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Frank Furiga, Mid-Air Collision Witness

On September 28, 1944, on the 384th Bomb Group’s mission to Magdeburg, Germany, the B-17’s of the Buslee and Brodie crews collided coming off the target. I have written extensively about that day – my father, George Edwin Farrar, was the sole survivor of the Buslee crew.

I have reported eye witness accounts of the collision as told by 384th Bomb Group pilot Wallace Storey and ball turret gunner Robert Mitchell. Today, just a day past the seventy-seventh anniversary of the collision, I have a new eye witness account to report, this one from fellow 384th NexGen member Paul Furiga, as recorded by his father, 384th bombardier Frank Furiga.

First, let me explain how Frank Furiga had such a bird’s eye view of the collision. Frank was assigned to the 384th Bomb Group at the same time as my father. Frank was a bombardier on the Bert Brown crew and my dad was a waist gunner on the John Buslee crew.

At the time they entered combat duty, only the bombardiers aboard the lead aircraft in the formation actually determined the point at which the group would drop their bombs on the target. The remainder of the bombardiers didn’t do much else besides toggle or flip a switch to send their bombs away as soon as they saw the bombardier in the lead aircraft release his.

Considering the duration and intensity of their stateside training prior to entering combat and their status as officers, this practice was not very fulfilling for the group’s trained bombardiers. In fact, many bombardiers were replaced with an enlisted man, a gunner, who was called a togglier. Many of the trained bombardiers were reassigned from their original crews upon entering combat and many of these trained bombardiers retrained to become navigators.

Frank Furiga was one of these men. He flew his first ten missions as bombardier, first with the pilot of his original crew, Bert Brown, until Brown was wounded on September 5, 1944, then a couple of missions with pilot Russell Cornair.

Following those missions, Frank Furiga and the entire Brown crew had a break from combat with a week’s flak leave to the city of Southport on the west coast of England sometime between September 10 to 21, 1944. Frank reported in his diaries and stories that they were lodged in a lovely large hotel run by the Red Cross for about seven days.

A page from Frank Furiga’s scrapbook, the Bert Brown crew at Southport, photos taken during flak leave.
Photo courtesy of Paul Furiga.

After returning to duty from flak leave, Frank Furiga wrote,

When we got back to the 547th Squadron, I was contacted by Captain [Maurice Arthur] Booska, one of the staff officers. He told me that there was a need for a Flight Control Officer [FCO]. This position necessitated the crew member to ride in the Tail Gun position of the Lead Plane. A clip board was supplied with all of the planes diagramed on sheets. The job was to act as a “seeing eye dog” for the Lead Pilot and report anything important and unusual happening with the planes flying behind.

In view of the fact that I was just tripping switches on my missions now, I accepted. My very first mission as FCO was to Mainz (Sept 21), followed by Frankurt (Sept 25), and then Osnabruck (Sept 26). This [Sept 26] was my thirteenth mission. Yes, there was flak about and enemy planes especially the German jet fighters.

On the mission on which the Buslee crew’s and Brodie crew’s B-17’s collided, Frank wrote,

On September 28th, we went to Magdeburg, Germany, an industrial city. Coming off the target after bomb drop, I was horrified to see the plane of our very good friends, John Buslee and David Albrecht collide with the Brodie-Vevle plane and they immediately went into death spirals and I could see no parachutes.

It was a bad evening for the Bert Brown crew. I still lived in the same barracks even though I was no longer on the Brown crew.

Frank also recounted the incident in an audio recording which his son Paul transcribed. It began,

On the 28th of September, we were bombing an antiaircraft factory at Magdeburg, Germany. I had been released from my original crew now and was flying as a mission tail observer, with the lead plane of the 547th Squadron. The 546th Squadron was flying higher and behind us and to the right. [Correction: the High Group consisted of crews of the 544th Squadron, like the Buslee crew, and 545th Squadron, like the Brodie crew, rather than crews of the 546th Squadron].

