clock and the lead flights from, I think, about 1 o’clock.
After we tangled there seemed to be nothing but individual ships that joined up to make flights as best they could.
Transcript of Eyewitness Account – 2 Lt. Edward F. Peters
I was flying #2 position in a flight lead by Capt. Hancock. Capt. Hancock started a turn to the right, leaving because of engine trouble, and as we were deep in enemy territory I started with him, however, he called and said I should turn back to accompany group. I started to return but by this time I had fallen way back, out of formation and as I increased manifold pressure my left engine cut out at 24” HG. I continued trying to catch up and ahead of me about ½ a mile was Lt. Albino and ahead of him was Capt. Beaird. He, Lt. Albino, was quite a distance behind Capt. Beaird and I followed for about 4 or 5 minutes. At this time the group was bounced and the order given to drop “babies”. [i.e., “jettison drop tanks”] I looked behind and directly below saw six E/A which I called in. I looked above and behind and saw one E/A diving at me from about 7 O’clock. I broke into him and he fired at me as he passed over top. I looked for the group but as I could only see their contrails, and due to the one faulty engine, I turned and came back alone.
It is possible that the E/A which attacked me or the six below could have continued on their way and caught Lt. Albino as he was straggling.
______________________________
2 Lt. James M. Garvin – Major Joel’s wingman – (38th Fighter Squadron, 55th Fighter Group), MACR 1427
Photo of James Garvin from Double Nickel, Double Trouble
Transcript of Eyewitness Account – Capt. Rufus C. Franklin
On 29 November 1943, my wingman, Lt. J.W. Gilbride, and myself participated in an engagement in which Major Joel, C.O. of the 38th Fighter Squadron, and his wingman, Lt. Garvin, were lost and possibly this statement may shed some light on their disappearance.
The main body of the group was proceeding toward home when Major Joel was heard calling for help from far behind us. Lt. Gilbride and I turned back to help but it took several minutes for us to reach the fight. As we drew near we could see five P-38’s engaged and each had from one to three ME 109’s on its tail. Just before we went into the fight one P-38 rolled over and went down with its left engine leaving a very long and very heavy trail of black smoke and with a 109 directly behind. As my wingman and I flew into the middle of the engagement the E/A were surprised into rolling away from the ships they were attacking and we were all able to take a heading for home. At this time there were four P-38’s left besides my wingman and myself. As we started home we were followed by E/A and we tried to outrun them. One of the four P-38’s ran away from the rest and disappeared. The five of us remaining were eventually caught by the E/A and engaged again.
After we saw the one P-38 go down smoking I did not again recognize Major Joel’s voice on the radio. The five of us that were later engaged by the pursuing E/A were, Capt. Ayers, Capt. Beaird, Lt. Erickson, Lt. Gilbride, and myself. On this attack I lost one engine that had been going bad and when I recovered the only other P-38 visible in the area was piloted by Lt. Erickson. We came out together.
In view of the circumstances it is my personal opinion that the P-83 we saw shot down was piloted by Major Joel and the one that ran away from us was piloted by Lt. Garvin, who did not return.
Transcript of Eyewitness Account – Capt. Jerry H. Ayers
We were on a B-17 escort mission to Bremen, Germany, when at 14:10, just prior to our R.V. point, we were jumped by Hot Bandits.
Major Joel was leading the first section of the squadron composed of eight ships. Lt. Wyche was leading the other Flight in the lead section.
Capt. Hancock was leading the second section and I had the other flight. Due to abortive aircraft Major Joel had lost his second element also Lt. Wyche had lost his. Capt. Hancock and his wingman returned. My second element had returned and we were trying to rejoin into two four ship flights. When we were successively bounced by units from a group of about 40 enemy aircraft from one or two o’clock out of the sun. We turned right into the attack and were engaged for some time. At the time of the first break was the last time that I saw Major Joel and his wingman, Lt. Garvin, that I could recognize them.
______________________________
2 Lt. John J. Carroll (38th Fighter Squadron, 55th Fighter Group), MACR 1431
Portrait of John J. Carroll, from Double Nickel, Double Trouble
John Carroll’s POW identification photograph, from Double Nickel, Double Trouble. He spent the remainder of the war in Stalag Luft I (North Compound), at Barth, Germany.
Transcript of Eyewitness Account – 1 Lt. Wilton E. Wyche
At 14:15 we were attacked by E/A out of the sun at 3 o’clock. Major Joel, leading, with Lieut. Garvin as wingman and my position with Lt. Carroll as my wingman was about 300 yards to the right. A right turn of about 90_ was made and through this I crossed under Major Joel’s element and stopped turning on the left side of the Major’s element.
