Overview page taken from "The First 300 - Hell's Angels "

Early history, from formation through second winter in Molesworth.
       (Obtained mostly from the 360th BS microfilm records from Maxwell AFB)
Part 1  Introduction by Master Sergeant Lawrence J McCabe  (This part concentrates on the experiences of the ground echelons during the early years of the war.)
 

The Squadron

 The Squadron took form and a definite spirit soon after activation in much
the same manner as similarly destined organizations.  A marked balance had been
struck between the qualities of the new and older men as represented by assigned
recruits and cadres.  Inherent confusion that often attends the normal birth of
a unit was reduced to a minimum.  Personnel were placed on jobs for which they
had been trained, and in the few cases where individuals possessed no special
skill, they were detailed to types of work of their own choice so far as was
practicable.  Departments were set up and tried principles established so that
the Squadron still operates under the same policies that held from the first.
Enlisted men were happy to be in an outfit they could call their own.  This
appreciation was noted especially in the newer men's reaction and who were fresh
from the comparative rigors of boot camp and technical school.
 To which war theater they might be shipped or when such a move would occur
could only be guessed at.  The initial point of Boise had a climate that
was extreme in neither direction.  To men whose homes were distant, it was
surprising to those who knew little of Idaho that the weather there could be
comfortable through winter months.  Some frost and lower temperature readings
were experienced, enough to create problems that needed solving for efficient
winter aircraft operations.  The period at this station (Gowen Field) is
remembered as an altogether satisfactory phase.  The Squadron's base from
activation in February until the following June, two high spots were the
detached service at Muroc Lake by a number of the personnel and a four day camp
in Payette National Forest.
 One effect of the Idaho service was to clinch an opinion that the Squadron
was South Pacific bound.  It was pointed out that a gradual transition would
lead at some time through the year (1942) to a tropical theater.  The trip
seemed a certainty when the first permanent change of station was ordered and
the troop train took a route that led into southern California.  But at San
Bernardino, a swing to the east was made.  Back across the desert past the
Aalton Sea, through Yuma, Phoenix and El Paso and the men detrained at
Alamogordo.  This stop was made after dark and the usual wait made for
transportation and other factors.  Riding to the base seemed a much longer
distance than was actually covered.  At midnight, the last platoon unloaded at
their assigned barracks area.  In the light of the next morning, fuller details
showed barracks and surrounding area to consist of wooden, tarpaper covered
buildings, sand, desert vegetation and a mule and a goat.  The animals had been
left by a previous unit and were immediately adopted.  Their privileges were
numerous and they continually ambled through quarters, offices and tents.  Pets
acquired later included two baby hawks and a coatimundi which promptly
christened "The Jeep".  A favorite diversion of the men was the frenzied pursuit
of lizards to provide fresh meat for the hawks' diet.  The mule and goat
subsisted on their own finds in the desert plus whatever might be obtained at
the kitchen.  The coatimunsi's temper was consistent in that it would attack all
humans except a very few.
 A toughening process was carried on at Alamo in addition to flight and
maintenance activities.  Interest in athletics was encouraged and accelerated.
At this base where distances between quarters, dispersal areas and centers of
recreation were extensive, a great deal of exercise was gained in the process of
walking o and from these points.  Benefits derived from climate and sun had
marked effect in clearing up skin and improved general well being.  Of course,
the feeling persisted that Alamo was preliminary to service an a warm theater.
 Some hint was given a few days prior to departure of the Squadron from El
Paso when the coatimundi was ordered returned to it's owner and the reason given
that it wouldn't survive a harsh climate.
 El Paso and Biggs Field were reached by truck convoy.  After conditions
experienced at Alamo, the quarters and facilities at Biggs were regarded as
luxurious. The factor of convenience, which placed sleeping and sanitary
requirements under one roof and a constant supply of hot water on hand was
looked on by all as a break.  Here, some men were transferred to other
organizations and ground and air echelons were separated and did not meet again
until overseas.
 The recurring troop train movement had all the elements of previous
journeys excepting that stricter regulations were enforced in necessity of
security.  No mail was to be posted en route, the act of leaving the train was
forbidden, and it was noted that all stops were made well out of city and town
limits.  Some men who had not been home in a long time passed close to their
domiciles and with more suspicion than  on other occasions that the opportunity
might not be available again for some time.  Any illusions that remained of
destinations rumored to be Indiantown Gap or Richmond were dispelled when the
train pulled onto a siding at Fort Dix.
 Staging was a slightly fevered period and eased considerably by the fact
that to within a very short time of departure to the boat, free movement was
permissible and the proximity of large cities furnished diversion.  The relief
from desert training and almost certain knowledge that the Squadron would sail
soon had the effect of putting the men in a last-celebration mood.  A general
party involved practically everybody in the organization.  Aside from the items
of one tent being destroyed by fire and morning-after headaches, no damage was
done.
 Equipment was checked and necessary issues made, including arms in the
shape of sub-machine guns and rifles.  Some new personnel were assigned and
platoons formed for travel purposes.  One man contracted severe hay fever and
was transferred from the outfit.
 The few days between arrival at Dix and sailing from New York left little
time to speculate on what might be experienced during the voyage.  The Queen
Mary was boarded at 0200 hours and tugged from her berth at 1500 hours the same
day.  Enlisted men were assigned cabins and slept in them on alternate nights.
Changes were made at noon each day so that men who stayed on deck the night
before shouldered their equipment at this time and moved below, the men below
taking over the deck.  One night brought a heavy rain and everybody moved
