WE GET OUR FEET WET
©Wally Hoffman

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 The Co-Pilot and Pilot reply OK.  They are tightly packed together within a cage of steel, glass, controls and instruments.  In front of them are three main clusters of instruments mainly flight instruments.  There are controls, switches, dials, gauges, handles, buttons, and toggles in front, to the sides between.  These are above, below, and behind the pilots.  There are more than 150 for the operation and control of the plane including the ability to salvo the bomb load.

From his station in the top turret the Flight Engineer says OK. The flight Engineer is the operations center for the airplane.  He notes all the gauges and the conditions of the engine; the transfer of fuel as only the main tank supplies the engines.  He keeps the plane flying for the pilots.   The turret is a completely independent electrically operating unit, which is the most visual point in the entire plane.  There are two caliber 50 machine guns, with hand controls for the azimuth and elevation to fire through the roof.

The Radio Operator says OK, maintains a unlimited communication link to the Group, Headquarters, and the combat wing.   There is one caliber 50 gun he can fire through the roof.

Ball Turret OK. This is the most isolated position in the plane.  The turret hangs from a single link from the bottom of the plane.  It is a hellish position, as the gunner must hunch up his body by drawing up his knees into a half ball.  Two caliber 50 machine guns are located on each side of his head.  In this round contraption sticking out of the bottom of the plane the gunner aims his body at oncoming fighters.   By working both hands and feet in coordination he is able to spin and tilt his two caliber 50 machine guns at the enemy fighters.  Because of the round shape this probably is the safest position during flak and fighter attacks, but also he is the man most unlikely to escape from a blazing B-17 from this lonely position.
 

Right Waist and Left Waist OK.  They live in a hollow shell encircled by a thin metal skin and supportive heavy metal ribs.  There are wide hatches on each side where the gunners must swing their 60-pound guns into a slipstream of about 175 miles per hour.  Many times after a running fight the floor of the waist is covered with caliber 50 casings making it almost impossible to walk.

It is here that the ability of the B-17 to absorb such terrific battle damage and still fly is apparent.  The plane can be cut and slashed almost to pieces by enemy fire and bring its crew home.  It is the brilliant interlocking of its main structural members that keeps the B-17 flying as the skin is only a surface membrane.

Tail OK.  The tailgunner reaches his position by climbing over the tail wheel and sits underneath the huge distinctive tall rudder. This is a cramped wedge at the end of the plane.  He fires his two caliber 50 machine guns from a kneeling position facing German fighters boring in with the wings and noses alive with the winking of the firing 20 millimeter cannons.

We had arrived at the Initial Point with the bomb path to the target alive with energy. It was vicious as to be almost beyond belief as we make our way in stately procession through the black puffs of flak.  Time was standing still.   The six minutes for the bomb run was like a lifetime.  Abruptly the plane lurches upwards and the familiar announcement from the Bombardier bombs Away. .

Abruptly I am awake!  There was our tour director delivering an invitation for breakfast at four to be followed by a briefing at five.  Don't these people believe in normal hours?   Collecting my thoughts remembering we have passed through the normal life expectancy figure of four missions. We were now existing on the negative end of borrowed time.

Rolling out of the sack following the usual routine of shaving and dressing in layers.  Refusing to look at the empty beds, which had become the "vision of doom".  Wonder what has the fiendish minds at 8th Air Force Headquarters dreamed up as a target bringing us again to the gates of death?  The biggest fear was how to evade getting away from the "prop wash" (air turbulence from other planes that can throw you out of the air).  There was always the persistent flak concentrated on the bomb run when the German anti-aircraft gunners were zeroing in on the formation.  All we could manage was to sit there and take it.  There were no foxholes, where we could hide.

Outside was the same usual black and foggy early morning.  As we walked into the Combat Mess there was the ever-present huge stomach knot with those eggs and bacon just staring at us.  The Waist Gunner looks up with the usual full plate and a blank look on his face.  Soon we were outside waiting for the doors to the briefing room to beckon us to today's Hell somewhere in Germany.

