P47 Pilot Battles 20 German Fighters Over 90 Miles, Ditches in Freezing Channel to Save 9 Men from Certain De@th

 

 

October 12th, 1943, 23,000 ft above the Rhineland, a B7 Flying Fortress, tail number 42-3067 lurched violently as a 20 mm cannon shell tore through its number three engine. Black smoke poured from the cowling. Inside the cockpit, First Lieutenant Robert Hayes felt the control yolk shutter in his hands. The aircraft’s nose dropped 15°.

 Behind him in the radio room, Sergeant Mike Donnelly watched hydraulic fluid spray across the fuselage wall like blood from an artery. The fortress was dying, and they were still 140 mi from England. Above and to the right, First Lieutenant James Howell saw it happen. His P47 Thunderbolt, bearing the name Jersey Thunder, stenciled below the cockpit, banked hard to track the crippled bomber.

 Howell was 24 years old, a farm boy from New Jersey who’d logged 312 combat hours over Europe. He’d flown 72 missions. He knew what happened to stragglers. The bomber formation pressed on without hesitation. Standard procedure. One damaged aircraft couldn’t compromise the entire group. Hayes understood this. His co-pilot, Lieutenant Frank Morrison, already had the calculations running through his head. Three engines.

 Maximum speed may be 160 indicated. Altitude bleeding away at 200 ft per minute. German fighters circling like sharks. Howell keyed his radio. Big friend, this is Jersey 27. I have you visual. Stay with me. Hayes’s voice crackled back, tight with control. Jersey, we’re losing hydraulics. Number three is on fire.

 Can’t maintain altitude. Copy that, big friend. I’m not going anywhere. It was a promise Howell had no authorization to make. His fuel gauge showed 58 minutes remaining, maybe less depending on throttle settings. The bomber was crawling at 140 knots. England was 90 mi northwest. The math didn’t favor anyone.

 The mission had begun 6 hours earlier at Thorp Abbotts, home of the 100th bomb group. Hayes and his crew were flying their 19th mission, a daylight precision strike against ball bearing factories in Schwinfort. Intelligence promised light resistance. Intelligence had been catastrophically wrong.

 320 B7s had crossed the channel that morning. The Luftwaffe met them with over 400 fighters, Messerschmitt BF 109s and Focke-Wulf Fw 190, rising in swarms from a dozen airfields. The sky became a slaughterhouse. Bombers fell in flames, spinning earthward, trailing debris and men. The P-47 escorts fought desperately, but their range was limited.

 At the German border, they turned back, fuel tanks nearly dry. Hayes’s bomber had taken its first hit during the bomb run. Flack burst beneath the aircraft, shrapnel punching through the thin aluminum skin. The ball turret gunner, Sergeant Eddie Martinez, took fragments in his left shoulder. The waste gunner, Corporal Tommy Briggs, was knocked unconscious by a piece of metal that dented his helmet, but somehow didn’t penetrate.

 Then came the fighters. Four FW190s dove from 11:00 high, their wings sparkling with cannon fire. The top turret gunner, Sergeant Paul Richter, poured 50 caliber rounds into the lead fighter. Tracer fire formed a deadly ark. The Fwolf exploded in midair, disintegrating into tumbling wreckage. But the other three pressed their attack.

 That’s when number three engine died. Now 15 minutes after leaving the target area, Hayes struggled to keep the aircraft level. The fortress descended through 22,000 ft. Morrison worked frantically to restart the damaged engine, but the propeller windmilled uselessly. Worse, the hydraulics were failing. Without hydraulic pressure, the gun turrets couldn’t rotate.

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October 12th, 1943, 23,000 ft above the Rhineland, a B7 Flying Fortress, tail number 42-3067 lurched violently as a 20 mm cannon shell tore through its number three engine. Black smoke poured from the cowling. Inside the cockpit, First Lieutenant Robert Hayes felt the control yolk shutter in his hands. The aircraft’s nose dropped 15°.

 Behind him in the radio room, Sergeant Mike Donnelly watched hydraulic fluid spray across the fuselage wall like blood from an artery. The fortress was dying, and they were still 140 mi from England. Above and to the right, First Lieutenant James Howell saw it happen. His P47 Thunderbolt, bearing the name Jersey Thunder, stenciled below the cockpit, banked hard to track the crippled bomber.

