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Chester Rybarczyk – September 28, 1944

According to the Sortie Report, on Mission 201 to Magdeburg on September 28, 1944, aircraft 42-39888, known as Hot Nuts, “Left formation after target for unknown reasons, but returned to base.”  Flying on Hot Nuts was the William J. Blankenmeyer crew.  Robert H. Obermeyer was the regular navigator for the Blankenmeyer crew, but for some reason, he did not fly on the September 28 mission.

On September 28, Obermeyer was replaced as navigator by Chester A. Rybarczyk, who usually flew with the John Oliver Buslee crew.  It was through this action that Rybarczyk was not on the Lead Banana with the Buslee crew that day, and instead of being a part of the mid-air collision with the Lazy Daisy, was a witness to it instead.

Undoubtedly, the crew aboard Hot Nuts left formation in an attempt to determine the fate of the crews of the Lead Banana and Lazy Daisy, especially the Buslee crew aboard Lead Banana, as Chester Rybarczyk was normally a part of that crew and could have been on that plane if he had not replaced Obermeyer on the Blankenmeyer crew.

Chester Rybarczyk later wrote to George Edwin Farrar’s family, and probably to the families of the other boys in his crew, giving them hope that the boys survived the collision.  Rybarczyk was limited in what information he could divulge, but what he did write contradicted official witness reports in MACR9753, Missing Air Crew Report 9753.

I will publish Rybarczyk’s complete letter dated October 12, 1944 in a future post.

© Cindy Farrar Bryan and The Arrowhead Club, 2013

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Brodie Crew in Position on September 28, 1944

Brodie Crew in Position on September 28, 1944

Brodie Crew in Position on September 28, 1944

The diagram shows the combat position of each Brodie crewmember on Mission 201 on September 28, 1944.  Only one crewmember manned both waist gunner positions on this mission.  If they were all still in position after coming off the target at Magdeburg, the diagram shows where each man would have been at the time of the mid-air collision with the Lead Banana.

Brodie Crew List:

  • Pilot – James Joseph Brodie
  • Co-Pilot – Lloyd Oliver Vevle
  • Navigator – George Marshall Hawkins, Jr.
  • Togglier – Byron Laverne Atkins
  • Radio Operator/Gunner – Donald William Dooley
  • Engineer/Top Turret Gunner – Robert Doyle Crumpton
  • Ball Turret Gunner – Gordon Eugene Hetu
  • Tail Gunner – Wilfred Frank Miller
  • Waist Gunner – Harry Allen Liniger

The only survivors of the mid-air collision this day with the Lead Banana were the waist gunner, Harry Allen Liniger, the navigator, George Marshall Hawkins, Jr., and the tail gunner, Wilfred Frank Miller.

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

© Cindy Farrar Bryan and The Arrowhead Club, 2013

Buslee Crew in Position on September 28, 1944

Buslee Crew in Position on September 28, 1944

Buslee Crew in Position on September 28, 1944

The diagram shows the combat position of each Buslee crewmember on Mission 201 on September 28, 1944.  Only one crewmember manned both waist gunner positions on this mission.  If they were all still in position after coming off the target at Magdeburg, the diagram shows where each man would have been at the time of the mid-air collision with the Lazy Daisy.

Buslee Crew List:

  • Pilot – John Oliver Buslee
  • Co-Pilot – David Franklin Albrecht
  • Navigator – William Alvin Henson II
  • Bombardier – Robert Sumner Stearns
  • Radio Operator/Gunner – Sebastiano Joseph Peluso
  • Engineer/Top Turret Gunner – Lenard Leroy Bryant
  • Ball Turret Gunner – George Francis McMann, Jr.
  • Tail Gunner – Gerald Lee Andersen
  • Waist Gunner – George Edwin Farrar (my dad)

The only survivor of the mid-air collision this day with the Lazy Daisy was the waist gunner, George Edwin Farrar.

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

© Cindy Farrar Bryan and The Arrowhead Club, 2013

Map of September 28, 1944 Collision and Crash Sites

Maps of the area show the location of the mid-air collision and subsequent crash sites of the Lead Banana and Lazy Daisy on September 28, 1944.  Two maps are included below.