This was like waiting for the curtain to go up on today's melodrama of purgatory in the skies over Germany.  Who would die today in the fierce battles in the midst of the rarefied air over Germany?  There is the thought of the many friends already lost in the conflict for the control of the air space over Europe.  We were amateurs who had learned quickly a warrior's lessons in a hard and bitter school.  An Instructor once said: “A man who has to be convinced to respond before he acts is not a man of action”.  To survive we must act as we breathe.
Grimly the doors to the Briefing Room swing open.  We are checked in by the Military Police. In the Briefing Room we are surrounded with the heavy smoke haze, plus the roaring sounds of loud conversation. The body heat from fear elevates the temperature inside the room.  All the people are sitting at every angle and posture.  Some are sitting up sound asleep.   Others are engaged in animated conversations. Like waiting for the curtain to go up on today's melodrama of purgatory in the skies over Germany.  Who would die today in the fierce battles in the midst of the rarefied air over Germany?  There is the thought of the many friends lost in the conflict for the control of the air space over Europe.
 

We find our seats having seen this scenario several times like waiting for Act I of today's Play of Life?  Only a small amount of red yarn remains outside the covered map. Telling us we were scheduled for a long mission.  All too soon there is a command "A-TEN-SHUN as everyone scrambles to their feet for the parading entourage of the base executive staff, in their class A uniforms, strutting on the scene.  I think what an entrance as I notice a smirk on the ground pounder faces.  Tonight they will be counting the planes as they wait for those of us who make it back.

Suddenly the curtain rises the day’s episode with the usual chorus of Ohs and Ahs.  We all follow the red yarn from Polebrook marking the circuitous course across the North Sea, over Holland, missing Bremen, Hanover, and Magdeburg, ending at Berlin. This was the third time we had been briefed for Berlin.  Twice we waited on the flight line for three hours then had the mission scrubbed.

Nobody liked going to Berlin as this was probably the best defended target in Germany.  We were advised our little friends (P-51s) would be escorting all the way with a roving patrol.

Everyone was sitting up attentively listening to the intelligence officer describe the mission.  There was no lack of attention, as his instructions were life and death to us.  There was an instantaneous feeling of immense doom with fear spreading through the briefing room; we try not to look at one another. Who will be among the missing tonight?  How many crews will get it today?

The Intelligence Officer advises us: “The flak should be light enroute although we will pick up some in the vicinity of Hanover.  The target will be defended by about 500 88mm anti-aircraft guns.  The gun crews are very good.  We will be under controlled anti-aircraft fire from the flak for seven minutes on the IP.  This will bean invasion their capitol so the enemy fighters will be persistent and aggressive.  Fighters will try to break up the formation with large head-on attacks.  Don't panic and try to dodge. This would leave you wide open if you straggle. Always stay in the tight defensive diamond formations.  Should someone ahead of you gets knocked out of the formation, immediately move right up into his place.  The plane has either been hit and going down as it begins to straggle”.

The weather officer takes the stage telling us: “The weather was lousy.  The visibility is now down to 1/4 of a mile but assured us it would be up to one mile by take off.  It is a lot better when we can see while rolling down the 6,000-foot runway. The plane was pregnant with the hell of bombs and three thousand gallons of 100 octane flaming inferno.  The majority leaves but some wait.  They soon assemble in little groups as men slip to their knees before their chaplains-Protestant, Catholic, and Jew.  There were almost no “non believers”

We picked up our flimsies for specific instructions. Proceeded to the ready room where we donned the necessary gear to keep us warm in -60 degree temperatures and oxygen masks to keep us alive at 30,000 feet. The parachutes for an emergency trip to mother earth if the Germans were to clip our wings. Today we caught a truck with enough room for our gear.  Trying to get everything on a Jeep to take us out to the plane is a little crowded for 10 men, is this good omen?

The Crew Chief quickly briefed us on the condition of the plane then we ran the props through. While the gunners were installing their caliber 50 machine guns, gas trucks topped off our tanks with 100-octane gasoline.  It was now time for the final P-Call (Make our bladders gladder).   Everyone reviewed their check off sheets and loaded extra ammunition.  Briefing had told us we would have fighter cover from our little friends, but you never knew.  All too soon there was the green flare to start engines and we knew the mission was on.

