| Lucien Falandry |
| Internet document | Original Source | PIMA ID | Donor ID | Category |
| Richard P. Ellinger | Lucien Falandry | NA | PA 482 | OCR-DA |
| The following are OCR Scans of an account from Lucien Falandry, a FFAF Bombardier. These are thought to be reasonably accurate scans but do still contain some typical OCR typos. |
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Major (retired) Lucien FALANDRY
MEUDON - FRANCE B 26 MARAUDER Historical Society January 22, 2002 Gentlemen, I am writing to you on the advise of Jacques DEBRAS, of the former French Marauder Association, to let you have, herewith attached, my written accound of a mission tilted as follows: Memories of a Bombing Mission during which I was Wounded on March 23, 1945 (my 13th mission on Marauder B 26) 1 hope this will be of any interest to your historical society. Thanking you in anticipation Yours faithfully Major L. FALANDRY |
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Major (retired) Lucien FALANDRY MEUDON - FRANCE - MEMORIES OF A BOMBING MISSION DURING WHICH I WAS WOUNDED ON MARCH 23,1945 My 13th mission on Marauder B 26 of the French Air Force Squadron G.B.M. 2/52 o Franche-Comte |
| 2 As a preface I would like to explain what I did just prior to joining the French Air Force Squadron 2/52 'Tranche-Comte" even if this has nothing to do with the subject to be related here. After my bombardier-navigator training (class of 44/9) at Big-Spring Texas I joined NewportNews on the East coast just south of Washington D.C.. I was then cadet with the rank of sergeant. By chance, on September 24, 1945, I embarked to go to Naples on a French liner, the Athos 11 coming from the Pacific. On board, we were about thirty French Air Force men, among approximately two thousand American G.I.'s and also five to six hundred Japanese Americans joining their unit in Italy. An important group of theatre artists (U.S.O.), mainly women were also passengers. The American Japanese were all volunteers. They were called "AMERICAN SAMOURAIS". Later I teamed that they had a lot of casualties (more than 50%) In Italy and in the French Vosges (Battle of Bruyere). The ATHOS 11 joined a group of about thirty ships protected at first by U.S. battle vessels and then by a few GIBRALTAR based ROYAL NAVY aircrafts. We arrived in Naples on September 7'h- At this 'Lime Naples was partially destroyed. Some ships were laying down on the side, blocking somewhat the harbor. Consequently, in the middle of the wrecks, our landing was an exploit. We saw some young Italians diving inside the shipwrecks looking for jewels and other valuable objects on the dead bodies. There was all around a very strong odor, very difficult to identify. Furthermore, the harbor was protected against low altitude German aircraft bombers by a lot of captive balloons. It was really an American war atmosphere, with fantastic war material which was spent without any limit: the jeeps were used in the same way as soap. Then there was in the city a network of Venereal Disease Centers which were in fact medical centers to fight against venereal diseases and where it was possible to find all kids of condoms. In the city some women wearing French military clothes, were in fact part of the Moroccan troops brothel (called in French "BMC" "Bordel militaire de Campagne) could be seen walking joyfully on the streets of Naples and Pompei. Some Napolitan fathers prostituted themselves or offered their wives and sometimes even some of their children to prostitution, as was so well explained by the Italian writer, Curzio MALAPARTE in his book "La Peau". In my opinion it was a complete physical and moral dilapidation. From Naples I embarked on another ship going to ALGIERS where I was assigned to the 34 th French Wing. At BLIDA air base, not far from Algiers, I took, on october 9, 1945, a French Marauder B 26 going to Istres Air Base, in the south of France. There the 34th French Wing Air Staff posted me immediately to the French Squadron GBM 2/52 "FRANCHE COMTE". By chance again, in August 1998, in a playground with my grand daughter in southern France where I was spending my vacation, I met a young father of three children, who spoke to me in English with a German accent. He told me how happy he was about the peaceful relations |