The first map shows the collision site and crash sites of the Lazy Daisy and Lead Banana.  The mid-air collision occurred after coming off the target at Magdeburg, at 12:11 pm on September 28, 1944 at 52°06’N 11°39’E (X on the first map, just past the second “g” in “Magdeburg”). Both planes crashed approximately 20 miles northwest of the mid-air collision.  Lazy Daisy crashed near Erxleben (E on the first map) and Lead Banana crashed approximately one and one-quarter miles north of Ostingersleben (O on the first map).

X = Collision Site, 52°06'N 11°39'E O = Ostingersleben E = Erxleben

X = Collision Site, 52°06’N 11°39’E
O = Ostingersleben
E = Erxleben

The second map is a map of Germany with the area of detail outlined.

Germany Map

Royalty free map of Germany obtained from http://www.tourvideos.com/maps-Germany.html.

© Cindy Farrar Bryan and The Arrowhead Club, 2013

AAF Narrative Report of September 28, 1944 Mission 201

The following is a narrative report of Mission 201 on September 28, 1944.

HEADQUARTERS

AAF STATION NO. 106

Office of the Intelligence Officer

APO 557,

28 September, 1944

 

SUBJECT:  Narrative for Lead, High, and Low Sections, 41st. “C” Combat Bombardment Wing on Mission Flown 28 September, 1944.

TO:  Commanding Officer, AAF Station No. 106, A.P.O. 557.

The following is a combined Narrative and Report by Lt. W.V. HENDERSON, Deputy Wing Commander, Capt. JOHNSON, High Section Leader, and Capt. M.A. BOOSKA, Low Section Leader.  Due to battle damage received at the target, Major H.E. FRINK, 41st “C” Wing Air Commander was forced to land away at BRUSSELS, Belgium.  All navigational data is taken from the High Section Navigator.

1.        Twelve (12) aircraft (without spares) of the Lead Section, twelve (12) aircraft plus one (1) Spare of the High Section, and twelve (12) aircraft (without spares) of the Low Section took off between 0730 and 0818 hours to attack the Steel Works at MAGDEBURG, Germany.

a.       Number of A/C taking off (including spares):  37

 Number of A/C taking off (less unused spares):  36

 Number of A/C attacking (any target):  36

 Number of A/C not attacking:  0

 Number of A/C returned to Base:  33q

 Number of A/C presumed landed in allied-occupied terr:  1

 Number of A/C unaccounted for:  2

 Number of A/C known missing:  2

 Number of Sorties Flown:  36

b.       Spare A/C 7703 (Lt. Rice, pilot) turned back as briefed.

c.       Due to severe mechanical trouble, A/C 2106 (Lt. Wismer, pilot) was forced to drop his bombs on a Target of Opportunity at 50°45’N.-09°25’E.  He then turned back at 50°50’N.-09°30’E., 1130 hours and landed at this Base at 1438 hours.

2.       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.

3.       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.

4.       The route to the Belgian Coast was without incident and we crossed it at 1001-1/2 hours, 50°10’N.-02°44’E., 13,000 feet.  From this point into the I.P. 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.  [Wallace Storey notes that this information is incorrect and that ten (10) planes were lost by the 303rd Group of the 41st Combat Wing on this mission.  Storey references the books “Mighty Eighth” and “Mighty Eighth War Diaries.”]

5.       At the I.P., we were notified by Buckeye-Red that target weather would be approximately 8/10th’s which was accurate.  We made our bomb 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 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.

6.       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.

7.       Fighter escort was excellent on the entire mission and close support was given at all times.  Contact was made with Buckeye-Red and the information received was accurate.

8.       There are no further comments or suggestions.

W. E. DOLAN,

Major, Air Corps,

Station S-2 Officer

© Cindy Farrar Bryan and The Arrowhead Club, 2013

September 28, 1944 – Wallace Storey

The Buslee and Brodie crews were involved in a mid-air collision on September 28, 1944 during the 384th Bomb Group’s Mission 201 to Magdeburg, Germany.  The Buslee crew flew this mission aboard aircraft 43-37822.  The Brodie crew was aboard 42-31222, Lazy Daisy.  The two planes collided after bombs away and coming off the target.

Nearly part of the day’s tragedy himself, Lt. Col. Wallace A. Storey, USAF (Ret.), witnessed the collision between 43-37822 and Lazy Daisy.