 Howell was 24 years old, a farm boy from New Jersey who’d logged 312 combat hours over Europe. He’d flown 72 missions. He knew what happened to stragglers. The bomber formation pressed on without hesitation. Standard procedure. One damaged aircraft couldn’t compromise the entire group. Hayes understood this. His co-pilot, Lieutenant Frank Morrison, already had the calculations running through his head. Three engines.

 Maximum speed may be 160 indicated. Altitude bleeding away at 200 ft per minute. German fighters circling like sharks. Howell keyed his radio. Big friend, this is Jersey 27. I have you visual. Stay with me. Hayes’s voice crackled back, tight with control. Jersey, we’re losing hydraulics. Number three is on fire.

 Can’t maintain altitude. Copy that, big friend. I’m not going anywhere. It was a promise Howell had no authorization to make. His fuel gauge showed 58 minutes remaining, maybe less depending on throttle settings. The bomber was crawling at 140 knots. England was 90 mi northwest. The math didn’t favor anyone.

 The mission had begun 6 hours earlier at Thorp Abbotts, home of the 100th bomb group. Hayes and his crew were flying their 19th mission, a daylight precision strike against ball bearing factories in Schwinfort. Intelligence promised light resistance. Intelligence had been catastrophically wrong.

 320 B7s had crossed the channel that morning. The Luftwaffe met them with over 400 fighters, Messerschmitt BF 109s and Focke-Wulf Fw 190, rising in swarms from a dozen airfields. The sky became a slaughterhouse. Bombers fell in flames, spinning earthward, trailing debris and men. The P-47 escorts fought desperately, but their range was limited.

 At the German border, they turned back, fuel tanks nearly dry. Hayes’s bomber had taken its first hit during the bomb run. Flack burst beneath the aircraft, shrapnel punching through the thin aluminum skin. The ball turret gunner, Sergeant Eddie Martinez, took fragments in his left shoulder. The waste gunner, Corporal Tommy Briggs, was knocked unconscious by a piece of metal that dented his helmet, but somehow didn’t penetrate.

 Then came the fighters. Four FW190s dove from 11:00 high, their wings sparkling with cannon fire. The top turret gunner, Sergeant Paul Richter, poured 50 caliber rounds into the lead fighter. Tracer fire formed a deadly ark. The Fwolf exploded in midair, disintegrating into tumbling wreckage. But the other three pressed their attack.

 That’s when number three engine died. Now 15 minutes after leaving the target area, Hayes struggled to keep the aircraft level. The fortress descended through 22,000 ft. Morrison worked frantically to restart the damaged engine, but the propeller windmilled uselessly. Worse, the hydraulics were failing. Without hydraulic pressure, the gun turrets couldn’t rotate.

 The Bombay doors hung partially open, creating drag. Skipper, Morrison said quietly. We should tell them to bail out. Hayes didn’t answer immediately. Below stretched the patchwork fields of occupied France, German territory. Men who bailed out became prisoners of war if they survived the descent. Partisan resistance fighters sometimes helped downed airmen escape, but the odds weren’t good. And Martinez was wounded. Could he even parachute with a torn shoulder? Not yet, Hayes said. Above them, Howell scanned the sky. His 850 caliber machine guns were loaded and ready. The Thunderbolt carried 3,400 rounds, enough for approximately 34 seconds of continuous fire. He’d already expended 600 rounds in an earlier engagement.

That left 28 seconds, maybe. Movement at 2:00. Howell’s head snapped right. Three BF- 109s painted in splinter camouflage approached from the south. They’d spotted the wounded bomber. Stragglers were easy kills and the Luftwaffe pilots knew it. Howell didn’t hesitate. He advanced the throttle and banked hard, positioning himself between the bombers and the fighters.

 The P47’s Pratt and Whitney R2800 engine roared. All 2,000 horsepower driving him forward. The thunderbolt accelerated to 300 knots. The lead Messerschmitt saw him coming and broke left. Too late. Howell lined up the shot and pressed the trigger. All eight guns erupted simultaneously. The recoil slowed the aircraft perceptibly.

 Spent shell casings streamed from the wings. Tracer rounds converged on the 109’s fuselage. Hits. Solid hits. The German fighter canopy shattered. Pieces of metal tore away from the cowling. White glycol coolant sprayed from the radiator. The Messers rolled inverted and fell away, trailing smoke. The other two 109s scattered, climbing for altitude. They’d expected an easy kill.

