Daily Flight Stories
Historic Wings is pleased to present our daily story celebrating what happened today in aviation history.
On Sunday, October 10, 1943 — 73 years ago in aviation history — the 8th Air Force flew a bombing raid against the city of Münster in Nazi Germany. At the time, the 8th Air Force was still fairly inexperienced, having only begun extensive bombing raids against Germany six months before. The mission to Münster, despite extensive planning, became one of the worst disasters in 8th Air Force history. Among the groups that flew that day, the 100th Bomb Group (Heavy) suffered the worst — only one bomber returned. After Münster, the 100th Bomb Group’s nickname would be forever fixed in memory as “The Bloody Hundredth”.
This is the story of the crew of that lone survivor, a B-17 Flying Fortress nicknamed, “Royal Flush” (B-17F-45-VE 42-6087 — LD-Z), flown by pilots Robert “Rosie” Rosenthal and Winifred T. “Pappy” Lewis, both of the 418th Bomb Squadron.
The Mission Plan
At the 100th Bomb Group’s base at Station 139, Thorpe Abbotts, the early morning of October 10, 1943, began with a mission briefing. In front of the assembled officers of the flight crews who were scheduled for the mission, the group’s senior officers and intelligence officers stood together. The crews sat in chairs, already dressed in their flight gear to help keep warm against the bitterly cold morning air of England that late Autumn.
At the front of the briefing room there was a map with pins and lines marked on it. These were the routes to be flown. With long pointers, the intelligence officers highlighted the target and reviewed mission ahead. Check points were placed along the route and the headings to and from the target were marked along with the times they were expected to at each. The weather was written out on a blackboard beside the map. The bombers were to fly directly toward the target, then veer slightly to the south, before turning northeast, and passing the “Initial Point” (IP) on a run in to Münster.
The brief included reconnaissance photos of the target, as well as information on the other aircraft flying that day in support of the raid. This included escorting fighters that, it was hoped, would fight off attacks by the Luftwaffe. In 1943, Germany’s air defenses were at the height of their capabilities and every mission was met by 50 to 100 fighters, sometimes even more.
The briefing officer from G2 (intelligence) gave his intelligence estimate of the expected opposition. Approximately 245 single-engine and 290 twin-engine fighter planes were expected to be defending the target. These would be a combination of single engine fighters, such as Messerschmitt Me 109s and Focke-Wulf Fw 190s, with twin-engine planes that would likely carry rockets, such as Messerschmitt Me 110s, Me 410s, and Junkers Ju-88s.
As well, a diversionary raid of B-24 Liberators was scheduled to hit another target. G2 assured the crews that this would draw off up to half of the enemy fighters. To escort the bombers, the 8th Air Force’s P-47 and P-51 groups had been tasked to trade off in relays both to and from the target. Despite all of this, “There would be losses.”
Münster was no “Milk Run”
The briefing made no effort to paint the mission as a “milk run”. Indeed, the 100th Bomb Group’s experience over the past few days had been challenging enough already. The Luftwaffe was in fine form and highly expert. Flak was expected to be intense and accurate. The flight crews listened with concern as the attack on Münster was described.
A detailed description of the target followed including the aiming point for the bombardiers. Over the previous two days, the targets had been military in nature. The mission against Münster was different — this was the first time the 8th Air Force would bomb an entirely civilian target. Ominously, the aiming point was Münster Cathedral, located in the very heart of the old city. The cathedral dated from the 14th Century, though that wasn’t told to the flight crews that morning. The crews were told that targeting the civilian population at Münster would deprive Germany of its much needed civilian railway workers that supported the Nazi war effort.
As the tail gunner of the B-17 “Royal Flush”, Sgt. Bill DeBlasio, would later relate, “It seemed reasonable at the time.”
The 8th Air Force fielded a strong force of 274 B-17 Flying Fortresses from the 3rd Bomb Division’s 13th Combat Bomb Wing (13th CBW). A total of 216 P-47 Thunderbolts were tasked to fly escort. It seemed promising and indeed, there was even a hope that the fighters would run up a good score against the German Luftwaffe, which was certain to intercept as the 13th CBW made a direct line toward the target.
At any point along the course, just one or two Fighter Groups would escort the bombers. It was hope that the large diversionary raid by the B-24 Liberators would lure away at least some of the enemy. Flak over the center center of Münster was predicted to be heavy and accurate — most losses, the planners intoned, would come there while bombing the target.