The following excerpt from the book, A Pair of Silver Wings and the Eighth Air Force by Lt. Col. Wallace Storey, USAF (Ret.) and Mrs. Martha L. Storey, is provided for use on The Arrowhead Club website by the kind permission of the authors, who assert full ownership of copyright for the material. Use of this material is limited to the following provisions.  This excerpt is intended for unrestricted private use. Please copy and use as needed to support your WWII research. If you wish to incorporate this information in a commercial product of any kind, request authorization from Lt. Col. Wallace Storey, USAF (Ret.) in advance.

 MAGDEBURG
September 28, 1944

 On this day the 384th Bomb Group was dispatched to bomb the Krupps Steel Manufacturing Plant at Magdeburg, Germany. This was a heavily defended target and a long flight of almost ten hours. On this mission there was a tragic occurrence illustrative of some of the little discussed risks of combat flying that sometimes happened but, fortunately, was never repeated on any of my missions.

After being awakened at 0310 we had breakfast and briefing and were in our planes at 0610 as the “start engine” flares arched from the 384thBG control tower—or “Cherub” as was its call sign. Of course, the radio was not used for aircraft control as the group departed so as to avoid alerting the German defenses any earlier than necessary. Once we were airborne the fact that the 8th was assembling was soon evident to the enemy but any delay increased the chances of deception.

On this mission, I was to follow ship #222, [42-31222]“Lazy Daisy”, flown by Lt. Brodie, on to the taxiway leading to the runway. He was to fly #2 position of the high element of our squadron and I was to fly position #3 (i.e. right and left wing respectively off of the lead plane,#941, [42-97941, “Marion”] of the element). Take off went well as we began our roll at 0720. The Group assembled without incident and we fell into line as briefed for the Wing Order of Battle.

Our 41st Combat Wing was made up that day of the 303rdBG in lead, followed by the 379th, with the 384th last. This order, which varied from mission to mission, was to prove fateful on that day. Just a few weeks earlier the Luftwaffe had begun a new tactic which they called “company front attacks”. They added extra armor and guns to three or four dozen Focke Wolfe FW-190 single engine fighters. They approached the 8th Air Force Groups head on in wedges of eight to sixteen planes so as to saturate the bombers’ defensive fire and sometimes disrupt their formation. Although we did not know it at the time, they had used this tactic against the 446th Group of the Second Division the previous day and inflicted the greatest loss ever suffered by a single group of the 8th Air Force in World War II—-25 B-24’s.

The German fighters used this tactic against the 303rd Group, the lead group in our Combat Wing, on the mission to Magdeburg on the 28th. The 303rd lost eleven B-17’s in this frontal assault. One of the lead pilots of the 303rd is quoted as saying “When we turned on our bomb run we were attacked by about 50 Nazi fighters en masse, coming at us as a solid bunch. Those guys were like mad men–with one idea–to knock us down in a suicidal attack”. There was a total of fifteen B-17’s that were lost that day from our Combat Wing. This amounted to a 13.9% loss of the l08 planes–the highest loss in the Wing of any of my missions.

Being the 3rd Group in the Wing we were fortunate not to be as heavily attacked as the other two Groups, but what happened led to confusion as we bombed the target. Flak was extremely heavy that day and the Wing had been somewhat disrupted by the heavy opposition. We found ourselves on a crossing course with another Group and just after “bombs away” the lead ship made a sharp descending right turn. Our high element, being on the inside of this steep turn, had to move quickly by reducing power while climbing slightly. Glancing to my right, I saw that “Lazy Daisy” was sliding toward me. I pulled back on the control column to climb out of her path while keeping my eye on the #2 ship of the lead element, Lt. Buslee in #337 [43-37822], on whose wing our element was flying. I yelled to Gross to watch for him to come out on the other side and, sure enough, he slid under us and right into Buslee in the lead element.

I watched the two planes as they collided. It cut #337 [43-37822] in half and the wings on #222 [42-31222] folded up and both planes fell in a fireball. They were 18 men lost in those two ships. We didn’t see any chutes as we continued our turn to the right.

Some of the formations were broken up, both because of this and because of the fighter attack, but we did not have any further problem as we headed back home. Even though the 1st Division lost 23 planes, the Germans did not come out unscathed. There were 10 confirmed fighters destroyed, 7 probables, and 5 damaged by the B-17 gunners. Our crew was extremely lucky that day as “Lazy Daisy”, by all normal odds, should have collided with us and must have crossed under with less than five foot clearance as I pulled up. And for Buslee, flying on the last of his 35 missions, and for Brodie, and their crews it was the unluckiest of all days.

