Page 4 of 7

The Crash (Part one): 01:00 hrs – 28 April 1944, target reached

Tim B

Part one of four posts capturing the story of what actually happened that night of the fiery crash that killed Chuckie compiled from two first person survivor accounts, historical documents filed in the Missing Aircraft Report and WWII archival material.

Chuckie’s Carpetbagger mission the night he was killed was Operation Lackey 3A over the Timdale drop zone detailed in an earlier post. When his aircraft reached a position a few miles from the drop zone near Lyon, France the ‘S’ Phone was used. The system permitted direct two-way voice communication with an aircraft up to a range of 30 miles and the agents on the ground working behind enemy lines to communicate and coordinate landings and the dropping of agents and supplies. It was composed of a “Ground” transceiver and an “Air” transceiver and required the ground operator to face the path of the aircraft. It had the useful trait of transmitting signals that could not be picked up by enemy ground monitoring stations more than one mile away.

“He called over the interphone that he spotted the target.”

It was around 1:00AM in the morning when Chuckie and crew reached the target area. According to the first person account from survivor Sgt James Heddelson, they made the 1st pass over the pinpoint and members of the Resistance on the farmland below for identification. While the S-Phone provided directional information to the pilot it gave no range information for the drop. This could only be done by visual sightings of lights on the ground.

A few miles from the target area all available eyes began searching for the drop area, which would usually be identified by three high powered flashlights placed in a row, with a fourth at a 90 degree angle to indicate the direction of the drop. The recognition torches were placed in the pre-arranged pattern and the light codes were exchanged between the ground and the plane. The aircraft was most vulnerable to enemy fire over the drop zone. The pilot 1st Liet. George Ambrose wasted no time lining up the twinkling markers.

“We circled around for position to make the drop.”

Pilot Ambrose selected half flaps and made the run in at 135 mph – not much above stalling speed. He was guided by the bombardier, who would be releasing the containers over the drop zone. Speed was all important on the ground – the man sized containers were to be quickly taken away into the cover of trees.

(2nd pass) . . . the wing flaps start to come down and the bomb bay doors are starting to open. Suddenly they start back up, we don’t drop and it is like we were practicing and we climb back up.”

“As we start to circle around again, I can still see the lights on the ground in the distance on our drop area. We start in for the 3rd pass.“

“Sgt James Mooney is over the “Joe Hole.” He volunteered for this mission (his first) we only met him shortly before take-off, as a regular crew member Sgt. W. Bollinger reported off sick. I am over the smaller hole behind Sgt. Geo. Henderson, who is in the tailgunners position, getting ready to throw some packages out. Once again the flaps start down and the bomb-doors open and we are starting our approach. I can look out and see the hills, or mountains on our left side.“

“Suddenly the plane shakes violently. Apparently we hit or clipped something.”

The Worry Bird B-24 Liberator

Coming Next: The Crash (Part Two) – The plane hits high ground

Credits: Edited quotes compiled from crash survivor Sgt. Geo. Henderson and Sgt. James Heddelson Interrogation Reports detailing when they last had contact with Chuckie; and a first-person account transcribed from copy of letter from crash survivor Sgt. James Heddelson in the archives at the Air Force Academy.

29 April 1944 – Official Report: Missing in Action

Tim B

Every Army Air Forces organization was required to file a Missing Aircraft Report (MACR) within 48 hours of when an aircraft was officially reported as missing.

Missing Aircraft Report 4307 officially reported Chuckie and his fellow crew as Missing in Action from their mission that took place on 27 April 1944. The report was made 29 April and date stamped at the War Department in Washington on 10 May 1944. This was the report referenced in the letter to Chuckie’s parents.

The Report listed the official crew:

1st Lieut George William Ambrose , Pilot
2nd Lieut Robert Harry Redhair , Co-pilot
2nd Lieut Peter Roccia , Bombadier
2nd Lieut Arthur Bozeman Pope , Navigator
Staff Sargeant Charles M. Wilson, Top Turret Gunner
Sergeant James Cyrll Mooney , Tail Gunner
Sergeant James Heddelson, Radio operator & gunner
Staff Sergeant George W Henderson, Right Waist gunner

Over the following months and years since the crash, the classified “Secret” MACR Report would eventually grow to include additional information uncovered about the crash over time, first hand accounts from the survivors, some photographs, and information about a monument to these brave aviators erected at the crash site by the grateful people of France, and details of the final resting place for each of those killed in action.

