78th Fighter Group
78th Fighter Group
Personal pictures, stories and web "links" submitted by 78th Fighter Group veterans, family and friends.
_1st Lt. Peter E. Pompetti, 84th Fighter Squadron, 2-16-43 to 3-17-44,
POW
1st Lt. Peter E. Pompetti with his assigned aircraft, "Axe The Axis", P-47D, WZ-R, s/n 41-6393. At the time of this photograph, Lt. Pompetti had completed 29 missions and was credited with Four(4) aerial victories. ( Source Credit: Danny Morris via Pete Pompetti, "Aces and Wingmen II, Volume I", 1989, Aviation USK, ISBN 85435-241-4 )
Part I I- February 6, 1944 Through The Mission of March 17, 1944
On the 6th of February, 1944, Lt. Peter Pompetti got more then he bargained for, while strafing in France. He filed this report upon returning to Duxford:
"I was leading the second element in Clinton Blue Flight, Lt. Bert Lentz(11) (WZ-F) was the flight leader, Lt. Macie Marlow(12) (WZ-0 bar) was flying on my wing and Lt. R. E. Smith(13) (HL-M), flying as a spare with the 82nd Fighter Squadron of 'B' Group, joined the flight to make it a five plane Flight. After R/V, Clinton Squadron (84th Fighter Squadron) was making a turn back to pick up another box of bombers when I heard Lt. Barba(14) (WZ-E) call "Break left!". We were being bounced.
I pushed everything forward and did a steep climbing turn to the left, looking for the enemy. I circled several times looking around, saw nothing, then started out with Lt. Marlowe. I saw some E/A diving away from the last box of bombers with P-38s after them. They were headed for an A/D about ten miles to the south of us. We went over to give them some cover.
As we were making a circle of the A/D, we saw about 20 to 50 e/a dispersed on it, also about six single engine E/A circling for a landing. There was a convenient cloud layer just at the eastern end of the field, giving us the advantage of surprise. Making a left hand turn and losing altitude, we got inland of the A/D over the clouds, lined ourselves up and went down. We went into clouds at 2,000 feet, came out at 800 feet just off the east edge of the field and lined up parallel with the one runway.
As I came down I saw two gutted hangars on my left and directly in front of me a twin engined a/c, probably a Ju-88. I fired at it and saw strikes all around it, then I corrected my line of fire and saw strikes on it. I flew across the airfield on the deck, indicating about 400 mph. I was still parallel with the runway, and could see some Fw-190s parked alongside and just off the runway, but couldn't get at them so I continued ahead. I saw a twin engine E/A at the end of the field, just off the perimeter and close to the runway. I was going straight for it, fired and saw numerous strikes all over it. It was smoking heavily and I flew through the smoke and passed over it, clearing it by several yards.
I saw a flak tower over to my right just off the edge of the field. I turned into it, fired and saw strikes in the middle of it before smoke enveloped it. As I was attacking the flak tower, I saw a single engine e/a crash and burn to my left, about a mile or so off the A/D. Lt. Marlowe and I were now together. Several miles from the A/D, we saw a locomotive pulling some flat and coal cars. Lt. Marlowe attacked first and hit the engine numerous times. It stopped and steam and smoke poured from front to back. I fired and since it was stopped, I had no trouble hitting it. I saw strikes and it continued smoking and giving out excess steam. I looked back and could see that it was pretty well shot up. Just ahead of us was another freight train so we attacked the engine. Lt. Marlowe got strikes and I saw steam and smoke. It seemed to go faster, then when I fired and hit it, I looked back and it had slowed down, almost stopped, and smoke and steam enveloped it. We continued out on the deck. Lt. Quince L. Brown(15) (WZ-J) had circled the A/D with his flight while we shot it up. He called and said he was six o'clock high and for us to climb up and join him. We started up, but saw two a/c ahead so we hit the deck again. The a/c were P-47s, Lt. Wilkinson(16) and his wingman (82nd Fighter Squadron). We joined them and the four of us came out line abreast on the deck. On the way, Lt. Marlowe and I shot at a tug. pulling about four barges, in a canal about 100 miles inland. The rest of the trip was uneventful. Crossed out over Cayeux on the deck, indicating about 280 mph. We were not fired on during the entire trip, including the jaunt across the A/D. The A/D had between 20 and 50 a/c - half were twin engine, the rest single engine, mostly Fw-190s. I claim One (1) Twin Engine e/a (probably Hs-129) destroyed; One (1) Twin Engine e/a (probably Ju-88) damaged; Two (2) Locomotives damaged; One (1) Flak Tower damaged; One (1) Tug damaged / shared with Lt. Marlowe."