As diagramed In the formation chart, Frank Furiga was an observer in the tail of Capt. Booska’s B-17 43-38542 leading the Low Group.

September 28, 1944 Low Group Formation Chart
Courtesy of

The Buslee (B-17 43‑37822) and Brodie (B-17 42‑31222) crews were positioned in the High Group and as reported by Frank Furiga, “flying higher and behind us and to the right.”

September 28, 1944 High Group Formation Chart
Courtesy of

Frank Furiga continued,

The flak was accurate and heavy. I narrowly missed getting hit myself when a flak burst disintegrated the entire windscreen in my tail position, and a floor around me was littered with fragments.

As we dropped our bombs and made a tight right turn off the target, I saw a Fortress suddenly slacking its speed and then drop like a rock and smash into the plane of Lieutenant Buslee. The entwined fortresses went into a dance of death.

And as they plummeted downward, separated turrets, engines and shared wings were tossed aside. There are no signs of opening parachutes. Our hearts were saddened when we landed at Grafton Underwood.

The group debriefing showed that no one had observed chutes opening. This hurt for a long, long time. And the barracks were really quiet that night.

Frank Furiga flew nine missions as a tail observer and then retrained as a navigator. He served the remainder of his missions as a navigator and I’ll be telling you more about his service and interactions with both Buslee and Brodie crew members in future posts.

Seventy-seven years after the mid-air collision of September 28, 1944, over fifty years since I listened to my dad first tell the story, and ten years after I started researching the accident, I am still finding new information about that day. On this day, I thank Paul Furiga for sharing new detail through his dad’s stories and Frank Furiga for recording them.

© Cindy Farrar Bryan and The Arrowhead Club, 2021

The Crossing

Thanks to the stories and diaries of 384th Bomb Group Bombardier-Navigator Frank Furiga, I have a little more detail about the journey of a group of airmen, including Furiga of the Bert Brown crew, and my dad, George Edwin Farrar of the John Oliver Buslee crew, as they ferried a formation of B-17’s into the European Theater of Operations in the summer of 1944.

I have written previously about the journey, but Frank’s stories add new details to the crews’ experience.

In the latter part of June 1944 (likely sometime between June 23 and 25) , both the Brown and Buslee crews, along with several other air crews who had completed their combat training at Ardmore, Oklahoma, traveled by train from Ardmore to Kearney, Nebraska, on the first leg of their journey to their air bases in England.

Frank Furiga described Kearney as,

…where we were assigned a brand new B-17 G FLYING FORTRESS bomber to fly to Europe. It was so new that the plane had fresh paint odor. Here we assembled our flight clothes plus a few pieces of equipment. At 3 A.M. on June 29th, we took off [departing Kearney, Nebraska] headed to Europe.

Our first overnight stop was Grenier Field in Manchester, New Hampshire [arriving June 29]. On the next day [departing June 30] we flew to Goose Bay Labrador [arriving the evening of June 30]. We were held up by bad weather for a day.

On our next flight we left early in the morning [departing the evening of July 1] and flew to Meeks Field at Keflavik, Iceland [arriving the morning of July 2].

We flew above clouds and witnessed a very interesting phenomenon. The shadow of our plane on the clouds was encircled by a beautiful multi-colored rainbow. Some of the fellows saw small icebergs on the way. Because of bad weather over the Atlantic we rested here a few days. Here again we experienced something else new — the length of the sunny day.

Early in the morning [departing the morning of July 4], we left for Nutts Corner, Northern Ireland. Approaching the airfield [arriving July 4], we saw the control tower firing a variety of colored flares which was most puzzling to our pilots as there were no alarms over the radio. Upon landing, we found out the control tower boys were having a jolly good time saluting us with various colored flares as they were celebrating our July Fourth national holiday!