| 3 existing today between France and Germany. Then he talked of WW 11 and said how he had suffered. I asked him his age and he said he was born in 1950 but that his mother had often talked and still talked about the terrible suffering that she had endured because of the bombing in the city where she was living during the war. The city was NECKARGEMUND, south east of HEILDELBERG. The following story is about one of my bombing missions on NECKARGEMUND on March 23, 1945, during which I was wounded. Since the beginning of October 1944 1 was a member of GBM 2/52 'TRANCHE COMTE" Squadron, of the 34th French Wing. I was nominated to replace Second Lieutenant CUISINIER, who was at the end of his operational tour. My assignment to the "FRANCHE COMTE" took place the day after Colonel ROBINSON disappeared. He was a very valuable American pilot. In March of 1944 he was in charge of the operational training of the 3 Ist and 34th French Wings. This was not an easy job. These two Wings were part of the US 42 nd Bombardment Wing, of the US ARMY AIR Force (USAAF), from which they received all operational orders. These two French Wings made up the I Ith Medium Bombardment Brigade. The loss of Colonel ROBINSON2 deeply affected all crew members of the "FRANCHE COMTE" who had appreciated him very much. My first contact with the Squadron concerned his unexplained death in the Mediterranean Sea. Two French airmen were among the crew, staff sergeant Marcel BRANCHE (flight engineer) and Sergeant Henri ESSEAU (pilot). Lodging everybody on the base was a problem. No bed was available for me. I was given the cot and sleeping bag of Sergeant ESSEAU. Though this did give me the chills, I wasn't overly disturbed. 1 under the command of the I st T.A.F. (Tactical Air Force) 2 see the tribute to Colonel ROBINSON in ANNEX I |
| 4 I soon met the crew: -First lieutenant Yves BRLNAUD I ST pilot -Second lieutenant ARNIAULD co-pilot -staff sergeant Joachim SABRIA radio gunner -Sergeant BORDES engineer gunner -Sergeant Jean BERNTARDON gunner After the Italian campaign, the six French Marauder's Squadrons, based in Sardinia moved to Istres Air Base in southern France for rest. 'We took this opportunity to perform training flights in order to prepare the future hazardous missions over Germany. All the crews were apprehending these missions over enemy territory. On the morning of November I I th . the full I Ith Brigade (3 1' and 34th Wings) took off to LYONBRON airfield, filling the sky with more than 80 planes. Missions over Germany started around mid-December, but were cancelled because of adverse weather conditions. (very thick fog covering all our area over Germany) At the same time the German army under Marshall Gerd Von Rundstedt took that opportunity to attack the allied forces in Bastogne and try a counter offensive on Belgium and France. WAR MISSION 58, MARCH 23,1945 OVER GERMANY On March 23rd 7 1945 1 took off for my thirteenth mission over Germany on a B26 Marauder #738 named "Surcouf' (from a famous French corsair of Napoleonic era). In the beginning of March we had left Lyon-Bron for Saint Dizier Airfield in Eastern France from where we took off that dayMission 58 consisted of four "flights" of six planes from the 34th Wing , a total of 24 planes in formation, plus three spare planes following just behind us. After a briefing of about an hour at 8-30 A.M. with all of the first pilots and the navigator-bombardlers, during which we received all information regarding the mission, including the location of "Flack" ('Fliegerabwehrkanone'- anti- aircraft guns)- and weather conditions. Radio-gunners had a separate briefing, and they Joined us when we left our briefing room, We climbed into G.M.C. trucks where we were tightly packed, most of us on the side seats. At this time the ground crew shouted loudly to encourage us; "Go to it BOUGNATS to the coal" |
| 5 1 was a member of the small squadron ('Escadrille' in French) called "Bougnats". The G.B.M. squadron included two small "squadrons": the Bougnats and the Turcos. These names come from WWI, At that time the "Escadrilles" were linked to regional regiments. The Bougnats were linked to regiments from Auvergne, a French province producing coal, and Turcos linked to the African Regiments, Then we followed the schedule: - 10 - 15 A.M. Engine start -10:35 A.M. Take off heading east of all planes at 20 second intervals. Take off to the East was at the maximum authorised weight that day so we used all of the runway. First Lieutenant BRUNAUD realty knew how to handle the Marauder. He was an expert. He knew the exact moment to lift the plane. It was important as just a few yards from the runway was the Marne River which we flew over at very low altitude. It was better to known that, Shortly after take off I went to the bomb bay to remove the bombs safety pins,The gunners had preceded me to the back of the plane to go to their combat posts, As usual I went to see them before going to the aircraft nose. Sergeant 'Baby" BERNARDON rear gunner was seated in his very small turret under the vertical fin. Engineer-gunner Sergeant BORDES was seated , near the side windows (one on each side) with one gun for each window. This location required excellent physical condition due to the fact that it was very uncomfortable, subjected to tremendous air turbulences, and under very low temperatures, going as low as minus30 degrees Celsius, sometimes minus 40! Radio-gunner Staff Sergeant SABRIA was comfortably seated in the upper turret. This turret could turn 360' with an automatic device to avoid firing in some angles. There were six 12.7 m/m guns with rear fining