inside.  Men slept on all available floor space and in bathtubs.
 The voyage was probably an ordinary one for the transport and her crew.
However, the rumors that were old stories to them were new and accepted as
facts by a majority of the troops.  Pastimes of gambling, reading, sleeping or
of merely watching the waves and ship's wake were the common rule.  Probably the
two figures most often quoted were those of the ship's speed in miles per hour
and the angle she could assume in a zig-zagging course of evasive action.  It
was reported that she could heel to 33 degrees off center before there would be
any danger of capsizing.  The general atmosphere was one of confidence in the
boat's capabilities and anti-aircraft fire practice was a comforting feature.
Tension was experienced on only one occasion and this during an air attack
drill.  Faces of people crowded inside salons and corridors at this time
reflected emotion of what-might-have-been.  Only one case of persistent mal de
mer was reported and it confined the largest man in the Squadron to his bunk for
the duration of the ocean trip.  The last remaining pet was lost when a box
containing the remaining hawk carried from Alamo was inadvertently tossed
overboard.
 The Queen anchored in Glasgow Harbor and a few hours later, the Squadron's
turn arrived to unload.  A tender carried the men to dockside where trains that
would carry them on the final stage of the trip were ready.  Leaving the boat
marked the end of a number of features that had been accepted as customary in
travel- such features as Pullman cars, wide roads and extreme distances.  A RAF
corporal directed platoons to their sections and an overnight journey carried
the Squadron to Thrapston and Molesworth.
 The base proved similar to Alamogordo in layout.  Sites, dispersal areas
and their complementary buildings were scattered.  "Ablutions" as they had been
at Alamo and quarters and officers were Nissen huts and rectangular buildings.
The station had been in operation long enough to acquire refinements in the
shape of post exchange, cinema and YMCA and NAAFI establishments.
 Living conditions improved as time went by.  The permanent aspect of mud
was a complication and it's adhesive quality notorious.  It was a long time
before any landscaping could be accomplished.  The persistence of a damp
atmosphere hindered efforts to beautify the site.  Coal and coke were plentiful
the first winter and some oil-burners wer rigged in a few barracks.  Though the
second winter, a much stricter economy of fuel was necessary and rationing was
rigid.  Enough heat was available even under these conditions.  A fair proof was
the smaller number of respiratory diseases prevalent in the second winter than
in the first.
 The ground echelon preceded the air crews into Molesworth by seven weeks.
Intervening time was spent by the ground men at familiarization of the base and
surrounding country.  Duties were light and a program of defense training taken
in stride.  Interest in the new country and the possibilities of seeing tangible
results of the war offset minor inconveniences.  Outstanding, and nearly the
total of these were absence of electricity for some weeks; the custom of local
establishments being open for business only a few hours each day; bicycles that
would not stay parked and Chelsea cigarettes.
*   *    *   *    *   *    *   *    *   *    *   *    *   *    *   *    *   *
*   *    *   *    *   *    *   *    *   *    *   *    *   *    *
 Reunion of the ground and air echelons marked the advent of a period that
was to see the Squadron end it's first year of operations with the mark of tops
for the groups.  This was indicated by the percentage figure of "abortives", the
Squadron having the lowest percentage.
 Combat crews arrived in the new F's they had been assigned while in the
States.  The ships were christened with a variety of names and crew individual
insignias were added as decorations.  In range of purpose and product, the
designations were interesting.  Wulfe Hound, Shak Hak, Snap Crackle Pop,
Garbage, Thumper, Beats Me, Yardbird and oOOld Soljer were the original eight.
A directive issued at one time suggested that names of states or similar
meanings would be more appropriate.  While this attitude was ignored altogether,
a few ships appeared later identified as Iza Vailable and with a picture of a
near-nude painted on the nose; and Witches Tit, whose glory was pictured in the
reproduction of a leering, broom-riding witch with one pendulous and exposed
breast.
 The Squadron had knit into an organization of personalities and teams who
were all well acquainted with their own jobs and the problems faced by other
men, and everybody was ready for the difficulties that battle would bring.  This
relationship served as a foundation on which later and newer contacts were
formed.  The combat crews respected the personnel on the ground echelon for
their knowledge af aircraft and the care they received.  The ground men
reciprocated the feeling and realized the responsibilities the had for the
flight crews.  Each ship returning from a mission would be greeted bay a number
of men far in excess of the particular ship's total maintenance crew.  For every
station manned on the forts, favorable comment was invariably heard whenever an
outstanding act was performed in piloting, navigation,, gunnery or bombing, no
matter to what degree it might be extraordinary.  Some interchangeability was
occasioned.  A number of ground men applied for combat and some were accepted
and a few combat men were  forced through circumstances to refrain from flight
duty.
 Morale has been consistently high although down trends are naturally in
evidence at times.  Lulls in operations caused by bad weather had greatest
tendency to spread gloom in the Squadron, the combination of weather and
inactivity causing low spirits.  Individual cases of men afflicted by the blues
could be traced to lack of mail from home and other personal reasons.   The
Squadron's reputation for fair dealing has always been excellent.  A man absent
without official leave is a rarity and the number of courts martial of personnel
totals two.  The first man confined to the guardhouse was one who had been under
the stress of bad news from home for several days and finally let off steam by
venting a barracks with a few rounds of .45 calibre ammunition fired from a
tommy-gun.  The attitude of the entire group towards this and similar incidents
at that time was tacitly sympathetic and he was released the next day.
 A summary would show that a satisfactory number of missions have been
successfully completed, the Squadron has maintained and operated aircraft in
increasing quantity with no appreciable addition to ground echelon strength, and
the temper of the men shows that they regard membership in a "Pioneer"
organization as a desirable status.

