Douglas F. Bulloch of "Draggin Lady"
"We were so young that you don't realize what you've gotten yourself into."
- Doug Bulloch reflecting on how he felt about fear and completing his 35 missions
- Doug Bulloch reflecting on how he felt about fear and completing his 35 missions
We have been informed by Chris Bulloch that her dad, and our favorite left gunner and the last remaining member of
Z Square 6 the " Draggin Lady", took his final flight on January 14, 2017. It was a pleasure and an honor to have known Doug, and his contributions to our research were invaluable. Definitely will miss him.
Z Square 6 the " Draggin Lady", took his final flight on January 14, 2017. It was a pleasure and an honor to have known Doug, and his contributions to our research were invaluable. Definitely will miss him.
|
|
Douglas F. Bulloch Interview
This link can also be found on our Links page. It is an audio interview that is very interesting.
http://lcweb2.loc.gov/diglib/vhp/story/loc.natlib.afc2001001.71792/
(Run time: 99 min.)
http://lcweb2.loc.gov/diglib/vhp/story/loc.natlib.afc2001001.71792/
(Run time: 99 min.)
I have had the privilege to contact and get to know two of our Uncle Bob's original crew mates from 67 years ago, radio operator Charles Maples, and left blister gunner Douglas Bulloch. The following is a narrative of some of the remembrances of Douglas Bulloch.
Doug reported on his A/C that "Richard Field was a really good guy and a great precision pilot, who protected his men." Doug thinks that Captain Field flew submarine patrol duty on B-25's before joining the B-29s of the 73rd Bomb Wing.
He said Captain Field was well respected and liked, and was a reserved and by-the-book commander, but extremely fair.
Patrick Calhoun replaced Capt. Field in December of 1944 on the Z Square 6, and Doug said he was quite different from what they were accustomed to. None of the crew was happy about Calhoun's promotion to A/C of their ship, because they felt Co-Pilot Richard Dodds should have gotten the position. Calhoun was from Atlanta, Georgia, enjoyed a good time and sometimes took liberties with the regulations. Doug said his first encounter with his new A/C occurred when he rode along as "spotter" on Calhoun's check out flight in the left seat, and he thought it might be his last. Upon landing, Calhoun missed the runway and the wheels of the plane were "throwing coral all over the place, some pieces as big as bowling balls."
Not a good start. On one mission near the target when radio silence was ordered, "Calhoun could be heard chattering away and the squadron commander had to tell him to "knock it off."
Amusingly, one night Doug was on guard-duty protecting the Z Square 6 when up rolls a jeep onto the hardstand with
Calhoun and two nurses. Evidently he was trying to impress the women and told Doug he just wanted to show them
"his plane." But, Calhoun did have good qualities as an A/C. On several occasions he permitted Co-Pilot Dodds fly the bomb runs over the target to get added experience. He could be extremely diligent. He won the DFC for himself and his entire crew during the bombing mission for actions he took on 19 February 1945. Flying the Z Square 10 on this
mission, he maneuvered it into position to protect another badly damaged B-29 even though his own ship had been hit in the right wing, and bullets had barely missed Lt. Dodds in the Co-Pilot position.
Doug and his crew joined the 73rd Bomb Wing in Kansas in the summer of 1944, and they were in the second group to complete their training and head overseas. The first group went to China in the CBI Theater. Initially Doug and his mates trained on B-17s at Victoria, Kansas, that were in "terrible shape." But, that kindled Doug's memory of the following funny story.
On his very first training flight on a B-17 as waist gunner, Doug wasn't sure if he needed to wear his complete fleece-lined leather flight suit, so he decided to ask Charles Maples. Charles told Doug all he ever wore was the hat, jacket and boots, so Doug replied, "ok, that's what I'll wear." Doug soon found out that was a problem. As radio operator, Charles sat forward in the plane in a warmer section next to his radio equipment, that was next to a Plexiglas window that generated some heat when the sun was out, and he was out of the wind. Doug told me that, "back in the waist of that plane the freezing wind whistled through those open windows and my legs froze........I was rubbing them and stomping around to try to get them warm." Needless to say, Doug wore his fleece lined pants from then on in the B-17s, and joked that the didn't ask his "buddy Charles for much more advice."
