Download 344th Bombardment Group

United States Army Air Corps
9th US Army Air Corps
344th Bomb Group,
344th Bombardment Group
Insigna
Shield: Azure, a bend nebule or, between four spears, points to base, two and two of the last,
inflamed proper. Motto: WE WIN OR DIE (Approved 9 Jan. 1943).
Constituted as 344th Bombardment Group (Medium) on 31 Aug. 1942. Activated on 8 Sept. 1942.
Equipped with B-26's and served as a replacement training unit. Moved to England, Jan.-Feb.
1944. Began operations with Ninth AF in March attack airfields, missile sites, marshalling yards,
submarine shelters, coastal defenses, and other targets in France, Belgium, and Holland.
Beginning in May, helped prepare for the Normandy invasion by striking vital bridges in France.
On D-Day 1944 attacked coastal batteries at Cherbourg; during the remainder of June, supported
the drive that resulted in the seizure of the Cotentin Peninsula. Bombed defended positions to
assist British forces in the area of Caen. Received a DUC for three-day action against the enemy,
24-26 July 1944, when the group struck troop concentrations, supply dumps, a bridge, and a
railroad viaduct to assist advancing ground forces at St. Lo. Knocked out bridges to hinder the
enemy's withdrawal through the Falaise gap, and bombed vessels and strong points at Brest,
Aug.- Sept. 1944. Attacked bridges, rail lines, fortified areas, supply dumps, and ordance depots
in Germany, Oct.-Nov. 1944.
Supported Allied forces during the Battle of the Bulge, Dec. 1944-Jan. 1945, and continued to
strike such targets as supply points, communications centers, bridges, marshalling yards, roads,
and oil storage tanks until April 1945. Made training flights and participated in air demonstrations
after the war. Moved to Germany in Sept. 1945 and, as part of United States Air Forces in Europe,
served with the army of occupation. Began training in A-26 but continued to use B-26 aircraft.
Redesignated 344th Bombardment Group (Light) in Dec. 1945. Transferred, without personnel
and equipment, to the US on 15 Feb. 1946. Inactivated on 31 March 1946.
Redesignated 126th Bombardment Group (Light). Allotted to ANG (Ill) on 24 May 1946. Extended
federal recognition on 29 June 1947. Redesignated 126th Composite Group in Nov. 1950, and
126th Bombardment Group (Light) in Feb. 1951. Ordered to active service on 1 April 1951 and
assigned to Tactical Air Command. Moved to France, Nov.-Dec. 1951 and assigned to United
States Air Forces in Europe. Used B-26's for training and maneuvers. Relieved from active duty
and transferred, without personnel and equipment, to the control of ANG (Ill), on 1 Jan. 1953.
Redesignated 126th Fighter-Bomber Group.
Squadrons
108th: 1951-1953
115th: 1951
168th: 1951-1953
180th: 1951-1953
494th: 1942-1946
497th: 1942-1945
Stations
MacDill Field, Fla., 8 Sept. 1942
Drane Field, Fla., 28 Dec. 1942
Hunter Field, Ga, 19 Dec. 1943-26 Jan. 1944
Stansted, England, 9 Feb. 1944 Station 169
Cormeilles-en-Vexin, France, 30 Sept. 1944
Florennes/Juzaine, Belgium, 5 April 1945
Schleissheim, Germany, c. 15 Sept. 1945-15 Feb. 1946
Bolling Field, DC, 15 Feb.-31 March 1946
O'Hare Intl. Part, Ill, 1 April 1951
Langley AFB Va, 25 July-19 Nov. 1951
Bordeaux AB, France, 7 Dec. 1951
Laon AB, France, c. 25 May 1952-1 Jan. 1953
Commanders
Lt. Col. Jacob J. Brogger, 10 Oct. 1942
Col. Guy L. McNeil, 2 Nov. 1942
Col. John A. Hilger, 7 Nov. 1942
Lt. Col. Vernon L. Stintzi, 20 July 1943
Maj. Robert W. Witty, c. 6 Aug. 1943
Col. Reginald F. C. Vance, 19 Sept. 1943
Col. Robert W. Witty, 7 Nov. 1944
Lt. Col. Lucius D. Clay Jr., 18 Aug. 1945-15 Feb. 1946
Col. Russell B. Daniels, 1 April 1951
Lt. Col. Carl R. Norton, 25 June 1951
Lt. Col. Max H. Mortensen, 21 July 1952
Col. Glen W. Clark, 5 Aug. 1952
Lt. Col. Max H. Mortensen, 18 Nov. 1952-c. 1 Jan. 1953
Campaigns
American Theater
Air Offensive, Europe
Normandy
Northern France
Rhineland
Ardennes-Alsace
Central Europe
Decorations
Distinguished Unit Citation: France, 24-26 July 1944
344th Bomb Group
Squadron
Insignia
Aircraft
Code
494th
K9
495th
Y5
496th
497th
None
N3
7I
General view of assembly line in Martin bomber plant.