The MACR 4307 is now “public information” and available in the National Archives.

Coming up in the next posts, the secret story Chuckie’s parents, brother and sister were never able to know – what actually happened to Chuckie on that night and the gratitude of the people of France for his bravery and heroism and his ultimate sacrifice for freedom that still stands today.

Welcome. If you’re new to the site,

FeaturedTim B

Unforgotten Glory readership continues to grow. For a quick, easy way to catch up and read the story from the beginning click on Timeline to the left on the home page.

To get emailed directly as new stories publish, enter your email. Thank you for reading.

By clicking submit, you agree to share your email address with the site owner and Mailchimp to receive marketing, updates, and other emails from the site owner. Use the unsubscribe link in those emails to opt out at any time.

Processing…
Success! You're on the list.

First Letter: 16 May 1944 – Dear Mrs. Wilson, regrettably

Tim B
Chuckie’s mother (the author’s great-grandmother) in the 1940s.

Chuckie’s parents first received a telegram sometime shortly before receiving an official letter from the Brigadier General at the War Department notifying her that “regrettably” her son has been reported missing in action. I cannot begin to imagine the heartache my great-grandparents and family members felt in the days, weeks and months following receiving this news. How painful for any family to have to live every day with such uncertainty, no answers and not knowing if Chuckie was dead, alive or a POW.

Dear Mrs. Wilson:

This letter is to confirm my recent telegram in which you were regrettably informed that your son, Staff Sergeant Charles M. Wilson 13,108,714, Air Corps, has been reported as missing in action over France since 27 April 2944.

I know that added distress is cause by failure to recieve more information or details. Therefore, I wish to assure you that at any time additional information is received it will be transmitted to you without delay, and, if in the meantime no additional information is received, I will again communicate with you at the expiration of three months. Also it is the policy of the Commanding General of the Army Air Forces upon receipt of the “Missing Air Crew Report” to convey to you any details that might be contained in that report.

The term “missing in action” is used only to indicate that the whereabouts or status if an individual is not immediately known. It is not intended to convey the impression that the case is closed. I wish to emphasise that every effort is exerted continuously to clear up the status of our personnel. Under war conditions this is a difficult task as you must realize. Experience has shown that many persons reported missing in action are subsequently reported as prisoners of way, but as this information is furnished by countries with which we are at war, the War Department is helpless to expedite such reports. However, in order to relieve financial worry, Congress has enacted legislation which continues in force the pay, allowances and allotments to dependents of personnel being carried in a missing status.

Permit me to extend to you my heartfelt sympathy during this period of uncertainty.

Letter to Chuckie’s mother from Brifadier General Robert H. Dunlap, 16 May 1944

A copy of the letter Chuckie’s mother received.

Sadly, it would be two more years before Chuckie’s parents would recieve confirmation of his death and official change in status to Killed in Action. And many more years after that before any further details emerged. This remarkable story and details will be shared on upcoming posts.

16 May 1944 – Dear Mrs. Wilson, regrettably

Tim B
Chuckie’s mother (the author’s great-grandmother) in the 1940s.

Chuckie’s parents first received a telegram sometime shortly before receiving an official letter from the Brigadier General at the War Department notifying her that “regrettably” her son has been reported missing in action. I cannot begin to imagine the heartache my great-grandparents and family members felt in the days, weeks and months following receiving this news. How painful for any family to have to live every day with such uncertainty, no answers and not knowing if Chuckie was dead, alive or a POW.

Dear Mrs. Wilson:

This letter is to confirm my recent telegram in which you were regrettably informed that your son, Staff Sergeant Charles M. Wilson 13,108,714, Air Corps, has been reported as missing in action over France since 27 April 2944.