capacity. Usually the German fighters conducted rear attacks but we encountered very few of them After removing the eight bomb fuse pins I went to my station in the nose, During take off I was seated and fastened to the navigator seat, just behind the pilots, on the right, near the radio operator. To reach my bombardier station in the nose was no easy matter. Judge for yourselves! First the co- pilot had to move back the swing-bars of the rudder pedals, then slide back his seat, in order to give me a small space between his feet and at last I had to reach a very narrow spot equipped with a small seat, relatively comfortable. To get more space and reduce weight, armoured plate in the back of my seat protecting the landing gear, hydraulic circuits, and the pilot instruments, had been removed on all aircrafts. For additional weight reduction oxygen circuits and air heating devices were removed. Furthermore, I was not wearing a parachute but I had instead a simple harness on which a belly parachute could be attached with two hooks, All crew members wore US infantry steel helmets and an "anti-flak" steel jacket, that made moving about in such a small space even more difficult. After take off I would put the parachute on the floor near the co-pilot's seat in view in case of an emergency in which case I would evacuate the plane by the front landing gear door. Landing gear down, of course! All other crew members wore their dorsal parachutes at all times. |
| 6 Commandant (Major) ROUGET was in command of the four flights of the 34th Wing for this mission. My "flight" number I was under the leadership of Major Gustave LAGER, commanding officer of Squadron 2/52 Franche-Comte", seated in the co-pilot station, the first pilot being First Lieutenant Henri Peychet (aircraft #l), The following were: Aircraft 9 2 AIRCRAFT N1 05 First Lieutenant GRIGAUT Aircraft # 3 AIRCRAFT N' 04 First Lieutenant BRUNAUD (my aircraft) Aircraft # 4 AIRCRAFT N' 03 Captain AVENARD Aircraft # 5 AIRCRAFT N' 07 Second Lieutenant MELINE Aircraft # 6 AIRCRAFT N' 06 Second Lieutenant QUERCY Major Pierre-Marie BIGOT, assistant commanding officer of Squadron 2/52 "Franche Comte" was at the head of Flight Number 3. We were carrying four 1000 lbs bombs, with all front fuses set to 0. 1 delay, and zero delay on all back fuses, We were to meet our fighter escort at 11:25 at an altitude of 12,000 feet vertical of the city of Colmar. Radio contact was made on Channel D, coded "Coabin". There were two objectives . I NECKARGEMUND (a railroad bridge) 2 BEETIGHEIM ( a road bridge) From St Dizier, we flew over Chaumont, Epinal, Selestat, and above Germany, Zell, Calw, Stetten, Jagstfeld. Afterwards we took the direction of the Initial Point (IP- last point before the target) called Gundelsheim. From this point we took heading 294 for the final leg to our objective: NECKARGEMUND1 that was finally selected as being most important and due to the fear weather also. When arriving on the I.P. 2 of GUNDELSHEIM we took the objective beading. Before that, our flight # I climbed to 12,000 feet. The others stayed below at intervals of 500 feet between flights. The last one, flight # 4 being at 10,500 feet. The distance to the objective was 17.5 miles. It was the last phase of the mission before bombing and showed the importance of I.P.. During the briefing we were informed that the wind would be 280' at 15 kt. We had also noticed the "Flak" locations and so we were ready to make evasive actions in order to puzzle the German radarsWe did that by altering the plane heading left, then fight, but avoiding the lose of the objective and keeping the same altitude. Our aircraft was in position 3, that is to the left and behind the leader. In this position the second pilot was facing all the difficulties due to the fact that he had to pilot very close to the leader with a great risk of collision. This was obviously necessary in order to have a maximum concentration of bombs. Our second pilot used the term "morpionner" to describe the extreme accuracy necessary to maintain the planes so close to one another. The second pilot, second lieutenant ARNAULD was very proud of his important role just before bomb away. For this reason we named him 'Bibiche". I must add that first pilot, first lieutenant BRUNAUD, was constantly helping him in this delicate job. My aircraft was not equipped with the NORDEN BOMB SIGHT., only the leader had one. see the map in ANNEX 11 Initial Point |