(End of Introduction)
#####################################################

The following is taken from the from the 360th BS microfilm obtained from Maxwell AFB, as was the above, however, it has been edited somewhat, leaving out extraneous info like order numbers, etc.  Also, abbreviations were substituted in some cases for longer words with obvious meanings.  In some cases, I have taken the liberty to change the order in which the events were described (ie the original tends to jump around in chronology, which I found confusing).
 
 

    On January 18, 1942 at Westover Field, Mass., a Cadre was formed from the 18th Bombardment Squadron (H), 34th Bombardment Group (H), consisting of Two First Lieutenants, Five Lieutenants and Thirty Two Enlisted Men, with First Lieutenant Theodore R. Milton as Commanding Officer.
    On Feb 2 1942, the 34th BG Cadre received orders to proceed to Pendleton Field, Oregon and on Feb 3 1942 while enroute to Pendleton Field, the 360th Bombardment Squadron (H), 303rd BG (H), was activated per paragraph 1, section 2, General Order Number 5, Headquarters Second Air Force, dated Feb 3 1942.   At the same time, the 18th Bombardment Squadron (H) Cadre was attached to the 360th BS (H).  They arrived at Pendleton Field, Oregon on Feb 5, 1942 and remained there until Feb 10th, 1942 when orders were issued sending them to Gowen Field, Boise, Idaho.
    When the Squadron left Pendleton Field,  Oregon, 1st Lt. Milton, was relieved as Commanding Officer and 1st Lt Charles A. Leidy, Jr., assumed command. They arrived at Boise, Idaho on Feb 11, 192, and were joined by the 65th
 Bombardment Squadron (H) Cadre, 43rd Bombardment Group (H) Cadre, thus forming the nucleus of the 360th Bombardment Squadron (H).
    On February 13, 1942 the 18th BS Cadre was assigned to the 360th BS, 303rdBG , per Special Order Number 1, Headquarters 303rd BG, dated Feb 13 1942.  On Feb 17, 1942 the  65th BS Cadre was assigned to the 360th BS, per paragraph 21 , special Order Number 58, Headquarters Gowen Field, Boise, Idaho, dated Feb 27 1942, effective 17 Feb 1942.