The Flight Crew of “Royal Flush”
The flight crew assigned to fly the B-17 “Royal Flush” that day consisted of the following:
New in Theatre
The 100th BG’s newest crew was that of pilots, Robert “Rosie” Rosenthal and Winifred T. “Pappy” Lewis. They were still considered inexperienced or “green”, having just come to the 100th Bomb Group as replacements for losses sustained during the group’s earlier mission against Schweinfurt. Their mission against Münster was only their third raid since arriving in England. The other two raids had been accomplished just over the previous two days — on October 8th against Bremen, and then on October 9th to Marienburg. Thus, the morning of October 10th was to be their third consecutive mission day — it was a rough start for what promised to be a dangerous tour.
At the time, informal USAAF estimates were that the average crew was expected to survive between 12 and 15 missions before getting shot down. A full tour was 25 missions — few were expected to complete a tour and return to the USA. In context, the first crew to survive a full tour of 25 mission was from the B-17 “Hell’s Angels” (#41-24577) with the 303rd Bomb Group, having achieved the nearly impossible 25th missions just five months earlier on May 13, 1943. A week later the crew of the “Memphis Belle” managed it too, and were featured in the famous film of that name. Since then, several other crews had survived 25 missions, but that was still rare. Losses were heavy, mission after mission, and the odds of surviving were worsening as the 8th Air Force began to select targets deeper and deeper into Germany.
For the crew of Lt. “Rosie” Rosenthal and Lt. “Pappy” Lewis, “Royal Flush” was not their usual plane. Their own B-17, “Rosie’s Riveters”, had sustained damage on their first mission to Bremen on October 8 and was still undergoing repair. The day before, going to Marienburg, they had also flown “Royal Flush” and had returned in good shape.
In the flight plan, “Royal Flush” was positioned farther back in the group’s formation. They had a front row seat to the carnage. Chillingly, the trailing aircraft were often the first to be shot down. As well as the danger from fighter attack, flak was expected to be deadly and accurate.
What Can Go Wrong Will
While the plan hoped that up to half of the Luftwaffe’s fighters would go after the diversionary raid by the B-24s, it didn’t work out that way. Given weather issues and other problems, the diversionary mission was apparently aborted — the records are confusing in this regard. Some records indicated that 39 B-24 may have flown, perhaps against Coesfeld, Germany, though they may have turned back early, as evidenced by the fact that they reportedly took no casualties at all. In any case, the diversion was either not flown or was so small that the Luftwaffe ignored it.
The German radar operators and air defense controllers focused exclusively on the main attack, a single bomber stream tracking directly toward Münster. The order went out to all of the fighter interceptor units to prepare for take off.
Worse yet, developing weather kept much of the scheduled fighter escort on the ground. Despite that, the 13th CBW bombers flying the main mission were not recalled. Unaware that their fighter escort would never show, the bombers flew on into Germany. In retrospect, the disaster to come was all too avoidable. The 100th BG were flying at the back of the larger 13th CBW formation. Without knowledge of the multiple failures already plaguing the mission, the bomber force began the long flight toward the Dutch coast and beyond.
The German Luftwaffe had an easy job of it. The fighter controllers concentrated everything they had on the main bomber stream. At the many interceptor bases that were situated across northwestern Germany, pilots strapped into their planes. Fuel was added to top off the tanks. Rockets were loaded under the wings. Ammunition stores for each gun were double-checked. Soon, dozens of planes were taking off. They climbed up to 20,000+ feet and began forming up for the attack.
The Luftwaffe planes were Fw 190s, Me 110s, Me 109s, Me 210s, Me 410s, and Ju 88s. Many carried the Luftwaffe’s new air-to-air rockets, designed expressly for the purpose of attacking American bomber formations. Many of the single engine fighters were equipped with the new heavy cannon or machinegun pods under the wings, adding to the firepower that they could use in attacking the bombers.
Leading the 3rd Bomb Division’s 13th Combat Bomb Wing was John K. Gerhart, commanding officer of the 95th BG. As the bombers headed into Germany, they realized that the promised fighter escort was nowhere to be seen. Perhaps, they hoped, the P-47s were just running late and they would catch. Behind Gerhart’s 95th BG was the 390th BG and the 100th BG. The latter was lead by pilots Major Eagan and John Brady in the B-17 “M’lle Zig-Zag”. The 13th CBW flew in the newly developed “combat box” formation that had been designed to maximize the defensive effect of the combined firepower of the formation’s many machine guns.