| 7 The bombardier on the lead plane (aircraft # 1) of my flight was second lieutenant Eugene WATINE. He had to use the Norden just a few minutes before the Initial point in the following manner: -Norden switch "on" -Levelling the 3 axes gyro with the help of the bubble levels (two bubbles I es) -Point the Norden to the objective with the help of a photo The other planes of the flight followed instructions of the leader. -opening of bomb bay doors -adjustment of intervalmeter.etc The bombardiers of these planes, not equipped with the Norden, as was my case, had to put away the bombs away by imitation, with the use of a hand held switch, at the sight of the bomb away of the leader. First lieutenant COUN was the navigator leader of aircraft # I of Major LAGER, whose plane was at the flight head. As role was very important to and from the objective, The success of the mission depended a great deal on him. The attack of the Neckargemund railway bridge took place at around 12:15 as scheduled after a bomb run of twenty to thirty seconds. During this bomb run, the pilot leader, first lieutenant PEYCBET, was guided by Norden bomb sight order through the P,D.I (Pilot Directional Indicator), then the bomb sight switched on automatically the bombs away. This was done in accordance with the parameters set beforehand and corrected by two knobs which were easy to use. After bombs away we made a right turn as planned with a descent to 90O0-10,000 feet to increase speed and to puzzle the German radars controlling the 'Flak", all the time the aircrafts keeping their tight formation. There was very little "Flak" that day. We did see some big black spots (the visual aspect of the shrapnel) in the sky and some very close to us, which were accompanied the usual cracking and grinding noises, so unpleasant to the car, as if the fuselage and wing surfaces were crinkling. No German aircraft were seen that day around the obj ective. At our altitude ranging from 10,000 to 15,000 feet, the only Flak guns used were 88mm and 102mm caliber. The location of the guns were indicated on maps by circles with diameters corresponding to the gun range. The number and location of the guns were often known by photos provided by P 38 or P 51 photorecognition aircrafts, generally the day before the mission. The gun distribution on the ground depended on the importance of the area to be protected, For example, during the bombing of the Rhine railway bridgein Neuenburg on January 22, 1945, we had to face, according the mission planners, 400 "tubes" of 88mm and 102mm (88mrn guns which could also be used against tanks in horizontal firing and 102mm guns used only against planes). The objective was situated very close to the front (tactical bombardments) and the Flak downed three of our aircrafts that day. On March 23, 1945, my thirteenth mission, was done with little risk. Weather was fair with a blue sky and no haze at 0 on the ground. The rays of the sun were lighting my cabin. Shortly after bombs away , I took the time to eat my "K" ration (American ration consisting of concentrated foods, vitamins and a very good fruit juice) ( before take off each crew member also received a sealed "escape kit" containing everything needed to survive in enemy territory-, map, compass, money, etc.) |
| 8 Suddenly, around 1-00 P.M., a very loud noise shook my entire body. I saw a large red ball which rapidly turned black at a distance of 20 to 50 yards in front of me, exactly an the aircraft heading. My right hand at that moment was at my mouth, as I was eating. It was suddenly t) t' covered with blood. Then I felt very painful tingling on the night side of my fight leg, and knee. ZD Z:) I had the feeling of being covered with a reddish viscous liquid. It was, in fact, the hydraulic fluid mixed with my blood. I learned latter that a large shell bit, after having brushed ag nst my ,ai leg, cut the landing gear line, located just behind me. Just before the Flak burst, I was contemplating the city of OFFENBURG close to the Rhine river. I also had a nice view of STRASBOURG. Then I heard the shell blowing noise and the impact of shell bits on the plexiglas which pulled me out of my daydreaming. I had been captivated by the scenery below me. I must admit that I had had no time to be frightened or to panic. It all happened so fast. I quickly checked out my body with my hands to see if I didn't have any other injuries and everything seemed all right. Looking back I saw second pilot ARNAUD who seemed anxious about me, making signs for me to go to the rear which I did on all fours. The two pilots seemed reassured seeing that I wasn't in bad shape. First Lieutenant Yves BRUNAUD, informed Major ROUGET, who was in charge of the four flight expedition, that we were leaving the formation in a rapid descent to Saint -Dizier airfield. (Later I learned that a gunner had informed First Lieutenand Brunaud of the sudden appearance of a slight white stream of fluid behind the night wing which could be fuel leak.) Maybe it is the moment to explain the role of the major in charge of the four flight expedition. He was in contact with a the pilots by radio VHF. He had to assure that all fliahts were in their positions after take off and that no planes were missing. In the case of a missing plane he could call for a "spare". During the mission the leaders of each flight would make periodic reports of their situation. I also forgot to talk about the flight photographers. As far as I remember