Within a few days we departed for Bovingdon near London where we had combat lectures and procedures with our planes. We had left the new Fort [B-17 Flying Fortress] at Nutts Corner since it had to be combat-outfitted with armor plating and other items. Here we were assigned Bomb Groups. For us on July 23rd, we arrived at the 384th Bomb Group at Kettering, England, in Northamptonshire County. Our airfield was known as GRAFTON-UNDERWOOD.

Special Orders #144 indicate the Buslee crew was assigned to the 384th Bomb Group at Grafton Underwood, England effective July 21, 1944. Special Orders #148 indicate the Brown crew was assigned to the group effective July 25.

Frank Furiga brings up Buslee crew bombardier Marvin Fryden again, reflecting on Fryden’s August 5 death on his second mission, while also remembering the loss of his brother, John, while they were in Ardmore, Oklahoma during combat crew training.

Lt. Fryden, on an early combat mission with the Buslee-Albrecht crew, was hit by flak in the chest during their bomb run over the target. When they landed, he was rushed to the hospital, but died on the operating table. In two events [the deaths of his brother, John, and friend, Marvin Fryden], combat had produced a profound effect on me. Especially since just a scant few weeks before we had been in London. The brevity of combat life was aging me, indeed.

While stationed at Grafton Underwood, Frank Furiga had the opportunity to see his older brothers Stephen and Michael, who were both also stationed in England at the time. Frank wrote,

Stephen, just a few years older than I, had been in the service the longest. He was a member of the 82nd Airborne paratroops and was somewhere in England. I happened to run into a few of his men and was surprised to find out that he was stationed at Cottesmore Aerodrome, just a twenty minute trip by train. I managed to spend an afternoon with him. Later on, I visited brother Michael at Thatcham near Reading where he was with the Medical corps.

Frank Furiga, George Farrar, and their respective crews were very quickly immersed in the dangers of aerial combat with mission after mission over the European continent, assisting in the liberation of France, and destroying the Nazi war machine in Germany. The war wasn’t “over there” anymore. The war was in them and they were in the war.

Each time they climbed aboard the B-17 for a mission, they knew might be their last. They knew it was best not to think about it, to just do their jobs. But before the end of the year, for both Furiga and Farrar, the war was over as both would become prisoners of war until the Spring of 1945.


Previous post, Frank Furiga

Previous post, Frank Furiga Diary Entries Trace the Crossing to the ETO

Previous post, From the US to the UK and Beyond

© Cindy Farrar Bryan and The Arrowhead Club, 2021

Frank Furiga

2nd Lt. Frank D. Furiga, bombardier/navigator, 384th Bomb Group, 547th Bomb Squadron. Photo courtesy of son Paul Furiga.

I have previously written about Frank Dominic Furiga, 384th Bomb Group Bombardier-Navigator and father of my fellow 384th NexGen member Paul Furiga. Frank and my dad, George Edwin Farrar, completed their combat crew training at Ardmore, Oklahoma at the same time and traveled to the European Theater of Operations at the same time, with both of their crews ferrying brand new B-17’s into the war zone.

Frank recorded many of his memories from World War II, and his son, Paul, kindly shared them with me. As the stories Frank wrote also reflect my father’s WWII history, they are, of course, very interesting to me.

There are several different subjects in which I’ve been able to learn more about the actions of my dad and his crew through Frank’s stories, so expect to see several future posts which rely on information from Frank Furiga.

I’d like to start with a little about Frank himself, and then my next post will add to some information I’ve already written about, their crossing into the ETO (European Theater of Operations).

* * * * *

Frank Furiga was fascinated with airplanes at least as early as the age of five when the sound of a low-flying bi-plane caught his attention. By then he knew all about American aviator “Charlie Lindbergh” from an older brother. Growing up, Frank immersed himself in aviation from every source possible, from books and movies, and in making his own aircraft from orange crate wood and model plane kits.

Frank had three older brothers and all four of the Furiga boys became involved in the war effort in WWII. The oldest, John, served in a Special Forces group, the next, Michael, was in the Medical Corps, the third, Stephen, was an early member of the 82nd Airborne paratroopers, and Frank was a B-17 bombardier and navigator.