We were all happy to be safely back at Grafton Underwood as we touched down on the soil of England. Upon inspecting our plane we found two sizable Flak holes but, fortunately, they missed our fuel tanks and other vital points. Fighters and Flak were not the only dangers of combat flying. Taking off, assembling, and landing in extremely bad English weather (such as grounded the 8th frequently in 1943 but not later) formation flying in weather where only the adjoining plane could be seen and maneuvering large formations required great competency in the flight crews and, often, great luck as described in this mission.

Copyright (C) 2002—Lt/Col. Wallace A. Storey

Notes:

  • I have included clarifications of aircraft serial numbers and names in brackets above.
  • Correction:  John Oliver Buslee, pilot of 43-37822, was flying his 16th mission on September 28, 1944.
  • The William A. Johnstone crew was aboard 42-97941, Marion.
  • The Kenneth E. Gross crew was aboard 43-38548, name unknown.  Co-Pilot Wallace A. Storey, was flying the plane and was able to see Lazy Daisy coming toward him from the co-pilot seat on the right side of the cockpit.  His quick reaction saved his crew from an otherwise certain collision.  The Pilot, Gross, may never have seen Lazy Daisy from his vantage point on the left side of the cockpit.
  • The Richard H. Groff crew was aboard 43-38615, name unknown.
  • The Harold M. Toler crew was High Group Lead aboard 43-38016, Lorraine.  Robert M. Mitchell, who had served as Ball Turret Gunner twice with Buslee crew waist gunner George Edwin Farrar, was on the Toler crew on this mission.

Wallace A. Storey provided this diagram depicting the formation of the aircraft just prior to the collision:

Copyright (C) 2012---Lt/Col. Wallace A. Storey

Copyright (C) 2012—Lt/Col. Wallace A. Storey

To read more about Wallace A. Storey, click here.

With the exception of material in this post copyrighted by Wallace A. Storey, © Cindy Farrar Bryan and The Arrowhead Club, 2013

September 28, 1944 – 384th BG Mission 201

Lazy Daisy, Aircraft 42-31222

Lazy Daisy, Aircraft 42-31222

Lead Banana, 43-37822

Lead Banana, Aircraft 43-37822

September 28, 1944 – 384th BG Mission 201.

The 384th Bomb Group Mission 201 was also known as Eighth Air Force Mission 652.

The Buslee crew flew this mission aboard aircraft 43-37822, Lead Banana.  The Brodie crew was aboard 42-31222, Lazy Daisy.

The primary target was the steelworks industry in Magdeburg, Germany.

Buslee Crew List:

  • Pilot – John Oliver Buslee
  • Co-Pilot – David Franklin Albrecht
  • Navigator – William Alvin Henson II
  • Bombardier – Robert Sumner Stearns
  • Radio Operator/Gunner – Sebastiano Joseph Peluso
  • Engineer/Top Turret Gunner – Lenard Leroy Bryant
  • Ball Turret Gunner – George Francis McMann, Jr.
  • Tail Gunner – Gerald Lee Andersen
  • Waist Gunner – George Edwin Farrar (my dad)

Chester A. Rybarczyk flew this mission with the William J. Blankenmeyer crew.  William Alvin Henson II replaced Rybarczyk as Navigator on the Buslee crew.  This was Henson’s third flight with the Buslee crew.

James B. Davis flew this mission with the Raymond J. Gabel crew.  Robert Sumner Stearns replaced Davis as Bombardier on the Buslee crew.  This was Stearns second flight with the Buslee crew.

George Francis McMann, Jr. flew this mission as Ball Turret Gunner on the Buslee crew.  This was McMann’s first flight with the Buslee crew.  Irving L. Miller, who had replaced Erwin V. Foster as Ball Turret Gunner five times on the Buslee crew, also flew with Davis on the Gabel crew this mission.

Gerald Lee Andersen replaced Eugene D. Lucynski for the third time as Tail Gunner on the Buslee crew.