I know that added distress is cause by failure to recieve more information or details. Therefore, I wish to assure you that at any time additional information is received it will be transmitted to you without delay, and, if in the meantime no additional information is received, I will again communicate with you at the expiration of three months. Also it is the policy of the Commanding General of the Army Air Forces upon receipt of the “Missing Air Crew Report” to convey to you any details that might be contained in that report.

The term “missing in action” is used only to indicate that the whereabouts or status if an individual is not immediately known. It is not intended to convey the impression that the case is closed. I wish to emphasise that every effort is exerted continuously to clear up the status of our personnel. Under war conditions this is a difficult task as you must realize. Experience has shown that many persons reported missing in action are subsequently reported as prisoners of way, but as this information is furnished by countries with which we are at war, the War Department is helpless to expedite such reports. However, in order to relieve financial worry, Congress has enacted legislation which continues in force the pay, allowances and allotments to dependents of personnel being carried in a missing status.

Permit me to extend to you my heartfelt sympathy during this period of uncertainty.

Letter to Chuckie’s mother from Brifadier General Robert H. Dunlap, 16 May 1944

A copy of the letter Chuckie’s mother received.

Sadly, it would be two more years before Chuckie’s parents would recieve confirmation of his death and official change in status to Killed in Action. And many more years after that before any further details emerged. This remarkable story and details will be shared on upcoming posts.

27 April 1944: “1 B-24 is lost”

Tim B

A simple line of text, one sentence, is all that was noted in the official record of Mission 324 for 27 April 1944:

“21 B-24s are dispatched on CARPETBAGGER operations; 1 B-24 is lost”

Chuckie and his fellow crewman took off from Harrington at 22:26 hours on their 5th mission assigned to the 801st. They flew on a secret course to the South West France on an Operational Mission code named Operation Lackey 3A for drop site Timdale. They were one of the 1st crews to fly at night without benefit of the full moon.

The plane never returned to home base.

Specially modified B-24Ds were used in classified missions. In a joint venture between the Army Air Forces and the Office of Strategic Services (OSS) code named Operation Carpetbagger. Pilots and crews flew specially modified B-24Ds painted with a glossy black anti-searchlight paint to supply friendly underground forces throughout German occupied Europe. Being some 500 ft above sea level and located not too far away from the supply bases of Cheddington and Holme as well as the British SOE based at Tempsford, Harrington was chosen for the Carpetbagger Operations by the Eighth Air Force’s Special Operation Group in which Chuckie served.

Like all Allied forces who operated behind Nazi lines, Chuckie and the Carpetbaggers were subject to torture and execution in the event of capture, under Hitler‘s notorious Commando Order. Because the teams normally operated in uniform, to apply this order to them was a war crime.

Report 262 noted the result of the Operation as MIA. The Air Forces Organization was required to file a Missing Air Crew Report (MACR) within 48 hours.

Operation Report: Chuckie is Missing in Action

22:29 hrs – 27 April 1944, take off into the dark night sky

Tim B

Chuckie’s B-24 Liberator made its slow progress to the runway. On receiving a green “Go” signal light from the tower, Pilot Ambrose and The Worry Bird crew roared down the runway and took off into the dark night sky at 10:29 PM beginning their two and a half hour flight to the drop zone in German occupied France.

The majority of Carpetbagger flights were made during the moon period, or on those nights when the moon was out, making the ground visible to the navigator and bombardier who visually identified the target and made the drops.

On this night, The Worry Bird crew were one of the first Carpetbaggers to fly out at night without benefit of the full moon, according to the first person account of crash survivor James Heddelson.

