On 21 April 1945, 1st Lt Kenneth L. Baker, was flying an-A-26C25 aircraft, A.F. #43-22603 on an operational mission. While returning from the mission, adverse weather conditions existed at the home base, Lt. Baker lost the home field, because of low ceilings and very poor visibility. He located Y-44, and made a decision to land there. This field is under construction and has no flying control. After landing, Lt Baker had to turn around at end of runway, to proceed to taxi-strip, as there were no strips at end of runway, onto which he could turn. Another aircraft landing behind him, made him taxi directly off the runway, in order to-avoid a collision of two aircraft. In so doing, the right wheel dropped into a hole, causing right prop to dig into the ground.

All three blades of the right prop were bent. One of two bombs, which had hung up, because of faulty shackles, fell, and slightly damaged the bomb-bay doors.

Immediate cause: Taxied into hole with right wheel damaging right prop blades.
Underlying cause: Pilot had to get off rurway to avoid landing aircraft colliding with his aircraft and no taxi strips were available at end of runway.
Responsibility: Airport terrain, one-hundred percent (100%).
Recommendations: None.

The statement by Rice in the accident report states "Returning from a combat sortie on the afternoon of August 25, 1944, number four ship in our lead flight was running low on gas and called up that he was going to leave the formation and land on the Cherbourg Peninsula for gas. I was flying left wing of number four ship, and acknowledged his call. I saw his plane leave the formation to the rear and well below me. I began to pull up on the lead element of the flight. Some time elapsed, when the plane came up from my left and under me. The instant I saw the plane coming up, I immediately try to pull up to avoid a collision but it was impossible.

The plane tore my left wing up a bit, and bent the left propeller, rendering the left engine inoperative. I immediately feathered the prop, and by the time I had the plane under control, I was to the left of course. With the bad wing, I could not hold my altitude. We broke below the overcast at approximately 3000 feet, just off the coast of the German held Island of Jersey, at which time we received intent accurate flak. I immediately tried to turn back to sea, at this time they shot my right engine out. [Peters (bombardier) reported in his statement that the engineer had tried to call Shuler on the interphone, but had not received an answer. Peters also stated that he saw Shuler lying against the skin of the ship, presumably dead or seriously injured.]

We immediately prepared for ditching. We ditched approximately 6 to 8 miles off the southeast coast of Jersey. [Witnesses state that Rice made a beautiful landing on the water. The aircraft floated for 5 to 10 seconds before its nose sank and the its tail rose up, and then it completely sank 5 to 10 seconds later.] After we hit the water, Captain Rutledge circled overhead and dropped a dinghy, and the naval vessel not far away shot a fix on him and got our position. The co-pilot, bombardier, engineer and myself hung on to a one-man dinghy for 1 hour and 20 minutes. We were picked up by a small boat sent out from the US Destroyer escort, and carried back and put on board the escort. My tail gunner bailed out the instant of the collision, and my radio operator was hit by flak at Jersey.

We remained with the escort overnight where we received excellent treatment from the Navy. PT boats picked us up the next morning, August 26, and carried us into Cherbourg, where we were taken to the 298th General Hospital. We were put under their care for a twenty-four hour observation. My bombardier had a dislocated shoulder and it was put back in place by the naval doctor. When we were released by the hospital we went to the Counter Intelligence Corps Headquarters and got orders so we could catch a plane back to England. We arrived in London the afternoon of August 27, and the Intelligence Dept got in touch with our base and transportation was arranged for the trip to our home field."

NOTE: According to his Escape & Evasion report, Hume landed in the sea near the French island of Brehat off the coast of Brittany and was rescued by a French fishing boat. He was then taken to the French mainland, where the FFI took him to a hotel in St. Quay. The FFI later took him to St. Brieuc where he was delivered to Allied Forces. He later returned to England by C-47. The crew loading lists show that Hume never flew with Rice, or any other 391st crew again, so it is likely that he was returned to the US because of his knowledge of some members of the French Resistance forces.

1. During the preflight of Airplane Serial #43-34319 by Sgt. Robert W. Seck (Assistant Crew Chief), ASN 18002000, on the morning of 29 November 1944 at 0630: Sgt Seck had completed the preflight inspection with exception of checking the blowers. While in the process of shifting the blowers, Sgt Seck heard a loud report on the left engine. He immediately stopped both engines and got out of the airplane to investigate.

2. He then discovered that the airplane had moved forward during the preflight, and the left propeller had struck a Weapons Carrier "USA #2182513", that had been parked in front of the Airplane during the preflight. The Propeller tips were bent upward approximately 4", necessitating a Propeller change.

3. S/Sgt William M. Goodrich, ASN 32446868, and Cpl. William L. Moore, ASN 36539231, were in the airplane checking the radio equipment at this time, S/Sgt Goodrich being in the radio compartment and Cpl. Moore in the Co-pilot's seat. Due to darkness the men were unable to see outside of the airplane, and none of them realized that the airplane had moved until the accident occurred. It is believed that during the preflight the wheel chocks were blown from under the wheels and Sgt Seck accidently released the left brake while in the process of changing blowers.

On 5th of January 1945 first Lieutenant Walter was flying a B26G10 aircraft, AF number 43-34454 on a combat mission. The mission was recalled 5 minutes before fighter rendezvous. Lieutenant Walter returned to the field in formation and prepared for a normal formation landing. After a normal approach and landing Lieutenant Walter had a blow out of his left main gear tire approximately 100 yards after touchdown. The pilot endeavored to keep the airplane straight and was successful for a short interval; however, the slippery condition of the runway finally caused him to slide off of the left edge. When the aircraft struck the soft soil it spun around and skidded, tearing off the right main gear, breaking the right wing and buckling the fuselage.

Cause: The accident was caused by 100% material failure, i.e. tire blew out.

Recommendations: None.

NOTE: This was a 573BS crew flying a 574BS aircraft.

On May 4 1945, Capt Philip S. Walter, flying A-26C25 type aircraft A.F. #43-22645, landed away from base at Station Y-44. After taking off from Y-44 and returning to base, Capt Walter found that the tips of his ship's left propeller blades had been damaged. Flight characteristics had been normal on return trip and Capt Walter had been unaware of his propeller striking any obstruction.

Upon return to Y-44 to ascertain the cause of damage, Capt Walter found a loose section of Hessian matting in the hardstand in which he had been parked. The matting showed a two-foot cut which was evidently caused by a turning propeller. The ground beneath the matting was soft enough to allow the plane's weight to depress the center of the section, thereby elevating its edge to a height which would allow it to be sucked into a rapidly revolving propeller.

Immediate Cause: Left propeller struck Hessian Matting.
Underlying Cause: Loose section of Hessian Matting was drawn into path of revolving propeller by propeller suction when engines were run up.
Responsibility: 100% Airport Terrain.
Recommendations: None.