Brodie Crew List:

  • Pilot – James Joseph Brodie
  • Co-Pilot – Lloyd Oliver Vevle
  • Navigator – George Marshall Hawkins, Jr.
  • Togglier – Byron Laverne Atkins
  • Radio Operator/Gunner – Donald William Dooley
  • Engineer/Top Turret Gunner – Robert Doyle Crumpton
  • Ball Turret Gunner – Gordon Eugene Hetu
  • Tail Gunner – Wilfred Frank Miller
  • Waist Gunner – Harry Allen Liniger

James Joseph Brodie (Pilot), Lloyd Oliver Vevle (Co-Pilot), George Marshall Hawkins, Jr. (Navigator), Robert Doyle Crumpton (Engineer/Top Turret Gunner), Gordon Eugene Hetu (Ball Turret Gunner), Wilfred Frank Miller (Tail Gunner), and Harry Allen Liniger (Waist Gunner) were all original Brodie crew members aboard the Lazy Daisy.  The only non-original crew members were Byron Laverne Atkins (Bombardier/Togglier) and Donald William Dooley (Radio Operator/Gunner).

Original Brodie crew Bombardier, William D. Barnes, Jr., last flew with the Brodie crew on September 13, 1944.  Barnes did not fly again until October 17, 1944.  He returned to flight as a Navigator, completed his tour after 35 missions, and returned to the US.

Byron Laverne Atkins flew only six missions, three of them as a Ball Turret Gunner, and one as a Flexible Gunner.  He served as Togglier for the Brodie crew on two occasions – once on September 21 and again on September 28, 1944.

William Edson Taylor, the original Radio Operator/Gunner for the Brodie crew did not fly on the September 28 mission.  On October 5, he flew as Radio Operator/Gunner with the Robert Bruce Birckhead crew.  His aircraft was damaged by flak and crashed near Munchen-Gladbach, Germany (MACR 9754).  Of the crew, four were killed, and five were taken prisoner of war, including Taylor.

Donald William Dooley’s first mission would be his last.  He flew as Radio Operator/Gunner for the Brodie crew on this mission.

Sortie Report Description:

Two Bomb Runs – Primary Target Attacked: The 384th Bombardment Group (H) flew as the 41st CBW “C” Wing on today’s mission. Near the target, another formation of bombers flew below this wing, forcing them to hold their bombs. The wing made a second bomb run and released their bombs on the primary target.

Lazy Daisy Sortie Report Status and Comments:

Failed to Return
MIA; collided with 43-37822 over target; both ships went down on fire and out of control; no chutes observed; crashed near Erxleben, Germany; MACR 9366.

Lead Banana Sortie Report Status and Comments:

Failed to Return
MIA; collided with 42-31222 over target; both ships went down on fire and out of control; no chutes; crashed near Osteringersleben, Germany; MACR 9753.

Source:  Sortie Report – Buslee Crew, Sortie Report – Brodie Crew

© Cindy Farrar Bryan and The Arrowhead Club, 2013

Brodie Crew on September 28, 1944 – 384th BG Mission 201

Brodie Crew on September 28, 1944 – 384th BG Mission 201

The 384th Bomb Group Mission 201 was also known as Eighth Air Force Mission 652.

The Brodie crew flew this mission aboard aircraft 42-31222, named “Lazy Daisy.”

The primary target was the Steelworks Industry in Magdeburg, Germany.

Coming off the target, aircraft 42-31222, “Lazy Daisy,” collided with 43-37822, “The Lead Banana.”

Lazy Daisy Crew List:

  • Pilot – James Joseph Brodie
  • Co-Pilot – Lloyd Oliver Vevle
  • Navigator – George Marshall Hawkins, Jr.
  • Togglier – Byron Laverne Atkins
  • Radio Operator/Gunner – Donald William Dooley
  • Engineer/Top Turret Gunner – Robert Doyle Crumpton
  • Ball Turret Gunner – Gordon Eugene Hetu
  • Tail Gunner – Wilfred Frank Miller
  • Waist Gunner – Harry Allen Liniger

Brodie, Vevle, Hawkins, Crumpton, Hetu, Miller, and Liniger were all original Brodie crew members on the aircraft.

Original Brodie crew Bombardier, William D. Barnes, Jr., last flew with the Brodie crew on September 13, 1944.  Barnes did not fly again until October 17, 1944.  He returned to flight as a Navigator, completed his tour after 35 missions, and returned to the US.

Byron Laverne Atkins flew only six missions, three of them as a Ball Turret Gunner, and one as a Flexible Gunner.  He served as Togglier for the Brodie crew on two occasions – once on September 21 and again on September 28, 1944.

