Hell on High Ground: World War II Air Crash Sites
by David W. Earl

The Group [92nd BG] moved in January 1943 to Alconbury, Huntingdonshire, designated station 102. The 92nd BG had several planes designated as B-17F, which differed only slightly from "E" models, having an extended Plexiglas nose and paddle-blade air-screws. Some improvements were also made to bomb storage, brake systems and communications equipment.

Alconbury housed three Army Air Force Squadrons of the 482nd Bomb Group: 812th, 813th, 814th. The B-17E 41-9051 was transferred on 2 September 1943 to the 813th Bomb Squadron of the 482nd Bomb Group, who were assigned Pathfinding duties for many other bomb groups in the area in August 1943. However, the older B-17E aircraft such as 41-9051 were being used for training, transport, and liaison duties. This was the case in September 1943 when a tragic accident involving the 813th Squadron CO Captain William C. Anderson, 92nd Bomb Group Ground Executive Officer Major Tom C. Henderson, Jr., and Major Henry B. Williams of the 1st Bomb Division. The B-17E 41-9051 crashed in the district of Cumbria, just north of Keswick, killing all on board the stricken Fortress.

At 0959 hours on Tuesday, 14 September 1943, B-17E 41-9051 took off from Alconbury to conduct a navigational training exercise which would take the crew via Digby, York, and Darlington, up to Turnhouse in Edinburgh, Scotland. Weather conditions varied from 4-6/10ths cumulus at 1,500 feet in Lincolnshire to a rather nasty 10/10ths at 3,000 feet over parts of Yorkshire.

It is not known at what point the B-17E flew off course by over 50 miles. From the general outcome, it can be assumed that the crew became lost somewhere over Yorkshire. At a time estimated as being around 1130 hours, B-17E 41-9051 struck the 3,050 foot summit of Skiddaw Mountain just east of Bassenthwaite Lake in Cumbria with such force that all on board where killed instantly. It would appear from all accounts that the aircraft struck the south-western side of Skiddaw Mountain nose-first, and although it did not explode, a fierce fire ensued. Apart from a section of rear fuselage, aft of the radio room, and the tail, the Fortress was completely gutted. On striking the mountainside the aircraft bounced upwards, precariously lodging itself on a steep slope in a region known as Randel Crag. Just below the mountain's summit, engines broke loose and along with other heavier parts toppled down the rocky slope.

[The official U.S. War Department Report of Aircraft Accident dated 20 September 1943 for B-17E 41-9051 states: The ship crashed on southwest side of Skiddaw Mountain at 11:30 hours. The airplane did not explode but did burn after flying nose first into the mountain side. The Accident Committee agrees on the following as cause for the crash: 50% pilot error (25% error of judgment, 25% poor technique), 25% navigation personnel error, and 25% weather. It is the opinion of the Investigating Committee that the airplane was operating properly at the time of the crash. It is the belief that the pilot was on instruments and with his ETA just about up, was attempting a let-down on what he thought may be clear below. The crash occurred with visibility 20 yards, and ceiling zero at that location.]

In the summer of 1943, LAC Kenneth Hobson, a fitter HE with the RAF at Thornaby, Yorkshire, had been posted to Silloth, Cumbria. On the morning of 14 September, shortly after the tragedy, he was selected along with other tradesmen to assist in the recovery of any survivable equipment on board the aircraft. It is believed that LAC Hobson was picked to go because of his overall knowledge of American Wright Cyclone engines.

The wrecked Fortress had been found by a seventy-year-old shepherd, and from the account he gave before the salvage party set out, there were no survivors from the crashed aircraft. Arriving at Bassenthwaite Police Station in a small van, LAC Hobson and the others met up with the shepherd, who in turn led them to the scene of the accident. On reaching the dreadful scene, they were deeply shocked and sickened at the awful carnage which lay before them. The aircraft had completely burnt out, and the bodies of its ten occupants lay scattered amongst the wreckage. It soon became apparent that nothing could be done for the poor unfortunate souls, as high winds on the mountain rendered any removal of bodies or wreckage extremely hazardous, and there was a possible danger of the wrecked aircraft sliding back down the mountainside. Therefore, on relieving a group of soldiers who had already been at the site for a couple of hours, a larger party of RAF airmen arrived and Ken Hobson and his team made their way back. On the way down, they were met by a number of Americans who were on their way to assess the accident. LAC Hobson and his team arrived back at Silloth around six that night, having had nothing to eat or drink since breakfast at 7 a.m.

Later that night, when the wind had dropped, the larger party of airmen began the arduous task of removing the bodies of the unfortunate airmen, but because of the fading light, they had to recover some of them at first light the following day.

In view of the tragic death of Capt. Anderson , command of the 813th Bomb Squadron was resumed by Captain Clement W. Bird on 16 September 1943, and arrangements were made for the burial of those lost in the tragic accident.

During the following weeks, a salvage team from 83rd MU at RAF Woolsington (detached to 14th MU, Carlisle) arrived in the area of Millbeck, close to the A591 Keswick to Bothel Road, and began the difficult task of removing the wreckage from Skiddaw. Due to the steepness of the slope, and the moving rock, the wreckage had to be manhandled and lowered by ropes to where it could be loaded onto sledges, and dragged to awaiting farmers' tractors. It was then loaded onto lorries to be transported away.

Incidentally, aircraft of the "Mighty Eighth" were often given names or nose art by their crews and B-17E 41-9051 was no exception. Whilst serving with the 92nd BG, coded UX-O, the B-17E adopted the name "Flaming Mayme", which somewhat ironically ended up as a mass of blazing wreckage on a Cumberland fell.

With regards to those killed in this tragedy, five were interred in the American War Cemetery at Madingley, Cambridge. They are: Major Tom C. Henderson (Tennessee), Capt. William C. Anderson (California), Capt Raymond R. Oeftiger (New York), 1/Lt. Robert J. Sodbury (Texas), and S/Sgt. Bryson R. Hills. The others were returned to their home states in America for private burial. Major Henry B. Williams is interred at Arlington National Cemetery, Virginia...near Washington D.C. 2/Lt. Raymond E. Diltz was interred at Golden Gate National Cemetery, San Bruno, California...just south of San Francisco. His nephew Raymond H. Diltz has visited the site of his burial many times out of respect for his brave uncle. It is not known at this time where the remaining crew are interred...1/Lt. Clarence H. Ballagh (California), 1/Lt. Theodore R. Doe (California), and S/Sgt. Robert L. Jacobsen (Minnesota).

Today at the scene of the crash, high on the slopes of Skiddaw Mountain, very little remains of this one time "Queen of the Skies". Only scraps of light alloy, nuts and bolts and rusty brackets are left to remind us of the tragic loss of ten gallant young airmen over half a century ago---may they be remembered forever.