PA503 George J. Dzombak

MISSION This was to be my 40th Combat Mission. Our crew consisted of Silverbach and Dzombak Pilots, Gauker Radioman, Gunner, Kitrick Engineer, Gunner, Sears Tail gunner and a Bombardier whose name I cannot recall. We were assigned to fly Stangle's aircraft (Patty Kay). It was a new Model B-26G. Stangle had installed heavy armor plate to fit the head, back, and seat of the left pilot's seat. The aircraft was preflighted by the ground crew and further checked out by the flight crew. (Patty Kay) was armed and loaded with 8-500# G.P. bombs. The mission was to destroy the extensive marshaling yard at Corbiel, south of Paris. Our position in the formation was 2nd Box, "B" flight, #3 in a 4 ship formation. Taylor was "B"f light leader, Boone in #2 slot, Silverbach in #3, and Howard in #4. We took off as scheduled and formed into our assigned positions. We departed England on course and on time. The weather over the Channel and into France was clear (CAVU). After entering the French Coast we flew through intermittent light flak, but no enemy fighters. We proceeded on course to the I.P. (the start of the fix on the target). Bomb bay doors open, and the Bombardier-using the Norden bombsight guided the aircraft via the P.D.I. (pilot direction indicator) located in the pilot instrument panel. After "Bombs Away" the bombbay doors were closed and we proceeded on our return course. The bombing was very successful. Reference HENRY BECK'S book "BRIDGE BUSTERS"; and the O.R.S. photos and extract of the official intelligence report by Captain Thatcher of the 20th P.1. Unit.

OUTWARD BOUND The flak was sporadic but closer. I suggested we leave our flak vests and helmets on until we crossed the front lines which were in the vicinity of Cabourg. Suddenly 6 close bursts and our aircraft received serious damage. The initial shock dropped my goggles in place protecting my eyes. the shattered windshield fragments penetrated my face and hands. The instrument panel was damaged, the right engine dead, and I was about to activate the RED bail out button when I noticed the left engine still functioning. Looked over to Silverbach who was frantically trying to regain control. We were dropping like a rock when suddenly two RAF fighters appeared on our wingtips, apparently to escort us down.

GUARDIAN ANGELS Having established a semblance of control, and guided by the fighters, Silverbach checked on the condition of the crew and no one else was hit. He then requested one of the crew (probably the Bombardier) to open the First Aid Kit and give me a shot of morphine. Although the kit was sealed the morphine was missing. At the same time we began to check the damage. Practically inoperative were the instrument panel, flaps, landing gear, and emergency hydraulic systems. The fighter on my side holding up 1 fingers which I took to be 150 MPH, which I kept relaying to Silverbach. He followed their lead and they escorted us down to a runway and lined us up before departing. At our rate of descent we had but one pass at the runway. The crew prepared for the crash landing. I cut all the electrical switches regardless of their condition. Our wheels must have been partly down because we tore up several hundred feet of their Marsden Matting. There was no fire.

EVACUATION The aircraft lurched to an abrupt stop. Then silence. I quickly popped the center button on my British. backpack 'chute', opened my top hatch, stood on the seat, climbed out of the cockpit onto the wing, sliding to the ground away from the aircraft. Looking around, I saw Silver and the rest of the crew standing forward and to the left side of the aircraft.

OUR AIRCRAFT The fuselage was resting amid bits of twisted steel grating that was once a fighter strip. The basic aircraft structure appeared to be intact, but the flak had caused extensive damage to the right engine, wing, fuselage, and the tail section. The partially extended landing gear may have been the reason for the torn-up steel grating.

OUR CREW Sears and Gauker started counting the larger holes and stopped at 315. Silver reentered the cockpit to remove Stangle's armor plate. I do not know if the FORM 1 was retrieved. Then I entered the pilots compartment to remove the chronometer, but it was already removed by Silver. I did however, remove a piece of flak from the middle of my flak vest. It must have come through my windshield. I saved it. As we gathered around outside the aircraft again, it would have been a good time to record the scene-but no photographs were taken. Then we missed Kitrick. A jeep appeared driven by a base Officer, and riding with him was Kitrick, with bottle of Bourbon, and wearing major's leaves on his collar (in case he was ever to be a POW).

FIGHTER BASE A-3 The Officer said we were at A-3; the third fighter base recently established in France. The Front Lines were not far away. After a cordial greeting there was some discussion about the mess we made of their landing strip. He was also not happy with the wreckage. We were taken to the tented area. We had an excellent steak dinner with Bourbon, and then assigned to cots in (entrenched) tents for the night. I do not know if any attempt was made to contact our Group. After a hearty breakfast including fresh eggs and coffee, the hospitality seemed to end. I remember watching two fighters battle, and the Allied plane lost. The pilots near me were critical of our pilot's performance. The Base, with limited facilities, offered no transportation, and we could not walk far carrying the armor plate.