Our Uncle Bob mentioned in a letter dated 16 June 1944, the fact that on one training mission they could not get above a terrible thunder storm and had to fly either into it or under it. Charles and Doug also mentioned this storm, and all three agreed it was the worst storm they ever flew in. Even Captain Field remarked that the storm might be the worst they ever flew through. Doug remembered that they also lost the engine turbo-chargers reducing their power. To make matters worse the hydraulics for the landing gear went out, and Doug was assigned to the bomb bay to "crank that gear down." He said due to the turbulence, he "found myself floating in the bomb bay until someone grabbed me and held on while I cranked that gear down." (He couldn't recall who helped him.")
Doug said once they received their B-29s that their training was much better because it was "a very comfortable, steady airplane." Leaving Kansas, they proceeded to Kearney, Nebraska, where they were delayed for repairs to Z Square 6 when the ground crew severely damaged the tail section of the aircraft when removing it from a hanger.
That made them the last plane in their squadron to arrive in Saipan, and Doug thought perhaps that was why the plane was named the "Draggin Lady."
Doug stated he really liked his fellow crew members, and that our Uncle Bob was a "quiet, very serious type guy." Doug reported on his A/C that "Richard Field was a really good guy and a great, precise pilot, who protected his men." Doug thinks that Captain Field flew submarine patrol duty on B-25s before joining the B-29s of the 73rd Bomb Wing.
**Doug noted that he had gone to Gunnery School for six weeks in Denver, Colorado for the remote control gun systems on the B-29s.
After their arrival on Saipan on 18 November 1944, Doug said he and his crew made a couple of practice missions before they made the "big one." They participated in the first raid on Tokyo by Saipan based B-29s on 24 November 1944.
I asked Doug if he had been afraid on this or other missions and he paused for just a second and then answered.........."we were so young that you don't realize what you've gotten yourself into." Then he mentioned that he always carried extra .45 caliber clips for his pistol in case he was shot down. He told me he didn't like the idea of being be-headed so he thought "I'd try to fight it out."
He reiterated that the six enlisted men in his crew were very "close knit," but that they were also pretty close to the other three enlisted crews that shared their Quonset hut. Sadly, he told me that after one mission half of the cots in the hut were empty because twelve (12) men had been lost. He said that "was a very sobering moment."
On a lighter note, he told me of being on guard of the airplanes on the hardstand one night. Here's how he told it: "A Japanese plane come over with it's landing lights on and it's landing gear down flying at less than 1000 feet..........usually a sign for a message or surrender. The plane was high lighted by our search lights, when it opened it's bomb bay doors and dropped a bomb." Doug said everyone scrambled for the shelter and he got there first, and suddenly six other guys landed on top of him. He said he temporarily forgot the Japanese fighter plane with all that weight on him!
After the crash of the "Draggin Lady" in February 1945 when lost by another crew, Doug and his crew began flying a ship called the "Booze Hound." They shared this B-29 with another crew, accumulating a total of 35 accredited missions between the two, enough to go home. That was the goal. Do your job and go home....alive.
In answer to my question about pressurization, Doug replied that once they reached the coast of Japan, they "de-pressurized the plane and went on oxygen masks." He stated it was too dangerous of a risk to be pressurized and be hit by flak or cannon shells from a fighter over the target.
I asked him as the left-gunner if he had gotten any "kills" of Japanese fighters. He said when flying with Lt. Calhoun they were usually in the low element and kind of took a beating from flak and fighters. (He did not remember ever flying as the lead plane.) Stating "the B-29s and fighters were going so fast in passing when you got off your short burst it was often hard to tell if you got a hit." But, he's sure he got one-a Twin Engined "Nick." He recalled hearing Wortovitch yelling into the inter phone that his guns wouldn't fire, so Doug fired the lower aft turret at the fighter and saw his tracer bullets striking it. He told me "I saw the plane peel off and curl downwards." Sometimes, he went on, the men in the forward compartment had different views or observed things differently than had the men in the aft compartment. Doug felt that "either the men in the front couldn't hear us shooting, or they couldn't see the fighters attacking the ship from the side and rear."