About six E/A were turning into us from 7 o’clock, and after calling Major Joel to break left, I started a left turn. After turning about 90 (degrees), I tightened my turn too much and my airplane snapped and started to spin. This was the last I saw of Lieut. Carroll or Major Joel and his wingman.
______________________________
Major Milton Joel (38th Fighter Squadron, 55th Fighter Group), MACR 1429
The eyewitness accounts pertaining to Major Joel’s loss are signed by Captains Jerry H. Ayers and Rufus C. Franklin, Jr., the latter of the 343rd Fighter Squadron.
Transcript of Eyewitness Account – Capt. Rufus C. Franklin (Identical to account concerning 2 Lt. James M. Garvin)
____________________
This is the file card bearing Major Joel’s name, from the master name index for Missing Air Crew Reports in National Archives Records Group 92.
Major Joel’s file card is entirely typical of such cards in the MACR master name index, bearing no information other than his name, serial number, and pertinent MACR number. For those men for whom MACRs were never actually filed – and there are cards for many, many such men in the master name index – the data field in the upper right corner is entirely blank or simply says “No MACR”.
____________________
On 29 November 1943, my wingman, Lt. J.W. Gilbride, and myself participated in an engagement in which Major Joel, C.O. of the 38th Fighter Squadron, and his wingman, Lt. Garvin, were lost and possibly this statement may shed some light on their disappearance.
The main body of the group was proceeding toward home when Major Joel was heard calling for help from far behind us. Lt. Gilbride and I turned back to help but it took several minutes for us to reach the fight. As we drew near we could see five P-38’s engaged and each had from one to three ME 109’s on its tail. Just before we went into the fight one P-38 rolled over and went down with its left engine leaving a very long and very heavy trail of black smoke and with a 109 directly behind. As my wingman and I flew into the middle of the engagement the E/A were surprised into rolling away from the ships they were attacking and we were all able to take a heading for home. At this time there were four P-38’s left besides my wingman and myself. As we started home we were followed by E/A and we tried to outrun them. One of the four P-38’s ran away from the rest and disappeared. The five of us remaining were eventually caught by the E/A and engaged again.
After we saw the one P-38 go down smoking I did not again recognize Major Joel’s voice on the radio. The five of us that were later engaged by the pursuing E/A were, Capt. Ayers, Capt. Beaird, Lt. Erickson, Lt. Gilbride, and myself. On this attack I lost one engine that had been going bad and when I recovered the only other P-38 visible in the area was piloted by Lt. Erickson. We came out together.
In view of the circumstances it is my personal opinion that the P-83 we saw shot down was piloted by Major Joel and the one that ran away from us was piloted by Lt. Garvin, who did not return.
Transcript of Eyewitness Account – Capt. Jerry H. Ayers (Identical to account concerning 2 Lt. James M. Garvin)
We were on a B-17 escort mission to Bremen, Germany, when at 14:10, just prior to our R.V. point we were jumped by Hot Bandits.
Major Joel was leading the first section of the Squadron composed of eight ships. Lt. Wyche was leading the other Flight in the lead section.
Capt. Hancock was leading the second section and I had the other flight. Due to abortive Aircraft Major Joel had lost his second element also Lt. Wyche had lost his. Capt. Hancock and his wing man returned. My second element had returned and we were trying to rejoin into two four ship flights. When we were successively bounced by units from a group of about 40 enemy aircraft from one or two o’clock, out of the sun. We turned right into the attack and were engaged for some time. At the time of the first break was the last time that I saw Major Joel and his wingman, Lt. Garvin, that I could recognize them.
_____________________________
2 Lt. James W. Gilbride (338th Fighter Squadron, 55th Fighter Group), MACR 1272
Photo of James Gilbride from Double Nickel, Double Trouble
Transcript of Eyewitness Account – Capt. Rufus C. Franklin
On the mission of November 29, 1943, target – Bremen, I was leading Whiteman Yellow Flight composed of Lieutenants James W. Gilbride, Harold Bauer and an unidentified spare, flying numbers 2, 3 and 4 respectively.