Service of B-26 Marauder with USAAF
On February 22, 1941, the first four Martin B-26s were accepted by the
USAAF. First to use the B-26 was the 22nd Bombardment Group (Medium)
based at Langley Field, Virginia. The new B-26s replaced the Douglas B-18s
that were formerly operated by this unit. The fact that the B-26 weighed two
and one half times as much as the B-18 and had a landing speed that was 50
percent higher caused lots of problems for the 22nd BG. A series of failures of
the front wheel strut resulted in a delay in bringing the B-26 to full operational
status. Although the forward landing gear strut was strengthened in an
attempt to correct this problem, the true cause was ultimately traced to an
improper weight distribution. The manufacturer had been forced to deliver the
first few B-26s to the Army without guns, and had trimmed these planes for
delivery flights by carefully loading service tools and spare parts as ballast.
When the Army took the planes over, they removed the ballast without
replacement and the resultant forward movement of the center of gravity had
multiplied the loads on the nosewheel, causing the accidents. The installation
of the guns corrected the problem.
Pacific Theatre:
Following the Japanese attack on Pearl Harbor on December 7, 1941, the 22nd Bombardment
Group was transferred to California to fly coastal patrols in case the Japanese fleet attempted to raid
the American mainland. In February of 1942, the 22nd BG was ordered to Australia. The 22nd
Bombardment Group's Marauders were disassembled and loaded aboard ships and left San
Francisco on February 6, 1942 bound for Hawaii. The B-26s were unloaded and reassembled at
Hickam Field and then flew sea patrol duty until they were fitted with bomb bay ferry tanks and flown
to Brisbane where they were based at Amberley Field under the command of Lt. Gen. George H.
Brett. By March 22, the first flight of B-26s had arrived in Australia.
Subsequently, the 22nd BG moved northward to bases at Townsville. The B-26 first entered combat
on April 5, 1942, when the 22nd Group took off from from Townsville, refuelled at Port Moresby, and
then attacked Japanese facilities at Rabaul. Each B-26 had a 250-gallon bomb bay and carried a
2000- pound bombload.
On these missions, the B-26s took off from the mainland loaded with bombs, landed at Port Moresby
to be refueled, then taking off again for targets in New Guinea. Targets were attacked with small
formations of from two to six aircraft. The aircraft generally carried four 500-pound or twenty 100pound bombs, which they dropped from medium altitudes of 10,000 to 15,000 feet. Generally, no
fighter escort was available and the Marauders were on their own if they encountered enemy
fighters. There were two groups equipped with B-26s in this theatre, the 22nd and 38th, with two
squadrons of the 38th Bombardment Group (69th and 70th) equipped with B-26s.
In this series of attacks on Japanese-held facilities in the East Indies, the B-26s gained a reputation
for speed and ruggedness against strong opposition from Japanese Zero fighters. Attacks on Rabaul
ended on May 24, after 80 sorties had flown.
A series of unescorted raids were made on Japanese installations in the Lae area. These raids were
vigorously opposed by Zero fighters. In the 84 sorties flown against Lae between April 24 and July 4,
1942, three Marauders were lost.