Frank was part of a large Catholic family from Avella, Washington County, Pennsylvania. His parents Andrew Furiga and Anna Pankovic Furiga also had three girls, Mary, Helen, and Pauline.

Frank Furiga was born on February 9, 1925. At the age of seventeen, Frank enlisted in the U.S. Army Air Corps with his enlistment delayed until he reached his eighteenth birthday. On his eighteenth birthday in February 1943, Frank was ready to begin his service to his country and was classified for Bombardier training at the Nashville Classification Center. He began his service on April 12, 1943 and attended basic cadet training in Santa Ana, California.

Following basic training, Frank attended gunnery training in Kingman, Arizona, where my dad was a flexible gunnery instructor for seven months in 1943. Although I see no mention of it in Frank’s writings, perhaps they crossed paths in Kingman at that time.

Frank would follow gunnery training with bombardier training in Deming, New Mexico, arriving there in the last week of October 1943 and was commissioned as a 2nd Lieutenant on February 26, 1944. While training at Deming, Marvin Fryden – future Buslee crew bombardier and one of my dad’s crew mates – was one of Furiga’s instructors. They later became friends on their shared path into combat.

Furiga next reported to Salt Lake City, Utah in March for crew assembly and spent about three weeks there. His crew, number #338, consisted of Bert Oliver Brown (Pilot), William Davis Bayne (Co-pilot), Raymond Julius Scherer (Navigator), Frank Dominic Furiga (Bombardier), Richard George Regan (Top turret gunner / Engineer), Marvin John Ondrusek (Radio operator), Joseph William Chalkus (Left waist gunner), Walter Dewitt Franklin (Right waist gunner), William Jesse Jones (Ball turret gunner), and Raymond George Palmer (Tail gunner).

Following crew assembly, the Bert Brown crew attended combat training in Ardmore, Oklahoma, where my dad was an aerial gunnery instructor for six months before joining a combat crew himself, the John Oliver Buslee crew. The RTU, or combat, training at Ardmore lasted about one and a half months.

Furiga wrote about this experience,

We simulated all sorts of combat conditions and near the end flew quite a few combat formation missions. It was a great experience flying in the big B-17ʼs. I dropped a number of bombs and liked the way the big ship responded to the Norden Bomb-sight compared to the AT-11 trainers in Bombardierʼs School.

In one of his recorded stories, Frank Furiga related a heartbreaking incident that happened in his last week of combat training at Ardmore,

I received a telegram from my oldest sister Mary in Pittsburgh that my parents had received a telegram from the U.S. Government that our oldest brother John had been killed at Anzio, Italy on May 23rd. I was quite shocked as I always looked up to him.

At this time, Lt. Marvin Fryden, the bombardier on Lt. Busleeʼs crew expressed great sympathy for me. He had been one of our Bombardier instructors at Deming, New Mexico, and signed up for combat when we graduated. He took it upon himself to see if I could get emergency leave of a few days to go home to Pennsylvania. He went so far as to contact the base commander at a country club.

My request was denied.

More about Frank Furiga, his World War II experiences, and connections with my father’s crew to come…


Frank Dominic Furiga, 384th Bomb Group Personnel Record

American Air Museum in Britain, Frank Dominic Furiga

Veterans History Project, Interview with Frank Furiga (Transcript)

Veterans History Project, Interview with Frank Furiga (Audio)

Imperial War Museum, Frank D Furiga (Oral History)

Obituary, Frank D. Furiga

Find-a-Grave, Frank Dominic Furiga


RTU is an abbreviation for Replacement Training Units

Thank you, Paul Furiga, for sharing your dad’s stories and diaries!

© Cindy Farrar Bryan and The Arrowhead Club, 2021

WWII Combat Chronology – 26 August 1944

I am continuing my series of articles based on the entries from Kit C. Carter and Robert Mueller’s U.S. Army Air Forces in World War II Combat Chronology 1941 – 1945 and Jack McKillop’s USAAF Chronology: Combat Chronology of the US Army Air Forces. Both combat chronologies are excellent sources of information regarding combat missions in World War II and I thank the authors for sharing them online.