The aviators of the 801st Bomb Group of the 36th Bomb Squadron on the B-24 Liberator, The Worry Bird, on Operation Lackey 3A that fateful night:

  1. Lieut. George W Ambrose, Pilot; of Springdale, PA
  2. Lieut. Robert H Redhair , Co-Pilot; of Bartlesville, OKC
  3. S Sgt. Charles M Wilson, Engineer; of Beaver, PA
  4. Lieut. Arthur B Pope, Navigator; of Fulton, GA
  5. Lieut. Peter Roccia, Bombardier; of Washington, D.C.
  6. Sgt. James J Heddleson, Radio Operator; of Louisville, OH
  7. Sgt. George W Henderson, Tail Gunner; of Santa Monica, CA
  8. Sgt. James C Mooney, Dispatcher; of Englewood, NJ – He volunteered for this mission (his first) – the rest of the crew only met him shortly before take-off, as regular crew member Sgt. W. Bollinger had reported off sick that day.

Operations Log – Station 179 Harrington U.K.

I was able to locate an image of the actual handwritten Harrington flight log from that night. Chuckie’s take off time of “22:29” is noted beside an empty white box where the return home time was to have been written, then a chilling “MIA” written.

Handwritten Flight Log, for Station 170, Harrington, U.K.
Entrie Dated Chuckie’s plane – the Ambrose Crew

Low altitude flying

To avoid action with the enemy, flights were also at low level, usually 2,000 feet.  A low altitude made it more difficult for the enemy to detect the aircraft either by sound or by radar detection devices. Obstacles on the ground distort the sound of a low flying aircraft far more than they do the noise of a high flying one, because of the sharper angles of sound reflection. Radar and sound detection devices had less time in which to focus on a low flying aeroplane, and the range of effective detection was shorter at low altitudes.

After take off, radio operator James Heddelson was soon busy with his signals. The Intelligence Office at Harrington contacted Special Operations in London notifying them of the target and the route The Worry Bird was taking.

A “crack code” was then broadcast over the BBC radio that notified the resistance on the ground in France that the delivery was on its way.

Once the enemy coast was reached, the bombardier Peter Roccia and navigator Arthur Pope began preparations for the drop. The pilot usually flew at a height of 1,500 – 2,000 feet, giving known airfields and flak areas a wide berth; night fighters were always a hazard, but by flying at low altitudes, this threat was minimized. Chuckie and George Henderseon would have kept a constant lookout for German enemy predators, their guns were fitted with large anti flash discs to lessen the loss of night vision if they were fired.

As they neared the drop zone near Lyon in central France, the reception party on the farmland below heard the throb of engines and established contact by ‘S’ Phone.

Chuckie and crew reach the drop site at 1:00 AM, as planned, seeing the target lights on the ground on the first confirming fly over pass.

Then things went very wrong.

27 April 1944 – Daylong preparations for final flight

Tim B

Operation “Lackey 3A” – Each Carpetbagger mission completed at Harrington took place in a 36 hour cycle, which began at 17:00 hours the day before the flight, when the OSS in London gave Lt. Robert Sullivan a list of approved targets for the following night.  Based on historical documents and the Harrington Museum website, it is possible to frame out Chuckie’s schedule on his last day on earth before he took off with his crew into the dark night sky.

9AM – Weather report & targets

The Commanding Officer selected the night’s targets according to priority of requests from the Resistance groups, reception record of the group, and availability of crews and aircraft. The lists were then given to OSS, who informed the reception teams on times and recognition codes. The Station Weather Officer advised the Commanding Officer, or his deputy, of weather conditions anticipated in the target areas, and at it is decided where it will be practical to send Chuckie and The Worry Bird aircraft. 

11AM – Target agreed

Chuckie’s Squadron Commander is called in and meets before a map in the Group Operations Room with the tabs pinpointing the targets for the night. Together, the squadron leaders select targets for their crews, balancing the difficult with the comparatively easy, the distant with the near, so that each squadron finally will have about the same work load.

Noon – Navigator receives targets

The navigators of the crews receive their targets from the Squadron Navigator. The Worry Bird crew navigator turns in a flight plan to his Squadron Navigator by 3PM. A take off time for Chuckie and his crew is agreed.

3PM – Loading the aircraft

Photo credit: HarringtonMuseum.org.uk

Chuckie and his crew meet with an S-2 Officer and had the opportunity to study the S-2 map and to compare it with their own map. Crew maps are checked for location of the target (latitude, longitude and terrain features). 