The ground crews are still on the hardstand calling out Good Luck, hope it is a Milk Run.  They were the heart and soul that kept us flying.  They had been up for hours getting the plane ready, but in their tired eyes and oil spattered clothes there was the look of anxious men.  We were their crew, and they had given their utmost sweat and toil to their airplane.  These same men would be at the hardstand at least an hour before the mission was to return counting the planes.  There was always the excitement and relief as their plane came home.  However the ground crew would also watch the sky in vain.  They would be seen finally walking slowly back to their bunks scuffing their feet on the ground because they were sick deep inside.

As crew moves to their stations the plane abruptly becomes alive.  She sits majestically on her wheels and tail gear even though the wings are not yet grasping the air as it slides over them. The plane is interlaced with control cables, electrical, communication lines, and oxygen system.  In the air all these parts come together as a single individual like the parts of a human body.  It becomes a single, living, breathing, and flying creature.

We gun the engines and the heavy bomber moves forward off the hardstand onto the perimeter track.  We are a hulking shape in the light mist as we fall in behind a bomber with another one falling in behind us.  We are nose to tail with the brakes squealing in protest, advancing and throttling back on power progressing to the end of the runway in ungainly fashion.  There was a final squeal of brakes as we turn on a 45-degree angle to run up our engines prior to swinging on the runway for take-off (we take off in 20-second intervals).  We line up on to the runway and all four throttles are slowly advanced to the firewall.  The roar becomes a sonorous scream as we release the brakes and begin to roll.

The B-17 gathers speed like moving a big rock down a hillside as the border lights on the runway stretch off into the mist.  The airspeed indicator creeps up to 50 mph and without warning you see the runway lights starting to turn red as we approach the end of the runway.

Suddenly the rough feeling of the runway vanishes and we are in the air as the wheels come up clearing those trees at the end of the runway.  There was a thin blue smoke from the engines indicating full power. We are shortly climbing at 500 feet a minute heading for the buncher (this forms a vertical radio direction signal cone to a specific location on the ground) to form up.  There was a feeling of exhilaration sweeping over the crew having completed another hazardous and successful take off.  Instantly the intercom bursts with chatter from the crew wisecracking and telling old jokes.  At 6,500 feet we break into the dazzling bright sunlight (we used to say the only time we saw the sun was when we flew over the clouds).  We are in a spotless arena with the white clouds like cotton stretching everywhere.  We have been flung from the misty world of the earth into space that was strange and awesome.  All that exists below was a distant thing, as this is our domain in which to drift.  There exists no sense of movement or feeling of rushing through the air as we climb to 20,000 feet over the Kings Cliff Buncher to form up.

We soon find the lead ship for our group and settle in to our allotted position.  All too soon the formation turns east and heads for Europe.  Below was the English Channel and ahead there is the outline of the Zeider Zee.  As we enter Germany from Holland we are alerted there are fighters in the area.

Soon there was the familiar Bandits-Nine O'clock High from the top turret.  Once what were specks in the distant horizon move in on us, as everybody holds their breath in anticipation of an attack.   Shortly there was a sudden sigh of relief as there are the beautiful P-51s.  It wasn't long until the waist reported escorts were peeling off.  The radio operator reported another group was under attack by German fighters.  We soon saw them again weaving in and out around our formation.  We could tell they hadn't mixed it up with any fighters because they still had their drop tanks.  (We later learned 8th Air Force command had changed the tactics of the fighters.  Their primary mission was no longer flying cover for the bombers, but instead we were used as decoys. In this way the fighters could destroy the Luftwaffe reducing that menace from the skies for the overall military action in Europe).  Without warning we saw them drop their tanks and disappear as we approached the IP for our bomb run.

As we turned on the bomb run over Berlin the bomb path to the target was a continuos black forbidden path of bursting antiaircraft fire. Time never moves as the six minutes of the elapsed for the bomb run seems to go forever matching a lifetime.  Vigorously we feel the plane lurch upward and the accustomed announcement from the Bombardier "Bombs Away".  Our five tons of destruction are on their way to the target in Berlin.