These articles are concentrated on the operations of the 8th Army Air Forces on the missions on which the John Oliver Buslee crew and James Joseph Brodie crew of the 384th Bomb Group participated. The statistics of other dates and missions and of other branches of the American Air Forces and theaters of operation of World War II are available through the links provided in this article to these two sources for those interested.

Today’s installment is the 26 August 1944 mission in which the Brodie crew participated.

WWII Combat Chronology – Saturday, 26 August 1944

384th BG Mission 185/8th AF Mission 576 to Gelsenkirchen, Germany.

Target: Oil Industry, the Buer Synthetic Oil Plant.

The James Joseph Brodie crew of the 545th Bomb Squadron participated in this mission. The John Oliver Buslee crew of the 544th Bomb Squadron did not participate.

Carter and Mueller’s U.S. Army Air Forces in World War II Combat Chronology 1941 – 1945 entry:

HBs are dispatched in 4 operations against tgts in France and Germany. In first operation 95 B-24’s bomb synthetic oil plant at Ludwigshafen, M/Ys at Ehrang and Konz-Karthaus, and other tgts at Alzey and Meisenheim. 2 ftr gps fly spt, with 1 gp later strafing Speyer A/F. In second operation 171 B-17’s escorted by 1 P-51 gp bomb 8 gun positions at Brest while clouds prevent over 150 other HBs from bombing. In the third operation over 400 B-17’s and B-24’s bomb 2 synthetic oil plants, 2 oil refineries, a fuel depot, 2 A/Fs, and T/Os in NW Germany. 7 ftr gps escort, with 1 gp later conducting strafing attacks. In last operation an attack by 30 B-17’s against 3 liquid oxygen plants in Belgium is aborted because of thick haze. 1 P-51 gp gives uneventful spt.

Jack McKillop’s USAAF Chronology: Combat Chronology of the US Army Air Forces entry:


STRATEGIC OPERATIONS (Eighth Air Force): 8 missions are flown (numbers in parenthesis indicate number of bombers attacking).

  1. Mission 575 to attack gun batteries in the Brest, France area.
  2. Mission 576 to attack oil refineries, fuel stores, and chemical works in Germany. The Brodie crew participated in this mission.
  3. Mission 577, an AZON bomb mission to the Moerdijk rail bridge in the Netherlands. Clouds prevent the attack.
  4. Mission 578 to liquid oxygen plants in Belgium. Aborted due to clouds.
  5. Mission 579, a special bomb test using Micro H radar against aviation industry targets at Meaulte, France.
  6. Mission 580, a Micro H test mission and leaflet drop.
  7. Mission 581, to provide aid to Royal Air Force (RAF) Bomber Command.
  8. Mission 582, a leaflet drop in France and Belgium during the night.

Also, 183 P-47s and 206 P-51s attack transport targets in Belgium, E France and W Germany; they claim 1-0-0 aircraft; 2 P-47s and 7 P-51s are lost and 9 P-47s and 6 P-51s are damaged; 1 pilot is WIA and 8 are MIA.

Mission 576: 588 bombers and 402 fighters attack oil refineries, fuel stores and chemical works in Germany; 10 bombers and 3 fighters are lost:

  1. 109 B-24 are dispatched to the chemical works at Ludwigshafen (41); secondary targets hit are marshalling yards at Ehrang (33) and Kons/Karthaus (8); 11 others hit Alzey and 2 hit other targets of opportunity; 7 B-24s are lost and 53 damaged; 2 airmen are KIA, 3 WIA and 70 MIA. Escort is provided by 77 of 81 P-51s; they claim 1-0-0 aircraft on the ground; 1 P-51 is lost.