When I asked if the Japanese usually attacked from the rear of the B-29, Doug responded, "not really, because we were too fast for them, so mostly it was side-on attacks." In remembering his first low-level incendiary raid, he thought it was on 9/10 March 1945. He said he could see fires burning for miles. I asked him about air turbulence, and Doug said that "during an incendiary, low-level raid they hit very bad updrafts and turbulence from the heat created by the fires on the ground that threw the plane around." He stated that at one point the plane must have been on auto-pilot (in control of the bombardier) during the bomb run when the turbulence "almost flipped the plane on its back." (He thought a bomb may also have hung up in the bomb bay). At the time, Doug was taking pictures with his seat belt off when he hit the ceiling of the plane, then just as quickly was on the floor. He said he was "dazed, and also felt liquid and thought he must be bleeding." Not so, as he discovered that the "toilet" had also been traveling around and had splashed all over him! Doug said, "what a relief that was". Literally, huh Doug! (We both had a good laugh about this!)
A couple of mission incidents stood out for Doug, and this is how he related them:
On the first one, Doug was the last man in the squadron to see a damaged B-29 that got turned around after a mission and flew in the wrong direction towards Russia. Doug recalled that we hadn't captured Iwo Jima yet, and since the crew knew they couldn't make it back to Saipan, they headed to what they thought would be the safety of Russia. Since Doug was the last man to see this B-29 leave, he had to make a personal report to "some colonel".
The other, Doug was flying on a "navigation" mission escorting a group of 15 or so P-51 Mustang fighters from Iwo Jima across Okinawa to Ie Shima. They had to fly over Okinawa and Doug said he had a "great view of the invasion fleet firing phosphorous explosive shells, landing-craft rockets, and dive bombers attacking. It looked like hundreds of ships." (Wonder if he saw my dad down there?)
Doug said that on one mission returning from Japan, and unknown to the other crew members, Navigator Merrick fell asleep and they veered off their flight plan. Doug said as left gunner he saw one plane close in on them and yelled to the pilot to change course which he did. He said a few minutes later another plane closed within a few hundred feet of them and he again yelled to the pilot, and they again avoided a collision. He didn't know if anything happened to Merrick,
but said both instances were close calls. According to Doug and Colonel James Farrell, it was not unusual for crew members to fall asleep after a bomb run over Japan, but they were supposed to take turns sleeping. But the fatigue and stress caused by the long distances and peril of the bomb runs sometimes overcame the men. No one could fault someone like Lt. Merrick for falling asleep on these missions. They were all brave men performing above and beyond the call of duty, in constant
danger.
Doug said he "completed my 35 credited missions plus 3 practice in July of 1945, and was on my way home in August of '45 aboard an armed cargo boat."
Doug stated that B-29s were really overloaded with bombs and fuel when taking off from Saipan, and the take offs were extremely dangerous. He said the runway was on a small plateau and at the end of it was a hill that dropped off about 200 feet into the ocean. He said that the pilots upon lift off would apply power and dip down toward the ocean to pick up speed for lift off. He also believes that they received a ground effect from the ocean to get them going. At times, there was a Catalina "Flying Boat" circling off shore to pick up crew members of B-29s that crashed on take off.
He remembers one mission where another B-29 ditched off the coast of Japan after their bomb run, and Doug's crew radioed the downed planes position. The crew was rescued by a submarine, and eventually returned to Saipan. (Doug did not remember the planes name or how many crewmen survived.) After their return to Saipan, Doug said he talked to some of the men who survived the ditching. The survivors said they prepared for the ditching but that it was extremely violent and the plane broke in half, and that some of them were "thrown" out of the plane. Luckily, they had badly needed life rafts.
Which led Doug to speak about the "ditching training" in which he participated that is located in the attached newspaper article of the "Draggin Lady" crew. He said they did this training in the B-17 leather, fleece lined flight suits that were extremely heavy and cumbersome, made worse by being saturated with water. He said this training was "scary" as the men jumped into the pool, come to the surface, and then had to pull themselves into a life raft.
Doug told me about the original survival kits issued to the men, that were more like jungle kits that contained a machete etc. Doug laughed about this because he said the B-29s were always over water on their missions. He said eventually these survival kits were eventually altered, and most men were issued a one-man raft in case of a bail-out a a ditching.
When asked about his responsibilies on the missions, he said in addition to being the left gunner, he was also called a "spotter." On take offs he notified the A/C that the engines were running smoothly and the flaps were in the correct position. During flight, he also kept an eye on the engines in case of trouble. He said on one flight the number 2 engine began to smoke badly, so he notified the Captain and that engine was shut down, but they made it home okay. According to the ground maintenance crew, the oil cooler on the number 2 engine went out and was dripping oil onto the hot engine causing all the smoke.