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Left: 1st Lt. Peter E. Pompetti pulls up over a LeO 451 after strafing., He is snapped by the gun camera of Ernie Lang(17), flying WZ-S bar, his wingman. Seconds later, Pompetti bailed out of P-47D, s/n WZ-Z, 42-74641 and was taken prisoner. ( Source Credit: Danny Morris via Pete Pompetti, "Aces and Wingmen II, Volume I", 1989, Aviation USK, ISBN 85435-241-4 ). Right: Released to strafe targets of opportunity on the return home from escort missions, Peter Pompetti, at very low level, smothers a locomotive with gun strikes. ( Source Credit: "Eagles of Duxford", Garry L. Fry via Pete Pompetti, 1991, Phalanx Publishing, Ltd., ISBN 0-9625860-2-1
On March 11, 1944, Lt. Pompetti was given a written reprimand from Major General William Kepner(18), Commanding Officer, 8th Fighter Command, for acting contrary to ( a secure order issued on November 30, 1943. This order forbade the strafing of civilian ground targets in enemy occupied Europe (e.g., locomotives, tugs, barges, etc.). General Kepner stated(2):
"I have considered your misconduct which occurred on February 6, 1944, when, during a mission in which you acted as a leader, you attacked a locomotive hauling flat cars in enemy occupied countries, in direct violation of orders contained in a secret letter, this Headquarters, dated November 30, 1943, subject: "Targets in Enemy Occupied Countries" ' , file 571.5; and in letter. Headquarters 66th Fighter Wing, dated December 7, 1943, relating to the foregoing letter.
'You are hereby reprimanded for your misconduct. It is understood that your actions resulted from an erroneous interpretation of certain instructions amending the orders contained in the above mentioned letters. In your case this particularly is no excuse, since as a leader it was your special duty to thoroughly and intelligently understand your orders; and your failure in this regard shows a lack of proper appreciation of the responsibilities imposed on you. It is realized that your action in attacking the locomotive was no doubt prompted by commendable zeal to damage the enemy war effort, and there is no desire to restrict that zeal when exhibited in the right direction; but at the same time, it will be apparent that you cannot adequately serve by any failure to understand orders or instructions issued by higher authority.
Consideration has been given to removing you entirely from flying status, but after mature reflection it is believed that such extreme action is not warranted in view of all the circumstances and in further view of your exceptionally high and meritorious performance on all previous combat missions. However, no reoccurrence of a similar failure to appreciate your responsibilities and duties will be tolerated, and any such reoccurrence will meet with very severe disciplinary measures.
It has been decided under all the circumstances that this reprimand in person from your Commanding General is a sufficient punishment, without the imposition of any fine. You will be expected to justify this decision by your future conduct and actions and by the example you set for your fellow pilots. A copy of this letter will be made part of your 201 file and an appropriate notation will be made on your Officer's Qualification Card.
You have the right to appeal from this punishment if you deem it unjust or disproportionate to the offense. You will acknowledge receipt of this reprimand by endorsement hereon."
Within a matter of weeks after Lt. Pompetti received the reprimand, the 8th Air Force Fighter Command was ordered to strafe anything that moved on land or water.
On February 25th , Lt. Pompetti went down on the deck again to strafe an airfield just west of St. Wendel, Germany. The squadron had R/V'd with the bombers fifteen minutes early near Trier and took them as far as an area southeast of Mannheim, Germany. Lt. Quince Brown (WZ-J) shot up a barrage balloon over Bad Krueznach and Lt. Boyle(19), (WZ-K bar) strafed an e/a on an airfield in Belgium. At about 1410 hours, Lt. Pompetti and his wingman, Lt. Ernie Lang(17), (WZ-S bar), hit the airfield near St. Wendel. Peter shot up two Me-109s parked close together and as he banked round a small building, he saw some German officers standing by a staff car watching him. He later recollected(2):
"I flew parallel to them about 50-100 yards away and could see them plainly. They wore long grayish blue leather military coats and garrison hats. The car was very dark - I would say black.