  2. 259 B-17s are dispatched to oil refineries at Gelsenkirchen/Buer (89) and Gelsenkirchen/Nordstern (85); 19 hit Deelen Airfield, a secondary target, and 11 hit targets of opportunity; 3 B-17s are lost and 89 damaged; 5 airmen are WIA and 26 MIA. Escort is provided by 159 P-47s and P-51s without loss.

  3. 220 B-24s are dispatched to Dulmen fuel dump (73) and oil refineries at Salzbergen (71) and Emmerich (36); 36 others hit Eindhoven Airfield; 2 B-24s are damaged. Escort is provided by 129 P-38s, P-47s and P-51s; 1 P-38 and 1 P-51 are lost (pilots are MIA) and 1 P-51 is damaged beyond repair.


Except for entries from Carter and Mueller’s U.S. Army Air Forces in World War II Combat Chronology 1941 – 1945 and McKillop’s Combat Chronology of the US Army Air Forces © Cindy Farrar Bryan and The Arrowhead Club, 2021

The B-17 Radio Operator/Gunner

My dad, George Edwin Farrar, was a waist/flexible gunner with the John Oliver Buslee crew of the 384th Bomb Group of the 8th Army Air Forces in World War II. On 28 September 1944, the Buslee crew and the James Joseph Brodie crew of the same group became forever connected when the B-17’s they were aboard on a combat mission over Germany suffered a mid-air collision.

I am currently updating the biographical information of the men of these two crews, and I thought it would be a good time to explain the duties involved in each position of the airmen aboard the aircraft, the B-17. I have recently updated the information of the three 384th Bomb Group Radio Operators/Gunners who flew with the John Oliver Buslee crew of the 544th Bomb Squadron and the James Joseph Brodie crew of the 545th Bomb Squadron.

Sebastiano Joseph Peluso, assigned Buslee crew radio operator

William Edson Taylor, assigned Brodie crew radio operator

Donald William Dooley, Headquarters, but radio operator of the Brodie crew on 28 September 1944

For a list of all of the airmen of the Buslee and Brodie crews, see permanent page The Buslee and Brodie Crews, which is maintained with new information/posts.

Duties and Responsibilities of the B-17 Radio Operator/Gunner

According to the 303rd Bomb Group’s website,

Training in the various phases of the heavy bomber program is designed to fit each member of the crew for the handling of his jobs. The radio operator will be required to:

  1. Render position reports every 30 minutes.
  2. Assist the navigator in taking fixes.
  3. Keep the liaison and command sets properly tuned and in good operating order.
  4. Understand from an operational point of view Instrument landing, IFF, VHF, and other navigational aids equipment in the airplane.
  5. Maintain a log.

In addition to being a radio operator, the radio man is also a gunner. During periods of combat he will be required to leave his watch at the radio and take up his guns. He is often required to learn photography. Some of the best pictures taken in the Southwest Pacific were taken by radio operators.

Aside from these duties noted by the 303rd, I have read that when B-17 crews were reduced from ten airmen to nine, losing one of the waist gunners, the radio operator was tasked with manning the left waist gun if needed while the lone waist gunner manned the right waist gun. That may have been true in some B-17 groups and may have been true for some crews in the 384th Bomb Group, but one of the group’s veterans once told me that was not the case.

The 384th veteran told me that the lone waist gunner would man both waist guns and the side he manned – left or right – depended on where his B-17 was in the formation, and which side of the aircraft was more vulnerable to enemy attack. He said that the radio operator, aside from his radio duties, was also tasked with distributing chaff, the aluminum strips dropped from aircraft in the formation to confuse enemy radar.

Radio communications during the war needed to be precise and understandable and the phonetic alphabet helped in the effort. The 384th Bomb Group’s website includes this chart and explanation.

Combined Phonetic Alphabet

This phonetic code was adopted for 8th AF use in 1942. The purpose of the code is to improve the accuracy of radio voice communications by providing an unambiguous key word for each letter that would improve recognition of the intended letter through static, intermittent transmissions, and jamming.

