Stealing An Airplane

[ccheese]

I've heard of stories of an American or a British pilot who was captured, put in a POW camp, and later
escaped by stealing a German aircraft and flying it back to England.

Does anyone have any reading material on true stories of such an event ?

As I recall, most German warbirds had inertia starters, and stealing of of these would be very difficult.
The aircraft would have to be running and unattended for someone to steal it.

Info, with references would be appreciated.

Charles

 

[GrauGeist]

Lt. Bruce Carr was a P-51D pilot (Angel's Playmate) with the 354thFG and got shot down over Czechoslovakia on 2 November 44 and ended up stealing a Fw190.

Here's his story:

After carrying a dead chicken for several days, 20-year-old Bruce Carr still hadn't decided how to cook it without the Germans catching him. But, as hungry as he was, he couldn't bring himself to eat it. In his mind, no meat was better than raw meat, so he threw it away. Resigning himself to what appeared to be his unavoidable fate, he turned in the direction of the nearest German airfield. Even POW's get to eat. Sometimes. And aren't they constantly dodging from tree to tree, ditch to culvert. And he was exhausted.

He was tired of trying to find cover where there was none. Carr hadn't realized that Czechoslovakian forests had no underbrush until, at the edge of the farm field, he struggled out of his parachute and dragged it into the woods.

During the times he had been screaming along at treetop level in his P-51 'Angels Playmate' the forests and fields had been nothing more than a green blur behind the Messerchmitts, Focke-Wulfs, trains and trucks he had in his sights. He never expected to find himself a pedestrian far behind enemy lines.

Being a red-hot fighter pilot, however, was absolutely no use to him as he lay shivering in the Czechoslovakian forest. He knew he would die if he didn't get some food and shelter soon.
"I knew where the German field was because I'd flown over it, so I headed in that direction to surrender. I intended to walk in the main gate, but it was late afternoon and, for some reason, I had second thoughts and decided to wait in the woods until morning.

While I was lying there, I saw a crew working on an Fw 190 right at the edge of the woods. When they were done, I assumed, just like you assume in America, that the thing was all finished. The cowling's on. The engine has been run. The fuel truck has been there. It's ready to go. Maybe a dumb assumption for a young fellow, but I assumed so. So, I got in the airplane and spent the night all hunkered down in the cockpit.

Before dawn, it got light and I started studying the cockpit. I can't read German, so I couldn't decipher dials and I couldn't find the normal switches like there were in American airplanes. I kept looking, and on the right side was a smooth panel. Under this was a compartment with something I would classify as circuit breakers. They didn't look like ours, but they weren't regular switches either.

I began to think that the Germans were probably no different from the Americans in that they would turn off all the switches when finished with the airplane. I had no earthly idea what those circuit breakers or switches did, but I reversed every one of them. If they were off, that would turn them on. When I did that, the gauges showed there was electricity on the airplane.

I'd seen this metal T-handle on the right side of the cockpit that had a word on it that looked enough like 'starter' for me to think that's what it was. But when I pulled it, nothing happened. Nothing. But if pulling doesn't work, you push. And when I did, an inertia starter started winding up. I let it go for a while, then pulled on the handle and the engine started. The sun had yet to make it over the far trees and the air base was just waking up, getting ready to go to war. The Fw 190 was one of many dispersed throughout the woods, and at that time of the morning, the sound of the engine must have been heard by many Germans not far away on the main base. But even if they heard it, there was no reason for alarm. The last thing they expected was one of their fighters taxiing out with a weary Mustang pilot at the controls. Carr, however, wanted to take no chances.

The taxiway came out of the woods and turned right towards where I knew the airfield was because I'd watched them land and take off while I was in the trees. "On the left side of the taxiway, there was a shallow ditch and a space where there had been two hangars. The slabs were there, but the hangars were gone, and the area around them had been cleaned of all debris.

