The late Victor Kuhlmann was a well-known Superior businessman having been the operator of two popular drive-in ice cream stores, Vic's Drive-In in a former filling station at 15th and Idaho and the Kurly Kone on East Third Street. After leaving the drive-in business, he operated Earl Cowger's wholesale house and served as a traveling salesman for F&A Sales of Concordia.
While many knew Vic Kuhlmann, few knew much about his World War II service experience.
Like many area men of his age, he served in his country's armed forces during WWII.
In preparation for Veterans Day, a national holiday that will be observed on Monday, his family shared with The Express their collection of letters and clippings which tell of his time serving with the Army Air Corps and in a Germany Prisoner of War camp
On March 5, 1999, Victor H. Kuhlmann was awarded the Air Medal. The citation which accompanied the medal read, "Staff Sergeant Victor H. Kuhlmann distinguished himself while participating in aerial flight on 14 October 1943. On this date, as a radio operator and gunner assigned with the 401st Bomb Squadron, 91st Bomb Group, his plane was shot down over Germany and he was taken as a prisoner of war. Sgt. Kuhlmann performed in an outstanding and courageous manner, Under extreme hazardous conditions, he demonstrated outstanding perseverance, proficiency and steadfast devotion to duty. The professional skill and airmanship reflect great credit upon himself and the Army Air Force."
When Kuhlmann's plane was shot down, he and the other crew members bailed out. Kuhlmann broke off the head of the humerus bone in his upper arm upon impact. His arm was operated on in his POW camp by another POW but he retained a 50 percent disability thereafter.
At the time of his capture, his late wife, Ethel, was living in the Byron community.
Col. Robert Slane was 21 years old and the plane's pilot. For years after the war ended, Sloane sought medals to recognize his crew members. Finally in March of 1999, word was received in Superior that Kuhlmann was to receive the medal. The Air Force asked his wife, Jan Kuhlmann, how he wanted to receive the medal. But the honor came too late for he had died two months earlier.
Among the Kuhlmann family keepsakes are a number of letters written by Col. Slane telling of their experiences.
The crew's first mission was on Sept. 23, 1943. The following is taken from Slane's report:
Considerable activity by enemy aircraft-FW190s and ME109s-while on the bomb run and early in the return route.
The B-17 flying formation in the element just ahead and slightly to the right of our aircraft was hit by enemy fire and number 3 engine and the right wing caught fire. When this aircraft opened the bomb door, the fire was "sucked up" and into the body of the aircraft. Burning debris from that aircraft began to fall and strike our aircraft. Just prior to bombs away, the ball turret gunner on the burning aircraft jettisoned his escape hatch and unbelievably was able to bail out from the turret. The hatch narrowly missed our aircraft.
After "bombs away" I was able to reposition our aircraft away from the burning aircraft. The burning B-17 drifted down and to the left of the formation and in slow motion rolled to an inverted position and in plain view exploded. There was absolutely nothing left of the aircraft but some small amounts of debris. Suddenly four parachutes opened below the area where the B-17 exploded. It was an emotional, memorable sight.
My crew fired at enemy aircraft throughout the mission but with so many aircraft firing at the same enemy it was difficult to claim positive kills, however, several enemy aircraft (FW109s) were shot down.
Our new aircraft, Vagabond Lady, had some minor damage to the engine cowling and wing skin, primarily from debris from the burning aircraft. The mission was completed without difficulty. We had a substitute radio operator for S/Sgt Kuhlmann.
The crew of Vagabond Lady flew a second mission to Frankfurt on Oct. 4, 1943. Slane's report of that mission follows:
Although our formation was under enemy attack shortly after crossing the English Channel, we received no visible battle damage until after bomb release. The crew discovered prior to the target that the main oxygen systems were being rapidly depleted and we could no longer refill the emergency bottles. There was no choice but to depart the security of the formation and descend alone to a lower altitude where we could continue flight without oxygen.
During descent our B-17 was under attack by several enemy aircraft and cannon fire hit both wings. However, all engines were still functioning okay.
There was a cloud layer at about 3,000 feet and I was able to seek cover in this thin layer of clouds. While in the clouds, we suddenly broke out into a clearing and just ahead was an ME109.
This aircraft was flying just ahead of our magnetic heading and pilot was obviously searching for us. The left gear was down and the pilot had the canopy open. He was looking down and to the left. This German pilot was obviously unaware of our position behind his aircraft.
