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In this post, I’m picking back up with the 384th Bomb Group’s B-17G 42-31222’s (Lazy Daisy’s) missions after her six week break following the April 18, 1944 mission. For information on her December 1943 through April 1944 missions, follow the link above for prior posts about Lazy Daisy’s gremlins in Part 2.
In reviewing Lazy Daisy’s missions, note that she was assigned to the 384th Bomb Group’s 546th Squadron and was assigned to 546th crews exclusively until early June 1944. After that point she was assigned as a spare aircraft on many occasions, something that had been done for this aircraft only once previously, in February 1944. And she was also assigned to other squadrons.
In this continuation of the list of Lazy Daisy’s missions, the missions were flown by crews of the 546th Bomb Squadron unless I note otherwise. ALL of her missions aren’t listed. I’ve listed the ones with the most serious problems and if no problems were reported on a mission (although only a few missions had no technical or equipment failures of any kind), that mission wasn’t included either.
On Lazy Daisy’s first mission back in action on 28 MAY 1944, the James Gibson crew reported the bomb doors motor burned out and the pilot’s oxygen system ran out twenty minutes after the target. The pilot was forced to use a “walk around” oxygen bottle on the return to base. The 384th Bomb Group webmaster’s – Fred Preller’s – father, Robert Henry “Bob” Preller, was Gibson’s co-pilot aboard Lazy Daisy this date, his second mission.
On the 29 MAY 1944 mission, the David Rucker crew reported the ship received battle damage – a 20 mm hole in the left wing and minor flak holes in the rudder. The ball turret was also reported as being inoperative and kept burning out fuses. The pilot also suggested that,
A/C (Aircraft) 222 (Lazy Daisy) be taken out of combat because of oil regulator supercharger. You cannot stay in formation with the electronic type.
The ship was held as a spare for the 4 JUN 1944 mission, but returned to the formation on 6 JUN 1944.
On 6 JUN 1944, she was assigned to the Robert Menke crew of the 547th Bomb Squadron. The only failure he reported that mission was that the elevation clutch slipped out in the upper turret. More serious mechanical problems reappeared after that.
- 8 JUN 1944 The Edward Thoma crew reported #3 Turbo Supercharger went ‘out’ at altitude.
On 21 JUN 1944, Lazy Daisy was not flown at all by the 384th, but instead was assigned to the Willis Matter crew of the 379th Bomb Group. I did not find any comments from Matter about any failures of the aircraft in the mission reports.
- 20 JUL 1944 The Daniel Young crew of the 384th’s 545th Bomb Squadron reported, Engines: #2, #3, #4 lag bad. Major battle damage to right wing.
- 21 JUL 1944 The Joseph Patella crew of the 384th’s 544th Bomb Squadron reported exhaust stack on #1 engine broke, cut spark plug lead and all manifold pressure lost through hole in exhaust stack. #2 engine ran away on and off. #3 oil pressure gauge gave readings from 5 (typed report says 35, but pilot’s hand-written narrative looks like 5) – 75 lbs.
On 25 JUL 1944, Lazy Daisy was assigned to the Ned Sweeney crew of the 547th Bomb Squadron. Sweeney did not report any aircraft failures after the mission, but sadly he was killed four days later on the 29 JUL 1944 mission aboard 43-37870.
- 29 JUL 1944 The Frank Mead crew reported a bad oil break in #2 engine.
- 31 JUL 1944 The Ralph Hicks crew of the 384th’s 547th Bomb Squadron reported manifold pressure on #1 (or #2?) engine reading inconsistently (handwritten report reads ‘incorrectly’ rather than ‘inconsistently’).
The 547th Bomb Squadron continued to man Lazy Daisy on 1 AUG 1944 (no failures reported) and again on 3 AUG.
- 3 AUG 1944 The John Mock crew of the 384th’s 547th Bomb Squadron reported #2 supercharger lags.
The 545th Bomb Squadron manned Lazy Daisy on 4 AUG 1944 and did not report any failures, but did report 10 flak holes throughout the aircraft.
On 5 AUG 1944, the 546th took back their ship, and didn’t report any failures, but did report battle damage of flak holes in the left and right wings and the #3 nacelle (outer casing/housing of an aircraft engine).
- 7 AUG 1944 The Donald Duesler crew reported No. #4 engine ran away. Oil temperature went up so it had to be feathered. Worked O.K. until target area was reached. They also reported battle damage of a few flak holes in the vertical stabilizer.
- 13 AUG 1944 The James Brookshire crew reported #3 engine out. Returned with #3 prop windmilling because the shaft broke. They also reported battle damage of flak holes in the right flap.
After the 13 AUG mission came another gap, this time for a month, in combat missions for Lazy Daisy. She was assigned as a spare on 11 SEP, but was unused. But she did return the next day.
- 12 SEP 1944 The John Mohler crew reported #3 cylinder head gauge out. #4 prop governor ran away. They also reported some flak damage.
- 17 SEP 1944 The Ralph Hicks crew of the 384th’s 547th Bomb Squadron reported #4 leaking oil. It’s unclear if it was due to battle damage or technical failure.
- 19 SEP 1944 The Frank Mead crew reported #4 Engine throwing oil badly.
- 25 SEP 1944 The Frank Mead crew reported #2 and #3 sluggish at altitude. OK till 15,000 ft. They also reported moderate flak damage over the target and that the co-pilot was unable to transmit over the interphone. And, Mead, the pilot, wrote in his narrative, “Brief B-24s to quit flying collision courses with us.” A forewarning?