    On 13 June 1942, the Squadron was ordered to proceed to Alamogordo, NM.
    On 7 August, 1942, the Squadron was ordered to proceed to Biggs Field, El Paso, Texas.
 
 

    On May 11 1942, Captain Frederick Burnside joined the Squadron and established the Squadron S-2 Section.
    On July 1, 1942 the 421st Ordnance Company was assigned to the Squadron and became the Squadron Ordnance Section.
    On July 1, 1942 Headquarters Squadron was split up among the group and several photo men, headed by M/Sgt Harry B. Good, were assigned to the Squadron forming the Squadron Photo Section.
 
 

    In March 1942, the Squadron was assigned 6 B-17E Airplanes and in April 2 more were assigned.  The Squadron trained with these airplanes until they were ordered overseas.  On Sept 25, 1942 at Battle Creek, Mi, they were assigned 8 B-17 F Airplanes which they brought overseas.  In Oct 1943 the Squadron was assigned one B-17 G and in November were assigned five more.
    All other equipment with the exception of mechanics tools was assigned to the Squadron upon its arrival in the ETO.
 
 

Ground echelon.

    On 22 Aug 1942 the Squadron received orders to proceed to Fort Dix, NJ, for transfer to the European Theater of Operations.
    Colonel Charles P. Marion, then a Major, was in Command of the Group during this movement and Lt Colonel Ben B Stone Jr then a Captain was in Command of the Squadron.
    The Squadron left Biggs Field at 0900 hrs the morning of Aug 24, 1942 and boarded the train at Ft Bliss, El Paso, Tx at 0920 hrs. Departed Fort Bliss at 1030 hrs and headed Northeast through Alamogordo, Santa Rosa, Tucamri, NM and arrived Naravissa, NM at approximately 2400hrs after traveling approximately 380 miles.
    Still traveling Northeast on 25 Aug 1942 we passed through Rock Island, Topeka and Kansas City Missouri.  We Arrived at Centerville Iowa, at approximately 2400hrs. Distance traveled approx. 742 miles.
   On Aug 26, 1942, we were still traveling Northeast and arrived at Chicago, Ill at 1800 hr.  We changed our course to East and passed through Fort Wayne, Ind, Akron, Ohio and arrived Crestline, Ohio at approx. 2400hrs. Distance traveled aprox 608 miles.
    On Aug 27 1942 we were on our last leg of the journey and passed through Pittsburgh, Johnstown, Altonna, Horseshoe Curve, Harrisburg, and Philadelphia, Pennsylvania.  We arrived at Camp Dix New Jersey, our destination at 2330 hr. Total distance of trip approx. 2315 miles.
    On Sept 4 1942 the Squadron boarded the train at Fort Dix, NJ, for New York City.  We arrived Brooklyn Pier at 0100 hrs and traveled by ferry for approx. 45 min up the Hudson and arrived at our ship "The Queen Mary" at 0145 hrs and boarded at 0200 hrs.
    On Sat, Sept 5 1942 at 1400 hrs, we pulled out of port without escort and passed the Statue of Liberty and Ellis Island and headed out to open sea.
    About 2 days out we had radio report that the "Queen Mary was sunk off the US coast.
    The average speed during the trip was between 35 and 40 MPH. The sea was calm most of the trip but on the 10th day we had a heavy rain and the sea was pretty rough.
    On Sept 11 1942 we pulled into Guroc, Scotland and boarded a ferry for the docks. We arrived in port at 1645 hrs and boarded train at 1800 hrs. We departed Guroc, Scotland at 1830 hrs and passed through Glasgow and other Scotch and English cities and towns.
    We arrived at Thrapston, England at 0730 hrs, Sept 12 1942 and boarded trucks for Molesworth at 0745 hrs, arriving at Molesworth at 0815 hrs.
 
 

Air echelon.