At approximately 1210 hours, I reported many bandits approaching from below at 3 o’clock; this was about in the target area. Colonel James had started a right turn to meet the enemy aircraft when we met about 16 enemy aircraft head-on at about 29 to 30,000 feet. The main body of the Group went into a right Lufberry Circle for approximately two complete turns. Colonel James was [not] leading the Group at or from this time, as he was having engine trouble and was below us. My second element disappeared about this time as Lieutenant Bauer was having trouble losing his belly tanks. Lieutenant Gilbride stayed with me in an excellent manner, calling in enemy aircraft calmly and doing a good job of covering. The main Group stayed in their Lufberry but I would break out momentarily from time to time to get my wing out of the sun so that I could see if another attack was imminent.
About this time, after two complete turns, the main Group started home and I, thinking that the Group Commander had resumed the lead, followed along. As we left the area there were several people calling for help from far behind. The main Group continued on away until we were at least seven miles from this fight.
Just as I had almost decided to go back and help the boys calling repeatedly, the Group started a turn and appeared to be going back but instead made a tight 360 degree turn and went away from the fight again. I could see the fight behind us as the Group made the turn and I broke out – Lt. Gilbride and I went back to help.
As we drew near we saw one P-38 go down smoking very heavily and probably on fire. We could see 4 other P-38s in a dog-fight in a small area, each with 1 to 3 ME 109s on his tail. Lt. Gilbride and I drove right into the middle of the fight and the enemy aircraft were so surprised that they pulled away from the ships they were chasing and began to climb again. The 4 P-38s we had helped started for home while Lt. Gilbride and I were making a 180 degree turn to try to go with them. One P-38 ran away from us, 2 were well in front and 1 was straggling. Five ME 109s out to one side and about a mile back were chasing us. The straggling P-38 was caught by Gilbride and I and we joined line abreast about 175 yards apart. The straggler was Lt. Erickson of the 38th Fighter Squadron.
At this point my left turbo went bad and the engine began to lose all of its oil. We tried to outrun the pursuing 109s but the other 2 38s weren’t fast enough and mine was only putting out 30 inches manifold pressure on the left engine. The enemy aircraft closed down slowly to about 800 yards behind, 700 yards to the side and 1000 feet above. Suddenly one of 109s slid away from his flight and with his superior altitude closed down to 400 yards behind me, I was middle ship of the three. Lt. Gilbride started to break back into him but I told him to sit tight as that was just what the Jerries wanted. The enemy aircraft sat within range for about a minute, not firing, and then moved over on Gilbride’s tail. I edged over toward Gilbride and the enemy aircraft changed back to my tail. The enemy aircraft made the change 4 times. I was determined not to fall for their bait and forced myself and the other two to continue straight ahead.
Finally the other 4 enemy aircraft moved up abreast of Lt. Erickson, on my left, and started into us. I called “break”, and the three of us turned into them. At this point my left engine quit, I feathered, continued my break about 100 degrees and then turned back toward home. Lt. Gilbride was behind as my engine quit but when I regained control and looked he was not there. I continued and 1 P-38 appeared behind me with 4 109s behind him. They were all closing me very rapidly, so I unfeathered the left engine, intending to use it until it caught fire. The P-38 pulled along side, pilot Erickson, and the enemy aircraft were approximately 500 yards back.
Erickson and I stayed abreast for about 2 minutes with the enemy aircraft following. I took a look around the area and when I looked back the enemy aircraft were no longer following. I eased off the left engine and Erickson and I came home. The enemy aircraft had followed us just past the Dutch coast.
Lt. Gilbride disappeared at approximately 1240 hours about 12 miles east of Keppel. The one ME 109 that had been trying to bait us had half rolled when the three of us broke into the four and it is possible that Gilbride followed him and got into trouble. The other four followed the two of us so it is impossible to say how many Lt. Gilbride became engaged with later, if such be the case. Neither Erickson nor I heard Gilbride say anything over the radio about trouble and we had maintained good radio contact until that time.
We later identified three of the four P-38 pilots who had helped us as Captain Ayers, Captain Beaird and Lieutenant Erickson, all of the 38th Fighter Squadron. The fourth man’s name has not been ascertained, nor has the name of the man who was shot down.
Transcript of Eyewitness Account – Capt. Chet A. Patterson
I was flying lead position in second flight at the time we were approximately 10 miles north of Emmen, Holland, when we met 4 head on attack of 30 plus Enemy Aircraft. I turned right to engage the enemy, and then saw four friendly aircraft behind and below, being attacked. The friendly aircraft which I identified as flown by 2nd Lt. Fleming W. Suiter, 0-713363, appeared to be shot down as he went down through the overcast. This was the last I saw of Lt. Suiter.
