Received credit for Fw 190 but no credit for train. Was only allowed to strafe airfields since Patton was moving so fast that no one knew his locations. If credit had been received might have been punished for strafing unapproved target. 

Also, was forced down in Poland on 14 February 1945 near Inowraclow escorting a P-51 in trouble. Damaged my P-51, landing in mud puddle. Other P-51 was able to land safely. Flew back to England in a B-17. (See details following from 78th FG Monthly History.) Russians were not particularly interested in repairing damaged landing gear. The other P-51 was able to be repaired and that pilot flew it back to base after the Russians finally gave clearance almost 2 months later. P-51's name was 'Prouka' #4411695 

78th FG, 83rd FS: Taking advantage of the Russian strides, 2nd Lt Peterson, of Dallas, Texas, and F/O Innocenzi headed for Poland when Innocenzi developed generator trouble on an escort mission in February 1945. They took a course of 60 degrees from Chemnitz which would take them to the Russian lines in 25 minutes. Lt Peterson followed instructions to stay with F/O Innocenzi. “We landed at Inowroclaw, Poland,” Lt Peterson said. “Lt. Innocenzi landed all right, but my landing gear collapsed. I wasn’t hurt, and, and pulled out my ‘Russian dog-tag’ .(A tag hung around the neck with an American flag on one side and Russian word on the other.) 

A captain hopped up on my wing and to my surprise asked, ”Do you speak English?” He seemed very friendly and could speak excellent English.” The captain led the pair before a colonel who interrogated them, stating he was sending the information to Moscow. They were billeted in a Polish house and supplied with a good cook. “Most of the Russians knew only a couple of English words, but were eager to learn. Whenever we went out of the field the higher-ranking officers would ask many questions, through an interpreter, about America and about our pilots and planes. They thought their own planes were superior to urs. They were all-out for lend-lease. Much of the equipment I saw was American built, particularly flying equipment and vehicles. I saw several P-39’s and some A-20’s, B-25’s and C-47’s. They think the P-39’s and C-47’s are really tops and don’t care much for the others. They were very much interested in my G-suit. We did not discuss the political situation, but they told me about the Crimea conference, which was then in progress.[…]They think highly of Roosevelt and Churchill.[…] 

The Russians wanted F/O Innocenzi to leave his Mustang, which was now repaired, at their field, and come back in the Fort, but the American pilot refused. The plan was for him to escort the bomber on the homeward trip, but just before the take-off the Russians cancelled permission for him to return. They stayed for 17 days, then proceeded to Torun, Poland, from where Lt Peterson left and returned in a B-17 to England via Italy. ‘The Fortress did not clear Poland without some difficulty. Having been granted several clearances, which were all cancelled presumably because of weather, they were in the bomber and ready to go when still another cancellation came through. Being thoroughly disgruntled by this time, the Fortress crew pulled out their fire-arms and forced their take-off.’ 

1 Fw 190 and 1 Train 

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James Peterson volunteered for service in July of '42 but was not called in for active duty until January 1943. It was not until April 1943 that he was awarded his wings on the T6 Texas trainer, then checking out on the P40 Warhawk and -finally- to Goldsborough North Carolina for three months familiarisation on the P47. Then still further instruction at the Gunnery School in Wilmington. A good example of the very lengthy and thorough pilot training at this stage of the war regardless of the ever more pressing need for aircrew. 

He arrived at RAF Duxford in the late autumn of 1944 posted to the 83rd Squadron when the Allies were already firmly entrenched in France. His first mission was to ferry 'war weary' P47s over to a 9th Air Force base in France. They immediately hit bad weather - 500ft ceiling - and three (of the total 16) ran out of fuel and had to 'belly in'. Not wanting to sit around all night at the base they hightailed it into Paris, getting 'chewed up' when they returned the next day. 

Back at Duxford he started regular missions, primarily bomber escort. He recalls landing several times in France, lost or low on fuel, always the option of calling 'Nuthouse' (the B-17 radio control link) for a fix. His first experience of ground strafing when he shot up a train could have been costly and earned him a court martial because he and his Flight Leader had got lost and were unaware of the order 'no targets of opportunity' as Patton's 3rd Army was in the area. 

His biggest adventure however was a raid over Germany when he and his Flight Leader were scheduled to rendezvous with bombers over Kimnetz. They lost radio contact and - having been told to head for Poltava in the Ukraine as an alternate - were able to land there. Unfortunately Peterson hit a large puddle and 'ground-looped' damaging a wing and the undercarriage. He was greeted by a Russian who jumped onto his wing and said in perfect English 'Do you speak English?'. His plane was too damaged to repair and he was billeted with a very agreeable Polish family for two weeks before being driven over to another airport some 50 miles distant where a B-17 was being serviced. When the B-17 was finally ready the pilot was summoned by the Russian Base Commander and informed that the weather was too bad for take-off. Suspecting a ploy to keep the machine for themselves the pilot went ahead and taxied for take-off -- in the process almost mowing down the Base Commander who was on the runway trying to flag them down. The plane the flew back to England via Italy and France. When taken back to Duxford control asked 'Where the hell have you been?'.... 

His time in the Ukraine cost him points in the demobilisation process and a shock for his family when he'd been posted 'Missing'. After the Russian interlude he was sent to Germany for ground duties before being shipped back to the USA on USS Argentina. He had flown some 35 missions - the very last of which entailed escorting B-17s, B-24s and RAF Lancasters to Berchesgarten. 

After the war Peterson stayed in the Reserves until the 1950s but - being unable to keep up the flying hours - was then given an honourable discharge.