I called this off to Lt. Lang, made a sharp turn to the left and came back at them. I couldn't get a good shot because the road was lined with tall trees. They didn't run until I fired at them. Evidently, they thought I was making another pass at the airdrome. I fired several bursts in their general direction and they left the car and ran into the fields on both sides of the road and threw themselves onto the ground. I don't know whether I hit either the car or the officers, due to the trees, and my closeness to the ground."
Lts. Pompetti and Lang started back home. On the way, they flew over another airfield which had twenty or more aircraft on it which seemed to be dummies. They didn't attack. This was near Valenciennes and was reported upon their return to Duxford.
The following month, on March 2nd, Lts. Pompetti and Lang shared in the destruction of one Hs-126 and a Ju-88 on the ground at Chartres A/D, France. Four days later, Lt. Pompetti was down on the deck again with Lt. Luther Abel(20) (WZ-V), when they attacked two locomotives near the town of Cloppenberg, Germany. As Lt. Pompetti passed over the second locomotive, he felt a bang and thought he'd been hit by some return fire so the two pilots headed for England. Upon landing at Duxford, he discovered the engine cowling and the fuselage were covered with soot. Also, he found the supercharger bucket pushed up into the turbine wheel.
Again on March 8th, with Lt. Lang (WZ-S bar) as his wingman, he shared in the destruction of a Fw-190 at Bohmte A/D, Germany. They also took out a gasoline truck which was refueling two single engined aircraft.
The 78th Fighter Group was to provide withdrawal support for the bombers after a mission to Luneville, France on March 16th. The Group attacked some aircraft on an airfield in the area of Metz, France. Lt. Pompetti damaged a Me-109, but was hit by ground fire. Upon returning to Duxford, his A/C, (WZ-R), s/n 41-6595, was listed as Category 'A' and had to go into one of the main hangers for major repairs.
Ground fire would also play a key role in Peter Pompetti's next and last wartime mission. As (WZ-R), Pompetti's assigned a/c, was still being repaired he was assigned Capt. Harold Stump's(7) aircraft, (WZ-Z), s/n 42-74641. He recalled(2):
" It was a murky day, fog and haze over England and the continent. We were ordered to 'stand down' that morning. However, after lunch word came from 8th Fighter Command, that we could send a few aircraft out, manned by volunteers to look for 'targets of opportunity'. Weather was "stinko", but eight of us wanted some excitement. So, off we went into the murk, two flights of four aircraft. We took off at 1450 hours.
Arriving over France, we split up into pairs. Ernie Lang (WZ-S bar) and I were together, turned south then west, letting down to the deck with eyes open. In short order, We found a train parked in a small town (headed west of course), loaded a command jeep and probably ten large tanks. I didn't shoot, as this same morning I'd endorsed back to the 8th Air Force Command my acceptance of the 'letter of reprimand ', my punishment for earlier strafing of trains in the Low Countries. However, I did switch over to camera only and took footage of the 'fat' target. I was furious with myself that I wasn't able to strafe that train. Officers must obey orders and I was fearful of losing my wings as mentioned in the reprimand.
We continued westerly under hazy, cloudy skies with perhaps a mile forward visibility at low speed (about 210 MPH). Suddenly, I saw an airdrome directly ahead with an aircraft parked at 12 o'clock to me. I applied some throttle, but speed didn't pick up appreciably, as I was 'ground hugging' and the distance ahead was minimal. I opened fire, followed immediately by Lang. Just to the left of the parked aircraft, alongside a perimeter road, was a light gun position .. . probably twin 50s. He opened fire and hit me in the lower left side of the engine area.