After WWII, Doug took advantage of the G.I. Bill by obtaining a degree in engineering from Hofstra University. He worked for Boeing Aircraft for 30 years, and also worked as a volunteer on the B-29 still located in Seattle, the T Square 54.
This airplane survived almost 40 missions during WWII, also flying out of Saipan.
Doug reported on his A/C that "Richard Field was a really good guy and a great precision pilot, who protected his men." Doug thinks that Captain Field flew submarine patrol duty on B-25's before joining the B-29s of the 73rd Bomb Wing.
He said Captain Field was well respected and liked, and was a reserved and by-the-book commander, but extremely fair.
Patrick Calhoun replaced Capt. Field in December of 1944 on the Z Square 6, and Doug said he was quite different from what they were accustomed to. None of the crew was happy about Calhoun's promotion to A/C of their ship, because they felt Co-Pilot Richard Dodds should have gotten the position. Calhoun was from Atlanta, Georgia, enjoyed a good time and sometimes took liberties with the regulations. Doug said his first encounter with his new A/C occurred when he rode along as "spotter" on Calhoun's check out flight in the left seat, and he thought it might be his last. Upon landing, Calhoun missed the runway and the wheels of the plane were "throwing coral all over the place, some pieces as big as bowling balls."
Not a good start. On one mission near the target when radio silence was ordered, "Calhoun could be heard chattering away and the squadron commander had to tell him to "knock it off."
Amusingly, one night Doug was on guard-duty protecting the Z Square 6 when up rolls a jeep onto the hardstand with
Calhoun and two nurses. Evidently he was trying to impress the women and told Doug he just wanted to show them
"his plane." But, Calhoun did have good qualities as an A/C. On several occasions he permitted Co-Pilot Dodds fly the bomb runs over the target to get added experience. He could be extremely diligent. He won the DFC for himself and his entire crew during the bombing mission for actions he took on 19 February 1945. Flying the Z Square 10 on this
mission, he maneuvered it into position to protect another badly damaged B-29 even though his own ship had been hit in the right wing, and bullets had barely missed Lt. Dodds in the Co-Pilot position.
Doug and his crew joined the 73rd Bomb Wing in Kansas in the summer of 1944, and they were in the second group to complete their training and head overseas. The first group went to China in the CBI Theater. Initially Doug and his mates trained on B-17s at Victoria, Kansas, that were in "terrible shape." But, that kindled Doug's memory of the following funny story.
On his very first training flight on a B-17 as waist gunner, Doug wasn't sure if he needed to wear his complete fleece-lined leather flight suit, so he decided to ask Charles Maples. Charles told Doug all he ever wore was the hat, jacket and boots, so Doug replied, "ok, that's what I'll wear." Doug soon found out that was a problem. As radio operator, Charles sat forward in the plane in a warmer section next to his radio equipment, that was next to a Plexiglas window that generated some heat when the sun was out, and he was out of the wind. Doug told me that, "back in the waist of that plane the freezing wind whistled through those open windows and my legs froze........I was rubbing them and stomping around to try to get them warm." Needless to say, Doug wore his fleece lined pants from then on in the B-17s, and joked that the didn't ask his "buddy Charles for much more advice."
Our Uncle Bob mentioned in a letter dated 16 June 1944, the fact that on one training mission they could not get above a terrible thunder storm and had to fly either into it or under it. Charles and Doug also mentioned this storm, and all three agreed it was the worst storm they ever flew in. Even Captain Field remarked that the storm might be the worst they ever flew through. Doug remembered that they also lost the engine turbo-chargers reducing their power. To make matters worse the hydraulics for the landing gear went out, and Doug was assigned to the bomb bay to "crank that gear down." He said due to the turbulence, he "found myself floating in the bomb bay until someone grabbed me and held on while I cranked that gear down." (He couldn't recall who helped him.")
Doug said once they received their B-29s that their training was much better because it was "a very comfortable, steady airplane." Leaving Kansas, they proceeded to Kearney, Nebraska, where they were delayed for repairs to Z Square 6 when the ground crew severely damaged the tail section of the aircraft when removing it from a hanger.
That made them the last plane in their squadron to arrive in Saipan, and Doug thought perhaps that was why the plane was named the "Draggin Lady."
Doug stated he really liked his fellow crew members, and that our Uncle Bob was a "quiet, very serious type guy." Doug reported on his A/C that "Richard Field was a really good guy and a great, precise pilot, who protected his men." Doug thinks that Captain Field flew submarine patrol duty on B-25s before joining the B-29s of the 73rd Bomb Wing.
