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A continuation of my previous post, What Did Happen to the Boys, Part 1
A recap of the mid-air collision between the Buslee and Brodie crews on 28 September 1944…
On 28 September 1944, the John Oliver Buslee crew B-17 (the unnamed 43‑37822) was involved in a mid-air collision with the James Joseph Brodie crew B-17 (42‑31222, Lazy Daisy) coming off the 384th Bomb Group’s target at Magdeburg, Germany.
The Missing Air Crew Report for the Buslee crew B-17 (the unnamed 43‑37822) was MACR9753. My father, George Edwin Farrar, was the waist gunner aboard this fortress. He was thrown from the plane following the collision and was the only survivor of his crew.
The Missing Air Crew Report for the Brodie crew B-17 (42‑31222, Lazy Daisy) was MACR9366. Three of the airmen aboard Lazy Daisy bailed out and survived.
In my father’s response to the Army Air Force’s request for information about the mid-air collision, which is included in MACR9753, he concluded his narrative with,
May you have luck on the mission of finding what did happen to the boys.
My father died on November 5, 1982, never knowing the details of what happened to his crewmates on board B-17 43-37822 in the mid-air collision of 28 September 1944. Nor would he know what happened to the airmen of B-17 42-31222, Lazy Daisy, the ship with which his B-17 collided.
Dad died of cardiac arrest at the age of 61, still wearing the Air Force ring he wore on his left ring finger beginning sometime after he returned home from World War II, but before marrying my mother in 1949. He did not replace the ring with a wedding band or move it to another finger upon his marriage.
Dad’s Air Force ring was clearly his personal memorial to his lost crewmates, a symbol which could not easily be set aside even when he took the vows of marriage to my mother, a ring he only parted with upon his death.
On the day he died, Dad finally joined his crewmates as one of the men who, I believe, were all lost on that day. In the mid-air collision, I believe my father was fatally wounded in heart, mind, and spirit, even though he remained physically tethered to this earth and his family for another thirty-eight years.
I need to finish his unfinished business, to answer his question that remained unanswered and disturbed him so deeply, “what did happen to the boys?”
George Edwin Farrar’s complete narrative of the mid-air collision, included in MACR9753, is as follows:
Am very sorry I can’t give more information, but our ship was hit by another B-17 from our group. The other ship must have hit right in the center of our ship, as we were knocked half in-to. At the time we were struck I was knocked unconscious, and fell about 25,000 feet, before I knew I was even out of the ship. Never saw any of the other boys. I received a little rough treatment from the Germans when I hit the ground, and was unable to tell where I was.
Any information you can find out about the boys I would appreciate hearing very much.
Please pardon this not being typed, but am out of my town, and have tried, with no luck to obtain one (typewriter), but can’t.
May you have luck on the mission of finding what did happen to the boys.
George E. Farrar
All of the documents of Missing Air Crew Report 9753 and 9366 are now declassified and available for perusal by anyone who cares to review them. And peruse I have, over and over, studying them as if some new secret may emerge upon repeated inspections. It’s not uncommon for me to notice something I hadn’t noticed before or maybe something that just hadn’t sunk in with past readings.
For example, this go-round, I noticed something in George Hawkins’ narrative of Missing Air Crew Report 9366 (the MACR for the Brodie crew involved in the collision) that previously slipped past me. Hawkins stated in the first paragraph of his narrative, “At the time of the accident [the collision], our plane was in good condition with nothing more than light flak damage. As far as I know, all men on board were uninjured.”
George Hawkins, as navigator, was seated in the nose of Brodie’s B-17, so he would not be able to see from his seat the cockpit, top turret, radio room, ball turret, waist, or tail. He would not be able to know for certain from a visual standpoint the condition of the other areas of the aircraft or its occupants.
However, all of the airmen of the crew would have been in interphone radio contact with each other, and I believe if the aircraft had suffered a major flak hit or mechanical failure or if any of his crewmates had suffered an injury before the collision, he would have heard of it over the interphone. If there had been time.
Regardless of what he could see or hear or know otherwise of what was happening in his ship, I imagine from the nose of Lazy Daisy, George Hawkins had a front row seat to view their slide out of formation on the path to collision, to feel the quickly changing course of destruction in the pit of his stomach. And to quickly comprehend that he could do nothing about it.
I have researched in detail (see links below to previous posts, What Happened in the Skies over Magdeburg Parts 1 and 2, and Lazy Daisy’s Gremlins Parts 1, 2, and 3) what might have happened to B-17 42-31222, Lazy Daisy, to cause it to veer off course into B-17 43-37822.
I have considered that George Hawkins may have had the answer. If he did, he did not share the information in his Missing Air Crew Report narrative. If the ship had suffered major damage from flak as my father believed and I, therefore, have supposed, I don’t think Hawkins would have described it as “light flak damage.”
However, if what Hawkins believed to be light flak damage was more injurious to the pilots than it was destructive to the aircraft, Hawkins may not have been aware of it.