Almost immediately, dense smoke enveloped me. The heat was intense! This is it! I couldn't see the ground or the instruments, I pulled back on the stick, disconnected the radio leads, oxygen and the seat belt and prepared to leave the aircraft. When I felt I was high enough, I released the canopy and went over the left side cleanly. The 'chute opened without a jar. Being very close to the ground, I hit going backwards and tumbled. I'd landed in a congested area, touching down within inches of a railroad track - but I wasn't hurt! I took off my 'chute and winter flying boots over my 'Mclarens of London'jodphurs (not good for running). I ran over to an alley way close by, probably 100 to 200 feet away and off I went. Lots of French women passed me intent on the 'chute I'd left behind, yards and yards of pure silk. They smiled and gave the 'V' sign in passing. Almost immediately, a man pedaled a bicycle past me and said in English "Follow me." He stayed a safe distance ahead as I ran up an alley, crossed streets, went up some other streets to other alleys until we arrived at a quarry. Progressing into the quarry he pointed down to a large hole for me to hide in and kept going. I stayed hidden and alone until about 1750 hours when a young lad, aged about 12, brought me a loaf of bread and a bottle of wine. I broke a piece off and gave him back the rest. I drank some wine and returned this to him also. This was the smartest thing I did all day as the Germans didn't know I'd been helped when I was captured later; i.e., no evidence.
The house at Villeteneuse, Paris, on which Peter Pompetti's aircraft crashed on 3-17-44. No one was injured. (Source Credit: "Aces and Wingmen II, Volume I", Danny Morris via Peter Pompetti, 1989, Aviation USK, ISBN 0-962308-1-3).
About 1845 hours, I could hear a German Wehrmacht search party coming. I had been seen bailing out just off the airdrome so the Paris garrison was called out. The area was cordoned off and the soldiers systematically searched for me. The soldiers passed by the hole and didn't see me. The last one however, came back for a closer look (it was dusk) and saw me. He pointed his rifle downwards, then fired a shot in the air. They gathered around and took me out of the hole. Giving three loud cheers they marched me out of the quarry to a street lined with houses (village of PierreFitte). We waited until a staff car with two Wehrmacht officers arrived and I was taken to H.Q.s.
I was interrogated very briefly by a German in civilian clothes, probably SS. He asked very little. Some soldiers talked to me informally and gave me cheese, bread and wine while I waited for the interrogator. Shortly, I was taken to a medieval type dungeon and there I spent the night. Next morning, I was taken to the front gate guard-house and kept under heavy guard until about 5:00 PM (Saturday). Next, I was taken in a closed van to the Paris railway station and put on the 6:00 PM or so train to Frankfurt, again well guarded.
We arrived at the outskirts of Frankfurt about dawn, but the RAF had just departed, having bombed Frankfurt heavily. Not being able to get into the main station, we off loaded outside the city. Along with my three guards, I walked through the ruined city to the railroad station commuter train to Oberuressel, Dulag Luft, the interrogation center for aircrew (RAF & USAF).
I was interrogated that afternoon (Sunday) and again about the 3rd day. I was asked the usual questions: i.e.; name, rank and serial number, the serial number of the aircraft I was shot down in, type of aircraft I was flying and what Group I was in. I said, "Now look Mr. Scharff, you know I was shot down right in front of all your troops. The airplane fell just a very short distance away from the airfield and your people knew what it was. I'm sure they saw the big bold letters on it, you don't need this information from me!
That's what I told him. Then after a couple general comments he asked; 'Are you Jewish?' That really took me by surprise. I was blondish with bright sparkling blue eyes and he had my dog tags. When I regained my composure, I replied: 'I said you know my name is Pompetti and you know I'm Italian. You have my dog tags and can see my religion is Roman Catholic. That would preclude me from being Jewish.' Thus ended the questions for that day. I was interrogated at least once a week for the 28 days I was kept in solitary.
The room in which I was kept had a small blacked out window and no amenities. I was not able to wash, brush my teeth or shave during that period, no baths! Same food every day; two slices of black bread in the morning with a glass of ersatz tea, same in the evening. At lunch they brought a bowl, actually just a flat dish, of ersatz potato soup ... no body or consistency. I survived, but slimmed down, needless to say. Finally after locating me in one of his dossiers on the 78th Fighter Group, Hans Scharff, the interrogator, decided to let me go. He never asked me any questions of importance and then, being a 1st Lt. with no security clearance, I really didn't know anything of any importance anyway. I was never physically abused, except once while awaiting the staff car outside the quarry. A soldier, NCO, came up and jabbed a Luger into my belly hard, very hard! needless to say, it hurt! I read him the riot act in English, which he didn't understand, but which made the French men and women standing around smile.
