In this section I'll put any material that is not meant to build the scaffolding around the narrative, but that's interesting, relevant, and generally is worth looking at if you have any interest at all in this topic.
Memoir by Ted Wheeler, B-24 pilot with 790th For Mar. 2 1945 — Magdeburg. (Also Flown By Russell As His 15th Mission)
(Note: His story checks out. There was indeed a pilot named Wheeler in the 790th Squadron, while Russ was in the 791st, but they both flew this mission. The plane was indeed called Monster, and there was indeed a pilot named Reid. It is disturbing that this late in the war there was this much opposition to raids inside Germany—one plane was confirmed "lost" on this mission.)
Overcast weather prevails as we prepare for a mission to Magdeburg, another deep penetration into the heartland of the Reich. Our target is the Krupp tank works, and a re-visitation of the area of my first mission. Magdeburg was considered a tough target as it had a formidable system of anti-aircraft defenses. I won't say that I was very worried about this one, but I was resigned to the realization that it would not be easy.
We flew "Monster", aircraft #4440166, and carried twelve 500 lb. GP bombs. Our position was in the low loft element of the 2nd squadron.
Because of the near solid cloud cover over the target, we were briefed to bomb H2X method, which is by radar. Enemy fighters attacked the group ahead of us but did not hit us at this time.
It was a squadron of ME 109s and they used a frontal attack for openers. This was a tactic we had been briefed on, and is the ultimate game of "Chicken" or "Aerial Roulette". The enemy planes flying in line abreast (wing tip to wing tip) came in headon at the same altitude as the bomber formation.
Their closing speed is over 500 MPH and they start firing when within range. These enemy pilots know that the bombers will not waver, so they are reasonably sure they will not collide unless something goes wrong or they miscalculate.
This is a devastating and terrifying thing to experience. As they approach they roll upside down while firing, and dive under the bomber formation, break off and come back to attack from all directions.
We could not see too much of what was happening because the lead group was some distance ahead and to our right. A couple of the bombers dropped out of the formation trailing smoke.
As we approached the IP we could see flak coming up ahead of the lead squadron, and by the time all three squadrons had made the turn on to the bomb run the barrage became intense and very accurate. As our standard procedure required that we take no evasive action on this leg of our attack, we could not help but feel like the proverbial "sitting ducks". This was perhaps the most nerve wracking part of any mission. It was like the 4th of July grande finale times ten!
One ship in the 3rd squadron lost an engine and we were to find out later that of the 29 planes in our group, 14 received moderate to heavy flak damage. Amazingly no one was wounded.
With great relief we released our bomb loads at 23,000’, and still bracketed by bursting shells changed course and altitude to the rally point.
Because of the clouds being socked in over the target we were unable to observe our hits.
We were headed for home , but it wasn't over yet. As we skirted the gun positions of the Hanover/Brunswick area we were attacked by another squadron of ME 109s. This was our first direct encounter with Luftwaffe fighters. They came in behind and to the right of us so we could not see them when we first heard the alert. Now they were all around us like a pack of hornets, and appeared to be working in pairs.
They hit our third (trailing) squadron on the first pass, and one of the planes, #117 piloted by Lt. Reed, had an engine shot out. This bomber was the same one that lost an engine over the target, so now they were in serious trouble. With two engines out they could not maintain their speed to keep up with the group. They were now straggling below and behind our formation and easy prey for the German fighters.
Fortunately our own fighter escort had rejoined us after the rally point and wore now engaging the 109s in dog fights. Two Messerschmitts made a diving pass from 9 o'clock high and disappeared under us. At that instant the plexiglass window beside my head shattered and our right hand manifold pressure gauge and the left side mixture control gauge disintegrated in a split second. My #1 engine was also hit, and there were several holes along the left wing.
It was determined later that a single stray 20MM bullet had done the damage to the instrument panel, tore through the nose wheel compartment, and exited through the lower right of the nose section.
Our tail gunner reported to me an the intercom that Lt. Read's plane was going down trailing a plume of dirty smoke, but was not on fire, and still seemed to be under control. No chutes were seen. As it disappeared in the undercoat my navigator had its position as approximately 25 miles north of Osnabruck and heading toward Dummer Lake a well known check point for aircrews.
Things were happening very fast around us. One of our P-51 Mustangs was shot down and the pilot was seen to bail out.
I was being blasted by sub-zero wind coming through the shattered window when my flight engineer handed me a heavy wool face mask to put over my head. I had to remove my steel helmet. oxygen mask, and goggles to put it on, so I turned the controls over to Tom for a few minutes. The mask felt good against the icy cold and I wore it most of the way back.
As I adjusted my oxygen mask and checked the pressure gauge I could hear some excited chatter on the intercom. Some one said, "Jesus! look out to the left!” I could hardly believe my eyes, but there sitting about 40 feet off my left wing was an ME 109. As I stared in shock the German pilot lowered his flaps and landing gear and just flew right along with us.
Two P-51s had "corralled" him and his only safe way out was to slide into our formation. Our fighters could not fire at him and our gunners could not fire at him without hitting each other. For this to happen at all shows the high degree of excitement at and confusion with these encounters.
It seemed like a long time that the German plane hung there, but it was actually only a few minutes. Never again would I be this close to the enemy! Our eyes met as he looked from side to side. Everything seemed so vivid it was almost hypnotic. There was a number 8 just forward of the iron cross painted on the fuselage, and what looked like a yellow serpent on the nose.
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Drawing by Ted Wheeler
Suddenly the wheels and flaps retracted and the plane rolled upside down and disappeared below, the P-51s in pursuit. We never saw them again so do not know the outcome, but we were all rooting for the Luftwaffe pilot and hoped he got away. I thought he was not only daring to do what he did, but very clever also. |
We theorized that he may have been out of ammunition or that his guns were jammed when the American fighters closed in on him. He was a skillful pilot to say the least and I would like to have met him after the war just to congratulate him and compare notes.