**Doug noted that he had gone to Gunnery School for six weeks in Denver, Colorado for the remote control gun systems on the B-29s.
After their arrival on Saipan on 18 November 1944, Doug said he and his crew made a couple of practice missions before they made the "big one." They participated in the first raid on Tokyo by Saipan based B-29s on 24 November 1944.
I asked Doug if he had been afraid on this or other missions and he paused for just a second and then answered.........."we were so young that you don't realize what you've gotten yourself into." Then he mentioned that he always carried extra .45 caliber clips for his pistol in case he was shot down. He told me he didn't like the idea of being be-headed so he thought "I'd try to fight it out."
He reiterated that the six enlisted men in his crew were very "close knit," but that they were also pretty close to the other three enlisted crews that shared their Quonset hut. Sadly, he told me that after one mission half of the cots in the hut were empty because twelve (12) men had been lost. He said that "was a very sobering moment."
On a lighter note, he told me of being on guard of the airplanes on the hardstand one night. Here's how he told it: "A Japanese plane come over with it's landing lights on and it's landing gear down flying at less than 1000 feet..........usually a sign for a message or surrender. The plane was high lighted by our search lights, when it opened it's bomb bay doors and dropped a bomb." Doug said everyone scrambled for the shelter and he got there first, and suddenly six other guys landed on top of him. He said he temporarily forgot the Japanese fighter plane with all that weight on him!
After the crash of the "Draggin Lady" in February 1945 when lost by another crew, Doug and his crew began flying a ship called the "Booze Hound." They shared this B-29 with another crew, accumulating a total of 35 accredited missions between the two, enough to go home. That was the goal. Do your job and go home....alive.
In answer to my question about pressurization, Doug replied that once they reached the coast of Japan, they "de-pressurized the plane and went on oxygen masks." He stated it was too dangerous of a risk to be pressurized and be hit by flak or cannon shells from a fighter over the target.
I asked him as the left-gunner if he had gotten any "kills" of Japanese fighters. He said when flying with Lt. Calhoun they were usually in the low element and kind of took a beating from flak and fighters. (He did not remember ever flying as the lead plane.) Stating "the B-29s and fighters were going so fast in passing when you got off your short burst it was often hard to tell if you got a hit." But, he's sure he got one-a Twin Engined "Nick." He recalled hearing Wortovitch yelling into the inter phone that his guns wouldn't fire, so Doug fired the lower aft turret at the fighter and saw his tracer bullets striking it. He told me "I saw the plane peel off and curl downwards." Sometimes, he went on, the men in the forward compartment had different views or observed things differently than had the men in the aft compartment. Doug felt that "either the men in the front couldn't hear us shooting, or they couldn't see the fighters attacking the ship from the side and rear."
When I asked if the Japanese usually attacked from the rear of the B-29, Doug responded, "not really, because we were too fast for them, so mostly it was side-on attacks." In remembering his first low-level incendiary raid, he thought it was on 9/10 March 1945. He said he could see fires burning for miles. I asked him about air turbulence, and Doug said that "during an incendiary, low-level raid they hit very bad updrafts and turbulence from the heat created by the fires on the ground that threw the plane around." He stated that at one point the plane must have been on auto-pilot (in control of the bombardier) during the bomb run when the turbulence "almost flipped the plane on its back." (He thought a bomb may also have hung up in the bomb bay). At the time, Doug was taking pictures with his seat belt off when he hit the ceiling of the plane, then just as quickly was on the floor. He said he was "dazed, and also felt liquid and thought he must be bleeding." Not so, as he discovered that the "toilet" had also been traveling around and had splashed all over him! Doug said, "what a relief that was". Literally, huh Doug! (We both had a good laugh about this!)
A couple of mission incidents stood out for Doug, and this is how he related them:
On the first one, Doug was the last man in the squadron to see a damaged B-29 that got turned around after a mission and flew in the wrong direction towards Russia. Doug recalled that we hadn't captured Iwo Jima yet, and since the crew knew they couldn't make it back to Saipan, they headed to what they thought would be the safety of Russia. Since Doug was the last man to see this B-29 leave, he had to make a personal report to "some colonel".