After being released from the Interrogation Center, a group of us were put into freight cars bound for Berlin (Stalag Luft 1). We were given some Red Cross parcels to share and sustain us for the several days until reaching our permanent camp, that haven on the Baltic, Barth. At first, life was a little easier with more food, not in great quantity, but at least we could survive. The last 2 or 5 months of the war were awfully lean for us; the Germans couldn't transport food, or any-thing for that matter, with the fighters and bombers overhead day and night. Russian troops overran our camp on the 1st of May, the German guards having deserted us about midnight. I stayed with the Russians for two weeks until being flown to France May, 15. From there, I went to Duxford, stayed a week and then on to London for three more weeks awaiting space on a ship to the States. I arrived in the USA about the 22nd of June 1945."
Peter Pompetti in 1984, in the village of Villeteneuse, Paris, stands next to a piece of the P-47 D, WZ-Z, s/n 42-74641 he flew on his last mission. A French citizen had kept the piece in his garden since the crash on 3/17/44. (Source Credit: "Aces and Wingmen II, Volume I", Danny Morris via Peter Pompetti, 1989, Aviation USK, ISBN 0-962308-1-3).
Peter Pompetti stayed in the US Air Force until July 31,1960 when he retired with the rank of Lt. Colonel. He was married to Mary Seibert, May 29,1949. True to Air Force tradition, she was given away by the base commander; Colonel Robert L. Scott, the author of "God is my Co-pilot." They had three children, Pamela, Annamary and Peter Jr. After retiring from the Air Force, he worked for the CAB and FAA until January, 1976. He lived in retirement in Fort Worth, Texas. He died on April 16, 1985 and is buried at Arlington National Cemetery.
Danny Morris, author of "Aces and Wingmen II, Volume I", and Peter Pompetti with the Imperial War Museum's P-51-D Mustang at Duxford Airfield. Danny Morris spent five years in the restoration of this aircraft. It is an ex-Canadian Air Force Mustang, painted to represent the personal aircraft of Colonel John D. Landers, WZ-I, s/n 44-72218, "Big Beautiful Doll". ( Source Credit: Danny Morris collection)
The inspiration and references used in this "Profile" of Peter E. Pompetti were a result of Danny Morris's research and presentation in his book "Aces and Wingmen II, Volume I", 1989, Aviation USK, ISBN 0-962308-1-3. Danny's dedication of the book was as follows:
" In memory of Peter E. Pompetti, fighter pilot and friend who passed away 26th April 1985 this book is respectfully dedicated."
Web Master's Notes:
Notes (1) - (10) on previous page.
(11) - Lt. Lentz - 1st Lt. Norbert G. Lentz, pilot in the 84th FS from 2-16-43 to 6-26-44, to 27th ATG.
(12) - Lt. Macie Marlow - 1st. Lt. Macie V. Marlow, pilot in the 84th FS from 10-20-43 to 4-26-44, to US.
(13) - Lt. R. E. Smith - 1st. Lt. Robert E. Smith, pilot in the 82nd FS from 10-1-44 to EOW.
(14) - Lt. Barba - 1st. Lt. Andrew M. Barba, Pilot in the 84th FS from 2-16-43 to 5-17-44 to 495th FTG.
(15) - Lt. Quince L. Brown - Major Quince L. Brown, pilot in the 84th FS from 4-21-43 to 9-6-44, KIA.
(16) - Lt. Wilkinson - Capt. James W. Wilkinson, pilot in the 82nd Fighter Squadron, from 9-12-43 to 6-4-44, KIFA
(17) - Ernie Lang - 1st Lt. Ernest S. Lang, pilot in the 84th FS from 1--20-43 to 4-26-44, to US.
(18) - Major General William Kepner - Commanding Officer, 8th Fighter Command, 9-43 to 8-44
(19) - Lt. Boyle - 1st. lt. Herbert L. Boyle, pilot in the 84th FS from 1-44 to 7-27-44, to US.
(20) - Lt. Luther Abel - 1at Lt. Luther J. Abel, pilot in the 84th FS from 3-6-44 t0 7-6-44.
Thanks... to all that have contributed to these pages on behalf of the 78th Fighter Group Family!
This page was last revised on 10 / 20 / 04
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