NOTE: I mentioned this story in a blog a few weeks ago and a number of people asked when it would be available. It's fairly long, but it's a fascinating story.
Fateful Day in France
On December 7,
1941, Bill Massey sat with his family in front of an old wooden radio
the size of a small china cabinet, listening to the tinny voice of a
newscaster coming from the tweed-covered speakers: “The Japanese
have attacked Pearl Harbor.” It was a sobering time for America.
And for Massey. “I knew that those words would change my life,”
he says.
He realized he'd
soon be drafted into the military, so to ensure that he got into the
Air Force he decided to volunteer. By August of 1942, he was an
aviation cadet.
America didn't
really have much of an Air Force at the beginning of World War II,
but within a few years it would become the mightiest flying armada in
history. The Air Force didn't have enough instructors to train the
number of pilots they needed, so they looked to Great Britain. Massey
received his training from the Royal Air Force.
After months of
rigorous flight training in various types of aircraft, Massey
received his orders for Europe, where he would be piloting a B-17
bomber.
The Air Force
played a key role in destroying enemy industry and infrastructure,
but the costs were high. Massey recalls that, of the airmen sent on
bombing missions, one in four didn't return.
He flew four
missions to Berlin in May of 1944. “That month was an all-out
effort to convince the Germans that the jig was up,” he says.
“We in the Air
Force had two assignments—to neutralize the German air force so
they couldn't attack allied troops on D-Day or protect any part of
Germany, and to disrupt their manufacturing and transportation so the
country couldn't turn out new war materials.”
Massey and his
10-member crew flew two missions on D-Day. Their morning flight took
them over Utah Beach, and in the afternoon they flew over Omaha
Beach. “I had a bird's-eye view of the D-Day invasion,” he says.
But the date that
stands out in his mind as though it were yesterday is June 19, 1944.
It turned out to be
a good news/bad news sort of day. The good news (although he didn't
know it at the time) was that the Air Force had promoted him to
captain. The bad news was that his crew, who was supposed to have the
day off, would instead be flying a short-notice mission to cover for
another crew whose pilot was sick.
“We were about 30
minutes from our target in Bordeaux, France,” he recalls, “when
we encountered anti-aircraft flak so thick that it actually turned
day into night.” At that moment, a round hit his plane's hydraulic
system and the cockpit quickly filled with acrid black smoke.
The crew couldn't
extinguish the fire, so Massey gave the order to bail out. But before
he could snap his parachute to his harness, the oxygen tanks in the
B-17 exploded and ripped the plane apart.
“I found myself
flying through the air at 26,000 feet, with my parachute pack in one
hand,” he says. The temperature at that altitude is about 25
degrees below zero and the air is too thin to breathe.
Massey kept
desperately trying to secure the chute to his harness, but his hands
were so numb and he was so weak from lack of oxygen that he couldn't
make the clip fasten.
“I remember
thinking, 'Well, I guess this is it,'” he recalls now. But as he
plummeted toward earth at more than 150 miles an hour, the air became
warmer and thicker. He managed to use both hands to get one clip
secured to the harness, but was still too weak to fasten the second
one:
“I knew I didn't
have much time left, so I just pulled the ripcord and hoped for the
best.”
When the partially
attached parachute popped open, the jolt was so strong that his boots
flew off his feet. He hit the ground, hard. But as his heart finally
stopped hammering, he realized he wasn't seriously injured.
With the help of
local farmers, Massey found the two other members of his crew who had
somehow survived the plane's explosion. The remaining seven men had
died. “That was the hardest part for me,” Massey says. “We'd
been together all through training, and they'd been with me on all 19
missions.”
During the 76 days
that followed, the survivors moved from place to place behind enemy
lines, dodging patrols of German soldiers.
But they had a
stroke of good fortune where food was concerned. “The French had
learned that the Germans wouldn't bother children,” he says, “so
a little girl of about five would carry small amounts of food on her
bicycle and leave it on the steps of the abandoned building we were
hiding in.”
Finally, a member
of the Office of Strategic Services (forerunner of the Central
Intelligence Agency) discovered the survivors and reunited them with
invading American forces.
It wasn't until
Massey's debriefing that he learned of his promotion to captain. The
interviewer assured him the paperwork would “catch up with” him,
but it never did. He can only speculate, he says, that the process
was interrupted when he was listed as having died in the crash of his
plane.
After the war,
Massey sought out families of the lost crewmen. “I sat down with
the mothers and fathers of my men and told them what happened on that
day,” he says, choking back tears. “It was one of the hardest
things I ever had to do.”
In 1961, Massey and
his surviving crew members returned to France for a reunion with many
of the villagers who had sheltered them from the Germans during the
war. A group photograph he has of the occasion includes the young
girl who brought them food—by then, a striking dark-haired young
woman.
Massey says he's
proud of his service to America:
“War is bad, but
the loss of freedom is even worse.”