Before flying over the Dutch coast, quite a few of the bombers from the three groups of the 13th CBW aborted with various engine problems and other issues. This was to be expected. This was, after all, the third straight mission day. Those planes and crews that aborted were the lucky ones. In the 100th BG, 21 bombers set out. Of those, seven aborted and turned back. This left 14 B-17s with the group to continue toward Münster. They encountered little resistance as they passed over Holland.
First Fighter Attacks
As the formation crossed into Germany, no attacks had yet come. However, as the bombers neared Münster, everything changed. At 14:53, just nine minutes from the scheduled start of the bomb run — about 25 miles from Münster — the Luftwaffe commenced its first attacks. First, a series of Me 109 and Fw 190 fighters slashed through the formation, firing their guns. The extra 20mm cannons mounted under their wins quickly took their toll on the bombers. These cannons were the most deadly types of guns in the air — a 1945 survey revealed that 6% of the bomber crew casualties were caused by 20mm shells, three times more than by enemy machine guns, which accounted for 2% of casualties. Flak was always the biggest killer, however, and the survey showed 64% of the casualties were credited there.
Immediately after the Me 109s and Fw 190s had finished their attack, a combined force of Me 110 and Me 410 Zerstoren came in. These flew toward the formation from the rear and began firing rockets. As the trailing group, the 100th took the brunt of these attacks. Almost immediately, the group’s leader, Eagan in the B-17 “M’lle Zig-Zag”, was hit. Despite the damage sustained to the center of the fuselage, Eagan didn’t pull out of the formation. Instead, he slowed his plane and began to descend. The 100th BG followed the lead plane as it began to slow and descend alongside and the formation began to fall apart.
Slowed, the 100th BG fell behind as the 13th CBW’s other two bomb groups steadily pulled ahead toward the target. Seeing one group descend out of the protective envelope of fire from the wider formation, predictably, the Luftwaffe pilots concentrated their attacks on the 13 remaining B-17s of the 100th BG.
One of the bombers that was flying with the 100th BG, piloted by Keith Harris, normally from the 390th BG, recognized the disaster to come even as it was unfolding. Pushing his throttles forward, he climbed out of the formation to join with the 95th BG as it passed overhead. Another of 100th BG’s B-17s, “Pasadena Nina”, followed as well. The remaining eleven bombers of the 100th BG faced the Luftwaffe’s attacks alone.
In the seven minutes that followed, eight of the remaining eleven aircraft of the 100th BG’s formation were lost to fighter attacks. The B-17 “Aw-R-Go” was hit and caught fire. It soldiered on for a short while before exploding in midair. In the chaos of the fighter attack, the B-17 “Sexy Suzy, Mother of Ten” collided with a damaged Me 109. It veered sharply to the side and slammed into an adjacent bomber, the B-17 “Sweater Girl”. Both went down. Moments later, the B-17 nicknamed “Stymie” was hit hard and the crew turned for home. The German fighters pounced but soon let it go as it was badly damaged and descending rapidly. The Luftwaffe kept their focus on the main formation. Flak subsequently downed the plane, though the crew were able to belly land the plane in a field.
The group leader, Eagan in the B-17 “M’lle Zig-Zag”, was finally downed by more fighter attacks. Eagan’s entire crew parachuted to safety and was taken prisoner. Finally, just three B-17s remained and on board “Royal Flush” things were desperate. A rocket from the attacking fighters had put a huge hole in the right wing and taken out two engines.
Undeterred, the last three bombers of the 100th BG turned northeast at the IP and began their bomb run. The 13th CBW formation had gone on ahead to bomb Münster. To the remaining planes of the 100th BG, these planes were little more than distant specks, racing ahead. As German flak intensified as the three passed the outer limits of Münster. Finally, the Luftwaffe’s fighters ended their air attacks and withdrew. They would orbit and await the surviving bombers after they left the target area.
After passing the IP, the rule was that bombers would have to fly straight and level at exactly 150 mph. This lasted for about two minutes and gave the bombardiers time to aim and drop their bombs. Only then would the pilots take control and turn back toward England. On paper, it meant that the bombers could be more accurate in dropping their bombs — in practice, it meant that the German flak gunners had an easy time aiming their shells.