Elements of the 22nd Group which had been left behind in the US were used to activate the 21st
Bombardment Group at Jackson Army Air Base in Mississippi. The 21st would eventually be moved
to MacDill Field, Florida to serve as a B-26 OTU.
The Marauder could carry an 18-inch 2000-pound torpedo slung on an external rack underneath the
fuselage. On the ground, the torpedo only cleared the ground by about four inches when taxiing. In
June, the B-26A made its debut as a torpedo bomber, being used against Japanese warships during
the Battle of Midway. Four Marauders were equipped with external torpedo racks underneath the
keel and took off on June 4, 1942 in an attempt to attack Japanese carriers. The torpedo runs began
at 800 feet altitude, the B-26s then dropping down to only ten feet above the water under heavy
attack from Japanese fighters. Two of the Marauders were lost in this action, and the other two were
heavily damaged. No hits were made on the Japanese carriers. The B-26 was much too large an
aircraft for this type of attack.
After numerous frontal attacks by enemy fighters, it was decided to fit Marauders with additional
guns in the nose. A 0.50-inch gun replaced the former 0.30-inch weapon and a pair of flexible 0.30inch guns were installed on each side of the nose bubble. However, these extra guns caused the
bombardier to bump his head for lack of space and were eventually removed.
After the Battle of Midway, it was concluded that additional forward-firing armament was needed. In
the field, several B-26s were fitted with an additional 0.50-inch machine gun mounted on each side
of the fuselage on each side of the fuselage just aft of the nosewheel well to be fired by the pilot. At
first, no streamlined pod was fitted over the gun. This extra armament was eventually introduced
on the B-26B production line.
As the Allies pushed northward in the South Pacific, temporary airfields had to be cut out of the
jungle and these runways were generally fairly short. The North American B-25 Mitchell had a
shorter takeoff run than the B-26, and it began to take over the medium bomber duties in that
theatre. Although it was admitted that the B-26 could take greater punishment, was defensively
superior, and could fly faster with a heavier bomb load, the B-25 had better short-field
characteristics, good sortie rate, and minimal maintenance requirements. In addition, the B-25 was
considerably easier to manufacture and had suffered from fewer developmental problems. At this
time, there were more B-25s available for South Pacific duty because it had been decided to send
them to the Mediterranean but not to the European theatre. Consequently, it was decided to adopt
the B-25 as the standard medium bomber for the entire Pacific theatre, and to use the B-26
exclusively in the Mediterranean and European theatres.
Three of the 22nd Bombardment Group's squadrons switched over to to the B-25 between January
and October of 1943, leaving only the 19th Squadron with the Marauder. Eventually, all medium
bomber groups in the South Pacific were equipped with the B-25. Some of the B-26 crewmembers
stayed with the B-25s when the changeovers took place, some were sent back stateside to aid in
the instruction of new B-26 crews, and some went to North Africa for another tour with B-26s. A
dwindling number of B-26s would remain in the Pacific for a few more months. The last mission
flown by B-26s in the South Pacific was on January 9, 1944.
The following Marauder groups served in the Pacific theatre with the 5th Air Force:
22nd Bombardment Group (Medium). 2nd, 19th, 33rd, and 408th BS. Used B-26s until Oct 1943
when B-25s were added. Re-equipped with B-24s in Feb 1944 and redesignated 22nd
Bombardment Group (Heavy) 38th Bombardment Group (Medium). 69th, 70th, 71st, 405th, 822nd,
and 823rd BS. Activated Jan 15, 1941 with B-18, B-25, and B-26 aircraft. Assigned to 5th AF and
equipped with B-25s.
Alaska Theatre:
The 28th Composite Group in the Alaskan Air Command of the 11th Air Force was formed in 1941
with one heavy bombardment squadron, two medium bombardment squadrons, and one fighter
squadron. The 11th Bombardment Squadron left for Elmendorf Field with 14 B-26s during January
of 1942. They carried out numerous raids against Japanese forces involved in the Aleutian
campaign. However, in early 1943, the Marauders were withdrawn from the Alaskan theatre, being
replaced by B-25s.
