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"The instrument panel was torn loose and all the flight instruments were inoperative with the exception of the magnetic compass mounted in the panel above the windshield And its accuracy was questionable. The radio and intercom were gone, the oxygen lines broken, and there was a ruptured hydraulic line under my rudder pedals," said deLancey.
All this complicated by the sub-zero temperature at 27,000 feet blasting into the cockpit.
"It was apparent that the damage was severe enough that we could not continue to fly in formation or at high altitude. My first concern was to avoid the other aircraft in the formation, and to get clear of the other planes in case we had to bail out. We eased out of formation, and at the same time removed our oxygen masks as they were collapsing on our faces as the tanks were empty."
At this point the formation continued on its prescribed course for home - a long, slow turn southeast of Cologne and finally westward.
DeLancey and Stahlman turned left, descending rapidly and hoping, they were heading west.. (And also, not into the gun sights of German fighters.) Without maps and navigation aids, they had difficulty getting a fix. By this time they were down to 2,000 feet.
"We finally agreed that we were over Belgium and were flying in a southwesterly direction," said the pilot.
"About this time a pair of P-51s showed up and flew a loose formation on us across Belgium. I often wondered what they thought as they looked at the mess up front."
"We hit the coast right along the Belgium-Holland border, a bit farther north than we had estimated Ray said we were just south of Walcheren Island."
Still in an area of ground fighting, the plane received some small arms fire. This gesture was returned in kind by Albro, shooting from one of the waist guns.
"We might have tried for one of the airfields in France , but having no maps this also was questionable. Besides, the controls and engines seemed to be OK, so I made the decision to try for home."
"Once over England, LeDoux soon picked up landmarks and gave me course corrections taking us directly to North Hampstead. It was just a great bit of navigation. Ray just stood th ere on the flight deck and gave us the headings from memory."
Nearing the field, Stahlman let the landing gear down. That was an assurance. But a check of the hydraulic pump sent another spray of oil to the cockpit floor. Probably no brakes!
Nevertheless, a flare from Ruckel's pistol had to announce the "ready or not" landing. No "downwind leg" and "final approach" this time. Straight in!
"The landing was strictly by guess and feel," said DeLancey. "Without instruments, I suspect I came in a little hot. Also, I had to lean to the left to see straight ahead. The landing was satisfactory, and I had sufficient braking to slow the plane down some. However, as I neared the taxiway, I could feel the brakes getting 'soft'. I felt that losing control and blocking the taxiway would cause more problems than leaving the plane at the end of the runway."
That consideration was for the rest of the group. Soon three squadrons of B-17s would be returning, and they didn't need a derelict airplane blocking the way to their respective hardstands.
Stahlman, supremely thankful that his career with the 398th had come to an end, soon returned home and in due course became a captain with Eastern Airlines. Retired in 1984, Stahlman said his final Eastern flight "was a bit more routine" than the one 40 years before.
DeLancey and LeDoux received decorations on December 11, 1944 for their parts in the October 15 drama. DeLancey was awarded the Silver Star for his "miraculous feat of flying skill and ability" on behalf of General Doolittle, CO of the Eighth Air Force. LeDoux for his "extraordinary navigation skill", received the Distinguished Flying Cross.
The following DeLancey 1944 article was transcribed from the 398th BG Historical Microfilm. Note: due to wartime security, Northampstead is not mentioned, and the route DeLancey flew home is referred to in general terms.
TO: STARS AND STRIPES
FOR GENERAL RELEASE
AN EIGHTH AIR FORCE BOMBER STATION, ENGLAND - After literally losing the nose of his B-17 Flying Fortress as the result of a direct hit by flak over Cologne, Germany, on October 15, 1944, 1st Lt. Lawrence M. DeLancey, 25, of Corvallis, Oregon, returned to England and landed the crew safely at his home base. Each man walked away from the plane except the togglier, Staff Sergeant George E. Abbott, Mt. Lebanon, Pennsylvania, who was killed instantly when the flak struck.