The other, Doug was flying on a "navigation" mission escorting a group of 15 or so P-51 Mustang fighters from Iwo Jima across Okinawa to Ie Shima. They had to fly over Okinawa and Doug said he had a "great view of the invasion fleet firing phosphorous explosive shells, landing-craft rockets, and dive bombers attacking. It looked like hundreds of ships." (Wonder if he saw my dad down there?)
Doug said that on one mission returning from Japan, and unknown to the other crew members, Navigator Merrick fell asleep and they veered off their flight plan. Doug said as left gunner he saw one plane close in on them and yelled to the pilot to change course which he did. He said a few minutes later another plane closed within a few hundred feet of them and he again yelled to the pilot, and they again avoided a collision. He didn't know if anything happened to Merrick,
but said both instances were close calls. According to Doug and Colonel James Farrell, it was not unusual for crew members to fall asleep after a bomb run over Japan, but they were supposed to take turns sleeping. But the fatigue and stress caused by the long distances and peril of the bomb runs sometimes overcame the men. No one could fault someone like Lt. Merrick for falling asleep on these missions. They were all brave men performing above and beyond the call of duty, in constant
danger.
Doug said he "completed my 35 credited missions plus 3 practice in July of 1945, and was on my way home in August of '45 aboard an armed cargo boat."
Doug stated that B-29s were really overloaded with bombs and fuel when taking off from Saipan, and the take offs were extremely dangerous. He said the runway was on a small plateau and at the end of it was a hill that dropped off about 200 feet into the ocean. He said that the pilots upon lift off would apply power and dip down toward the ocean to pick up speed for lift off. He also believes that they received a ground effect from the ocean to get them going. At times, there was a Catalina "Flying Boat" circling off shore to pick up crew members of B-29s that crashed on take off.
He remembers one mission where another B-29 ditched off the coast of Japan after their bomb run, and Doug's crew radioed the downed planes position. The crew was rescued by a submarine, and eventually returned to Saipan. (Doug did not remember the planes name or how many crewmen survived.) After their return to Saipan, Doug said he talked to some of the men who survived the ditching. The survivors said they prepared for the ditching but that it was extremely violent and the plane broke in half, and that some of them were "thrown" out of the plane. Luckily, they had badly needed life rafts.
Which led Doug to speak about the "ditching training" in which he participated that is located in the attached newspaper article of the "Draggin Lady" crew. He said they did this training in the B-17 leather, fleece lined flight suits that were extremely heavy and cumbersome, made worse by being saturated with water. He said this training was "scary" as the men jumped into the pool, come to the surface, and then had to pull themselves into a life raft.
Doug told me about the original survival kits issued to the men, that were more like jungle kits that contained a machete etc. Doug laughed about this because he said the B-29s were always over water on their missions. He said eventually these survival kits were eventually altered, and most men were issued a one-man raft in case of a bail-out a a ditching.
When asked about his responsibilies on the missions, he said in addition to being the left gunner, he was also called a "spotter." On take offs he notified the A/C that the engines were running smoothly and the flaps were in the correct position. During flight, he also kept an eye on the engines in case of trouble. He said on one flight the number 2 engine began to smoke badly, so he notified the Captain and that engine was shut down, but they made it home okay. According to the ground maintenance crew, the oil cooler on the number 2 engine went out and was dripping oil onto the hot engine causing all the smoke.
After WWII, Doug took advantage of the G.I. Bill by obtaining a degree in engineering from Hofstra University. He worked for Boeing Aircraft for 30 years, and also worked as a volunteer on the B-29 still located in Seattle, the T Square 54.
This airplane survived almost 40 missions during WWII, also flying out of Saipan.

"The Booze Hound on a mission, taken by another crew. You can see me at in my side gunner's position" -D.Bulloch (courtesy C.Bulloch) ---[The big Z on the tail indicates this picture was taken after April 1945, the original "Draggin' Lady", 42-24694, was lost in an accident on 23 Feb 45. She was replaced by "Booze Hound", 44-69746. JB]
Official records give Doug credit for the probable downing of a Japanese "Irving" fighter during the mission on
19 February 1945 to the dreaded Target 357, the Nakajima Aircraft Engine Plant in Musashino, near Tokyo
19 February 1945 to the dreaded Target 357, the Nakajima Aircraft Engine Plant in Musashino, near Tokyo
CHRISTMAS GREETING FROM DOUG & CHRIS BULLOCH
click this link: vimeo.com/809566850