Instead, they’d found a P47 flown by someone who knew what he was doing. The Germans regrouped at 25,000 ft, weighing their options. Inside the bomber, the crew heard Howell’s guns and understood someone was protecting them. Jersey, thanks for the save, Haste transmitted. But you’re burning fuel.

 You should head home. Negative, big friend. You’ve got company all the way to the fence. The fence. Fighter pilot slang for the English Channel. 90 m away. At 140 knots ground speed, that meant 38 minutes. Howell checked his fuel gauge again. 42 minutes remaining. It would be close. Dangerously close. The bomber continued descending. 20,000 ft. 19,000.

Hayes fought to slow the descent rate, but physics ruled here. Three engines couldn’t maintain altitude with combat damage and partially open Bombay doors. The aircraft was a flying brick. At 18,000 ft, the bomber passed through a thin cloud layer. For 30 seconds, they flew blind. Instrument references only.

When they emerged into clear air, Howell immediately spotted trouble. Five more fighters, BF 109s in a Vic formation, approaching from 12:00 level. The Germans had radioed for reinforcements. This was becoming a coordinated attack. Howell positioned himself head-on to the enemy formation.

 It was a tactic that required nerves of steel. Two aircraft hurtling toward each other at a combined closing speed of over 500 knots. The German pilots saw the lone P47 and hesitated. One fighter against five should be easy. But this pilot had already killed one of their comrades and damaged another. At 3,000 yd, Howell opened fire.

 Long- range shooting usually ineffective, but he wasn’t trying to score kills. He was disrupting their formation, making them flinch, protecting the bomber behind him. Tracer fire lanced through the sky. The lead measures broke right. The formation scattered. Howell dove under them, rolled inverted, and came up firing at the trailing 109. More hits.

 The German aircraft shuddered and banked away, streaming smoke from its engine. But the fight wasn’t over. Two Messerschmitts circled around attempting to attack the bomber from the rear. Hayes tail gunner, Sergeant Walt Kendrick, fired a burst from his Twin 50s, but the guns jammed after four rounds.

 Kendrick swore and frantically worked to clear the jam. Howell saw the threat developing. He horsed around in a brutal high G turn, vision graying at the edges from the acceleration. The P47 wasn’t known for maneuverability, but Howell had learned to make the big fighter dance. He closed to 600 yd on the nearest 109 and fired.

The German pilot never saw it coming. 20 mm cannon shells and 50 caliber bullets stitched across the Messerschmitt’s wing route. The wing folded upward, torn away by aerodynamic forces. The fighter tumbled end over end and disappeared into the clouds below. The remaining German fighters broke off the attack and fled eastward.

 Three aircraft lost or damaged in 5 minutes. The price was too high. Silence. Relative silence anyway. The rumble of engines and the whistle of wind through damaged metal. Hayes allowed himself one deep breath. Jersey 27, you just saved our lives. Howell didn’t respond immediately. He was checking his fuel gauge. 28 minutes remaining.

 The channel was still 65 mi away and the bomber was down to 16,000 ft. Still descending. Morrison looked at Hayes. We’re not going to make it, are we? Hayes studied the instruments. Altitude, air speed, fuel remaining in tanks one and two, oil pressure on the three functioning engines. Everything told the same story.

 The numbers didn’t lie. We’ll make it to the channel, Haye said. After that, he didn’t finish the sentence. After that, they ditch in the freezing water and hope the RAF rescue launches found them before hypothermia set in. Survival time in October North Sea water was approximately 20 minutes. Above them, Howell faced his own calculations.

 His fuel gauge now showed 23 minutes. The bomber was 58 mi from the English coast. At current speed, that meant 24 minutes of flight time. He’d run out of fuel 1 minute before the bomber reached safety. Howell made his decision. He pulled the throttle back to minimum cruise setting, leaned the fuel mixture to maximum economy, and adjusted his propeller pitch for maximum efficiency.

every trick he knew to stretch fuel endurance. Maybe, just maybe, he could squeeze out two more minutes. Below and ahead, the French countryside rolled past. Small villages, farm fields, roads where German trucks moved supplies toward the front. Enemy territory all the way to the water. The bomber descended through 15,000 ft.

