On September 28, 1944, the 384th Bomb Group flew their Mission 201 to Magdeburg, Germany. Coming off the target, two B-17’s collided, 43-37822 and 42-31222 (also known as Lazy Daisy.)
The Buslee crew, with my dad George Edwin Farrar as waist gunner, was aboard 43-37822. The Brodie crew was aboard Lazy Daisy.
Dad told me the story of the mid-air collision many times when I was a child and he always said the reason for the collision was that the “other ship” was hit by ground fire, which caused it to veer off course and into his ship.
Many years later, I met Wallace Storey, a 384th Bomb Group pilot who witnessed the mid-air collision. I was surprised to hear Wallace say that Lazy Daisy could not have been hit by ground fire from flak guns as there wasn’t any flak over the target that day. As a result, I have been searching for the reason why Lazy Daisy veered off course ever since.
Two 384th Bomb Group researchers, Fred Preller and Keith Ellefson, have a special life mission – to obtain as many of the group’s mission documents as possible to share on the group’s website. On one of their trips to the National Archives, they copied the mission documents of Mission 201 and shared them with me. After reviewing the available information, I’m still not positive what caused Lazy Daisy to veer off course, but because of various post-mission statements and one pilot’s post-mission Tactical Interrogation report, I do see the possibility that my dad may have been right about the flak after all.
I’ll get to the pilot Tactical Interrogation reports in Part 2, coming two weeks from now, but first I want to share a few facts about the mission itself and a few things that may have contributed to the mid-air collision.
The mission map shared with the officers in the morning briefing showed the flight plan for the mission in red. The route actually followed was added in blue, post mission.
The Briefing Notes prior to the mission describe the primary and secondary targets.
P.T. [Primary Target] is the most important Krupp Steel Works in Germany. Located Magdeburg. It’s the main producer of the 25 ton Mark IV tank and also makes flak guns, armor plating and heavy sheels [shells?], it is a one plus priority. And employs 35,000 workers, there is a smoke screen N. of the city.
P.F.F. [Pathfinder Force] target is the Mar. [Marshalling] Yards, in the city of Magdeburg, and adjacent to your P.T.
Other Efforts. You are the last of 12 36 A/C Wing of First Div. The 1st 6 groups of the 1st A.B.C. and 40th A.B.C. attack oil plant 4 miles No. of your target. The 94th A.B.C. bomb A/C fact. [Aircraft Factory] 3 miles No. of your target, 94th C, 41st A.B.C. bomb your target. Should PFF be used all groups will attack your PFF RR M/Y [Railroad Marshalling Yards] at Magdeburg.
The Lead Bombardier’s post-mission narrative explains the first problem with the mission. George K. Smith, 2nd Lt., Air Corps, Deputy Bombardier, Combat Wing 41st C described how the bombs couldn’t be dropped on the first bomb run when another wing flew under them at the release point.
Turned short of I.P. because of cloud coverage. Opened bomb bay doors at I.P. to encounter complete coverage on the bomb run. Ships flew under us so we couldn’t release our bombs. We flew out and made a 180 degrees turn to put us on a heading of 260 degrees heading back over the target. There was a little opening in the clouds over a part in a river, which I believe the Lead Bombardier killed his course. We dropped the bombs PFF and shortly after the Lead aircraft was hit by flak. Then we took over from our deputy Lead position to reform the Wing and start home. No flak was encountered on the way home.
The Navigator’s post-mission narrative indicated that the 384th was not on schedule and also noted flak at the target. Lt. Clarendon George Richert wrote,
Route flown as briefed to target. Behind schedule 20 minutes. Two runs on target due to deputy taking over.
Flak concentrations encountered (not scattered bursts).
- Place: Target
- Time: 1208 – 1211
- Accuracy: Accurate
- Intensity: Moderate
In his Operational Narrative, Major W. E. “Pop” Dolan, Station S-2 Officer, wrote,
Flak at the target was moderate to intense and accurate. CPF (Continuous Predictive Flak) and barrage type fire employed. Black, gray bursts being notes.
Two of our A/C is missing. These two ships collided at the target to reasons unknown. Both ships were seen to break up and go down in flames. No chutes were observed.
In these selections from his Narrative for Lead, High, and Low Sections, “Pop” Dolan offered more detail.
Two (2) of our aircraft are known missing.