    On April 1 1942, at Gowen Field, Boise, Idaho, a training program was instituted for all Combat Crews.  It consisted of Transition Flying, Instrument Flying, Formation Flying, Bombing and Gunnery missions, Navigation Cross Country Flights both D/R and Celestial Navigation.  Also included in the course was High altitude flying, instruction in the use of oxygen and high altitude formation flying.

    At the same time Radio Operators were checked out on procedures, code speed, receiving and sending.  Classes were also held in aircraft recognition.

    Pilots and Co-pilots received instruction on the Link Trainer  and the Bombardiers on the Bomb Trainer.

    In May of 1942 the Air Echelon went to Muroc, California and while there received training under Field conditions.  Their training consisted of Formation Flying; practice bombing missions, Gunnery missions and Coastal Patrol.

    All practice bombing missions were made under field conditions and information at to loading an number of planes to be used was published in Field Orders.

    In June, 1942, they finished their training at Muroc and reported to the Squadron at Alamogordo, New Mexico.  Here their training consisted of Ground School and Transition Flying and Formation Flying.

    From August 7, 1942 to September 4 1942 the Air Echelon was at Biggs Field, El Paso, Texas and continued their transition and formation flying.

    On September 25th, 1942 while at Kellogg Field, Battle Creek, Michigan, they received eight B-17 F airplanes. After the planes were modified, they went on extended cross country flights and fuel consumption test. During their stay at Kellogg Fld and the transfer to the European Theater of Operations, the Combat Crews maintained their own aircraft and pulled acceptance inspections.
 
 
 

The 8 original crews that flew to Molesworth are shown below (it is interesting to note that the original crew positions did not include ball turret, tail gunner and upper turret, but instead had things like assistant engineer, assistant radio operator, etc, however they have added gunner designations to the right of the serial numbers.  I am suspecting that this was because they may have trained on older planes that didn't have the ball turrets, but this is just a guess.)

 
 

    Captain Charles A Leidy, Jr was the Squadron's first Commanding Officer, assuming Command on Feb 13, 1942 when the 18th Bombardment Squadron Cadre was assigned to the 360th BS.  At the time he assumed Command of the Squadron, Captain Leidy was a First Lieutenant, but on Apr 1 1942 he was promoted to Captain with date of rank Feb 1 1942.  He proved himself to be a very efficient Commanding Officer and won the respect and admiration of every Officer and Enlisted Man under his Command.  In June when the Squadron left for Alamogordo, NM, Cpt Leidy was admitted to the hospital and relieved from assigned to the Squadron.  When he left us the men felt that they had lost a real friend as well as a great Commanding Officer.

    Colonel Charles E. Marion, became Commanding Officer during a period when Captain Leidy was hospitalized and went with the Air Echelon to Muroc California.  At this time he was a Captain.  Although his stay with the Squadron was brief he earned the respect of every man under his command.  He was in charge of the transfer of the Ground Echelon to the ETO and later became Group Commander.

    Captain Hewit T. Wheless, relieved Captain Marion as CO and served in this capacity until Captain Leidy returned to duty.  He was the "Shorty" Wheless who earned the Distinguished Service Cross in the Pacific Theater of Operations.

    1st Lt. Jean A Jack became the Squadron Commander on June 14 1942 relieving Captain Leidy.  He served as Commanding Officer until July 26 1942.  He was a very efficient CO and was well liked by the men under his command.

    On July 26, 1942 Major Richard D Callaway was assigned to the Squadron and became the CO, relieving 1st Lt Jack.  He was the first Major the  Squadron had.  He left for overseas with the Air Echelon on October 22, 1942 and arrived at Molesworth England on October 24 1942.  He led the Squadron on its first Combat Mission over enemy territory.  In December 1942 he was taken ill and transferred third station hospital.