Mediterranean Theatre:
The first Marauder group to cross the Atlantic was the 319th, which had moved to Shipdham in
England in September of 1942. It moved to Algeria in November. It was soon joined by the 17th
Group, which had converted to Marauders from Mitchells in September of 1942. Beginning in
November of 1942, the USAAF sent three Marauder-equipped groups (the 17th, the 319th, and the
320th Bombardment Groups) to North Africa, where they were assigned to the 12th Air Force. The
319th Bomb Group was first to become operational, flying its first mission on December 30, 1942, a
flight over Tunis. The 320th Bombardment Group entered combat in April of 1943 with the 12th Air
Force.
In late December, General Doolittle had ordered the B-26 units under his command to operate at
medium altitudes (around 10,000 feet) on all but sea sweeps against enemy shipping. The 319th
was equipped with D-8 bombsights, so the few missions it did fly at medium altitudes before being
equipped with Norden bombsights were not very successful. The aircraft of the 17th Group left for
Africa equipped with the Norden, and later on the 320th would also come over with one out every
four of its planes being equipped with a Norden. The D-8 was good enough for low-altitude work,
but at medium and high altitudes the Norden was required. Generally, only the leader of each flight
carried the Norden, with the remainder dropping their bombs when the leader dropped
USAAF Marauders were particularly effective during the latter stages of the Tunisian campaign,
when their heavy armament, high speed, and long range enabled them to intercept Me 323 and Ju
52/3m transports far out over the Mediterranean, shooting them down in droves and cutting off
attempts to evacuate the defeated German forces.
As German fighter opposition declined, the Marauder crews in the Mediterranean began removing
the four package guns. Sometimes the entire installation was removed, while other removed only
the guns, leaving the pod housings intact.
In May of 1943, after the North African campaign was over, a comparison was made between B-25
and B-26 operational statistics. Even though there had been more B-26s in the theatre than B-25s,
the figures were as follows: B-25 B-26 Total Sorties Flown 2689 1587 Losses 65 80 Percentage
loss per sortie 2.4 5.00 Percentage aborts 3.0 12.0
The B-26 did not look good in comparison to the B-25, and for a third time, serious thought was
given to discontinuance of the Marauder. However, improved Marauder performance during the
Italian campaign and in the ETO saved the plane. As part of the Ninth Air Force, these Marauderequipped groups followed the Allied forces from North Africa through Sicily to Italy, Sardinia,
Corsica, and into the south of France, and eventually into Germany as the war came to an end.
The following B-26 Groups were active in the Mediterranean theatre with the 12th Air Force:
17th Bombardment Group. 34th, 37th, 95th, 432nd BS. Converted from B-25s to B-26s summer
1942. Assigned initially to 12th AF, then to 15th AF Nov 1943 and again to 12th AF Jan 1944.
319th Bombardment Group (Medium). 437th, 438th, 439th, and 440th BS. Operated with Twelfth
AF until Jan 1945, except for a brief assignment to Fifteenth, Nov 1943-Jan 1944. Converted to B25 Nov 1944.
320th Bombardment Group (Medium) Jun 19, 1942 to December 4, 1945. 441, 442, 443, and
444th BS. Assigned to 12th Air Force
European Theatre:
It was to be in the European theatre where the Marauder was to achieve its greatest success. In
the United Kingdom, the Marauder formed the basis of the medium bomber forces of the Eighth
Air Force. The first B-26s arrived in the United Kingdom in February of 1943. They were to be
used in low-level missions against German military targets on the Continent. These B-26Bs were
not equipped with the Norden bombsight, but carried instead a modified N-6 gunsight mounted in
the cockpit for the copilot to use in releasing the bombs. The first operational raid took place on
On May 14, 1943. Flying through heavy flak at altitudes of 100 to 300 feet, Marauders from the
322nd Bombardment Group dropped a group 500-pound delayed-fuse bombs on the Velsen
generating station at Ijmuiden in the Netherlands. All planes returned safely to base. However, the
delayed fuse bombs which allowed Dutch workmen to escape also gave the Germans enough
time to defuse or remove them. It is probable that the 322nd only escaped the attention of
Luftwaffe fighters because of a battle taking place elsewhere with 8th Air Force heavy bombers.