In this attack, the larger numbers of bombers in the combined 13th CBW had shared the fire from the deadly flak gunners. Together, they dropped their bombs starting at 15:03. The last bombs hit their targets at approximately 15:15. With that, the main force of the 13th CBW turned toward home. Next came the three bombers of the 100th BG. They were heading into the target alone, which gave the German flak gunners the opportunity to concentrate their fire. There were no other targets in the skies over the city.
At once, the sky filled with puffs of black from the explosions of the flak rounds. As usual, they were shooting with extraordinary accuracy. The Luftwaffe boasted well-trained flak crews and sophisticated radar and gun direction systems. As a result, the German flak was right on the correct altitude. The shell bursts were perfectly aimed with the exact lead required to target the three bombers as they passed over the city center. Tiny bits of shrapnel cut through the fuselage and wings of “Royal Flush” from nearby explosions.
With no enemy fighters around, one of the waist gunners on “Royal Flush”, Sgt. Loren Darling, crossed the open bomb bay on the narrow catwalk to look in on the two pilots, “Rosie” Rosenthal and “Pappy” Lewis. He peered up into the cockpit from behind and looked out the windshield. He could see the other two 100th BG B-17s just above and ahead. These were the B-17s “Shackrat” and “Horny”. Suddenly, both bombers took direct hits from flak. Later, he recalled, “Just like that, they were balls of black dust. Bomb bay doors were open, ready to spill out twelve 500-pound high-explosive bombs, then Boom. Gone forever.” Each plane had carried ten men — he didn’t believe that there were any survivors from either.
All but one of the 100th BG’s B-17s had been hit and destroyed. Alone in the skies over Münster, two engines out and streaming black smoke, at 15:18, “Royal Flush” dropped its bombs and turned toward home. The armada that had once been the 100th BG was no more. The other two planes that had flown ahead from the 100th BG formation had also dropped their bombs on the target — this was Capt. Keith Harris, who was flying with the 100th BG that day in the B-17 “Stork Club” and Lt. John Justice in the B-17 “Pasadena Nina”.
“Pasadena Nina”, however, wouldn’t make it back to England. The bomber was hit by flak over Holland and spun in — two of its crew were killed, seven taken POW, and one, Lt. Justice himself, evaded captured and made it back with the help of the Dutch Resistance. He only returned to Thorpe Abbotts many months later.
As soon as Rosenthal and Lewis left Münster, they searched for other bombers of the 13th CBW, hoping to rejoin the others for mutual protection. By the time they had finished bombing the target, “Royal Flush” had fallen approximately :15 minutes behind the first bombers that had struck Münster. The closest were perhaps just four or five minutes ahead, but at the speeds they were flying, that meant that they were already between 15 and 50 miles away — well out of sight. With two engines out, they had no hope of catching up. In all directions, as Rosenthal and Lewis scanned the skies, they found no other airplanes. It was as if the skies had suddenly cleared.
In any case, rejoining with the 13th CBW would not have offered much protection. The German fighters had resumed their attacks on the formation. There were many casualties. In the 390th BG, eight aircraft were lost — nearly half the entire group as 18 of its B-17s had flown to Münster. The 95th BG had fielded 19 B-17s and, of those, five were lost to enemy fighter attacks. The rest of the 3rd BD lost an additional four planes. Most of the surviving planes suffered heavy damage.
Rosenthal and Lewis soon found themselves facing dozens of attacking Luftwaffe fighters. They were alone and an “easy target”. The Luftwaffe fighters easily spotted the lone bomber because it was trailing black smoke. Worse yet, “Royal Flush” was slowed and steadily losing altitude.
As the first fighters streaked in to finish off the wounded bomber, Rosenthal and Lewis began to pull the bomber around the sky in defensive maneuvers to throw of the attackers’ aim. Since the control surfaces were directly connected by push wires to the control yokes in the cockpit, it took the combined muscles of both men to maneuver the big B-17. The tactic worked as Germans had not expected the B-17 to suddenly bank steeply and turn away so violently. Then, as they circled around, they watched it reverse and do it again against the next attack.
The maneuvers were so severe that the waist gunners in the back of the bomber could barely hold on. Nonetheless, they tried to fire at the German fighters as they flashed past. Only the tail gunner and ball turret gunner were properly strapped in. The Germans recognized that an attack from the rear would give them the best chance of downing the lone bomber quickly. Their next attacks came in next directly from behind. The tail gunner, Sgt. Bill DeBlasio, began to fire at them with his two .50 caliber machine guns.