    On january 1 1943, Lt Col Lewis E Lyle, then a Captain became the Squadron CO relieving Major Callaway. He was 27 years old, a graduate of Lubbach and Ellington Field Texas and comes from Pine Bluff, Ark.  Upon graduation from Cadets he was retained as an instructor on O-47's until March 6, 1942 when he was assigned to the 360th BS.  He became a qualified Pilot on B-17 and soon became Squadron "A" Flight Commander.  He went with the Air Echelon to Muroc, Cal for advanced training and returned with the echelon to Alamogordo, NM and rejoined the Squadron.  While enroute to the ETO with the Air Echelon, he was promoted to the rank of Captain.  In Nov 1942 he flew as co-pilot to Col Marion when he flew General Eaker to Africa.  General Eaker commended him for his excellent flying skill.  He led the Squadron on combat missions at every opportunity until an order was issued allowing COs to go on every fourth mission only.  At this time he was relieved of his crew and on Mar 31 1942 his ship, Ole Soldier, Piloted by Lt Bartlett collided with another ship in mid air and crashed.  He proved to be an extraordinary leader, having led the Squadron on 15 successful combat missions over enemy territory without loss and was very popular with the men under his command.  He was admired by every officer and enlisted man on the field.  On Apr 4 1943 he was promoted to the rank of Major.  He completed his 25th operational missions and volunteered for five more.  These he completed successfully and on Aug 16 1943 was transferred to headquarters 303rd BG to become Deputy Group Commander.

    On Aug 16, 1943 Major Walter K Shayler relieved Major Lyle as CO.  He is a graduate of Ryan School of Aeronautics, Henut, Cal; Gardreu Army air base, Taft, Cal.  He was commissioned a 2nd Lt ORC on Feb 6 1942 and on Feb 17 1942 was assigned to the 360th BS.  In addition to his duties as pilot he became the Squadron assistant operations officer.  On Aug 22 1942 he became the Squadron Operations Officer and transferred to the ETO with the air echelon as such.  He was promoted to 1Lt on 11 Sept 1942; Captain on Feb 12 1943 and Major on Aug 25, 1943.  When he assumed command, Major  Shayler instituted a policy of improving the living conditions of the Squadron Area to the best condition possible under the circumstances.  New stoves were added to the barracks, a shower room was built in the area, a turn around was built for motor vehicles and remedied the mud situation thus improving the area 100%.  He has completed 17 combat missions and is at present the Squadron Commander.
    {As of winter 1943}
 
 

S-1
    2nd Lt Avelino M Costa, became Squadron Adjutant on Feb 13, 1942 and served as such until 31 Mar 1942.
Ist Lt Frank J Doherty was promoted to Cpt as of Mar 1 1942, and served as Squadron Adjutant from March 31 1942 until Aug 14 1942 when Captain Ben B Stone Jr became Adjutant .In November 1942 2nd Lt Boyce L Austin became Adjutant until Dec 18 1943 when Captain Austin was relieved by 1st Lt Louis C Jurgensen, Jr.  On Oct 13 1943, Captain Walter L Beadle became the Squadron's first Executive Officer.

S-2
    On May 11 1942, Captain Frederick W Burnside was assigned to the Squadron and became the Squadron Intelligence Officer.  He served as such until Aug 22 1942 when Captain Percy C Young  became head of S-2 section. Cpt Young served as such until Feb 1943 when 1st Lt George D Conrad followed him. On 7 May 1943, Lt Conrad was promoted to Captain, and Captain Bert S Von Schmidt became Squadron Intelligence Officer.  In July 1943 1st Lt Charles D Mcquaid took over as Squadron S-2 officer.

S-3
    On Feb 13 1942, 2nd Lt James D Gilmore became the Squadron Operations Officer and served as such until April 23 1942 when he was relieved by 1st Lt Peter L M. Packard, who served  as such until July 1942 when he was relieved by Lt Jacob W Fredericks.  Lt Fredericks was relieved on Aug 22 1942 by Lt Walter K Shayler.  On Aug 16 1943 Captain John J Cassello became Operations Officer.

S-4
    2nd Lt Hugh L Moore became Squadron Supply Officer upon activation of the Squadron and served as such until May 25 1942 when he was relieved by 2nd Lt Russell D Seaton.  On June 10 1942, 2nd Lt Louis Jurgensen became Supply officer.  2nd Lt Wightman A Roach became Squadron Supply Officer.
    2nd Lt Leslie W Neumann became Squadron Engineering Officer upon activation of the squadron, and served as such until Mar 19 1942, when he was relieved by 2nd lt Donald E. Quinney.
    2nd Lt George R. Buckey became Squadron Communications Officer upon activation of the Squadron and served as such until Mar 2 1942 when he was relieved by 2nd Lt Jack O Kelly.  Lt Kelly served as Communications Officer until Apr 24 1942, and was relieved the by 2nd Lt Arthur Reddig.  Lt Reddig served until July 26 1942 .  On Aug 14 1942 2nd Lt John A Michael became Communications Officer and served until June 6 1943, when 1st Lt Charles D Rowsell became Squadron communications Officer.

