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The B-17 Tail 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 Tail 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.
Eugene Daniel Lucynski, assigned Buslee crew tail gunner
- Born 22 December 1919
- Died 14 April 1981, age 61
- Burial information unknown, but parents (Gustave and Dominica Lucynski) are buried All Saints Church Cemetery, Flint, Genesee County, Michigan, USA
- Also known as Eugene D. or Dan Lucyn
- 384th BG Personnel Record
- Eugene D. Lucynski
- Eugene Daniel Lucynski, Update
Gerald Lee Andersen, Carnes crew tail gunner, but tail gunner of the Buslee crew on 28 September 1944
- Born 20 June 1923
- Died 28 September 1944, age 21
- Buried Fort McPherson National Cemetery, Maxwell, Lincoln County, Nebraska, USA, Section F, Site 1229
- 384th BG Personnel Record
- Gerald Lee Andersen
- Gerald Lee Andersen, Update
Wilfred Frank Miller, assigned Brodie crew tail gunner
- Born 15 February 1925
- Died 29 June 1991, age 66
- Buried Saint Isidore Catholic Cemetery, Meeme, Manitowoc County, Wisconsin, USA
- 384th BG Personnel Record
- Wilfred Frank Miller
- Wilfred Frank Miller, Update
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 Tail Gunner
According to the 303rd Bomb Group and the B-17 Queen of the Sky websites,
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 tail gunner:
- Must have a fine sense of timing and be familiar with the rudiments of exterior ballistics.
- Should be familiar with the coverage area of all gun positions, and be prepared to bring the proper gun to bear as the conditions may warrant.
- Should be experts in aircraft identification.
- Must be thoroughly familiar with the Browning aircraft machine gun. They should know how to maintain the guns, how to clear jams and stoppages, and how to harmonize the sights with the guns.
- Should fire the guns at each station to familiarize himself with the other man’s position and to insure knowledge of operation in the event of an emergency.
- Had the primary duty to shoot down enemy planes.
- As the only constantly rear facing crewmember, he was responsible for passing along anything he saw behind the aircraft, including fighters, to the rest of the crew.
- Would relay information to the bombardier and navigator concerning bombing results as the formations left the target.
- Aided the navigator and radio operator by counting chutes from B-17s that were going down and the condition of stragglers that were lagging behind the formation.
- Was normally an enlisted man, but sometimes in the lead aircraft when the squadron commander was in the cockpit, the tail position would be flown by a co-pilot who was an officer. In this case, the co-pilot occupied the tail gunner position to allow him to relay information on the condition of the formation to the pilots to help to co-ordinate the formation and keep it as tight as possible.
Location of the Tail Position in a B-17
The tail gunner position of a B-17 is at the very back of the aircraft, a confined and cramped position in which the gunner must kneel on a modified bicycle-type seat with a view to the rear of the formation. Should the tail gunner have to bail out of the aircraft, he would likely bail out through the emergency exit door in the tail of the aircraft.
In the following diagram, Gerald Lee Andersen is noted in the tail 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 Tail Position Photos
I took the following photos of the Collings Foundation’s B-17 Nine-O-Nine a few years before its tragic crash.
The 384th Bomb Group’s pilot John DeFrancesco stands beside the tail of the Collings Foundation’s aircraft. First, a view directly from behind the B-17…

John DeFrancesco, WWII B-17 pilot with the Collings Foundation’s B-17G Nine-o-Nine In Leesburg, Florida, November 4, 2017
And in a side view…

John DeFrancesco, WWII B-17 pilot with the Collings Foundation’s B-17G Nine-o-Nine In Leesburg, Florida, November 4, 2017
Stories of 384th Bomb Group Tail Gunners
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 tail gunners. You’ll find a chart of several tail gunners 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 384thBombGroup.com.
