United States Army Air Corps

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United States Army Air Corps 9th US Army Air
Corps 344th Bomb Group,
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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.
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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
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344th Bomb Group
Squadron Insignia Aircraft Code
494th K9
495th Y5
496th None N3
497th 7I
General view of assembly line in Martin bomber
plant.
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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.
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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 100-pound 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.
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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
0.30-inch 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.
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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 Marauder-equipped 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 B-25 Nov 1944. 320th Bombardment
Group (Medium) Jun 19, 1942 to December 4, 1945.
441, 442, 443, and 444th BS. Assigned to 12th Air
Force
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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.
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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. OBOE-equipped 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
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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
ground-based 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 B-26 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.
12
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 B-26, 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.
13
(No Transcript)
14
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 Londons East End. The
battalions 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 worlds 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.
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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.
Construction equipment passing through Stansted
Mountfitche village.
Ninth Air Force Motor Transport base at
Stansted.
Stansted ground crews
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Stansted, Essex, England AAF Station No. 169 1943
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Stansted, Essex, England USAAF Station No. 169
Officers bicycle race .
Sad Sack takes off heavily laden
.
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IX Engineer Command Build ... Defend ...
Maintain ETO Airfields
Construction Information
Code No. Name Development Eng Av. Bn Initial Constr. Date Initial Operational Date Date of Release by USAAF Runways 9th AAF Unit(s)
169 Stansted 344th BG
A-59 Cormeilles En-Vexin 816th 6-Sep-44 15-Sep-44 8-Aug-45 1 344th BG
A-78 Florennes/ Juzaine 820th 9-Sep-44 11-Sep-44 2 344th BG
R-75 Schleissheim 825th 2-May-45 2-May-45 1 344th BG
Runway Layout
Code No. Name Runways Length Width Surface Grid Azmuth
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-10s 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 units strength was 23
aircraft, of which 15 were serviceable. FW-190s
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
88s and Bf 110s. Fw 190 Rottes operated out of
this airfield on an attachment basis from time to
time as well.
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AAF Airfield 169 -1944 Stansted/Mount Fitchet
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Normandy Invasion, June 6, 1944 SHAFE
Headquarters statement from Commanding General
Dwight D Eisenhower to the troops..
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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
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344th Bomb Group D-Day Lead CrewCherbourg
Peninsula on the beaches at Beau Guillot, La
Madeleine, and at Martin de Varreville.
Flight Crew of Lead AircraftD-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.
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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
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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.
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B-26s 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.
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Lethal Lady
494th BS Flak Hak
Gravel Gertie 494th Squadron
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Shop Worn Angel 495th Squadron Y5 J 42-95917
MACR 12344
494th BS Flak Hak
Sweet Baby 497th Squadron
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LIL LI Mar-Lene 496th Squadron
344th BG Valkyrie
Smilin' Joy 344th BG
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100 Proof
Terra Haute Tornado 344th BG
Kathy Jean II
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B-26s in Formation
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