From eye-witness reports, here’s what I do know, or think I know, just from the two missing air crew reports, MACR9753 and MACR9366:
The Buslee crew’s B-17 43-37822
- Broke in half near the center of the ship, either at the waist or at the radio room
- The ball turret of this ship and the tail of the other ship hit, tearing off both
- The wings folded up
- Pieces of the tail and wings fell off. Plane was in flames from the engine.
- Was going down in flames spinning into the clouds.
The Brodie crew’s B-17 42-31222, Lazy Daisy
- The left wing of this ship hit the other ship’s tail and cut part of a wing off
- The aircraft broke up near the tail assembly (in collision with ball turret of other ship) and went down in flames.
- The aircraft was burning and slowly spiraling down until it disappeared into the clouds.
- George Hawkins noted: “The front section of our nose was carried away, and with it, the nose gunner S/Sgt. Byron L. Atkins. The plane seemed to be flying straight and level for a very few seconds and then fell off into a spin. I managed to break out of the right side of the nose just behind the right nose gun.”
- George Hawkins added: “Floating downward I saw an opened but empty chute. Leading me to believe that Atkins’ chute was pulled open at the time of the accident or by him later. However, because of the position of the chute I think the chute must have been opened following a free fall of a few thousand feet and then, because of damage or faulty hook-up, failed to save its occupant.”
In the collision, six men left the two planes, possibly in this order, but only four survived to become prisoners of war. Two were knocked from their respective aircraft but were not able to save themselves with their parachutes.
- Brodie crew nose gunner Byron Atkins was knocked from 42-31222, but his parachute failed, was not hooked up properly, or he was not conscious to properly deploy it
- Buslee crew ball turret gunner George McMann, while still inside the ball turret, was knocked from 43-37822, likely without a parachute as was customary in those tight quarters, unable to save himself in his fall
- Buslee crew waist gunner George Farrar was thrown from 43-37822 when it broke in half, parachuted to the ground, and was captured by the Germans
- Brodie crew waist gunner Harry Liniger was thrown from 42-31222 in an explosion, parachuted to the ground, and was captured by the Germans
- Brodie crew tail gunner Wilfred Miller, while still inside the tail of 42-31222, rode the tail down before bailing out after an explosion, parachuted to the ground, and was captured by the Germans
- Brodie crew navigator George Hawkins, while still inside the nose of 42-31222, broke out behind the right nose gun to bail out, parachuted to the ground, and was captured by the Germans
Of the remaining twelve airmen who were still on board the two B-17’s when they crashed, they were likely severely injured, or killed in the collision or ensuing explosion and fire, or if uninjured, unable to exit the planes due to centrifugal force trapping them in the spinning planes as they plummeted to earth.
These diagrams are of the B-17’s of the two crews, with different colored notations to represent the groupings and order of identification. Each individual is circled upon identification, not recovery. See the descriptions following the diagrams for details.
Diagram of BUSLEE CREW aboard 43-37822
Diagram of BRODIE CREW aboard 42-31222
Circled in PURPLE in the Diagrams
Of the first eight airmen recovered from the two crashed B-17’s, only two from each crew were identified.
- William Henson (Navigator) and Robert Stearns (Bombardier) were in position in the nose of Buslee’s aircraft, 43-37822
- Robert Crumpton (Engineer) in the top turret and Gordon Hetu (Ball Turret Gunner) in the ball turret were in position in Brodie’s aircraft, 42-31222
- Four unidentified, crew unknown, not circled at this time
Circled in BLUE in the Diagrams
Of the next five airmen recovered, two from the Buslee crew and one from the Brodie crew were identified.
- Gerald Andersen (Tail Gunner, name misspelled Anderson on the diagram) was in position in the tail, and George McMann (Ball Turret Gunner) was in position in the ball turret of Buslee’s aircraft, 43-37822, when the ball turret was knocked from the ship during the collision.
- Donald Dooley was in position in the radio room of Brodie’s aircraft, 42-31222
- Two unidentified, crew unknown, not circled at this time
Circled in GREEN in the Diagrams
Four airmen captured by the Germans were identified.
- George Farrar (Waist Gunner) was thrown from his position in the waist of Buslee’s aircraft, 43-37822
- Harry Liniger (Waist Gunner) was thrown from the waist door and Wilfred Miller (Tail Gunner) bailed out of the severed tail following an explosion in Brodie’s aircraft, 42-31222, and George Hawkins (Navigator) bailed out of the nose.
At this point, seventeen of the eighteen airmen of the two crews of nine each had been found, with eleven identified and six unidentified. One was still missing. I think the Germans may have believed three airmen from the two crews were still missing, as I think they were assuming each crew had ten airmen rather than nine, for a total of twenty rather than eighteen.
Circled in RED in the 42-31222 Diagram
One more airman was recovered, identified as the nose gunner of the Brodie aircraft, Byron Atkins (Togglier), who was knocked out of the nose during the collision.
The total now stood at all 18 found, but only 12 had been identified, with 6 unidentified.
Circled in ORANGE in the Diagrams
Four airmen, who were originally unidentified, were later identified.