Sources and Further Reading
303rd Bomb Group: Duties and Responsibilities of the Engineer and the Gunners
303rd Bomb Group: Military Occupational Specialty
B-17 Flying Fortress Queen of the Skies, Crew Positions, Tail Gunner
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, 2022
In the Dark of the Night
Alfred David Benjamin was the navigator of the Joe Ross Carnes, Jr. crew of the 544th Bomb Squadron of the 384th Bomb Group in World War II. He was aboard Tremblin’ Gremlin with the Carnes crew on 19 September 1944 on the mission to Hamm, Germany in which the Buslee crew’s tailgunner, Eugene Lucynski, was injured. Eugene was filling in for the Carnes crew’s tail gunner Gerald Lee Andersen, who was on sick leave.
The 384th Bomb Group website provides a concise summary of the events of the mission in regards to the Carnes crew aboard Tremblin’ Gremlin as,
Lead Squadron flying spare; joined formation; aircraft struck by flak just before the IP; after dropping bombs on target, left formation, apparently under control; crew bailed out over Binche, Bel.; all crew returned to duty except ball turret gunner and tail gunner who were seriously injured.
Alfred Benjamin completed his combat duty with thirty-one combat missions and this one particularly stuck with him as he wrote a play that included the experience seventy-three years later, in 2017. His play is named In the Dark of the Night, a name he resurrected from a poem he wrote with the same name, although the subject of the poem is not of the Hamm mission. The subject of the poem seems to be Alfred’s 6th mission as mentioned in the play, a poem the play notes that he sent into Time Magazine for publication in their 50th anniversary issue.
The play is set many years after the war, in the year 1995 with the airmen in their seventies. They reminisce about the war, their bomb group, and the mission. Alfred includes a list of the play’s characters on the second page and calls the tail gunner of the crew “Vinnie.” I believe “Vinnie” is a blending of Gerald Lee Andersen, the original tail gunner of the crew, and Eugene Daniel Lucynski, the Buslee crew tail gunner who participated with the Carnes crew on the 19 September 1944 mission.
Early in the play, each character introduces himself and the character “Vinnie” describes himself as,
My moniker is Vincent Adams, former tail gunner. I am 72 now and glad I reached this age. After service I was very ill and went to the VA for medical services. I have a service connected disability and have lived on my government pension since.
Clearly, the character is fictional with a dose, or several doses, of fact. Gerald Andersen died in the Buslee-Brodie mid-air collision on 28 September 1944 at the age of twenty-one and Eugene Lucynski died on 14 April 1981 at the age of sixty-one.
The airmen go on to describe their personal histories and what led them into the US Army Air Forces in World War II. It’s clear that WWII bomber crew members came from all parts of the country and all walks of life. But they learned to depend on each other for their survival. Where a crew mate was from and how he previously earned his living was not important in the brutal existence of war.
Alfred Benjamin walks us through several missions and clues us into what it was like to serve in World War II back in the 1940’s and the entire play is well worth the read.
The story of the 19 September 1944 mission begins on page 23 of the play and continues to page 29. Alfred Benjamin expertly, and in detail, describes the mission through his characters. At this point in the play, I believe “Vinnie” is a portrayal of Eugene Lucynski, as Eugene is the tail gunner who flew this mission with the Carnes crew.
I urge you to read Alfred’s play in its entirety, and especially these pages to hear the story from one who lived it, but I will include here information I learned about his and Eugene Lucynski’s and the other airmen’s experience aboard Tremblin’ Gremlin on 19 September 1944. I’m paraphrasing here rather than quoting Alfred’s poem verbatim, so read the play to hear Alfred’s story in his own words.
The crew was flying spare and joined up with the 303rd Bomb Group, a sister group in their Wing. They were in the tail end position of the formation.
Being at the tail end, the tail gunner had to watch for enemy attack from the rear. He test fired his guns and one jammed, requiring him to work to fix the jam for half of the mission.
They ran into flak crossing the coast from England and again as they crossed the Rhine River in Germany.
Flak was also very heavy approaching the target and was decimating the formation during the eight-minute bomb run.