 We immediately switch the controls back from the bombsight (the plane during the bomb run is controlled by the adjustments of the bombsight).  Tell the Co-Pilot it is all yours and raising your hands palm up to indicate he has the control of the plane.  It is easier for him to make such a turn from his right hand seat.  He starts the slow turn to the right away from the target.  Suddenly out of nowhere there leaps a bright flame and an astonishing release of energy.  This was immediately followed by a tremendous staggering slap of concussion.  It pulsates with a flashing of fantastic lights.  Without warning a wide tear became visible in the right wing around the number three engine.  You are terrified; your whole being is totally intimidated.   You feel as if your soul has escaped from your body.  You could see and feel the darkness closing in around you.  Everything seemed to be standing on the edge of a huge black void as the universe faded in the distance.

Time is standing still as everything is in slow motion.  The plane begins shaking and trembling from the nose to the tail.  She immediately begins a graceful slide on the right wing approaching dangerously near the adjoining fortress.  Frantically the other pilot pushes down hard on his rudder skidding out of the way with only a second to spare. Immediately grabbing the controls desperately trying to bring the plane out of the slide while bypassing other planes in the formation and trying to keep the plane flying.  With all your strength you are barely able to move the controls.  Reaching for the feathering button for number three engine you unexpectedly see the spray of brains, bones, tissue and blood splattered over the right side of the cockpit. What was left of the copilot lay pitched over the control column.  With the bile raising in your throat you soon were choking in your oxygen mask. Swallowing hard on the gushing bile there was no way you allow yourself to give in. The plane must be kept the flying.  Soon the Navigator was on the flight deck trying to move the copilot slumped over the control column.   With all that dead weight on the control column it was impossible to hold the plane for very long.  Soon we were behind and below the formation-losing altitude at about 500 feet a minute and in level flight.  The power to the engines was increased, but number three was windmilling, as it would not feather.  Number four was smoking and trying hard to run.  First thing was to keep this bird flying, then try to see what damage we had and who was hurt.  The Navigator pulled what was left of the copilot from the control column.  Then the trim tabs were set, but the horrendous vibrations from number three windmilling continued.   Switching the autopilot back on could see the Group above and ahead of us in the distance.  We were alone and totally exposed, like slowly running down the interstate with no clothes on.  There was a cloud cover at about 20,000 feet so we let down into the friendly clouds.

As we were descending everyone was checking in--Radio OK, Ball Turret OK, Left Waist OK, Tail OK.  Left Waist said the other Waist was hit and was checking him out.  There was no response from the Bombardier or the Top Turret.  The Navigator said the Bombardier was dead as he had taken a hit on his upper torso, which was totally shattered.  The Radio Operator checked out the Top Turret.  The Ball stayed where he was to assess the damage as far as he could see.  Radio soon tells us the Top Turret was demolished with the Engineer dead.  Waist came back and advised the Right Waist had taken a hit on the front of his flack suit. This had totally opened up the front of him, death had been instaneous.  The Radio Operator announced our oxygen system had also been damaged and we were losing oxygen.

The Ball Turret advised the area all around number three engines was shattered with the skin peeled back revealing the struts all along the wing root.  Oil was coming out of number three engine, however there was no sign of any fire.  Number four engine was smoking, but he couldn't tell where the smoke was coming from. The right wheel was dangling, with a red liquid pouring out which appeared to be hydraulic fluid.

Loosing our oxygen left us no choice but to descend to a lower altitude.  We passed through 14,000 to 12,000 feet with a sigh of relief as we removed our oxygen masks. We broke out of the clouds right after passing through 10,000 feet. Unexpectedly the vibration from number three engine stopped as the engine froze and the prop twisted off with no additional damage.

When we leveled out at 8,000 feet the number four engine gave up the ghost and quit.  This time the feathering worked.  We were unable to transfer any fuel from the right wing tanks so we leaned the mixture control on one and two engines almost to detonation. The tail Gunner without warning calls out Fighters at five o'clock high and we thought here we go.  We were well aware the Luftwaffe always looked for cripples trying to get home, as they were easy game.  In a short time the tail Gunner advised they were two p-51s our little friends.  Even with increased power the two engines were not maintaining altitude as we kept slipping lower.  It was time to jettison everything loose in the plane as it was a long way home from Berlin.  All the guns, ammunition, flak vests, including anything loose were dumped out.  We did keep our mae wests on.  The Radio Operator notified wing and the coastal stations we were limping home on two engines.  Our little friends stayed with us, then after while were replaced by a Spitfire.  If we can keep the plane flying maybe we can get to England.