I didn't want to go to the airfield, so I plowed down through the ditch, and when the airplane started up the other side, I shoved the throttle forward and took off right between where the two hangars had been." At that point, Bruce Carr had no time to look around to see what effect the sight of a Focke-Wulf erupting from the trees had on the Germans. Undoubtedly, they were confused, but not unduly concerned. After all, it was probably just one of their maverick pilots doing something against the rules. They didn't know it was one of OUR maverick pilots doing something against the rules.

Carr had problems more immediate than a bunch of confused Germans. He had just pulled off the perfect plane-jacking; but he knew nothing about the airplane, couldn't read the placards and had 200 miles of enemy territory to cross.

At home, there would be hundreds of his friends and fellow warriors, all of whom were, at that moment, preparing their guns to shoot at airplanes marked with swastikas and crosses — airplanes identical to the one Bruce Carr was at that moment flying. But Carr wasn't thinking that far ahead. First, he had to get there, and that meant learning how to fly the airplane.
"There were two buttons behind the throttle and three buttons behind those two. I wasn't sure what to push, So I pushed one button and nothing happened. I pushed the other and the gear started up. As soon as I felt it coming up and I cleared the fence at the edge of the German field, I took it down a little lower and headed for home. All I wanted to do was clear the ground by about six inches, and there was only one throttle position for me: full forward."

"As I headed for home, I pushed one of the other three buttons, and the flaps came part way down. I pushed the button next to it, and they came up again. So I knew how to get the flaps down. But that was all I knew. I can't make heads or tails out of any of the instruments. None. I can't even figure how to change the prop pitch. But I don't sweat that, because props are full forward when you shut down anyway, and it was running fine."

This time, it was German cows that were buzzed, although, as he streaked cross fields and through the trees only a few feet off the ground, that was not the intent. At something over 350 miles an hour below tree-top level, he was trying to be a difficult target, but as he crossed the lines, he wasn't difficult enough.

"There was no doubt when I crossed the lines because every SOB and his brother who had a .50-caliber machine gun shot at me. It was all over the place, and I had no idea which way to go. I didn't do much dodging because I was just as likely to fly into bullets as around them." When he hopped over the last row of trees and found himself crossing his own airfield, he pulled up hard to set up for landing. His mind was on flying the airplane. "I pitched up, pulled the throttle back and punched the buttons I knew would put the gear and flaps down. I felt the flaps come down, but the gear wasn't doing anything. I came around and pitched up again, still punching the button. Nothing was happening and I was really frustrated."

He had been so intent on figuring out his airplane problems, he forgot he was putting on a very tempting show for the ground crew. "As I started up the last time, I saw the air defense guys ripping the tarps off the quad .50s that ringed the field. I hadn't noticed the machine guns before, but I was sure noticing them right then."

"I roared around in as tight a pattern as I could fly and chopped the throttle. I slid to a halt on the runway and it was a nice belly job, if I say so myself."
His antics over the runway had drawn quite a crowd, and the airplane had barely stopped sliding before there were MPs up on the wings trying to drag him out of the airplane by his arms. They didn't realize he was still strapped in. "I started throwing some good Anglo-Saxon swear words at them, and they let loose while I tried to get the seat belt undone, but my hands wouldn't work and I couldn't do it. Then they started pulling on me again because they still weren't convinced I was an American. I was yelling and hollering; then, suddenly, they let go, and a face drops down into the cockpit in front of mine. It was my Group Commander, George R. Bickel. 'Bickel said, Carr, where in the hell have you been , and what have you been doing now?" Bruce Carr was home and entered the record books as the only pilot known to leave on a mission flying a Mustang and return flying a Focke-Wulf.

For several days after the ordeal, he had trouble eating and sleeping, but when things again fell into place, he took some of the other pilots out to show them the airplane and how it worked. One of them pointed out a small handle under the glare shield that he hadn't noticed before. When he pulled it, the landing gear unlocked and fell out. The handle was a separate, mechanical uplock. At least, he had figured out the important things.

Carr finished the war with 14 aerial victories after flying 172 missions, which included three bailouts because of ground fire. He stayed in the service, eventually flying 51 missions in Korea in F-86s and 286 in Vietnam, flying F-100s. That's an amazing 509 combat missions and doesn't include many others during Viet Nam in other aircraft types.