Letter Phonetic Letter Phonetic Letter Phonetic
A Able J Jig S Sugar
B Baker K King T Tare
C Charlie L Love U Uncle
D Dog M Mike V Victor
E Easy N Nan W William
F Fox O Oboe X X-ray
G George P Peter Y Yoke
H How Q Queen Z Zebra
I Item R Roger

Phonetic Alphabet Chart courtesy of

Location of the Radio Room in a B-17

The radio room of a B-17 sits between the bomb bay and the ball turret. Should the radio operator have to bail out of the aircraft, he would likely bail out through the bomb bay doors.

In the following diagram, Sebastiano Peluso is noted in the radio room of the aircraft along with the other Buslee crew members in their positions on September 28, 1944.

Buslee Crew in Position on September 28, 1944
Diagram courtesy of 91st Bomb Group and modified by Cindy Farrar Bryan in 2014

B-17 Radio Room Photos

I took the following photos of the Collings Foundation’s B-17 Nine-O-Nine a few years before its tragic crash.

Entry of the radio room from the bomb bay catwalk of the Collings Foundation’s B-17G Nine-o-Nine In Leesburg, Florida, November 4, 2017


Radio operator’s desk of the Collings Foundation’s B-17G Nine-o-Nine In Leesburg, Florida, November 4, 2017


Radio room of the Collings Foundation’s B-17G Nine-o-Nine In Leesburg, Florida, November 4, 2017


Radio room of the Collings Foundation’s B-17G Nine-o-Nine In Leesburg, Florida, November 4, 2017

Stories of 384th Bomb Group Radio Operators

I thought it might also be interesting to read stories, diaries, and journals written by or view video interviews of some of the 384th’s own radio operators. You’ll find a chart of several radio operators of the 384th Bomb Group below with links to their personnel records and their written and oral histories as are provided on the Stories page of

Airman Personnel Record Stories, Diaries, Journals, and Interviews
Grosbier, Gordon Joseph⇗ Grosbier, Combat Mission Diary⇓ (8.508 MB)
Grosbier, Gordon Joseph⇗ Grosbier, Daily Journal⇓ (6.235 MB)
Levison, Jules Sidney, “Julie”⇗ Jules Levison Diary⇓ (3.622 MB)
Misch, Henry Conrad⇗ Henry C Misch WWII Diary⇓ (7.671 MB)
Pratt, John Butler⇗ Diary of John Butler Pratt⇓ (7.246 MB)
Spearman, Eugene (NMI)⇗ The Eighth Air Force in World War II⇓ (3.588 MB)
Williamson, Albert (NMI)⇗ The Trip of a Lifetime⇓ (3.296 MB)
Kovach, Joseph William⇗ Oral History Interview⇗
Lustig, David Carl, “Dave”, Jr⇗ 2003 Oral History Interview⇗
Lustig, David Carl, “Dave”, Jr⇗ Book:  “Initial Point: Reminiscences of a World War II B-17 Bomber Crewman” (out of print, but occasionally available on used book sites)
Wininger, Dexter Gene⇗ Oral History Interview⇗

Sources and Further Reading

303rd Bomb Group:  Duties and Responsibilities of the Radio Operator

B-17 Flying Fortress Queen of the Skies, Crew Positions, Radio Operator

384th Bomb Group:  Combined Phonetic Alphabet

303rd Bomb Group:  Military Occupational Specialty

TM 12-427 Military Occupational Classification of Enlisted Personnel

The Military Yearbook Project – Army Air Force WWII Codes

The Army Air Forces in World War II: VI, Men and Planes, Edited by W.F. Craven and J.L. Cate, Chapter 19: Training of Ground Technicians and Service Personnel

Training to Fly:  Military Flight Training 1907 – 1945 by Rebecca Hancock Cameron

Thank you to the 91st Bomb Group for granting me permission in 2014 to use and modify their B-17 diagram for use on The Arrowhead Club.

© Cindy Farrar Bryan and The Arrowhead Club, 2021