It was only the combined skill and teamwork of Lt. DeLancey and 2nd Lt. Raymond J. LeDoux, of Mt. Angel, Oregon, navigator, that enabled the plane and crew to return safely.
"Just after we dropped our bombs and started to turn away from the target," Lt. DeLancey explained, "a flak burst hit directly in the nose and blew practically the entire nose section to threads. Part of the nose peeled back and obstructed my vision and that of my co-pilot, 1st Lt. Phillip H. Stahlman of Shippenville, Pennsylvania. What little there was left in front of me looked like a scrap heap. The wind was rushing through. Our feet were exposed to the open air at nearly 30,000 feet above the ground the temperature was unbearable.
"There we were in a heavily defended flak area with no nose, and practically no instruments. The instrument panel was bent toward me as the result of the impact. My altimeter and magnetic compass were about the only instruments still operating and I couldn't depend on their accuracy too well. Naturally I headed for home immediately. The hit which had killed S/Sgt. Abbott also knocked Lt. LeDoux back in the catwalk (just below where I was sitting). Our oxygen system also was out so I descended to a safe altitude.
"Lt. LeDoux who had lost all his instruments and maps in the nose did a superb piece of navigating to even find England ..."
During the route home flak again was encount ered but due to evasive action Lt. DeLancey was able to return to friendly territory. Lt. LeDoux navigated the ship directly to his home field.
Although the plane was off balance without any nose section, without any brakes (there was no hydraulic pressure left), and with obstructed vision, Lt. deLancey made a beautiful landing to the complete amazement of all personnel at this field who still are wondering how the feat was accomplished.
The other members of the crew include:
1. Technical Sergeant Benjamin H. Ruckel, Roscoe, California, engineer top turret gunner;
2. Technical Sergeant Wendell A. Reed, Shelby, Michigan, radio operator gunner;
3. Technical Sergeant Russell A. Lachman, Rockport, Mass., waist gunner;
4. Staff Sergeant Albert Albro, Antioch, California, ball turret gunner
5. Staff Sergeant Herbert D. Guild, Bronx, New York, tail gunner.
All this complicated by the sub-zero temperature at 27,000 feet blasting into the cockpit.
"It was apparent that the damage was severe enough that we could not continue to fly in formation or at high altitude. My first concern was to avoid the other aircraft in the formation, and to get clear of the other planes in case we had to bail out. We eased out of formation, and at the same time removed our oxygen masks as they were collapsing on our faces as the tanks were empty."
At this point the formation continued on its prescribed course for home - a long, slow turn southeast of Cologne and finally westward.
DeLancey and Stahlman turned left, descending rapidly and hoping, they were heading west.. (And also, not into the gun sights of German fighters.) Without maps and navigation aids, they had difficulty getting a fix. By this time they were down to 2,000 feet.
"We finally agreed that we were over Belgium and were flying in a southwesterly direction," said the pilot.
"About this time a pair of P-51s showed up and flew a loose formation on us across Belgium. I often wondered what they thought as they looked at the mess up front."
"We hit the coast right along the Belgium-Holland border, a bit farther north than we had estimated Ray said we were just south of Walcheren Island."
Still in an area of ground fighting, the plane received some small arms fire. This gesture was returned in kind by Albro, shooting from one of the waist guns.
"We might have tried for one of the airfields in France , but having no maps this also was questionable. Besides, the controls and engines seemed to be OK, so I made the decision to try for home."
"Once over England, LeDoux soon picked up landmarks and gave me course corrections taking us directly to North Hampstead. It was just a great bit of navigation. Ray just stood th ere on the flight deck and gave us the headings from memory."
Nearing the field, Stahlman let the landing gear down. That was an assurance. But a check of the hydraulic pump sent another spray of oil to the cockpit floor. Probably no brakes!
Nevertheless, a flare from Ruckel's pistol had to announce the "ready or not" landing. No "downwind leg" and "final approach" this time. Straight in!