 The number three engine’s fire had gone out. Nothing left to burn, but the drag from the windmilling propeller and damaged cowling was enormous. Hayes trimmed the aircraft as best he could, but every control input felt sluggish. The hydraulics were nearly gone. 13,000 ft. Howell stayed close, weaving above and behind the bomber in a protective S pattern.

 His eyes never stopped moving. Scan the sky. Check the fuel. Scan again. Every German fighter pilot in northern France probably knew about the crippled bomber by now. And they were coming 12,000 ft. The bomber punched through another layer of clouds. When they emerged, Morrison spotted them first. Fighters 10:00 high.

 Four, no, six contacts. Hayes felt his stomach tighten. Six BF 109s in a perfect attack formation, diving from 17,000 ft. The Germans had assembled a hunting pack specifically for this kill. No more probing attacks. This was a coordinated strike meant to finish the job. Howell saw them simultaneously. Six against one.

 The Thunderbolt carried enough ammunition for maybe 20 seconds of fire. He’d have to make every burst count. He pushed the throttle forward. Fuel economy be damned. And climbed to meet them. The P47 accelerated upward, engines screaming. Howell selected the lead fighter and opened fire at 1,200 yards. Too far for accurate shooting, but again he wasn’t hunting kills.

 He was disrupting the attack geometry. The lead measures broke formation to avoid the tracers. The precise attack pattern collapsed into chaos. Two fighters veered left. Two went right. Two continued straight. Howell singled out the rightmost 109 and closed to 400 yd. He pressed the trigger. The 850s hammered.

 The Messerschmitt’s tail section disintegrated under the impact. The aircraft pitched up violently, stalled, and fell away spinning. But the other five were now attacking from multiple vectors. Howell couldn’t cover all approaches simultaneously. Two 109s dove on the bomber from 7:00 high. Cannon fire sparkling from their wings. Inside the bomber, tail gunner Kendrick had finally cleared his gun jam.

 He swung the twin 50s onto target and fired. 50 caliber rounds ripped into the lead attacker’s engine. White smoke erupted from the cowling. The measures pulled up sharply and broke away, but the second fighter pressed the attack. 20 mm cannon shells walked across the bomber’s left wing, punching through aluminum skin.

 One shell exploded in the number two fuel tank. The tank was nearly empty. They’d burned most of their fuel getting to the target, but residual vapors ignited. Flames erupted from the wing. “Fire in number two,” Morrison shouted. He reached for the engine fire suppression controls and pulled the handle. CO2 flooded the engine compartment.

 The flames flickered and died. But the damage was done. Number two engine was destroyed. The propeller seized, frozen in place. The bomber now flew on two engines. Two engines out of four. Altitude dropped through 11,000 ft. Hayes fought the controls, trying to maintain even a shallow descent rate, but the aircraft wanted to roll left.

 The weight of the dead engines created an asymmetric drag profile. Skipper, we got a bail, Morrison said louder this time. Hayes shook his head. Not yet. Jersey still with us. and he was. Howell had engaged the remaining fighters in a savage dog fight at 10,000 ft. The Thunderbolts rugged construction saved his life twice.

 Cannon shells struck his aircraft, but failed to penetrate the armor plating behind the cockpit. One round tore through the left wing, missing the fuel tank by 18 in. Howell destroyed one more Mezasmid, a deflection shot from impossible angles that caught the German pilot completely by surprise. The 109 exploded midair, a brief orange fireball that left a black smudge across the sky.

 The remaining three German fighters finally broke off. They’d lost three aircraft trying to kill this one bomber. Their fuel was low. The engagement wasn’t worth it anymore. Howell rejoined the bomber, now descending through 9,000 ft. His fuel gauge showed 11 minutes remaining. The English Channel was 42 mi ahead.

 At the bomber’s current speed, that meant 18 minutes of flight time. 7 minutes short. Howell heed the radio. Big friend, I’m going to have to leave you soon. Fuel state critical. There was a long pause before Hayes responded. Understood, Jersey. You’ve already done more than anyone could ask. Get yourself home. Negative.

 I’ll stay with you as long as I can. In the bomber’s cockpit, Morrison leaned toward Hayes. He’s going to crash trying to save us. Hayes knew it was true. The math was simple and unforgiving. If the P47 pilot stayed with them all the way to the channel, he’d run out of fuel over enemy territory. He’d have to bail out or crash land.