At bombs away, the plane jumped with a tremendous explosion on the left side of the plane resulting in a fire in Engine 3. The pilot feathered the prop and they fell away from the group. Engine 2 was leaking oil and also had to be feathered. At this point they were about a thousand feet below the group, falling back, and struggling to maintain altitude.
The pilot asked the navigator to find a route to the nearest known American battle line.
It was time to lighten the load by throwing everything possible overboard including machine guns, ammunition, flak suits, and even the ball turret.
Armed with information from the pilot, the navigator (Alfred Benjamin) calculated how much time they had until the ship would crash – 77 minutes – and how far they could travel – about 200 miles – if everything stayed the same. He plotted a zig-zag course to miss known flak fields and passed an initial course to the pilot.
The pilot noted one of the two remaining engines running rough and the temperature rising to the danger point. Engine failure at this point would doom them. Dropping to 15,000 feet and below, the pilot ordered the crew to remove their oxygen masks for more freedom of movement.
The engineer knew of a trick to make the balky engine clean itself up and explained it to the pilot – cut way back on the throttle and after the engine slowed, apply full throttle. This worked, just like it would on a Model T, with the engine backfiring and then roaring to full power by cleaning the spark plugs.
As the ship was losing altitude, the crew attempted to avoid the flak fields by flying a zig-zag pattern, but four flak blasts blew out their Plexiglas nose and the navigator was hit by a jagged piece of flak in the left hand.
The bombardier grabbed the navigation maps and he and the bloodied navigator headed for the waist of the aircraft. They kept up with their progress by watching out the waist portal for landmarks.
The flak burst that had shattered the nose also hit the prop of Engine 1 causing the plane to wobble and shake. The pilot had to feather that engine and realized they would not be able to land the plane and would have to prepare to bail out.
The navigator felt they needed only a few more minutes of flying to be over allied territory. He was Jewish and concerned for his survival if he bailed out over German-controlled territory. He asked the pilot to attempt to activate Engine 2 and reverse the feather, which the pilot did, and it came back to life.
The act saved not only the Jewish navigator, but the whole crew, as Germans were still in the area as the Allies advanced. At the time they finally jumped from the plane, there were in territory controlled mostly by Belgian Freedom Fighters, but the Nazi’s were still around.
At an altitude of about 10,000 feet, Engine 2 was running out of oil. One of the cylinders blew off through the cowling and it burst into flame. The pilot rang the bailout bell and the airmen jumped.
The navigator was in pain from the landing and was surrounded by men with machine guns pointed at him.
The ball turret gunner injured his ankle upon landing and was also in pain. But he announced they were American and their “rescuers” took them to a farmhouse to hide out as the Nazis were still in the area and would be looking for the flyers.
After nightfall, they were driven to the town hospital for treatment, where they were also fed and housed.
In the night, the tail gunner was brought into the hospital, too. He had been hit by shrapnel in the tail and needed medical attention. That would make three of the crew back together in the Belgian hospital.
The three were the first Americans the townspeople had seen since the Nazi occupation started and they were lining up outside the hospital to visit and thank them – with little gifts, tears, and joy.
The pilot learned the three were in the hospital and came to see them, then reported to the Army that the three were there and needed to be evacuated. They were moved by ambulance to a Paris hospital and then returned to their base at Grafton Underwood, England.
Alfred Benjamin ends his play on this note…
(Joe, the pilot) I hope that the Time article and this play will help to remind people of the sacrifice of our flying crewmembers.
Everybody gets up and they shake hands all around. One by one they exit through the doorway. Benny’s last in line to leave. He reaches the doorway, pauses, turns and walks to the front of the stage.
(Benny, the navigator, addressing the audience)
We leave one by one and soon we will all be gone. None of these men, they are men now but they were really just boys, they came from all corners of the country and all walks of life. They left behind homes and families and loved ones. Many went to serve and many never returned. They fought for America and the world. Their mission was to win a war. Our mission is to never forget.Benny turns and slowly walks through the door. The stage is empty.