In a letter to “Rosie” Rosenthal written years later in 2001, Sgt. DeBlasio recounted the events of that day. He began by mentioning that it had been seven years since he had suffered his last “flashbacks” — in other words, for 49 years, the events of that day over Münster had still haunted him. The letter was the first time he would recount the mission after all those years.
He reported that the German fighter planes were coming in in lines of four abreast and were holding their fire until they were only 800 yards away. The first four to attack flew right into his guns:
“I lined up on the number two man form my left and fired three short bursts. His left wing flew off over his plane and crashed into the plane to the outside. Both went down on fire. I then switched to their inside plane on the right and fired at him. Smoke started coming from the plane and the canopy came off, the plane rolled over ejecting the pilot. I couldn’t follow his plight as I had one more plane to deal with. Just as I brought my sights to bear on him, he peeled off to his left (my right).”
The German fighters pressed in, undeterred by the first losses. After all, “Royal Flush” was a lone bomber with two engines out — a damaged straggler. Further, they could see that the plane had clearly suffered a lot of battle damage already. Finishing the job should have been easy. Their only mission was to ensure that the bomber and crew didn’t make it back to England, as then they would come and bomb again on another day.
The gunners kept up return fire as Rosenthal and Lewis threw the plane from left to right attempting to dodge the attacks. Incredibly, their flying caused much of the attackers to miss, but they were losing altitude fast since the bomber had only two engines running. Both pilots were braced so that they could hold the left rudder pedal pressed to the floor to counteract the torque from the unequal thrust. DeBlasio, however, was proving to be an ace shot — literally.
“There was a period of about 4 or 5 minutes respite then they started again. I believe we may have been about 15 thousand feet as two Ju-88’s joined the fray, with two engines out there was no way we could maintain high altitude. Again there were 4 FW 190’s, only this time they were staggered more or less one behind the other, not in a straight line as were the first bunch. This time however the two Ju-88’s were on each end of the 4 fighters making six aircraft lined up on us. For some unknown reason, I decided to try for the bigger aircraft first. I thought I noticed something hanging from the bottom of their aircraft. About that time, here come the rockets. A total of 8 rockets come at us in about 1 minute of time, all missed. It dawned on me that what I saw beneath the aircraft were their flaps. They needed to lower their flaps to give them a more stable platform for their rockets.
“I started firing at the Ju-88 on the left and soon he was on fire and sliding off on his right wing. The other aircraft had closed too within 600 yds and I just started raking my fire from left to right and back again. During this exchange two of the FW-190’s in the center crashed into each other, as I believe I hit them both at the same time. So we have a total of six planes shot down and we don’t know how many, if any, were damaged.”
Incredibly, Sgt. DeBlasio became an ace that day in a single mission. Sadly, he was one of those bomber gunners whose exploits remain relatively unrecognized. After the war, it was determined that most bomber formations vastly over-claimed the numbers of Luftwaffe aircraft shot down, often double or triple counting kills as different bombers fired on the same attackers or claimed as shot down German planes that were merely damaged and chose to break off the attack and land.
In the case of DeBlasio’s six fighters that he claimed to have shot down, none were officially recognized or verified. No other aircraft witnessed the valiant defense he put up. However, his descriptions leave little doubt as to what happened. In the attack on Münster, the 8th Air Force bomber crews claimed 105 Luftwaffe fighters shot down — German records reflected losses of just 25. Most likely, Sgt. DeBlasio accounted for six of those. In all likelihood, he made the difference and saved “Royal Flush” that day.
Finally, the last of the German planes broke off the attack and headed back to their bases, running low on fuel. Much of the Luftwaffe had concentrated on attacking the other aircraft in the 13th CBW, miles ahead. As they flew over Holland, some of the promised escort of P-47 Thunderbolts finally arrived. A brief dogfight followed against the retiring German fighters, who had hoped to avoid a dogfight with the escorts. Low on ammunition and short on fuel, the German fighters were carrying the extra load of the heavy gun kits strapped under their wings. The P-47s claimed 19 German fighters downed in exchange for perhaps one loss.