 Either way, he’d become a prisoner of war. 8,000 ft. The bombers’ descent rate had accelerated to 300 ft per minute. At this rate, they’d be at wavetop level before reaching the coast. If they had to ditch, the impact would tear the aircraft apart. Survival odds in a water landing, maybe 30%. And that was in calm seas with a functional aircraft.

 This bomber was barely holding together. In the radio room, Donnelly used his remaining hydraulic pressure to manually crank down the landing gear. It was a precaution. If they made it to England, they’d need wheels for landing. But with two engines gone and battle damage throughout the airframe, even a wheels down landing would be marginal at best.

7,000 ft. The French coast appeared on the horizon. Beyond it, 35 mi of cold gray water. Beyond that, England, safety, home. Howell’s fuel gauge touched the red line. 8 minutes remaining, maybe less. The gauge wasn’t perfectly accurate at low fuel states. Below them, the coastal town of DEP passed underneath.

 German anti-aircraft batteries opened fire. Black puffs of flack burst around the bomber. Haze jinkedked left, then right, trying to spoil the gunner’s aim. One shell detonated close enough to rock the aircraft. Shrapnel peppered the fuselage. In the waist gun position, Corpal Briggs, now conscious again after being knocked out earlier, felt something warm running down his leg.

 He looked down. Blood. A piece of shrapnel had caught him in the thigh. Not serious, but it hurt like hell. Waist gunner hit. Someone shouted over the intercom. How bad? Hayes demanded. Not bad, Skipper. I can still walk. 6,000 ft. They crossed the coastline and flew out over the channel. The water below looked dark and uninviting.

 Surface conditions, moderate seas, white caps visible. Water temperature approximately 50° F. Survival time 20 minutes before hypothermia set in. Howell checked his fuel gauge one more time. 5 minutes. The English coast was still 28 mi away. He’d run dry 12 mi short of land. He made his decision.

 Big friend, I’m heading for the deck. Going to set her down in the water close to you. When you ditch, we’ll be in the same area. better chance for rescue that way. Hayes understood immediately what Howell was planning. Instead of turning back and trying to reach French territory where he might crash land and survive as a P, the P47 pilot was choosing to ditch in the channel alongside them.

 He’d risk death to stay with them until the end. Jersey negative. You can still make it back to France. You’ll survive as a prisoner. Not leaving you, big friend. We’re going home together or not at all. Inside the bomber, the crew heard this exchange over the intercom. 10 men who’d accepted their probable death suddenly had hope again. Someone was staying with them.

They weren’t alone. 5,000 ft. Howell descended alongside the bomber, matching their rate of descent. His fuel gauge showed 3 minutes. The engine would quit soon. When it did, he’d have perhaps 90 seconds of gliding flight before hitting the water. 4,000 ft. Hayes scanned the horizon desperately. Nothing.

 No rescue boats, no ships, just empty ocean. 3,000 ft. Howell’s engine coughed once. The first sign of fuel starvation. He switched fuel tanks, hoping to squeeze out another 30 seconds from residual fuel in the lines. 2,000 ft. Hayes began his ditching checklist. Morrison read off items. His voice mechanical, detached, professional to the end.

 Crew, prepare for water landing. Assume crash positions. Impact in 90 seconds. In the tail section, Kendrick strapped himself in tight. In the radio room, Donnelly braced against the bulkhead. In the waist, Briggs and the other gunners wedged themselves between equipment racks. In the ball turret, Martinez had rotated his position to the horizontal position and was trying to climb out.

 The ball turret would be a death trap in a water landing. 1,000 ft. Howell’s engine coughed again, longer this time. The propeller windmilled for 2 seconds before power resumed. Hayes lined up into the wind, trying to minimize ground speed at impact. The bomber descended through 800 ft, 700, 600. Howell’s engine quit.

 The sudden silence was shocking. The Pratton Whitney R2800 that had roared for the past 3 hours simply stopped. The propeller continued windmilling, but without power. The P47 became a glider, an 8-tonon glider with lousy glide characteristics. Howell immediately pushed the nose down to maintain air speed. He’d need speed for the landing.

 Too slow and the aircraft would stall and cartwheel across the water. Too fast and the impact would tear off the wings. 400 ft. Hayes pulled back on the yolk, flaring the bomber. The aircraft’s nose came up. Air speed bled off. 120 knots. 110 100. The bomber hit the water. The impact was catastrophic. The fuselage struck the wavetops and the entire airframe flexed like a living thing.