4:30 PM Chuckie attends final briefing

Chuckie attends a final briefing session with all crew members. The Intelligence Officer gives any special information which may affect the crew. Next, the Deputy Commander gives general flying and dropping instructions, and finally the Group Navigator gives instructions on the route to be followed whilst over England and the point and altitude for crossing the English coast. He ends up by giving the men a ‘time check’, on which all crew watches are synchronised.

06:00 PM Squadron Commanders and crew navigators briefed

All details, and weather to be expected en route to the drop zones were reviewed. The Worry Bird crew navigator briefs them on the course, the type of reception signal, the code recognition letters for the target, and the terrain features approaching and around the target.

Phot credit: HarringtonMuseum.org.uk

09:00 PM Pre-flight visual check

As the Engineer, Chuckie would have done a pre-flight visual check of the plane prior to take off, and make sure that the gas caps were secured. The Engineer was also responsible to see that the wheels were always locked (prior to landing), and some reports say there were times when he had to lower them by crank, from inside the plane.

Timeline – Life story from the beginning

FeaturedTim B

Unforgotten Glory readership continues to grow. Here, indexed in chronological order read the story from the beginning.

Thanks everyone for joining in commemorating the 75th anniversary of D-DAY by following this storytelling of the life of US Army Staff Sergeant Charles “Chuckie” Melvin Wilson and his fellow Operation Carpetbagger crew of the 36thBomb Squad, 801st Bomb Group so that their contribution to freedom will not be forgotten.

Pinpoint Target: A farm near Saint-Cyr-de-Valorges

Tim B

Records show the secret code name for the Carpetbagger mission Chuckie was flying the night he was killed was Operation Lackey over the Timdale drop zone near Lyon, France –“TIMBALE DZ 45deg 57’N, 04deg 22’E”. The exact location of the planned drop is still a farm today and can be seen on Google maps is here.

On its final approach to make the drop “on lights” where members of the resistance were waiting on the ground, the plane hit a hill at 02:00AM and separated into four parts when crashing at nearby Saint Cyr de Valorges (Loire), France, killing five of the eight crew members including Chuckie.

Curious to see pictures of the village where Chuckie died on that hill, I did a Google search. Right there as I’d imagined. Beautiful, green rolling farmland, high wooded hills, peaceful, wide open expansive views. So familiar. It’s the same topography of Western Pennsylvania where Chuckie and this author grew up.

A very dangerous place to be flying a huge B-24 bomber in the dark of night just 130 feet above the ground at an airspeed of near stalling. The heroism, their bravery now even more clear. God bless them all.

One important lesson taught to the Carpetbaggers was the need to memorize the route to the drop zone. Pilots learned to literally map read their way by moonlight, memorizing landmarks – the most successful pilot sometimes spent hours studying the route. However, the B-24s were fitted with the best possible flying and navigational instruments. The most important flying instrument was a radio altimeter giving an accurate height readout on the low level flights.

The route to the drop zone was achieved by a team effort, the bombardier sat in the glazed nose on a swivel seat reading off landmarks to the navigator sitting at his table behind the blackout curtains. The pilot was provided with large blister windows giving a good downward view of the ground.

First radio navigation aid to be used on a mission was the Gee set, this recorded directional signals which were marked on a special chart – accurate within a quarter of a mile over England, but prone to jamming over enemy territory. The Rebecca / Eureka directional system explained on an earlier post consisted of a ground beacon (Eureka) set up on the drop zone, this was triggered by a signal from Rebecca set in the aircraft. Eureka then automatically sent out signals which were picked up by a calibrated receiver, this indicated the aircraft’s position in relation to the drop zone.

Relief map of Saint-Cyr-de-Valorges
Chuckie and his crew flew at night from Great Britain to deep into German occupied France
to drop supplies to the French resistance.
They crash landed at the red dot pinpointing Saint-Cyr-de-Valorges.

Coming up over the next 10 days are daily posts with details of that last mission, monuments to Chuckie and fellow Carpetbaggers by the grateful people of France and, for the first time, a family visits Chuckie’s grave in France for Memorial Day.