I ordered the navigator and bombardier to open fire since the aircraft was dead ahead, almost in a position where I could chop his tail with our propeller. Unfortunately or fortunately for that pilot, we had descended at such a high rate of speed and changed altitude so rapidly that our guns were temporarily frozen. After a short period while I debated whether or not to continue to fly formation, we reentered the cloud cover and decided it prudent to stay in the cloud cover since other enemy aircraft were in the area.
Over the channel, the cloud cover broke and fortunately we were picked up by a Spitfire and escorted to the coast of England. We finally returned to home base, the last aircraft to land. I was extremely proud of my crew and their performance under fire.
Our aircraft was badly damaged on this mission as both wing main spars had received enemy fire and the wings were scheduled for replacement. This was to be our last flight in our assigned and crew name aircraft "Vagabond Lady."
The crew's third mission came on Oct. 10, 1943, when they were to fly to Munster.
Take-off was made in near zero visibility and each aircraft followed instrument climb procedures. My regular navigator, 2nd Lt. Glen Foster, had not returned from "Pass" so were required to use a substitute navigator, Lt. R. A. Villanova.
As we joined the formation after breaking out of the clouds, I was advised by Lt. Villanova that he was getting nauseas. I requested Lt. Runner, the bombardier, to assist Lt. Villanova and have him take additional oxygen. As we departed the coast, Lt. Villanova, who had previously stated this was his fifth mission, requested I abort the mission. He also related information that he had gotten sick (vomiting) on all of his previous missions and in fact he had never completed a mission. Each time the pilot had to abort prior to reaching enemy territory. This was unbelievable and also unacceptable to me.
I refused to abort the mission, advising Lt. Villanova that he would have to do the best he could. I also advised Lt. Runner to keep me advised of Lt. Villanova's actions.
We had considerable enemy fighter attack on this mission without apparent battle damage, but we did have indication of excessive fuel consumption that could be related to a fuel leak caused by enemy fire.
Lt. Villanova continued to complain and begged us to abort. However, he had no apparent illness except nausea and perhaps fear. He made no effort to assist the bombardier and he did no navigation. His continued pleas to abort were denied.
Due to either a fuel leak or some other unidentified cause, all fuel warning lights were on as we approached the coast of England in a solid overcast.
Prior to arrival at the coast, our flight had to break formation as we descended into heavy weather and formation flying was impossible.
Despite efforts by the bombardier and the radio operator, we were unable to obtain a position fix but with the fuel warning lights on it became imperative that we land at the nearest airfield. We descended near the coast attempting to land at a coastal base but after overflying two coastal airfields without being able to land because of dense fog, the situation became critical. Two engines failed because of the lack of fuel. However, the engineer was able to transfer enough fuel to restart both engines. I ordered the crew to assume crash landing stations and when visibility permitted, I made a crash landing on a farmer's field in East Anglia. There were no injuries.
I made a firm recommendation that Lt. Villanova be removed from flying status. I don't know the outcome of my recommendation as my crew did not return from the next mission to Schweinfurt, Germany.
The aircraft was recovered and flown off the farmer's land on Dec. 5, 1943.
The mission to Schweinfurt was to be the crew's last. Slane wrote the following about that mission:
Enemy aircraft of all types engaged about two hours prior to target. Over target our number four engine was hit by flak and the engine was on fire. However, I was able to feather the propellor and extinguish the flames. Fighter attacks continued after departing the target. Approximately one hour after target, number three engine and the main oxygen system were struck by fighter gunfire, fuel lines severed on number three engine. Lost all power but no fire. Was unable to feather propellor. Continued for about 45 additional minutes as a cripple, unable to stay with the main formation and singled out by additional enemy aircraft for mass attack. Both main oxygen supplies depleted due to continued enemy fire. Used available emergency oxygen bottles. Finally number one engine hit and the top cylinders exploded. Unable to maintain altitude with three engines inoperable and unable to feather number one and number three engines.