Rivets popped, seams split. Water exploded upward in huge plumes. The bomber skipped once, twice, then settled into the water and began sliding forward in a fountain of spray. Inside, the crew was thrown forward against their restraints. Equipment tore loose and became projectiles. The bombardier, Lieutenant Carl Vickers, felt his shoulder dislocate as he slammed into the instrument panel.

 Martinez, still climbing out of the ball turret, was crushed when the turret collapsed on impact. The aircraft slid for 300 yd before finally stopping. Water immediately began pouring through a 100 cracks and holes. “Everybody out now!” Hayes shouted. The crew scrambled for exits. the top hatch, the waist gun windows, the nose hatch.

 Morrison kicked open the escape hatch above his seat and pulled haze toward it. Come on, skipper. They tumbled out onto the wing. The bomber was already settling, tilting to the left where the water rushed in through damaged sections. The aircraft had maybe 2 minutes before it sank. 200 yd away, Howell fought his own battle.

The P47 hit the water nose first at 90 knots. The engine, weighing over 2,000 lb, drove downward like an anchor. The aircraft flipped forward and Howell was slammed against the instrument panel. His head struck the gunsite. Blood ran into his eyes. Water flooded the cockpit. Cold. Shockingly cold. Howell gasped and fumbled for the canopy release. His hands were numb.

 Everything was numb. He pulled the emergency release handle and the canopy separated. Water rushed in. Howell pushed himself up and out, fighting against the weight of his flight gear and parachute. The aircraft was sinking fast, dragging him down. He struggled free just as the tail disappeared beneath the surface.

 He surfaced, gasping, and saw the bomber 400 yd away. Men were jumping from the wings into the water. Orange life rafts deployed. At least some of the emergency equipment still worked. Howell inflated his May West life vest and began swimming toward the bomber. Every stroke was agony.

 The cold water sapped his strength. His flight boots felt like lead weights. He reached the nearest life raft and hands pulled him aboard. Hayes’s face appeared above him. Jersey, you crazy bastard. You actually did it. Howell couldn’t speak. He was shaking too hard from the cold. Someone threw a blanket over him. They counted heads.

Eight men in the first raft, three in the second, 11 total, but there should be 10 bomber crew and one fighter pilot. That was 11. Everyone had survived the landing. Wait, someone was missing. Where’s Martinez? Hayes demanded. Silence. Then Donnelly spoke quietly. He didn’t make it out, Skipper. The ball turret. Hayes closed his eyes.

 Nine saved, one lost. The math of war. They floated in the cold channel water for 18 minutes before the RAF rescue launch found them. 18 minutes that felt like hours. Men recited prayers. Some cried. Some just stared at the gray sky. When the British boat pulled alongside and began hauling them aboard, Hayes made sure Howell went first.

This man, Hayes told the British sailors, “This man stayed with us for 90 miles, fought off 20 enemy fighters, ran out of fuel, and ditched alongside us. He saved nine lives today.” The British captain looked at Howell, soaking wet and shivering violently, and nodded. “Well done, Yank. Well done indeed.” 3 days later, Howell received the Distinguished Service Cross.

 The citation read, “For extraordinary heroism in combat against enemy forces.” Hayes and his crew attended the ceremony. They stood at attention and saluted as the medal was pinned to Howell’s chest. Years after the war, Hayes was asked about that day. He said, “We were dead. We knew it. Everyone knew it.

” Then this pilot in a P47 decided we weren’t dying that day. He stayed with us when he should have left. He fought for us when the odds were impossible. He ditched in the ocean rather than leave us alone. That’s not courage. That’s something beyond courage. I don’t have a word for it. James Howell returned to civilian life after the war and never spoke much about his combat service.

When people asked about the medal, he’d changed the subject. But the men of that B7 crew never forgot. Every year until his death in 1998, Howell received Christmas cards from the families of the men he’d saved. Nine lives, 90 m. One decision that defined what it meant to be a warrior.

 The men who flew these missions understood sacrifice in ways most of us never will. They flew into fire because someone had to. They stayed when they should have fled because brothers don’t abandon brothers. If this story moved you, honor their memory by subscribing to this channel. Share these stories with family and friends so these acts of heroism are never forgotten.

Next time, we’ll tell you about the B24 pilot who landed his burning bomber to save his trapped crew. Until then, remember