On May 17, 1943, eleven Marauders returned at low level to attack German installations at
Ijmuiden and Haarlem in the Netherlands. This time the Luftwaffe was ready, and the raid was a
disaster, with all but one aircraft (which had aborted due to an electrical failure) being shot down
by flak and fighters.
The disastrous raid at Ijmuiden proved that the B-26 was totally unsuited for low-level operations
over Europe, where enemy flak was heavy and accurate and enemy fighters were numerous and
particularly effective. After the Ijmuiden raid, low-level operations by Marauders over Europe were
discontinued, and for a fourth time thought was given to withdrawing the type from combat. In the
meantime, the B-26 equipped units stood down to retrain for attacks against strategic targets from
medium altitudes (10,000-14,000 feet) with heavy fighter escort.
In July of 1943, some consideration was given to adapting the B-26 as a escort fighter for the
Flying Fortress heavy bombers of the 8th Air Force which were at that time experiencing heavy
losses to German fighters. This suggestion was immediately dropped, since the Marauder had an
entirely different performance envelope from the Fortress and in addition had proven that it was
itself unable to survive without fighter escort in hostile European skies.
The B-26 did not return to action over Europe until July 17, 1943. This time, the B-26 was more
successful in its new role of medium-altitude bombing, and proposals to withdraw the Marauder
from combat over Europe were quietly shelved. Marauders developed tight formation flying tactics
to ensure a close pattern of bombs on the target and to protect themselves against fighter attacks.
Because of the tremendous concentration of defensive firepower that the B-26 offered, the
Luftwaffe was reluctant to press home attacks on Marauder formations. However, in the European
theatre fighter escort was absolutely essential to defend against determined German fighter
attacks. The German 88-mm antiaircraft guns were most accurate at the altitudes at which the
Marauder normally operated, and it was determined that a straight and level flight for as little as
30 seconds gave the German radar gun detectors sufficient time to track the formation and place
shots right in its midst. Consequently, evasive actions every 15 or 20 seconds was absolutely
necessary to minimize flak losses. However, once committed to the bomb run, there was no
evasive action possible and runs of 25 seconds or longer were considered quite dangerous.
Medium-altitude pinpoint bombing became routine with the Marauders of the 9th Air Force. Prior
to D-Day, typical targets were bridges, airfields, railroad marshaling yards, gun positions,
ammunition and oil storage dumps, and V-1 flying bomb sites. In November of 1943, all Eighth Air
Force B-26 groups were transferred to the re-formed Ninth Air Force. By May of 1944, the 9th Air
Force had eight B-26 groups.
The groups which prepared the way for the invasion of Normandy were the 322nd, 3234d, 344th,
386th, 387th, 391st, 394th, and 397th Bombardment Groups. The 335th and 336th Bombardment
Groups were replacement training units based back in the States until they were disbanded in May
of 1944.
A few Marauders were converted for Pathfinder missions for bad weather actions. These planes
were equipped to work with the OBOE system, which consisted of a series of ground transmission
stations which broadcasted narrow radio beams which directed the aircraft to their targets during
those times when the weather was so bad that the ground could not be seen. It was arranged that
beams from two separate stations would intersect immediately over the target. The receiver aboard
the aircraft transmitted a tone to the pilot in the form of a Morse code E if he was to the left of
course and a T when he was to the right. A steady hum was heard when he was on course. A
separate panel on the pilot's instrument panel (which was duplicated at the bombardier's position)
directed when the bombs should be dropped. The system had a CEP of only 300 feet. OBOEequipped B-26s could be distinguished by by the presence of an antenna which consisted of a
plexiglas tube sticking out of the belly just forward of the waist windows. The OBOE system was
mostly of British design and was of course highly classified. When Pathfinder Marauders were
parked on their airfields, there was always an armed guard posted, and there was a destruct
mechanism installed to prevent the system from falling into enemy hands. The system was still in
its infancy during the war, and the slightest malfunction in any portion of the equipment would
usually cause the entire mission to be scrubbed.