“Royal Flush” saw none of that. Somehow, the B-17 had survived, although the situation was still desperate. The bomber couldn’t hold altitude on the power remaining from the two engines, both on the left wing. Passing over Holland, they watched as light and inaccurate flak was fired at them. That too ended as they crossed the coast and headed toward England and yet, with the steady descent, Rosenthal and Lewis didn’t think they could make it back to base. They might have to ditch in the water. In the chill of October, they might not survive the cold in the water while awaiting rescue — from either side, as the Germans too patrolled the waters off Holland with their boats, hoping to pick up and imprison downed Allied airmen.
Rosenthal ordered the crew to throw out anything they could find. Fire extinguishers, ammunition, extra oxygen bottles, and other gear and machine guns were tossed through the openings at the two waist gunner positions. DeBlasio fired off his remaining ammunition to clear his two guns, knowing that the bullets added a lot of weight too. Then, he unstrapped from the tail gunner position and came forward to assist throwing out more. As much equipment as could be removed was tossed out. Hundreds of pounds lighter, the rate of descent was reduced. With this, they could make to the coast of England after all.
The damage to the plane was remarkable. In one attack, a 20mm shell from one of the attacking Me 109s or Fw 190s had ripped through the fuselage of “Royal Flush”. Both waist gunners were injured badly. The radio man, Sgt. Michael Boccuzzi, administered first aid and morphine. Both survived but had to be sent back to the USA, given the severity of their injuries.
Finally, “Royal Flush” made it back to England. They found the airfields covered in low cloud. After several turns, they located Thorpe Abbotts, which was closer to the coast and therefore less socked in. Firing emergency flares, they made an emergency landing with wheels down. The B-17 rolled to a stop and Rosenthal and Lewis shut down the engines. The crew piled out of the plane onto the mowed grass of the runway. Sgt. DeBlasio later recounted the end of the mission:
“I remember sitting on the grass and vomiting for what seemed like an eternity. I was asked to secure my guns, which I did. I do not recall whether any of us put in claims for downed aircraft, as this was superficial compared to losing the entire Group except one plane. Besides, it wouldn’t have done any good as we all knew any aircraft shot down had to be verified by at least one or two aircraft other than your own. I remember your [written to Rosenthal] going in the ambulance with John Shaffer (waist gunner).”
Sgts. Shaffer and Darling, the two waist gunners were taken to the base hospital. Both were awarded the Silver Star and the Purple Heart.
Recounting the Losses
Based on Missing Aircrew Reports, the following losses from the 100th BG were recorded with the reasons for each loss cited:
B-17F “El P’sstofo” #42-30090 — 349BS/100BG [XR-B], Pilot: Winston MacCarter — air attack took out engine #1, subsequently crashed at Haltern.
B-17F “Sexy Suzy, Mother of Ten” aka “Holy Terror” #42-30723 — 351BS/100BG [EP-D], Pilot: Bill Beddow — collision with an attacking Me 109, caught fire, and exploded from subsequent flak hits, crashed near Ostbevern.
B-17F “Sweater Girl” #42-30047 — 350BS/100BG [LN-Q], Pilot: Rich Atchison — during air attacks hit by the wreckage of a Me 109 and B-17, crashed at Schirl-Beverstrang, 4 miles east of Ostberven, near Münster.
B-17F “Aw-R-Go” #42-30725 — 359BS/100BG [LN-Z], Pilot: Charles Cruikshank — air attacks by fighters set the plane on fire, exploded and came down at Lienen, 15 miles from Münster.
B-17F “M’lle Zig-Zag” #42-30830 — 418BS/100BG [LD-U], Pilot: John Brady — aircraft attacks took out engines #1 and #3, finally crashed at Nottuln-Stevern, 12 miles west of Münster.
B-17F “Slightly Dangerous” #42-30734 — 351BS/100BG [EP-G], Pilot: Charles Thompson — shot down by an air attack, losing the right wing, aircraft exploded and crashed near Walingen, 6 miles west of Münster.
B-17F “The Gnome” aka “Invadin’ Maiden” #42-30823 — 350BS/100BG [LN-F/Y], Pilot: Charles Walts — shot down by an Fw 190 attack that took out engine #2, catching the wing on fire, and the aircraft exploded and crashed at Hohenhalte, 6 miles west of Münster.
B-17F “Horny” aka “Forever Yours II” #42-30023 — 349BS/100BG [XR-M], Pilot: Ed Stork — hit by flak, caught fire and crashed at Amelsbeuren, 3 miles south of Münster.