After bailing out over Belgium on the 19 September 1944 mission, Alfred returned to combat duty on 17 October 1944. He completed his combat tour of thirty-one missions on 20 January 1945.
Alfred Benjamin served on two missions with Eugene Lucynski and served on one mission each with two other Buslee crew members, ball turret gunner Erwin Foster in January 1945 and bombardier James Davis in September 1944.
Navigator Alfred David Benjamin of the 384th Bomb Group signed the Association’s commemorative wing panel in 2015.
Notes
Alfred David Benjamin’s Personnel Record with the 384th Bomb Group
In the Dark of the Night, a poem by Alfred David Benjamin
In the Dark of the Night, a play by Alfred David Benjamin
Previous post, The Fate of Tremblin’ Gremlin and Her Crew on Mission 196
The Coastal Star article: South Palm Beach: WWII plane wing noses its way around nation for autographs
Except for excerpts and paraphrasing from Alfred Benjamin’s play, In the Dark of the Night ©2017 Alfred D. Benjamin, © Cindy Farrar Bryan and The Arrowhead Club, 2022
The Boys
On September 28, 1944, the Lead Banana, manned by the Buslee crew, and the Lazy Daisy, manned by the Brodie crew collided after coming off the target at Magdeburg, Germany. Neither crew of the 384th Bomb Group was the original crew as assigned.
That day, the Buslee crew was made up of five original crew members and four fill-ins. The Brodie crew was made up of seven original members and two fill-ins.
These are the two crews as they were that day:
The Buslee crew aboard Lead Banana, 544th Bomb Squad
PILOT John Oliver Buslee, original Buslee crew member, KIA 9/28/1944
CO-PILOT David Franklin Albrecht, original Buslee crew member, KIA 9/28/1944
NAVIGATOR William Alvin Henson II, Gerald Sammons crew, KIA 9/28/1944
BOMBARDIER Robert Sumner Stearns, Larkin Durden crew, KIA 9/28/1944
RADIO OPERATOR Sebastiano Joseph Peluso, original Buslee crew member, KIA 9/28/1944
ENGINEER/TOP TURRET GUNNER Lenard Leroy Bryant, original Buslee crew member, KIA 9/28/1944
BALL TURRET GUNNER George Francis McMann, Jr., Stanley Gilbert crew, KIA 9/28/1944
TAIL GUNNER Gerald Lee Andersen, Joe Ross Carnes crew, KIA 9/28/1944
FLEXIBLE GUNNER George Edwin Farrar, original Buslee crew member, POW Stalag Luft IV
The Brodie crew aboard Lazy Daisy, 545th Bomb Squad
PILOT James Joseph Brodie, original Brodie crew member, KIA 9/28/1944
CO-PILOT Lloyd Oliver Vevle, original Brodie crew member, KIA 9/28/1944
NAVIGATOR George Marshall Hawkins, Jr., original Brodie crew member, POW Obermassfeld Hospital #1249 (served Stalag 9-C)
No photo available
TOGGLIER Byron Leverne Atkins, James Chadwick crew, KIA 9/28/1944
No photo available
RADIO OPERATOR Donald William Dooley, from Group Headquarters, KIA 9/28/1944
ENGINEER/TOP TURRET GUNNER Robert Doyle Crumpton, original Brodie crew member, KIA 9/28/1944
BALL TURRET GUNNER Gordon Eugene Hetu, original Brodie crew member, KIA 9/28/1944
TAIL GUNNER Wilfred Frank Miller, original Brodie crew member, POW Stalag Luft IV
No photo available
FLEXIBLE GUNNER Harry Allen Liniger, original Brodie crew member, POW Stalag Luft IV
Fourteen out of the eighteen boys aboard the two B-17’s were lost that day. Not only did they leave behind grieving parents and siblings, but they also left behind at least five wives and three children.
I have connected with many children, grandchildren, nieces, nephews, great-nieces, and great-nephews of these boys. If I have not connected with you yet, and you are related to any of them, please comment or e-mail me. If anyone can provide pictures of those I don’t have yet, that would be greatly appreciated. They all deserve to be honored for their service and their fight for our freedom.