William Edson Taylor, did not fly on the September 28 mission.  On October 5, he flew as Radio Operator/Gunner with the Robert Bruce Birckhead crew.  His aircraft was damaged by flak and crashed near Munchen-Gladbach, Germany (MACR 9754).  Of the crew, four were killed, and five were taken prisoner of war, including Taylor.

Donald William Dooley’s first mission would be his last.  He flew as Radio Operator/Gunner for the Brodie crew.

Source:  Sortie Reports for Lazy Daisy.

© Cindy Farrar Bryan and The Arrowhead Club, 2013

Buslee Crew on September 28, 1944 – 384th BG Mission 201

Buslee Crew on September 28, 1944 – 384th BG Mission 201

The 384th Bomb Group Mission 201 was also known as Eighth Air Force Mission 652.

The Buslee crew flew this mission aboard aircraft 43-37822, named “The Lead Banana.”

The primary target was the Steelworks Industry in Magdeburg, Germany.

Coming off the target, aircraft 42-31222, “Lazy Daisy,” collided with “The Lead Banana.”

Lead Banana Crew List:

  • Pilot – John Oliver Buslee
  • Co-Pilot – David Franklin Albrecht
  • Navigator – William Alvin Henson II
  • Bombardier – Robert Sumner Stearns
  • Radio Operator/Gunner – Sebastiano Joseph Peluso
  • Engineer/Top Turret Gunner – Lenard Leroy Bryant
  • Ball Turret Gunner – George Francis McMann, Jr.
  • Tail Gunner – Gerald Lee Andersen
  • Waist Gunner – George Edwin Farrar

Buslee, Albrecht, Peluso, Bryant, and Farrar were the only original Buslee crew members on the aircraft.

William Alvin Henson II replaced Chester Rybarczyk three times on the Buslee crew.  It was Rybarczyk’s lucky day to be flying with the William J. Blankenmeyer crew on aircraft 42-39888, “Hotnuts” on this mission.  Comments were entered on the “Hotnuts” Sortie Report that the ship “Left formation after target for unknown reasons, but returned to base.”  Rybarczyk did witness the crash, as he stated in a letter to Farrar’s mother dated October 13, 1944.  The “unknown reason” was most likely a search for parachutes and survivors after the collision.

Original Bombardier Marvin B. Fryden was killed on the crew’s second mission on August 5, 1944.  James B. Davis replaced Fryden on the Buslee crew, but for the second time, Robert Sumner Stearns replaced Davis on this mission.  Davis flew as Bombardier on the Raymond J. Gabel crew on aircraft 43-38062, “Pleasure Bent.”

Original Engineer/Top Turret Gunner Clarence B. Seeley was wounded on the August 5, 1944 mission, and did not fly again until October 2, 1944.  Lenard Leroy Bryant, an original member of the Buslee crew, moved to the Engineer/Top Turret Gunner position from his original waist gunner position.

Original Ball Turret Gunner Erwin V. Foster’s last flight with the Buslee crew was on September 9, 1944.  Foster did not fly again until September 30, 1944.  George Francis McMann served with the Buslee crew as Ball Turret Gunner on the September 28 flight, his one and only flight with this crew.

Source:  Sortie Reports for Lead Banana, Hotnuts, and Pleasure Bent.

© Cindy Farrar Bryan and The Arrowhead Club, 2013

September 28, 1944

George Edwin Farrar

George Edwin Farrar

September 28, 2013 is the 69th anniversary of the mid-air collision of the Lazy Daisy and the Lead Banana after coming off a target in Magdeburg, Germany during WWII.  My dad, George Edwin Farrar, was the only survivor from the Lead Banana.  Harry Allen Liniger, George Marshall Hawkins, Jr., and Wilfred Frank Miller survived from the Lazy Daisy.

John Oliver Buslee, David Franklin Albrecht, William Alvin Henson, II, Robert Sumner Stearns, Sebastiano Joseph Peluso, Lenard Leroy Bryant, George Francis McMann, Jr., and Gerald Lee Andersen, all aboard the Lead Banana, did not survive the crash.

James Joseph Brodie, Lloyd Oliver Vevle, Byron Laverne Atkins, Donald William Dooley, Robert Doyle Crumpton, and Gordon Eugene Hetu, all aboard the Lazy Daisy, did not survive the crash.

I salute all these men for their bravery and heroism and the sacrifices they made to defend our freedom.

Sources:  Lead Banana and Lazy Daisy.

© Cindy Farrar Bryan and The Arrowhead Club, 2013