We are continuing to lose altitude and it is obvious we will not have enough fuel to get to England.  Time to make some very basic decisions.   Should we bail out now at a safe altitude, or try to go as far as we can maybe ditching in the channel?  There is a chance on bailing out with probably ending up a prisoner of the Germans.

As a crew we were always were outspoken and everyone had their say.  The crew was unanimous in the decision to continue on.  The reasoning being all of us would rather take a chance on the channel than on the Germans.  We had heard many horror stories of the treatment and murder of prisoners by German civilians.  I believe, also to a man we were thinking of our dead buddies and if there is anyway possible let's get them home.  Our altitude was now 2,500 feet, and it appeared we would be on fumes when we reached the coast.   We still had our little friends keeping tabs on us and so far no enemy fighters had shown up.  Everyone checked again to see what else was loose we could throw out.  Radio advised us Group acknowledged that we were limping home on two engines and short on fuel.  They had alerted Air Sea Rescue, and in the event we ditched to give the "Mayday" call plus tying down the radio key for a fix.

Finally the coast was in sight and we were down to 600 feet with the fuel gauges on the peg for empty. We had all discussed the crash positions we would assume when ready to ditch.  The Navigator staying as Co-Pilot, and the Ball Turret Gunner acting as the Engineer remaining on the flight deck.  Radio, Waist, and Tail would assume a crash position sitting in the radio room with their backs to the door.

We had all agreed we would get as far as we could then try to land in a trough.  The seas appeared quite calm although there was a swell running like the ocean at home.  All too soon the red warning lights came on, then the fuel pressure dropped. The crew was warned and Radio began his "Mayday" call, followed by tying down the radio key.  We turned into the trough and dropped our air speed to about 90.  We began the flair to kill the lift plus getting the tail down so we didn't submarine when the engines quit

Without warning we hit the water with a giant belly flop.  We pulled the release for the window.  The Ball Turret Gunner pulled the release for the life raft as the three of us scrambled out on the wing.  The life raft inflated from the CO2 cylinders, but soon started to crumple from the holes in it.  The other three scrambling out of the hatch from the radio room joined us.  We all pulled the CO2 releases on our May Wests this time in earnest.  Perceptibly the nose and wing was sinking, so there was nothing left but to get into the water. I can still remember the bitter frigid temperature of that water. I thought the Puget Sound was cold.  We assembled together in the water as we watched the plane disappear beneath the waves as a watery grave for the remains of our friends and comrades.

  Radio assured us Air Sea Rescue had a positive fix on our location.  The choppy water we had noticed now was three to four foot white caps.  It wasn't too long until a huge rough wave broke over us splitting us apart.  It didn't take too long for the numbing cold to begin to take its effect.  You kept beating the water to keep the circulation going, but nevertheless could feel a total numbing sensation.  The wind was bitter and you could feel the ice actually forming on your face, but no way was this going to beat me.  You end up totally frozen to the backbone and halfway to the marrow.  There were occasional glances at the top of the waves of the other yellow patches in the sea. Were they just blobs of yellow holding a frozen body or were they alive?  As I put faces to the members of the crew it was difficult to imagine they would no longer be wisecracking and telling old jokes.  How many times had all of us said: “Crash and burn on takeoff”, or as we landed “cheated death again”.  I remembered vividly how we all came together as crew such a long time ago in Tampa, FL.  Now, there would be no more. After about 30 minutes there appeared an Air Sea Rescue boat which threw us a line.  As they pulled you aboard you were given a warm heavy woolen coat, which reached, down to your knees.  Then ushered to a small very warm cabin. With huge smiles there were the Navigator, Ball Turret Gunner, and the Radio Operator.  Air Sea Rescue spent another thirty minutes looking for the other two crewmen and talking to two spitfires circling the area.  The wind had picked up and the waves were now about six feet making further search impossible.   The Waist Gunner and Tail Gunner were now lost to us forever.

There has never been enough said of these people in Air Sea Rescue for their efforts of compassion and bravery in rescuing others and us during the air war over Europe.

After three days of getting us warmed up we were returned to our base.  They were very surprised to see us.  The reports they had indicated we had been lost in the Channel and had rolled our beds up.  My Mother had received a "Missing in Action" telegram from the War Department.

Wally Hoffman
Olympia, WA 98503