"The landing was strictly by guess and feel," said DeLancey. "Without instruments, I suspect I came in a little hot. Also, I had to lean to the left to see straight ahead. The landing was satisfactory, and I had sufficient braking to slow the plane down some. However, as I neared the taxiway, I could feel the brakes getting 'soft'. I felt that losing control and blocking the taxiway would cause more problems than leaving the plane at the end of the runway."
That consideration was for the rest of the group. Soon three squadrons of B-17s would be returning, and they didn't need a derelict airplane blocking the way to their respective hardstands.
Stahlman, supremely thankful that his career with the 398th had come to an end, soon returned home and in due course became a captain with Eastern Airlines. Retired in 1984, Stahlman said his final Eastern flight "was a bit more routine" than the one 40 years before.
DeLancey and LeDoux received decorations on December 11, 1944 for their parts in the October 15 drama. DeLancey was awarded the Silver Star for his "miraculous feat of flying skill and ability" on behalf of General Doolittle, CO of the Eighth Air Force. LeDoux for his "extraordinary navigation skill", received the Distinguished Flying Cross.
The following DeLancey 1944 article was transcribed from the 398th BG Historical Microfilm. Note: due to wartime security, Northampstead is not mentioned, and the route DeLancey flew home is referred to in general terms.
TO: STARS AND STRIPES
FOR GENERAL RELEASE
AN EIGHTH AIR FORCE BOMBER STATION, ENGLAND - After literally losing the nose of his B-17 Flying Fortress as the result of a direct hit by flak over Cologne, Germany, on October 15, 1944, 1st Lt. Lawrence M. DeLancey, 25, of Corvallis, Oregon, returned to England and landed the crew safely at his home base. Each man walked away from the plane except the togglier, Staff Sergeant George E. Abbott, Mt. Lebanon, Pennsylvania, who was killed instantly when the flak struck.
It was only the combined skill and teamwork of Lt. DeLancey and 2nd Lt. Raymond J. LeDoux, of Mt. Angel, Oregon, navigator, that enabled the plane and crew to return safely.
"Just after we dropped our bombs and started to turn away from the target," Lt. DeLancey explained, "a flak burst hit directly in the nose and blew practically the entire nose section to threads. Part of the nose peeled back and obstructed my vision and that of my co-pilot, 1st Lt. Phillip H. Stahlman of Shippenville, Pennsylvania. What little there was left in front of me looked like a scrap heap. The wind was rushing through. Our feet were exposed to the open air at nearly 30,000 feet above the ground the temperature was unbearable.
"There we were in a heavily defended flak area with no nose, and practically no instruments. The instrument panel was bent toward me as the result of the impact. My altimeter and magnetic compass were about the only instruments still operating and I couldn't depend on their accuracy too well. Naturally I headed for home immediately. The hit which had killed S/Sgt. Abbott also knocked Lt. LeDoux back in the catwalk (just below where I was sitting). Our oxygen system also was out so I descended to a safe altitude.
"Lt. LeDoux who had lost all his instruments and maps in the nose did a superb piece of navigating to even find England ..."
During the route home flak again was encount ered but due to evasive action Lt. DeLancey was able to return to friendly territory. Lt. LeDoux navigated the ship directly to his home field.
Although the plane was off balance without any nose section, without any brakes (there was no hydraulic pressure left), and with obstructed vision, Lt. deLancey made a beautiful landing to the complete amazement of all personnel at this field who still are wondering how the feat was accomplished.
The other members of the crew include:
1. Technical Sergeant Benjamin H. Ruckel, Roscoe, California, engineer top turret gunner;
2. Technical Sergeant Wendell A. Reed, Shelby, Michigan, radio operator gunner;
3. Technical Sergeant Russell A. Lachman, Rockport, Mass., waist gunner;
4. Staff Sergeant Albert Albro, Antioch, California, ball turret gunner
5. Staff Sergeant Herbert D. Guild, Bronx, New York, tail gunner.