Gave order to crew to bail out. All crew members acknowledged except tail gunner. As crew members were departing aircraft, received word from the radio operator (Kuhlmann) who had gone to the rear of the aircraft to obtain emergency oxygen bottles that the tail gunner was unconscious. After this report, could not confirm status with radio operator and there was no further radio contact with crew members. All forward members of the crew had bailed out with the exception of the navigator. The navigator came to the cockpit and stated he wanted to stay with the pilot, to bail out or crash-land whatever the pilot decided. Navigator was instructed to go to the rear of the aircraft and if the tail gunner was still there but incapacitated to try and drag him to the escape hatch and throw him out concurrent with pulling his parachute ripcord. Navigator also instructed to call the pilot as soon as the tail gunner was out of the aircraft and immediately after his report to bail out because the pilot would then also bail out of the aircraft.
Shortly after the navigator entered the bombay area on the way to the rear of the aircraft, a JU88 coming in from the left-rear strafed the B-17, putting shells in the aircraft fuselage and the cockpit area just to the right of the pilot. The co-pilot's windshield and right cockpit window were shattered. All crew members not incapacitated with the exception of the navigator, should have been out of the aircraft before the initial hits from the JU88 were received. The landing gear on the B17 had been placed down after the bail-out order was given in the mistaken belief that the aircraft would not be fired on when it gave the wheeldown signal and it became obvious the crew was abandoning the aircraft.
Landing gear was immediately retracted after receiving enemy fire and the aircraft placed in a steep bank to the left directly head-on to the JU88. The JU88 passed just above the B17 with the B17 placed in a circling dive at maximum air speed. Had no report from the navigator, so had to assume the tail gunner and possibly the navigator were still aboard and could not bail out. Was at 18,000 feet when the JU8 struck and spiral dive was started. Could see a small postage-sized clearing of land in the middle of a dense forest and decided on a forced crash landing.
Number one engine was still on fire, but could see mostly white smoke. Kept airspeed above 300 miles per hour until level off about 200 feet above ground. Flew over the small clearing about 50 feet in the air. Airspeed still high at 240 miles per hour. Saw bombardier on ground wildly waving arms as aircraft went by. Made a tight circle, could not maintain airspeed on one engine for extended period. Airspeed slowed to 150 miles per hour, slapped the flaps down and flew the aircraft flat for a fairly high speed, gear-up landing. Stopped just short of a fence and ditch. The major fire in number one engine had been in the lower part of the nacelle and although there was considerable smoke there was no visible fire. Landing had evidently smoothed the flames.
Initially departed the aircraft fearing the JU88 might strafe the aircraft However, after running a few yards saw the JU88 fly directly over and start a climb to altitude.
Returned to the aircraft to see if the gunner, navigator or anyone else might still be on board. Intended to evaluate the aircraft and fire a flare into the number three nacelle where gasoline was free-flowing. Inside the aircraft again, found the flares, but no flare pistol. Went through the aircraft to the tail. Tail gunner was still in the aircraft but he had been struck by gunfire in the chest, perhaps by the fighter but more than likely by the JU88.
Heard voices outside the aircraft and saw two men pass by one of the waist gunner windows, leaped out of the rear exit and began to run. Heard a sharp order to "Halt!"
Glanced over my shoulder and a saw a man holding a rifle pointed right at me. Stopped running, raised my arms and walked back to the aircraft. Two ME109s flew over about 50 feet in the air dipping their wings. Along the left side of the grounded B17 was a 1936 Ford. Incredibly two Germans had driven directly on the field from a small village at the edge of the clearing providing only five or 10 minutes of freedom after the crash landing. My tail gunner did not survive.
Oct. 14, 1943, was to be my first day of existence as a prisoner of war.
The events immediately following capture are still vividly clear; however, it is sufficient to state that all crew members with the exception of the navigator were captured within hours of the bailout. The radio operator (Kuhlmann) received the only injury, a broken shoulder. The bombardier who had delayed parachute opening was on the ground prior to the crash landing and was free for two days before capture. The navigator was picked up by the underground, provided assistance and was able to gain entry into Switzerland where he was interned for year before being permitted to return home. Although not held captive in the same camp as the officers, all enlisted personnel survived and were released at the end of the war. The radio operator (Kuhlmann) did not receive proper care for the broken shoulder and his condition made it possible for him to eventually be exchanged through the Red Cross as a wounded prisoner. He was interned less than a year.
The three officers, after undergoing an initial interrogation period of solitary confinement in a Dolag Luft at Frankfurt, Germany, were sent to the camp at Sagan-Stalag Luft III.
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