What makes a fitting ending to this story is that Bruce Carr was still actively flying and routinely showing up at air shows in a P-51D painted up exactly like 'Angel's Playmate' into his later years of life.
The last original 'Angel's Playmate' was put on display in a museum in Paris, France, right after the war.

His story was also published in the U.S. Air Force Magazine, Valor, February 1995, Vol. 78, No. 2, by John L. Frisbee

 

[Aaron Brooks Wolters]

Cool story Dave!!

 

[GrauGeist]

Thanks, it is a cool story.

I've also heard that a British pilot stole a German aircraft, and that an American stole a Zero...not sure of thier details and/or accuracy, though.

I'm sure there's other stories like them from all theaters, fact is usually stranger than fiction.

 

[Aaron Brooks Wolters]

True! I'd be willing to bet the pucker factor was pretty high once he got over his own field trying to land and saw everyone on the ground preparing to do him in. Imagine the look on all of there faces when came skidding down the runway.

 

[Vassili Zaitzev]

One hell of a pilot.

 

[vikingBerserker]

That is so cool!

 

[Gnomey]

Great story!

 

[B-17engineer]

Yea cool

 

[wilbur1]

Great story

 

[Shinpachi]

I want to see his great story on movie if available.

 

[Pong]

Flew out in a Mustang...returned in a Focke Wulf. Great story GG.

 

[RabidAlien]

Awesome story!

Wasn't there an incident in the Pacific (Guadalcanal? IwoJima?) where Allied forces captured an airfield, but the Japanese pilots didn't realize it or were an island or two off on their navigation, and landed at an Allied-controlled airfield? Talk about an easy capture!

 

[Shinpachi]

I'm not sure if it was true but there was a story that a D3A Val mistakenly landed on USS Lexington in the evening during the Battle of Coral Sea.

One says the pilot was captured and the other says he took off again to escape.

There was another similar case as a true story that, flying high in the darkness, IJN Major Takahasihi misidentified USS Lexington as his own mothership Shokaku. He sent light-signal to ask the landing permission and received fierce AA shells instead.

 

[seesul]

I think that Mr. Carr´s story is a fiction. Gotta investigate where have I seen this info.

 

[seesul]

Yep, here is it Ridge Runner nose art

 

[GrauGeist]

The thing I find interesting, is that Lt. Carr's episode happened in 1944 and the people "debunking" the story keep saying that airmen were forbidden from "reqisitioning" captured aircraft after the war.

The dates are wrong...the war was still going on when Carr pulled this off.

 

[seesul]

Hard to say Dave.

Anyway, the MACR database doesn´t include any P-51 from 354th FG lost that day.

A/C Serial # Date MACR Group Squadron A/C Type
42-106900 11/2/1944 10246 361 375 P-51
44-14203 11/2/1944 10241 355 357 P-51
44-14266 11/2/1944 10244 361 375 P-51
44-13746 11/2/1944 10233 20 77 P-51
44-13838 11/2/1944 10234 20 55 P-51
44-13840 11/2/1944 10235 20 77 P-51
44-13690 11/2/1944 10240 352 486 P-51
44-13630 11/2/1944 10432 355 354 P-51
44-14006 11/2/1944 10247 364 385 P-51
44-13747 11/2/1944 10238 55 38 P-51
44-11153 11/2/1944 10239 352 328 P-51
Records Found: 11

 

[r2800doublewasp]

I happened to find this while on Wikipedia under the il2 page: "Hero of the Soviet Union T. Kuznetsov survived the crash of his Il-2 in 1942 when shot down returning from a reconnaissance mission. Kuznetsov was able to escape from the wreck and hid nearby. To his surprise, a German Bf 109 landed near the crash site and the pilot began to scrounge around the wrecked Il-2 for souvenirs. Thinking quickly, Kuznetsov ran to the German fighter and used it to fly home, barely avoiding being shot down by Soviet fighters in the process.[14]" Although it is on Wikipedia, is this be true?

 

[beaupower32]

Intresting sotries, thanks for posting them.