From the beginning of the enemy attack this whole scenario probably lasted no more than ten minutes. The difference between life and death is measured in minutes and inches.
Letters To Crew Members
Letter to John R. Moseley, Pilot, Moseley's Marauders Crew
Montreal May 26 2002
Dear John,
Just thought I’d update you on things. I hope this letter finds you well.
Last year, Eugene Zumalt’s (Left Waist Gunner) wife Marjorie wrote me in reponse to my initial letter to her.
This is what she had to say:
"You reached the right address. I'm so sorry that I've put off writing you back for so long, please forgive me. My husband died of cancer August 24-95.
"He talked a lot about the men he was in the service with. Always hoping he'd see in the papers where they were going to have a reunion but never formed one.
"You wrote about Moseley, we kept in touch for a few years with them, and when our first daughter was born here is the card that came with her gift. I'd kept it all these years. (John, this is a tiny card that she enclosed marked "1946," and I think it's from you, but it’s signed “Raymond and Doris.Moseley.” You must have been using your middle name.)
She goes on: “Eugene was a wonderful man, good husband, father, grandfather, father, and great grandfather. I want to take time to thank you for writing me, and sending me the picture. I have the same one also" (Must be the picture of the crew.)
John, she sent me some newspaper clippings about Eugene and there are a couple of photos of him. He looks like he had a great life.
If you're interested, her address is:
Marjorie Zumalt,
19540 Old Hwy, 63 S.
Hartsburg, MO 65039-9672
My father turned 80 this April but is still in fine fettle.
The 467th Bomb Group is going to be holding a reunion in Savannah, Georgia this year and I’m thinking of going. If I go I’ll make sure and send you an account of what transpired. I’m not sure what the dates are yet, but if you want to know I’ll apprise you when I find out.
I turned up an account of what happened to the Leading Lady (one of the planes you flew.) Here are the details:
Serial Number - 42-95094 Finish - NMF
Mod. - H Last Three - 094
Lot - 25 Letter - H
Manufacture- FO Letter Symbol - Bar
Squadron - 790 Letter Symbol Location - Below
Name - LEADING LADY
Remarks - LEADING LADY was force landed Brussels.
Disposition - This ship was salvaged for parts on the continent by 5 SAD.
Monday - December 25, 1944
Pedigree - This ship also flew with the791st BS, marked in the tail slash with an H+.
Paint Job - This aircraft had a Natural Metal Finish.
Complete Reference - B-24H-25-FO (42-95094)
Combined Descriptors - This aircraft had a Natural Metal Finish. This aircraft was listed with the 790BS. LEADING LADY was force landed Brussels. This ship was salvaged for parts on the continent by 5 SAD.
This ship also flew with the791st BS, marked in the tail slash with an H+.
Before (and after) you flew it it was also piloted by Bryson, Campbell, Garner and Meyers.
Here's what the owner of a web site about the 467th said in an email:
Many thanks for the communication and permission to make use of the Moseley crew photo on the site. I certainly will add the photo in the next day or two to the 790th gallery. Incidentally your father (and the Moseley crew) flew their last mission with the 790th Squadron on Christmas Day 1944 when they were transferred to the specialist lead crew 791st squadron.
First mission with the 791st as a lead crew was 3rd Feb 45 when they were now assigned as crew#89. The crew flew a variety of B24s in both squadrons. The crew photo shows them in front of "Leading Lady" of the 790th (when the photo was taken) and they flew this particular ship on consecutive Group missions on the 18th & 24th December 44. I suspect the photo was taken after one of these two missions. The ship didn't last much longer, force landing at Brussels 30th Dec where it was salvaged a couple of days later.
John, again I hope this missive finds you and yours well. I’ll try to keep in touch.
Take care,
Letter to Marjorie Zumalt, wife of Eugene Zumalt, Left Waist Gunner
` Montreal May 26 2002
Dear Marjorie,
This time it’s I who is sorry for the lapse of time in replying, for indeed I received your letter about Eugene last October, along with your kind inclusion of clippings and the gift card from the Moseleys.
I was delayed in replying because my elder brother died of muscular dystrophy (it was not unexpected) and right after that I had my first son: life after death, if you will.
But hopefully now isn’t too late a time to reply.
I’m very glad Eugene had a good life. He had some great companions during World War II, if my father, Joe Pilarski and John Moseley are any indication, and I guess a war is a good time to have great companions.
I’ve been in touch with Joe, and although not recently, John Moseley.
Marjorie, if you have any kids around who know something about the Internet, please have them email me at nick@montrealfood.com. That way I can show you over the Internet photos and information about Eugene’s crew, his plane and his squadron. His squadron commander, Fred Holdrege, is still alive and well today, busy with activities about the 467th Bomb Group.
The 467th Bomb Group is going to be holding a reunion in Savannah, Georgia this year and I’m thinking of going. If I go and you aren’t able to come I’ll make sure and send you an account of what transpired. I’m not sure what the dates are yet, but if you want to know I’ll apprise you when I find out.
My father, who was the Radio Operator in Eugene’s crew, turned 80 this April but is still in fine fettle. He read your letter last October and he wishes you well and remembers Eugene fondly. Those must have been remarkable times for all those young boys.
Marjorie (which is also my mom’s name), I will keep your letter, the clippings you sent and the little card from the Moseleys in a safe place. And when my little son grows up, I will show them to him with pride and tell him what a brave man Eugene was to have fought to keep us all free.
Take care,
Nicholas