B-17F “Shackrat” #42-30087 — 351BS/100BG [EP-M], Pilot: Maurice Beatty — hit by flak and crashed at Vynen/Xanten, near Münster.
B-17F “Pasadena Nina” #42-3229 — 349BS/100BG [XR-A], Pilot: John Justice — after the bomb run on the flight back, flak took out engine #4, plane spun in and crashed near Barneveld, Holland
B-17F “Stymie” #42-3237 — 418BS/100BG [LD-R], Pilot: John Stephens — damaged from aircraft attacks, turned for home, hit by flak and belly landed at Holthausen.
B-17F “Lena” #42-3433 — 350BS/100BG [LN-W], Pilot: Bob Kramer — flak blew off right wing, 5 miles north of Dorsten, 25 miles SW of Münster.
On the ground at Thorpe Abbotts, the 10 man crew of “Royal Flush” was all that remained of the 140 men and 14 airplanes that had flown to Münster from the 100th BG that day. The 100th BG had suffered the ultimate blow. As well, in the previous two days, six other aircraft had also been lost — a total of 60 additional airmen. Some had survived and parachuted out and been taken prisoner.
After debriefing, the crew of “Royal Flush” went for dinner. They sat in a mostly empty dining hall. Those flight crews that had aborted were there, as were several crews from a few of the bombers from the 95th BG that had been forced to land at Thorpe Abbotts due to the bad weather at their own base. That night, the copilot, “Pappy” Lewis, walked over to the Officers Club, peered in, and found it empty. After a drink, he went back to his quarters and turned in. Three days after, the crew got sent for rest and recuperation at an elegant British manor hall, where for a short time they were feted and given the opportunity to wander the grounds and recover before returning to the 100th BG to fly more missions.
When they returned at the beginning of November, the 100th BG was full of fresh new faces. Replacements flight crews were steadily arriving from the USA with new B-17s and many questions. The crew of Rosenthal and Lewis, with its three missions, having been considered green before the Münster raid, were now the “old hands” to the new crews, who hung on their every word.
The war would go on for one and a half more years. Against all odds, both pilots, “Rosie” Rosenthal and “Pappy” Lewis, would survive their full tours. All of the men that flew with them that day made it through. Rosenthal, who had been a lawyer before the war, and his trusted copilot, “Pappy” Lewis, served together in the War Crimes Commission that prosecuted Nazi war criminals at Nuremburg after the war. Both sat in on the hearings of Hermann Goering, the once-vaunted former head of the Luftwaffe.
During their service, both earned many medals and awards. For the mission over Münster, Rosenthal was awarded the Silver Star. Both men would return and build lives and families after the war and only rarely talk of their experiences. They considered themselves to be just the lucky ones who survived. Typically of the men of the “Greatest Generation”, they never put much stake in the claims that they were heroes. As much as any other men, those who made up the crew of “Royal Flush” and “Rosie’s Riveters” were the heart and soul of the 100th Bomb Group.
From its first mission on June 25, 1943, to its final mission on April 20, 1945, the 100th BG lost 229 aircraft, in which 768 men perished (KIA and MIA). An additional 939 men bailed out and were made prisoners of war. Thus, of the 1,707 men who were lost or captured throughout the entire war, 130 were lost just from that single mission over Münster — nearly 8%.
One Final Word
In all, Münster suffered 102 air raids between 1940 and 1945, mostly night raids by the RAF’s Bomber Command, causing moderate damage, though life went on fairly normally in the city. The first daylight attack on Münster by the American bombers was this one, on October 10, 1943. Approximately 700,000 bombs were dropped on the city in both day and night bombing raids. The death toll topped 1,600, a mercifully low number only possible because the majority of the citizens in the city had been evacuated once the attacks began.
By the end of the war, 60% of all buildings in Münster were destroyed — in the old town at the city center, 90% were destroyed. All utilities were destroyed, leaving the city without water, gas or electricity. When the Allied forces overran the city in April 1945, the damage was so bad that their progress was hindered by the piles of bricks and debris that blocked most of the streets. Only 26,000 people remained.
As for the 14th C. cathedral at Münster that served as the aiming point that day, it survived the war and remains standing today. The rest of the city was reduced to rubble in subsequent bombing raids in 1944. The rebuilding of the city would take years. Today, Münster’s population has reached 300,000.