Capt. Harold W. Chase receiving an award from Co. Benjamin Rimerman. Chase served with the 351st Fighter Squadron/353rd Fighter Group and had 2 confirmed air victories. He flew P51D squadron code YJ-Z "Sweet Marie" aircraft #44-14610. CApt. Chase flew from October 28,1944 until July 1945.

A P-51 Mustang (YJ-Z, serial number 44-14610) nicknamed "Sweet Marie" of the 353rd Fighter Group. The personal aircraft of Capt. Harold W. Chase of East Corinth, VM and named 'Sweet Marie' by him. This photo was taken outside the 351st Fighter Squadron half of Hangar Number 2 at Raydon.

A P-51 Mustang (YJ-Z, serial number 44-14610) nicknamed "Sweet Marie" of the 351st Fighter Squadron, 353rd Fighter Group after belly landing, 15 February 1945. Official caption on image: "GAD-222-337-353) (15-2-45) (4610-P51) (Rest)." 2nd Lt John G Lancaster flying YJ-Z (a/c 44-14610) requested a homing while over the Thames Estuary. He was brought in over land, but his engine cut out and he was forced to belly land the aircraft at Church Farm, Stockbury, Kent. Cause was determined as part poor weather and part poor technique in that Lt Lancaster did not use the correct technique to switch from his empty right gas tank to a new fuel tank. He reported : My engine started running rough and cutting out. I was flying at about 8000 ft and each time it cut out I would lose several hundred feet. I tried to smooth it out by changing power settings, and when it would cut out completely, I would change tanks and use the primer. Finally, at about 4000 ft I called ‘Colgate’ on ‘B’ Channel, told him the circumstances and asked to be vectored to the nearest field. While I was contacting Colgate, the engine cut out again and I was unable to get it started although I again switched tanks and used the primer. The ground was not visible except in spots due to the ground fog; so with the engine dead I turned back to an open spot which I had just passed. At about 1000 ft the engine showed signs of starting and I retarded and advanced the throttle several times but to no avail. I was unable to get sufficient power to maintain altitude, so I landed wheels up in an open field. 1LT. Raymond Hilgenberg flew "Sweet Marie" on his first combat mission on Nov. 6th,1944. This was the first of his 40 combat missions. He was KIA on February 24th, 1945 returning to base from an escort and strafing mission when he was hit with anti-aircraft fire. . .

Ground personnel of the 353rd Fighter Group attend to a crashed P-51 Mustang (YJ-Z, serial number 44-14610) nicknamed "Sweet Marie", flown by Tom Pryor, 13 June 1945. Handwritten caption on reverse: '13/6/45. Tom Pryor.' On reverse: Tim L. Bivens [Stamp]. At 11.18 hrs on June 13, 1945 1st Lt. Thomas P Pryor Jr made a wheels up landing in YJ-Z (a/c 44-14610) after his coolant valve blew. The caused was determined as the accidental switching off of the electrical system during mock combat that led to the coolant doors remaining closed. Pryor reported : We’d been doing aerobatics and rat racing for approximately 30 minutes before any trouble occurred. After I’d returned to level flight at about 6000 ft, I started a shallow turn to enable my wing man to rejoin me. Just as I straightened out again and Lt. Gerrick was close behind me, I checked around the cockpit and all instruments were within operating limits and generator charging. About a minute later as my wing man pulled up abreast of me, coolant began pouring from around the right side of the engine. I could not be sure where it came from, but it fogged the canopy and fumes entered the cockpit. I cut back the throttle and rpm immediately. I did not open the canopy, but checked coolant gauge again and needle was against the stop. I immediately placed coolant switch in manual open checking to be sure it was in the open position and held it there. I started calling the tower but received no response, so I tried to contact my wing man, but to no avail. I checked head set and mike connections, and found them plugged in. My radio however, was completely dead. When I reached about 3000 ft, I placed the wheel handle down in preparation for a landing but the wheels did not come down. I made a half circle of field with the handle in the ‘down’ and ‘locked’ position with no results. At this time, I believed I was still losing coolant because the temperature did not drop at all and the canopy was still clouded over. I returned the wheel lever to the ‘up’ position again placing it in ‘down’ and ‘locked’ position after approximately ten seconds. I rocked the wings violently and skidded the airplane, a process which I repeated about four times to no avail. By this time I was down to about 1800 ft, flying at very low power settings. Believing that I had lost most of my coolant I decided I had to get down on the ground. The coolant gauge was still indicating maximum temperature. I put down full flaps and returned the wheel lever to the ‘up’ position and made a straight approach on runway 27. As soon as the ship stopped I got out of the cockpit and can remember cutting only the battery switch. Coolant scoop was closed when I checked outside, but switch was still in manual position. The figure making a close inspection of the crashed aircraft standing centre of the picture is Col. Glenn E. Duncan.