TRANSPORT We walked to a nearby farm. The farmer, busy with his chores, was not inclined to stop work and provide transportation for six crew members and armor plate. It was then that we opened our individual escape kits. Each contained a silk detailed map of a section of France, our personal passport photos in civilian clothes, French money among other things. Silver used the money to buy a quantity (6 packs I estimate) of the farmer's smelly cheese (very pungent to the nose). The farmer then felt obliged to hitch up his two-wheel cart. We climbed on the back with the armor plate and proceeded to a main road. There we met up with a military truck that took us West to an Air Base near Isigny. We arrived at the base about noon.

AIR BASE-ISIGNY It was an Air Transport Command base. We reported to Operations and stated our plight. We were firmly told that all available flights from the base were booked for an undetermined time for high priority evacuations and V.I.P. No constructive help was offered and operations inferred as much as 'get lost'. No accommodations were offered and I do not remember lunch. We decided to go back out onto the field and make a tour of the aircraft in the parking areas. We hoped to find a friendly pilot bound for England, who would give us an unofficial ride back. Most aircraft parked on the nearest hardstands were transports with no flying personnel present. After much searching we made a surprising discovery. Parked by itself, on a remote hardstand was a B-26B. It also had the yellow diagonal tailstripes of our Group! Not another soul around.

B-26B WE spent time looking it over-first outside-then inside. The tires and struts looked fine. The flight controls responded properly. Kitrick made an inspection of the engines and cowlings. The wing tanks were full. A more thorough inside inspection revealed nothing suspicious. As a crew, we discussed its apparent suitability for flying. It seemed structurally sound after repeated inspections inside and out. The ensuing discussion posed a lot of questions: Would the engines start, and run properly. Was this a crash that had been recovered and repaired. Did it belong to somebody visiting the base. Were the engines capable of sustaining full power. Should we try to start the engines and take it for a test flight around the field. What kind of base legal problems would we get into. Would we be facing a host of charges from the Military Command for our unauthorized actions. Should we choose to fly, would the weather hold out. Would we be challenged while crossing the English Channel by the British Coastal Defense Network. Would our assumption be correct that BURN Airfield and Bournemouth would be easily recognized, and just North of our present location. More important would the aircraft make a safe takeoff and fly long enough at low altitude across the English Channel to get us to England. A drop in the Channel and we would be permanent MIAs.

UNAUTHORIZED FLIGHT HOME We made a decision. It was getting late afternoon. Start the engines; run it to full power; check the magnetos. If all went well we would taxi without hesitation to the runway for immediate takeoff. If all failed, at least we tried. So the props were turned over, the engines started quickly, and all were aboard. We taxied rapidly onto the field and straight to the takeoff runway, ignoring the flashing red lights from the Control Tower. We made a running start, applied full power and being lightly loaded we were quickly airborne and headed North. Flying low over the Channel, the engines heated up, but not dangerously. Soon an Island to our right could be seen, probably Isle of Wight. Shortly thereafter we spotted the coastline of Bournemouth ahead and to our left. We arrived at BURN Air Base about dusk. I think we taxied to Stangle's hardstand. Silver placed the armorplate in the hardstand. Then Colonel Allen appeared to see who brought an old B-26B onto his Squadron Area.

BACK TO THE WAR Colonel Allen was quite upset at the prospect

and not too happy to find that we were responsible. He was not concerned about our near disaster, and apparently was not aware that we were missing for the two days. We were not debriefed and as far as I know, nobody reported us missing from the mission of 13th August. I do not know if our return escapade was ever recorded, or if we were ever given combat mission flying time since we did not return with the Group. Our post return was uneventful. We reported to Squadron Operations the next day and were scheduled for the mission of 16th August. The mission was to destroy a railroad bridge at Neuvy Sur Loire. It was the Group's 100th Mission and my 41st. All returning aircraft fired flares in celebration.. A big party was planned for the Group. We were on the schedule the next day August 17th, to destroy a highway bridge at Brionne. That was mission 42 for me, and so on with the War.

THOUGHTS YEARS LATER I have no record of the tail number of that B26B that we liberated (stole) from the airfield at Isigny. Since it was from our Group at one time, what Squadron was it assigned to? Who were the crew on that mission? What was the mission they were on? What happened to cause the aircraft to be left in France? What happened to the crew? How did the aircraft end up at Isigny? Why was it airworthy? Was it overhauled? Did it belong to somebody on the base that day? How did the Control Tower handle the situation when we took off? How did Base Maintenance account for the loss of an aircraft? What happened to it at our Group?

I would like very much to meet with the two allied fighter pilots who immediately provided escort to the runway at A-3. I believe that was a prime factor in our survival. Fortunately we were positioned and lined up with the runway as we ran out of altitude. Silver expertly managed a controlled crash landing on a short fighter airstrip. Cutting all the electrical switches at landing possibly prevented a fire or explosion. I hope those two fighter pilots realize how thankful I will always be to their immediate response to our need.

It would also be interesting to meet with the Base Officer of A-3 who greeted us on our untimely arrival. Also the fighter pilots who were there with me watching the dogfight. Wonder if any of them are still alive.

I still have the piece of flak; the passport photos; and the silk map of France from my escape kit. Incidentally, the map would have been of no use as it was of another sector of France.

So much for the long winded SAGA of my day-13 August 1944.

Original Source	PIMA ID	Donor ID	Category
George J. Dzombak	NA	PA.500-	G-DA-OCR