there was one for two flights for this mission. Their place was of course in the last flight of the group concerned, in 0 order to take photos of the result of the bombing. To do their job they had cameras attached to their right wrist. They photographed through the opening in the back of the aircraft. I was taken by jeep to Saint Dizier Hospital where they bandaged my wounded wrist. The Plexiglas bits encrusted in my skin were extracted one by one with cotton swabs soaked in alcohol and tweezers. It was painful due to the quantity of little chips. The nurses who took care of me were very kind nuns. I spent only a few hours in the hospital and I had a few days of rest. The GBM 2/52 "Franche-Comte" chief flight surgeon, First Lieutenant Jean CHANUT, gave me the following medical certificate: "Wound by a piece of shrapnel located in the upper subarticular night wrist and multiple chips of Plexiglas in the leas during the March 23, 1945 mission." We learned the day after this mission that the French troops, very soon in the morning on March 24, 1945, decided to attack on the Rhine river that they crossed after very hards combats. Our briefing, in the morning of March,23 never mentioned any kind of "Flak" on the OFFENBURG area. The Germans, being probably suspicions after having observed an important French troops concentration, some days before, were reinforced, this explaining why the "Flak" was moved on this area, and consequently none mentioned on our documents. |
| 9 Our Marauder B26 # 738 was under repair for more than three weeks. I learned then that many shrapnel bits hit the fuselage and the right wing in four or five places. A steel flight control cable had even been badly damaged. We took our #738 only on April 11, 1945 for a mission, my 0 seventeenth, to attack an ammunition depot near STRASS. That day we did not meet any resistance neither from the ground or the air. The end of the war now seemed very close, |
| 10 ANNEX I A FRIEND COLONEL ROBINSON In March 1944,Colonel Robinson was given the responsibility of welcoming the first French crews that were arriving +o- Sardinia, to recover their place in combat as soon as possible with their American comrades. He was to guide them in a work that though familiar had changed a lot during the last three Z:) years, complete their training, guide them, and let them make the most of his experience with the 319"' Group of which he was the Wing Commander Assistant. With the French 1/22 "MAROC" Squadron as with the others later, he rapidly conquered the consideration and much more than that, the friendship of all the crew members. The seniors, the "moustachus" (mustached - airmen with a lot of experience) , as we liked to call them, and the young also all agreed that the skilful and cheerful American major was a true master in military aviation, a competent pilot and a perfect tactician. Who among us had not remembered the clear-sighted advice, his kind recommendations. Remember when he said: "When you have put the bombs away, your job for the government is done. You can then think about yourself and your crew..." Who among us does not smile when he remembers his own mistakes and how the young American major would point them out with justified criticism but always with tact and cordiality. Nothing escaped from his eyes or his ears, even though at first he couldn't speak a word of French. He always found the right words to indicate errors and suggest their remedies. Usually he would take the co--pilot seat, a small book in hand, and relaxed he would read. From time to time he would check the place of each wingler and note the mistakes on the cover of his book. During a bomb run he would crawl near the bombardier to be sure that he was performing the procedures correctly. During combat it was the same, he would supervise the gathering maneuvers, the flights position, then he would look at his little book or a map; he noticed the place of each crew member during the bomb test, and when arriving over enemy territory. Indifferent to flak he would be on the look out for any errors, and evaluating the maneuvers of everyone, the bombing J I , results, the clearing action, and if the mission was a success, he would 'ubilate as much as us. In May, he was decorated with the French "croix deguerre", (war cross), well merited. He was surrounded that day by all his American and French Friends. He was also promoted Lieutenant- Colonel. A-fterwards he simply went back to work. He took care of all the crews as they came along, with the same solicitude, the same enthusiasm, the same cafe. His tireless work contributed laraely to our successes. One morning of October 1944, Z) I-D Colonel ROBIN`SON and his companions, Sergeant ESSAU, and Master Sergeant BRANCHE, took off from Istres airfield heading to Sardinia. What happened between the sky and the sea ? What rapid drama could have taken place! We will never know. |
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