Sortie reports provided by the 384th Bomb Group.
© Cindy Farrar Bryan and The Arrowhead Club, 2017
Gerald Lee Andersen
Gerald Lee Andersen was born on June 20, 1923 to Ernest William (1899 – 1982) and Verna Esther Yost (1900 – 1950) Andersen. Ernest was born in Nebraska and his parents were born in Denmark. Verna was born in Virginia, as were her parents. Ernest and Verna married on November 19, 1920.
In 1930, the Andersen family (listed in the 1930 census under the spelling “Anderson”), lived at 28 Adrian Street in Seneca, Thomas County, Nebraska. Ernest was the manager of an oil station. The Andersen’s had six children: daughter Betty J (8), son Gerald (listed as Girald J) (6), daughter Lila M (4), son Dale E (3), son Billie L ( a month shy of 2), and son Don D (10 months). James R Andersen (28) was listed as a boarder. James was Ernest’s brother and his occupation was listed as truck driver for an oil station.
In 1940, the Andersen family resided in the same house in Seneca, Thomas County, Nebraska. Ernest’s occupation was listed as a truck driver for an oil company. The family had grown considerably. In addition to daughter Betty J (18) now known as Joyce, son Gerald (16), daughter Lila M (14) now known as Mae, son Dale E (13), son Billy (11), and son Don D (10) now known as Devern, the family had an additional five children. They were son Wesley (9), daughter Elagene (7), son Edwin (5), daughter Charlene (2), and son Jimmie (10 months)
Gerald Lee Andersen married Esther Elaine Coolen, date unknown, before he began his military service. Esther was born June 16, 1916 in Pawnee, Pawnee County, Nebraska. In 1940, Esther was 23 years old, lived in the same town as the Andersen family (Seneca, Thomas County, Nebraska), and was employed as a school teacher. After they married, Gerald and Esther lived in Stromsburg, Polk County, Nebraska, where Esther waited for Gerald to return from war.
Gerald served as a tail gunner with the 8th Air Force, 384th Bomb Group, 544th Bomb Squad, Joe R. Carnes crew. He was assigned to the 384th on AAF Station 106 Special Orders #148 dated July 26, 1944. He flew twelve missions and was only 21 years old when he lost his life on September 28, 1944 in the mid-air collision between Lead Banana and Lazy Daisy. He is buried in Fort McPherson National Cemetery in Maxwell (Lincoln County), Nebraska in Section F, Site 1229.
Esther was heartbroken by the news of the death of her husband. Letters she wrote to my grandmother, Raleigh May George Farrar, can be read here. Esther did not remarry until 1953. She died on March 6, 2002 in Lincoln, Lancaster County, Nebraska.
© Cindy Farrar Bryan and The Arrowhead Club, 2015
Dear Friend
By now with everything the families of the Buslee crew had all been through together, they considered each other friends. Not a happy friendship, but one brought together by sadness and loss. More of a family, really, as their loved ones were as close as brothers as they served their country in WWII.
Raleigh Mae Farrar hadn’t received a letter from one of the crews’ families in many months, but in November 1945, Gerald Andersen’s wife took the time to write.
November 19, 1945
Stromsburg, NebraskaMrs. Raleigh Mae Farrar,
Atlanta, Ga.Dear Friend:
I have wondered so many times if your son S/Sgt. Geo. Farrar has gotten home after I received word from you that he had been released from prison Camp. I have been so in hopes that he could give us some information.
I received the following information from Quartermaster General, Washington, D. C. concerning my husband’s burial.
“The remains of your husband were interred in the United States Military Cemetery at Margraten Holland, Plot R, Row 3 Grave 51. This cemetery is located twelve miles Northwest of Achen, Germany and eight miles Southeast of Maastricht, Holland.”
I do hope your son is in good health. Was he near this Cemetery?