S-5
    On March 1 1943, 2nd Lt Robert E. Evans  became Squadron Equipment Officer.

Ordnance
    2nd Lt Dean A Piper became Squadron Ordnance Officer on July 1 1942.

Armament
    2nd Lt George R Buckey in addition to his duties as Communications Officer became Squadron Armament Officer on activation of the Squadron.  He was relieved on Mar 9 1942 by 2nd Lt Marion L Niemants.  On 6 May 1943 Lt Niemants was relieved by 1st Lt Jack P Lucey.
 

Armament section notes:
    In May 1942, Master Sgt Francis B Edginton set up a school for the Squadron armorers and gave them practical training in the use, repair and maintenance of 30 and 50 cal machine guns.   In July 1942 the squadron lost its original combat crews and new crews had to be trained., and a new  gunnery school was started with the help of T/Sgt Stamper. The crews taught in this school were transferred overseas with the air echelon and became the first squadron crews to see combat duty.
    After the first 3 missions, it was decided that a nose gun was necessary to ward off frontal attacks by the enemy.  1st Lt Niemants and M/Sgt Edgington designed and installed a single 50 cal mount for the nose of the B-17 but were unable to obtain any knowledge of its effect as the ship was lost on its firs mission.  They then designed and installed twin 50 cal machine guns in the nose of the B-17 and it proved very successful.  This modification was not adopted however even though it proved to be a better design than the one adopted by the 8th AF.  They also installed  new type amo boxes which were adopted by the 8th AF.  They modified waist, radio and nose positions and also changed feeding installations.  They transfered flexible feed from waist position to radio.  The non flexible feed in the waist shortened feed and improved operation of the gun.
    They next designed and installed spring tension on tail gun amo feed to prevent amo from piling up in rear of guns.  This modification was adopted by the manufacturers  and was installed in all planes. TSgt Kinyon designed an overflow on Ball Turret to take care of expansion of oil from high to low altitude.  This has been adopted by the group.  Manufacturers later adopted a similar design.
    A modification on the cover plate pin on Ball Turret has been adopted by the 8th AF and was published in "Facts".  They also designed a Bungee installation in tail gun sight to take up independent movement between sight and gun, giving gunner more accurate sighting.  M/Sgt Edgington designed a safety hook on B-17 shackle saving time and material.  T/Sgt Kinyon and M/Sgt Edgington designed and installed hand charging control on chin turret which has proven more suitable for combat.
     The first loading took the armament section four hours. Now they can do the same work in one hour due to actual experience and efficiency.  The Armament and Ordnance sections got together and taught each other their respective jobs thus forming a well trained team.

Early events

Nov 17, 1942    1st mission.  4  Planes went on the raid on St. Nazaire, however the group got lost and returned without attacking the target.   The crews reported that although they didn't drop their bombs that they gained valuable experience in flying over enemy territory.

Nov 18    6  Planes off on flight to La Pallice, however they mistook St Nazaire for the primary and attacked same.

Dec 10 Capt Lyle,. Capt Moore, and  Major Marion took plane 659 on secret administrative mission.

Dec 25 Turkey and fixins for Christmas dinner.

Jan 1 1943  Lt Col Marion and Capt Lyle returned from Algiers, with Maj Gen Eaker and Brig Gen McClure.
Lt Col Wallace put in command of 2nd Provisional Heavy Bomb Comb Wing.

Numerous problems getting planes functional. Several of the squadrons planes abort on missions due to mechanical problems. .

Jan 29  All 360th planes out of commission. Undergoing repairs.

Feb 11  Thru this point in time, 8 squadron airmen have been listed as KIA, including:
2lt RW Christianson, 2lt M.L. Libonati, S/Sgt E.W.Durant, S/Sgt J.W.Sherman, S/Sgt P Soria, S/Sgt W.O.Stevens, Sgt J.W.Dobbins, Sgt M.L.Milan
    Also, 5 Airmen declared POW, and 4 airmen escaped. in addition, numerous other airmen have been listed as MIA.

Feb 13  Received new B-17F  42-5723.

Feb 17 one of new officers barracks destroyed by fire.

Feb 28  it was announced that the 360th led the 1st Bomb Wing in EA destroyed. in January.  Thru Feb 16,  9 enemy aircraft were listed as destroyed, 5 probable,  and 2 damaged.