Two (2) aircraft of the High Section, A/C 337-822 (Lt. Buslee, pilot) and A/C 1222 (Lt. Brodie, pilot) collided over the target and both ships were observed going down on fire and out of control. No chutes were observed.
Assembly of the Group and Wing was accomplished fifteen (15) minutes before departure time from our Base at 0823 hours, 7,000 feet without difficulty. We were ahead of “Cowboy-Baker” but we swung wide on the first Control Point and got in our correct slot in the Division at 0920 hours over Cambridge, 7,000 feet. We left the coast of England on course and on time at 0937 hours, Clacton, 9,000 feet. Speeds were S.O.P.
The route to the Belgian Coast was without incident and we crossed it at 1001 ½ hours, 51°10’N.-02°44’E., 15,000 feet. From this point into the I.P. [Initial Point of the final bomb run to the target] the mission was flown as briefed and without difficulty. No flak was encountered prior to the target and no enemy fighter attacks were made on our Wing for the entire mission.
At the I.P., we were notified by Buckeye-Red that target weather would be approximately 8/10ths which was accurate. We made our run from the I.P. to the target in Wing formation on PFF. When we approached the target, there was another Section making a run 90° to us on the same target. They passed over the target at the same time we did directly underneath us and we were unable to drop because we would have dropped on them. We therefore made a turn and started a second run in Wing formation. Bombs were away on PFF at 1211 hours from 26,000 feet. However, in the opinion of Capt. Booska, Low Section Leader, it is possible that today’s bombing may have been visual as there was a break in the clouds directly over the target one (1) minute before bombs were away. As it is presumed that the Lead Wing Bombardier landed in Belgium, our reports will state that PFF bombing was accomplished. Magnetic heading of bombs away was 265 degrees. Some crews observed the results through breaks in the clouds and they state that the bombs hit in the target area. Flak at the target was moderate and accurate.
After we dropped our bombs, and swung off the target, the Wing Leader informed the Deputy to take over as the former had been hit by flak. At this point, the entire Lead Section started to break up. We were on a collision course at the same time with another unidentified Wing and the Low and High Sections became separated from the Lead Section. The High and Low reassembled and flew alone until we finally picked up the Lead Section ten (10) miles ahead of us. I called the Deputy Leader to slow down, which he did, and we assembled back into Combat Wing formation. After this, we had no other difficulties and the rest of the mission was flown as briefed and without incident. We departed the Belgian Coast at 1437 hours, 10,500 feet and recrossed the English Coast at 1508 hours, 1,000 feet.
And finally, the 384th Bomb Group’s S-2 Summary of Eye-witness Accounts summarized what happened to the two aircraft in the mid-air collision.
Brodie: Aircraft broke up near tail assembly and went down in flames. Aircraft was burning and slowly spiraling down until it disappeared in the clouds.
Buslee: Pieces of tail and wings falling off. Plane in flames from engines. Going down in flames spinning into the clouds.
As for the statement, “We were on a collision course at the same time with another unidentified Wing,” in “Pop” Dolan’s Narrative for Lead, High, and Low Sections, one of the pilots’ Tactical Interrogation reports described the tail symbol of the 351st Bomb Group. The 351st’s Intelligence S-2 Report for what was their group’s Mission 211 noted,
Two Triangle “P” ships were observed to collide just after the target. One chute was seen.
And a 351st combat crew comment from their aircraft 956-L remarked,
Triangle “P” ship seemed deliberately to weave in front of formation, creating much prop wash.
Summary of information from the September 28, 1944 Mission 201 documents:
- Bombs couldn’t be dropped on the first bomb run when another wing flew under them at the release point
- A second bomb run had to be made on the target
- The group was behind schedule 20 minutes
- CPF (Continuous Predictive Flak) and barrage type flak at the target was moderate to intense and accurate
- The Wing leader was hit by flak and the deputy had to take over the lead, causing the Lead section to break up
- The Low and High Sections became separated from the Lead Section
- Coming off the target, the Wing was on a collision course with another unidentified Wing
- As reported by a 351st Bomb Group crew member, a Triangle “P” ship seemed deliberately to weave in front of formation, creating much prop wash
To be continued with the mission’s individual pilot Tactical Interrogation Form visual observations and combat crew comments…
© Cindy Farrar Bryan and The Arrowhead Club, 2019
Wonderful post! So Informative that I had To read to the end Immediately. Thanks, Charlotte Brunje
Sent from my iPhone