I am trying to contact someone in the Occupational Forces, to visit the cemetery and get pictures of a same.
I am teaching again this year. The time passes and when you are busy you don’t have time to think.
I would appreciate very much to hear from you and to know if your son has come home.
Sincerely,
Your friend,
Mrs. Esther E. Andersen
Gerald Andersen has since been reinterred in the Fort McPherson National Cemetery in Maxwell (Lincoln County), Nebraska, Section F, Site 1229.
© Cindy Farrar Bryan and The Arrowhead Club, 2014
Numb
Gerald Andersen’s wife said so much with so few words in her next letter to George Edwin Farrar’s mother. Andersen and Farrar were Buslee crewmates on the Lead Banana when it was involved in a mid-air collision with Lazy Daisy on September 28, 1944. Andersen was the crew’s tail gunner, and Farrar was the waist gunner.
Mrs. Andersen must have received a telegram around March 24, 1945, almost six months after the collision. Farrar’s family had found out he was a prisoner of war on December 31, 1944. The rest of the families of the boys on the crew had either found out their sons were killed in the collision or were still awaiting word. Farrar was the only reported POW.
Mrs. Esther E. Coolen Andersen was numb and could not believe the news that her husband was dead. Her strong faith had been shaken. She relayed the same message as other families. She was anxious for Farrar to return from the war so that he could tell what happened, how her husband died. She thought that knowing would bring relief and comfort.
April 7, 1945
Scotia, Nebr.Dear Mrs. Farrar,
I have been so numbed by my news I have neglected all my letters, which was a mistake because friends can help so much.
I have had such strong faith and trust Gerald was coming back that I can’t believe my message.
How glad I am, one was spared so we may know what happened that terrible day. It will bring so much relief and comfort to us when we know.
I am so happy for you. You have heard from George and been able to send things to him. We hope your son will soon be released, if he isn’t already. It has been so hard to take the last 2 weeks. I have been receiving my husband’s medals. He never cared for honors, all he thought of was helping with this and getting it over as soon as possible, like so many others, so we may have our home again.
The best of luck to you and may you soon have good news. I am sending a snap shot of my husband.
Sincerely,
Mrs. Andersen
© Cindy Farrar Bryan and The Arrowhead Club, 2014
First Letter from Mrs. Andersen
The same day she received the US Army Air Corps’ December 26, 1944 letter about her missing husband – the tail gunner on Lead Banana – and accompanying list of crew members and their next of kin, Gerald Lee Andersen’s wife, Esther, penned a letter to Raleigh Mae Farrar, George Edwin Farrar’s mother. Mrs. Andersen dated her letter December 26, 1944, which was the same date of the letter that included the next of kin list from the Army Air Forces. Perhaps the Army Air Forces pre-dated their letter or Mrs. Andersen wrote the wrong date on hers. Her letter is as follows:
December 26, 1944
Stromsburg, NebraskaMrs. Raleigh Mae Farrar
79 East Lake Terrace Northeast
Atlanta, GeorgiaDear Mrs. Farrar:
Today I received from the War Department the names of the crew on the B-17 (Flying Fortress) on which my husband, S/Sgt. Gerald Lee Andersen, was reported missing in action since September 28 and also the names of the next of kin.
I received the information that the plane was damaged by antiaircraft fire and forced down near their target over Germany. I would like to know if you have received any information concerning your son, S/Sgt. George E. Farrar, safety.
I wish to keep in contact with all next of kin in case any of us receive any information that we may exchange.
My anxiety as I know yours has been great and we hold on to every hope of their safety. My sympathy is with you. May I hear from you soon.
Sincerely,
Mrs. Esther E. Coolen Andersen
Box 282
Stromsburg, NebraskaTeaching address:
Mrs. Esther E. Andersen
Box 38
Scotia, Nebraska
Esther’s husband, Gerald Lee Andersen, was the tail gunner on the Joe Carnes crew in the 544th squadron of the 384th bomb group. Andersen’s first mission with the 384th was the August 7, 1944 mission 174 to an oil depot in Dungy, France. Andersen flew nine total missions with the Carnes crew, the last being September 13, 1944.