Soon after V-E Day, some B-26 groups were demobilized, but others moved to Germany to serve
with the occupation forces.
The following Bombardment Groups flew the B-26 Marauder with the 9th AF in the European
theatre:
322nd Bombardment Group (Medium): May 14, 1943 to April 24, 1945. 449, 450, 451, 452nd BS.
Assigned to 8th Air Force, but reassigned to 9th Air Force in Oct 1943.
323rd Bombardment Group (Medium) : July 16, 1943 to April 25, 1945. Reassigned to 9th AF Oct
1943.
344th Bombardment Group (Medium): March 6, 1944 to April 25, 1945. 494th, 495th, 496th, and
497th BS. Served with 9th Air Force.
386th Bombardment Group (Medium): June 20, 1943 to May 3, 1945. 552, 553, 554 and 555th BS.
Reassigned to 9th AF Oct 1943.
387th Bombardment Group (Medium) : June 30, 1943 to April 19, 1945. 556, 557, 558th and 559th
BS. Reassigned to 9th AF Oct 1943
391st Bombardment Group (Medium): February 15, 1944 to May 3, 1945 . 572, 573, 574, and 575
th BS. Assigned to 9th AF.
394th Bombardment Group: March 23, 1944 to April 20, 1945. 584, 585, 586 and 587th BS.
Assigned to 9th AF
397th Bombardment Group: April 20, 1944 to April 20, 1945. 596, 597, 598, and 599th BS.
Assigned to 9th AF
After the war in Europe was over, most of the Marauder-equipped units were quickly disbanded
and their planes were scrapped. In the late fall of 1945, all of some 500 Marauders operating in the
ETO were ferried to a disposal site near Landsberg, Germany where they were all scrapped. In the
fall of 1945, a gigantic aircraft disposal operation began at Walnut Ridge, Arkansas and handled
the disposal of nearly 1000 surplus USAAF Marauders In the beginning, the Reconstruction
Finance Corporation handled the disposal task, but this was later taken over by the General
Services Administration. The surplus aircraft were first offered for sale and many were bought by
France, China, and South American countries for military or airline use. The remainder were
scrapped.
A few Marauders were sold on the commercial market and were converted as executive transports.
Because of the massive scrapping effort immediately after the war, very few Marauders survive
today. I am aware of only three Marauders that are still in existence today.
Flak Bait, a B-26 serial number 41-31773 of the 449th Squadron of the 322nd Bombardment Group
was the first Allied bomber in the ETO to fly 200 combat sorties. Its nose section is now on display
at the National Air and Space Museum in Washington. The rest of the plane is presumably
somewhere in storage within the Paul Garber restoration facility at Suitland, Maryland.
B-26G-10 serial number 43-34581 was given to the French Air Force during World War 2. After the
war, it went into storage at Mont de Marsan. In 1951, it was turned over to Air France as a groundbased aircraft for use in training mechanics. In 1965, 43-34581 was donated to the US Air Force
Museum in Dayton, Ohio, where it is currently displayed painted as a 387th Bombardment Group
B-26B-50 serial number 42-95857.
On January 3, 1942, three B-26 Marauders of the 77th BS were forced to crash-land in British
Columbia while in transit to Alaska. The crewmen were all rescued, but the aircraft were forced to
remain. In 1971, an expedition was mounted to recover these planes, headed by David C. Tallichet,
president of the Military Aircraft Restoration Corporation, a subsidiary of Specialty Restaurants
Corporation. which was based in Chino, California. The three Marauders were dismantled and
flown out by helicopter. Once back in Chino, the best airframe of the three (40-1459) was restored
to flying condition, using parts scavenged from the other two. It took to the air for the first time in
July of 1992. In 1996, the plane was sold to Kermit Weeks of Kissimmee, Florida, and it now
carries the civilian registration N4297J.
B-26C-20-MO serial number 41-35071 had been delivered to the USAAF on May 24, 1943.