****  Organizational note... At this point in the war, the 303rdBG was part of the 1st Bomb Wing.  Later it is my understanding that the 1st BW became the 1st Bombardment Division, at which point th 303rd was part of the 103rd Provisional Bomb Wing.  Later still it was part of the 41st Combat Bombardment Wing.

Mar 7  New B-17 received.  42-5483

Mar 21  New B-17 received.  42-9570

 March 26 1943   Squadron got a 9th B-17 (42-5390 ), making a total
of 9.  Squadron was divided into 3 flights. Capt Fredericks
was named "A" flight commander, and Lt Farrar and Lt Griffin
were named "B" and "C" flight commanders.  Lt Saiz was
appointed as Squadron Bombardier.

Apr 3  Squadron now consists of 46 officers and 304 EM

Apr 18 Base underwent a Mock attack by British home guard, 2000 strong. Blank amunition used. Base was not taken.

Apr 28   To date, Squadron has lost 17 POW, 16 KIA, 19 MIA, and 4 escaped.

Apr 29  Squadron now composed of 2 flights of 4 planes each, leaving 3 A/C in reserve.  Capt Fredericks is in command of "A" flight, Capt Farrar commands "B" flight.

May 4  27 planes from group, 7 of which from 360th attacked Gen Motors and Ford plants at Antwerp.Col Hatcher and Capt Clark Gable flew as observers with Capt Calhoun of the 359th. Since the bombers were protected by a cover of P-47s, there was little fighter opposition, and all A/C returned safely.

June 3  Since May 22. the 303rd has been part of the 103rd CBW, along with the 379th and the 384th

June 8  103rd CBW headquarters located in briefing room..    New briefing room constructed.

July 20   United Press correspondent Walter Cronkite wrote a newspaper article about 'Quinine'.

Aug 18 Maj Lyle transferred to be Group deputy CO when Col Stevens became Group CO.
Capt Shayler, Squadron Operations Officer became the new Squadron CO.
Capt Davey became the new Ops Off.
5 A/C out of commission, 5 A/C in commission, including the YB-40

Aug 27 One of squadron's crews reported a strange B-17 coming home with the low group when it returned today.
Probably a German captured B-17.

..............
 
 
 

More to Follow.................
 

Below, I'm adding and addition to the 360th BS History found at the end of the microfilm, which describes the de-activation of the Squadron.  This section will remain at the end, but future additions will be inserted above where it says "more to follow".

####################

Squadron History..... July 25  1945

    The 7th of May 1945, will be a day that will long be remembered by not only the people of the earth but b the fighting men of the 360th.  From the time the 360th entered on foreign service 5 September 1942 and engaged in aerial warfare against the Nazis until unconditional surrender was achieved it had been a period of sweat and blood.

    VE day in Europe brought about a speedy movement of troops from the ETO to other theaters of operations.  The squadron shortly thereafter received orders from higher headquarters that all combat crews and airplanes were to be transferred to other bomb groups in the ETO.  By the 21 May 1945 all crews and aircraft were transferred from the unit and the squadron was left with only its ground echelon.  Shortly thereafter orders were received from Headquarters Eighth Air Force to the effect that the 303rd Bombardment Group was to go on maneuvers to Nut Hampsted, England and to live under field conditions.  Prior to M day after all arrangements had been completed for the move the deal in its entirety was called off.

    Shortly thereafter orders were again received that we were to be re-deployed to Casablanca French Morocco.  Prior to the move all armorers (MOS 911) were transferred from the unit and reassigned to the many other bomb groups in the ETO.  The first group of men left for Casablanca via B-17's the 30 May 1945.  By the 11 May {June} 1945 all men of the 360th minus the holding party left in Molesworth, England to complete supply activities, had been moved to Casablanca.  The Squadron was assigned to the Green Support Project and attached to the 1252nd AAF Base Unit, Casablanca, French Morocco.  Shortly after the entire squadron reached Casablanca the personnel were transferred to the various AAF Base Units along the African Coast.  Some were assigned to Tunis, Tunisia, Abadan, Iran, Port Lautey, French Morocco, Cairo, Egypt, Oaker, Senegal, Oran, Algeria, and Cazas Airdrome, Casablanca, French Morocco.  Final inactivation orders were received on 24 July 1945.