Eugene D. Lucynski was the tail gunner on the John Buslee crew, also in the 544th squadron of the 384th bomb group. Lucynski’s first mission with the 384th was the August 4, 1944 mission 171 to a rocket R&D facility – CROSSBOW (V-Weapons) – in Peenemunde, Germany. Lucynski flew twelve total missions with the Buslee crew, the last being September 11, 1944.
For reasons unknown, Lucynski flew his next two missions with the Carnes crew, replacing Gerald Lee Andersen as tail gunner. Mission 195 on September 17, was a tactical mission to s’Hertogenbosch, The Netherlands. Mission 196 on September 19, was to the railroad marshalling yards in Hamm, Germany.
On the September 19 mission, the Carnes crew was aboard the Tremblin’ Gremlin. The Gremlin was struck by flak, and after bombs away, left formation under control. The crew, including Eugene Lucynski, who had replaced Gerald Lee Andersen as tail gunner, bailed out over Binche, Belgium. Landing in allied territory, the crew eventually returned to duty, with the exception of seriously injured ball turret gunner, James B. King, Jr. The temporary absence of the Carnes crew left Andersen to fill in with other crews.
Andersen’s next mission was mission 198 on September 25 to the railroad marshalling yards at Frankfurt-am-Main, Germany. He flew as tail gunner on the John Buslee crew replacing Eugene Lucynski, who had taken his place on the Carnes crew. The Bulsee crew didn’t fly on September 26, so on that date on mission 199, Andersen flew with the Joseph D. Patella crew. Andersen’s next two missions on September 27 and September 28, however, would be back on the Buslee crew again, replacing Eugene Lucynski.
This series of crew changes resulted in Gerald Lee Andersen flying as the tail gunner aboard the Lead Banana on September 28, 1944 when it collided with Lazy Daisy coming off the target at Magdeburg, Germany. Whatever the reason behind the switch in tail gunners for the two crews, it saved Lucynski from being on the Lead Banana on September 28, and put Andersen on that ill-fated flight, where he lost his life.
Gerald Lee Andersen was born on June 20, 1923. He was only 21 years old when he lost his life on September 28, 1944 in the mid-air collision between Lead Banana and Lazy Daisy. He is buried in Fort McPherson National Cemetery in Maxwell (Lincoln County), Nebraska in Section F, Site 1229.
The photo of Andersen was sent to Raleigh Mae Farrar (George Edwin Farrar’s mother) on April 7, 1945 by Andersen’s wife, Esther. On the back of the photo she described her husband as 5-feet 7-inches tall, weighing 140 pounds, with dark wavy hair, green eyes, and a fair complexion. She noted his age as 22, which he would have been, had he lived, in June of that year.
Esther Andersen’s letter of April 7, 1945 will be published in a future post.
© Cindy Farrar Bryan and The Arrowhead Club, 2014
October 1, 1944 Telegram Form
Three days after the mid-air collision between the Lazy Daisy and Lead Banana, a Telegram Form dated October 1, 1944 reported the fate of six more of the crew from the two planes. It reported five men dead. Only three of the five men were identified:
- Donald Dooley (incorrectly identified on the report as Donald Dodlei)
- Gerald Andersen (incorrectly identified on the report as Gerald Ladersen)
- George McMann (incorrectly identified on the report as George Macman)
Dooley was from the Brodie crew aboard Lazy Daisy. Andersen and McMann were from the Buslee crew aboard Lead Banana. The other two dead were unidentified because, as the report states, they were “completely burnt.”
George Farrar was listed on the report as a P.O.W. There is an indication on the report that there were other P.O.W.s from the two planes, but no number is indicated and “The names of the other P.O.W. are still unknown.”
In determination of the fate of the two crews, eighteen total men, this report updates the count to thirteen (13) recovered dead, with only seven (7) identified, and one (1) P.O.W.