Following the end of the war, it was purchased from the Walnut Ridge disposal operation by a
commercial operator. It went through a succession of operators, including the Tennessee Gas
Corporation which converted it as an executive transport. In 1967, the Confederate Air Force
bought the plane and attempted to restore it to flying condition, no mean feat since no structural B26 parts were then available anywhere in the world and all B-26 engineering and production data
had been destroyed in a fire at Martin's Baltimore plant. Restoration began in 1976, but progress
was slow since most needed components had to be made by hand. The first flight did not take
place until 1984. The aircraft was named Carolyn in honor of a generous contributor, and carried
the civilian registration number N5546N. It was a popular participant in Confederate Air Force
shows. Tragically, Carolyn crashed near Midland, Texas on September 28, 1995, killing all five
people onboard.
Sources:
Famous Bombers of the Second World War, William Green, Doubleday, 1959.
The Martin Marauder B-26, Victor C. Tannehill, Boomerang Publishers, 1997.
The Martin B-26 Marauder, J. K. Havener, TAB Aero, 1988.
Me & My Gal--The Stormy Combat Romance Between a WW II Bomber Pilot and His Martin B26, Charles O'Mahony, Wings, December 1994.
The Martin B-26B and C Marauder, Ray Wagner, Aircraft in Profile, Doubleday, 1965.
Jane's American Fighting Aircraft of the 20th Century, Michael J.H. Taylor, Mallard Press.
American Combat Planes, Third Enlarged Edition, Ray Wagner, Doubleday, 1982.
1ST LT. THEODORE V. HARWOOD'S B-26 MARAUDER. By PFC Ray Harwood. 1990 . 50
Pages. Based on interviws with T.V. Harwood and subsequent research
FROM MAXWELL TO MARAUDER. The story of the training and making of a Marauder pilot and
his experiences from Maxwell Field, Alabama combat in the 456th Bombardment Squadron, 323
Bomb Group. From 1943 to 1945.
Theodore V. Harwoods letters home. Forward by Ray Harwood.
Stansted, Essex, England
AAF Station No. 169 1943
Early in 1942, an historic decision was made by the British war-time government and American
military officials to build a United States Army Air Force base on a plateau close to the village of
Stansted Mountfitchet in Essex, north-east of London.
The first American unit, the 817th Aviation Engineering Battalion, arrived at Renfrew Farm on 8th
August 1942. They were met by Mr. Grossman, the manager of the farm owned by a Jewish
community in London’s East End. The battalion’s role was to begin the conversion of the typical
English green fields into a huge military airfield. They would have been unaware, at that time,
that over fifty years later their early efforts would culminate in the establishment of the third
airport for London, with one of the world’s most state-of-the-art terminal buildings.
The 817th Battalion left Stansted in November 1942 and their work was continued by the 825th
Aviation Battalion who had arrived at the Essex site in October. The 825th completed the airfield
roads, as well as the control tower, fire station and motor transport section, before leaving in
December 1943.
Work on the runways and taxiways began in May 1943 with the arrival of the 850th Aviation
Engineering Battalion who remained at Stansted until April 1944.
By October 1943 Stansted had become the largest 9th USAAF base in East Anglia covering
3,000 acres, designated AAF Station No 169, and equipped with a main runway 6,000ft x 150ft
and two subsidiary runways, each 4,200Ft x 150ft.
In February 1944, the 344th Bombardment Group, squadrons 494,495, 496, and 497 moved in
and flew their first operational mission on 6th March 1944. In September 1944, the Group moved
to France.
Stansted also became an important maintenance base for aircraft of the 8th and 9th Air Forces
operating from bases throughout East Anglia.
Stansted, Essex, England
USAAF Station No. 169
A Stansted B-26 on a pre-invasion sortie.
Bob Hope with the United States
Special Services Show, 1944.
Ninth Air Force Motor Transport base at
Stansted.
Construction equipment passing
through Stansted Mountfitche
village.
Stansted ground crews
Stansted, Essex, England
AAF Station No. 169 1943
Stansted, Essex, England
USAAF Station No. 169
Officers “bicycle race”
.
“Sad Sack” takes off heavily laden
.
IX Engineer Command
Build ... Defend ... Maintain
ETO Airfields
Construction Information
Code
No.
Name
Development
Eng Av. Bn
Initial
Constr.