In Lazy Daisy’s entire combat mission history, in addition to her engine and/or supercharger defects, pilots reported 5 malfunctions with the bomb bay, 20 problems with the radio and interphone system, 5 issues with the oxygen system, and a variety of other issues with the vertical stabilizer, ball turret, flight indicator, hydraulic lines, gyro compass, fluxgate compass, upper turret, chin turret, and most alarming, on Lazy Daisy’s next-to-last mission, the steering wheel aileron.
On that next-to-last mission on 27 SEP 1944, the 348th’s 547th Bomb Squadron used Lazy Daisy and the pilot, Rueben Farnsworth, reported that the steering wheel aileron control had too much vertical play. Also, the same issue that was reported two days earlier on 25 SEP, a problem with the interphone was reported as “Interphone needs checking – co-pilot’s system wouldn’t work,” along with a newly reported problem that there was a spark in the motor of the top turret which caused it to smoke. Battle damage was recorded as one minor hole, location unreported, due to flak at the target.
What sounded pretty significant to me was the report of a steering issue, a problem with the steering wheel aileron. Not being particularly well versed in the parts of or functions of the parts of a B-17 aircraft, I looked up the term “aileron.” I learned,
Ailerons help a pilot maintain control of an aircraft. On the outer rear edge of each wing, the two ailerons move in opposite directions, up and down, decreasing lift on one wing while increasing it on the other. This causes the airplane to roll to the left or right. To turn the airplane, the pilot uses the ailerons to tilt the wings in the desired direction.
Becoming more concerned with this news, I asked the 384th’s group of volunteer researchers for more information about the effects of a B-17’s aileron with too much vertical play in close formation flying during a combat mission.
Marc Poole, Founder of the 384th Bomb Group website, aviation artist, college art instructor, and a licensed pilot, provided this insight regarding the aircraft’s aileron and steering,
I would think any play in the control yoke would be similar to having too much slop or slack in your steering like on an old pickup truck…One of the 172’s I trained in last summer had a lot of slack in the control yoke…you could turn the wheel left or right about 1/8 turn either way with zero response…pretty unnerving. I didn’t fly that one much!
On 28 SEP 1944 the James Brodie crew of the 545th Bomb Squadron used Lazy Daisy on the mission to Magdeburg, Germany. The John (Jay) Buslee crew was nearby in the formation aboard 43-37822. It would be the last mission for both crews. Official reports show,
Lazy Daisy collided with 43‑37822 over the target. Both ships went down on fire and out of control; no chutes observed; crashed near Erxleben, Germany; (Missing Air Crew Report) MACR9366.
A witness, Wallace Storey, co-pilot on 43-38548 with the Kenneth Gross crew on 28 SEP, later described the mid-air collision and the moments before it,
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 43-37822, on whose wing our element was flying. I yelled to Gross [the pilot] 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.
Note: The other group on the crossing course on this date was a B-17 Group, not a B-24 Group as it was three days earlier.
Speculation now in overdrive, I wondered, was Lazy Daisy’s steering wheel aileron issue addressed before the 28 September mission? Overnight from the return of the formation the afternoon of 27 September when Lazy Daisy was used by the 547th Bomb Squadron, to take-off of the formation on the morning of 28 September, was a pretty narrow window for maintenance to take place for,
- A steering wheel aileron control which had too much vertical play
- The co-pilot’s interphone system which wouldn’t work (and hadn’t worked the prior mission of 25 SEP)
- A spark in the motor of the top turret which caused it to smoke
- Battle damage of one minor hole, location unreported, due to flak at the target
The 546th Bomb Squadron’s ground crew also had a lot of work to do on Lazy Daisy earlier that week. After the 25 September mission, they had to address the #2 and #3 engines, which had been reported sluggish at altitude, repair moderate flak damage, and fix the problem with the co-pilot’s interphone system (which apparently didn’t get fixed by 27 September).
IF on 28 September, Lazy Daisy’s engines were being sluggish (as they were often reported) AND the steering wheel aileron still had too much play, how would Lazy Daisy have reacted to Lt. Brodie’s attempts to quickly reduce power, climb, and change direction with the formation when they found themselves on a crossing course with another Group as Wallace Storey described?
The mid-air collision between Lazy Daisy and 43-37822 on 28 September 1944 likely did not happen because of one single issue – the flak, the crossing course with the other group, the quick maneuvering, the prop wash, or the gremlins – but a compounding of these and perhaps other issues I’m not aware of.
I have been struggling to make sense of all the information I discovered about Lazy Daisy’s mechanical issues, or gremlins, from all of her mission reports. I still think there may be something there that I’m missing or not considering. But it’s more likely that the answer I search for is written nowhere in history.
I now know more about Lazy Daisy, her gremlins, and about how they may have contributed to her collision with my dad’s B-17, but I will never know exactly why it happened. I could look forever, review thousands of more documents, create hundreds of more theories, and spend many more sleepless nights pondering all the conditions. But the reality is that the answer I search for died with Lazy Daisy’s pilots when she fell to earth. And there it shall remain.
Thank you Marc Poole for your help on this post.
Stay tuned in a couple of weeks for a post about the mechanics of a B-17, in particular, turbosuperchargers, and “throwing a bucket…”
© Cindy Farrar Bryan and The Arrowhead Club, 2020