Buslee Crew List:
- Pilot – John Oliver Buslee
- Co-Pilot – David Franklin Albrecht
- Navigator – William Alvin Henson II Reported dead on September 30, 1944 Telegram Form
- Bombardier – Robert Sumner Stearns Reported dead on September 30, 1944 Telegram Form
- Radio Operator/Gunner – Sebastiano Joseph Peluso
- Engineer/Top Turret Gunner – Lenard Leroy Bryant
- Ball Turret Gunner – George Francis McMann, Jr. Reported dead on October 1, 1944 Telegram Form
- Tail Gunner – Gerald Lee Andersen Reported dead on October 1, 1944 Telegram Form
- Waist Gunner – George Edwin Farrar (my dad) Reported P.O.W. on October 1, 1944 Telegram Form
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 Reported dead on October 1, 1944 Telegram Form
- Engineer/Top Turret Gunner – Robert Doyle Crumpton Reported dead on September 30, 1944 Telegram Form
- Ball Turret Gunner – Gordon Eugene Hetu Reported dead on September 30, 1944 Telegram Form
- Tail Gunner – Wilfred Frank Miller
- Waist Gunner – Harry Allen Liniger
An October 6, 1944 Captured Aircraft Report conveys the same information.
The October 1 Telegram Form notes also:
- Time: 1350
- From: L S E B
- Through: Paul?
- Remarks: SSD L B K M 321 29 Sept.44 -2130-
- The aircraft was identified as P 231222 D, the Lazy Daisy
This information can be found on pages 14 and 16 of MACR9753. MACR stands for Missing Air Crew Report.
© Cindy Farrar Bryan and The Arrowhead Club, 2014
September 30, 1944 Telegram Form
Two days after the mid-air collision between the Lazy Daisy and Lead Banana, a Telegram Form dated September 30, 1944 reported the fate of eight of the crew from the two planes. It reported eight men dead, all buried on September 30, 1944 at the Ostingersleben Cemetery (the report identified it as the Osteringersleben Cemetery). Only four of the eight men were identified:
- William A. Henson II (listed incorrectly on the report as William A. Hedson II)
- Robert S. Stearns
- Gordon Hetu (listed incorrectly on the report as Gorden Heu)
- Robert D. Crumpton
Henson and Stearns were from the Buslee crew aboard Lead Banana. Hetu and Crumpton were from the Brodie crew aboard Lazy Daisy. The other four were unidentified because, as the report states, they were “completely burned” and the “crews were mixed together.”
In determination of the fate of the two crews, eighteen total men, this report starts the count at eight (8) recovered dead, with only four (4) identified.
Buslee Crew List:
- Pilot – John Oliver Buslee
- Co-Pilot – David Franklin Albrecht
- Navigator – William Alvin Henson II Reported dead on September 30, 1944 Telegram Form
- Bombardier – Robert Sumner Stearns Reported dead on September 30, 1944 Telegram Form
- 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)
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 Reported dead on September 30, 1944 Telegram Form
- Ball Turret Gunner – Gordon Eugene Hetu Reported dead on September 30, 1944 Telegram Form
- Tail Gunner – Wilfred Frank Miller
- Waist Gunner – Harry Allen Liniger
An October 7, 1944 Captured Aircraft Report conveys the same information.
The September 30 Telegram Form notes also:
- Time: 1215
- From: L S E B
- Through: F R P
- Remarks: SSD L B K M 322 29 Sept.44 -2130-
- The aircraft could not be identified as the fire destroyed all markings, but it must have been Lead Banana as Lazy Daisy was identified through the tail number on the October 1, 1944 Telegram Form.
Questions:
- What does the date of September 30, 1944 signify?
- Was this information received by the US Army Air Forces on this date? From who?
- What do the abbreviations in the “From,” “Through,” and “Remarks” sections stand for?
This information can be found on pages 12 and 13 of MACR9753. MACR stands for Missing Air Crew Report.
© Cindy Farrar Bryan and The Arrowhead Club, 2014