Date
Initial
Operation
al Date
169
Stansted
A-59
Cormeilles EnVexin
816th
6-Sep-44
15-Sep-44
A-78
Florennes/
Juzaine
820th
9-Sep-44
R-75
Schleissheim
825th
Date of
Release by
USAAF
9th
AAF
Unit(s)
Runways
344th
BG
1
344th
BG
11-Sep-44
2
344th
BG
2-May-45
2-May-45
1
344th
BG
Runways
Length
Width
Surface
Grid
Azmuth
8-Aug-45
Runway Layout
Code
No.
Name
169
Stansted
A-59
Cormeilles-en
Vexin
1
5413
165
Concrete
1220
A-78
Flornnes/
Juzaine
2
4343
5509
164
164
Concrete
Concrete & PSP
1640
840
R-75
Schleissheim
1
5500
162
Concrete & PSP
710
Cormeilles, France Actually Cormilles-En-Vexin, this airfield was the home of German day
fighters (specifically the Bf109G-10’s of I/GJ 2) in 1944. This field is located south of Le Havre
and east of Caen, and just north-west of Paris. On the 3rd of June 1944 this unit’s strength was
23 aircraft, of which 15 were serviceable. FW-190’s were present later in the war.
Florennes, Belgium On the 3rd of June, 1944 this airfield was home to the night-fighters of
I/NJG4. At that time this squadron was outfitted with 19 Ju 88’s and Bf 110’s. Fw 190 Rottes
operated out of this airfield on an attachment basis from time to time as well.
AAF Airfield 169 -1944 – Stansted/Mount Fitchet
Normandy Invasion, June 6, 1944
SHAFE Headquarters statement from Commanding General Dwight D Eisenhower to the troops..
344th Bomb Group
496th Bombardment
Squadron
Squadron Markings: N3
42-95873 Maxwell House/Good to the last drop N3-B
Capt. Jewel Maxwell
Lead Plane of Box 2 on June 6, 1944 DDay mission
344th Bomb Group D-Day Lead Crew
Cherbourg Peninsula on the beaches at Beau Guillot, La Madeleine, and at Martin de Varreville.
Flight Crew of Lead Aircraft
D-Day, 6 June 1944
Back Row left to right: Capt. James P. Parish, Lead Bombardier; Major Jens A. Norgaard, Pilot and
Formation Leader; 2nd Lt. Loris D. Gniffke, Navigator
Front Row left to right: Lt Col. Robert W. Witty, Co-Pilot and Deputy Group Commander; 1st Lt. Louis
Offenberg, Lead Navigator; S/Sgt. Kenneth Hobbs, Engineer/Gunner; S/Sgt. Jules S. Theobald, Tail
Gunner; T/Sgt. John R. Leach, Radio Operator/Gunner.
344th Bomb Group, 496th Bomb Squadron aircraft
Serial Number 42-107662 - N3 – F
Serial Number 42-95099 - N3 - B
Serial Number 42-107583 - N3 -C
Belgian civilians take a guided tour of a 344th Bomb Group B-26-F-1 in April 1945
Serial # 42-96298
Shirley Ann, a weather-beaten veteran from the 344th Bomb Group, seen over the
snow-covered French landscape during the winter of 1944-45.
B-26’s from the 344th Bomb Group over the marshalling yards at Namur,
southeast of Brussels. The unpainted aircraft have their white tail triangles
outlined in Black, while the B-26-B-50 in the foreground, Serial 42-95972,
illustrates the pattern of Olive Drab and medium Green paint scheme applied
to some late Marauders.
Rum Buggy from the 495th Squadron of the 344th Bomb Group over France.
Lethal Lady
494th BS Flak Hak
Gravel Gertie 494th Squadron
Shop Worn Angel 495th Squadron Y5 J 42-95917 MACR #12344
494th BS Flak Hak
Sweet Baby 497th Squadron
LIL LI Mar-Lene 496th Squadron
344th BG Valkyrie
Smilin' Joy 344th BG
100 Proof
Terra Haute Tornado
344th BG
Kathy Jean II
B-26’s in Formation