- John Buslee (Pilot) and David Albrecht, in position in the cockpit, and Lenard Bryant (Engineer), in position in the top turret directly behind the cockpit of Buslee’s aircraft, 43-37822
- Lloyd Vevle (Co-pilot) in position in the cockpit of Brodie’s aircraft, 42-31222
Circled in YELLOW in the 42-31222 Diagram
The next airman, originally unidentified, to be identified later was James Brodie (Pilot), in position in the cockpit of his aircraft, 42-31222.
Circled in BLACK in the 43-37822 Diagram
Recovered, but never identified in documents associated with either Missing Air Crew Report of the Buslee or Brodie crew, was Sebastiano Peluso (Radio Operator), in position in the radio room of Buslee’s aircraft, 43-37822. Peluso was likely at ground zero of the collision and likely at the center of the most destruction of the two aircraft. I am not sure when Sebastiano was finally identified, but by July 1945, his parents were still left wondering what happened to their son.
Several factors led to difficulties in identification of the casualties.
- Mixed crews – the casualties of both crews of both B-17’s were mixed together in the aftermath of the collision.
- False/fake identification – at least one of the airmen in the mid-air collision, probably one of the Brodie crew of the 545th Bomb Squadron, was carrying ID and ration cards from two other 545th Bomb Squadron airmen, Robert W. Wagner and James E. Flynn, who were not on board either aircraft on 28 September 1944. Wagner was a gunner who was active during the timeframe of the collision, but did not participate in the 28 September 1944 mission. James E. Flynn was a radio operator who had completed his tour in May of 1944.
- Missing identification – a Czech man who was on forced labor in Germany and was first to the site of the crash of 43-37822 took souvenirs and some identification and money from the plane.
- Burned beyond recognition – the most difficult reason that six casualties of the two B-17’s could not easily be identified was that they were completely burned in the fire. These were likely the airmen originally unidentified in the German records – John Buslee, David Albrecht, Lenard Bryant and Sebastiano Peluso of Buslee’s aircraft, 43-37822, and James Brodie and Lloyd Vevle of Brodie’s aircraft, 42-31222.
The Worst Place to Be in the Mid-air Collision
The areas of the two B-17’s with the most destruction, as evidenced by the difficulty identifying the occupants of the different positions, were the cockpits of both aircraft and the top turret and radio room behind the cockpit on Buslee’s aircraft, 43-37822, and past that, the ball turret of Buslee’s aircraft, which was knocked from the plane.
What Did Happen to the Boys
Dad was not the only one who wanted to learn details of the mid-air collision and what happened to his crewmates. Chester Rybarczyk, the Navigator of the original Buslee crew, who was not onboard the B-17 43-37822 on 28 September, wanted to know. The families of the the boys who lost their lives that day wanted to know. They were all very anxious for my father to return home from the war and answer the same question, what did happen to the boys?
I doubt in their lifetimes any of them ever found a satisfactory answer. Dad, the only survivor of the Buslee ship, was expected to know. But Dad knew almost as little as anyone did. He probably felt the pressure to answer their questions, but could not. He probably felt a responsibility to ease their pain, but could not. He probably felt a need to comfort them, but could not as there is no comfort from losing a child.
Dad wanted answers. Dad shared the families’ pain. Dad, too, needed comfort. And he alone felt the guilt of being the only survivor of his crew. He never understood, why did he live when the other boys died?
What did happen to the boys? Dad, I hope this research puts your question to rest, comforts your soul, and eases your pain. Please know, for you, I carry all of the boys lost on 28 September 1944 in a special place in my heart. I will always remember them. And I will make sure your grandchildren and future generations remember you and remember them.
Previous post, When in Magdeburg, Look Up
Previous post, Path from Mid-air Collision to Crash Area
Previous post, Mapping the Crash Area Near Ost Ingersleben
Previous post, On Forced Labor
Previous post, What Did Happen to the Boys, Part 1
Previous posts, The John Buslee Ring Letters
Previous post, What Happened in the Skies Over Magdeburg? Part 1
Previous post, What Happened in the Skies Over Magdeburg? Part 2
Previous post, Lazy Daisy’s Gremlins, Part 1 of 3
Previous post, Lazy Daisy’s Gremlins, Part 2 of 3
Previous post, Lazy Daisy’s Gremlins, Part 3 of 3
Aircraft records and Missing Air Crew Reports courtesy of the 384th Bomb Group website.
© Cindy Farrar Bryan and The Arrowhead Club, 2022
Sebastiano Jospeph Peluso was the radio operator on the John Oliver “Jay” Buslee crew. Sebastiano, known as Yano to family, was born on July 8, 1924. His parents were Joseph and Antonetta Peluso, Italian immigrants to the United States. Sebastiano, the youngest of the Peluso children, had two older sisters, Sala (or Sarah) and Jennie (or Jean). Sala was nine years older and Jennie was seven years older than Sebastiano. All of the children were born in New York. During WWII, the Pelusos lived in Brooklyn.
On November 4, 1942 at the age of 18, Sebastiano enlisted in the Army Air Corps in New York City. His enlistment record notes that he was single, had completed one year of college, was 5’9″, and weighed 134 pounds.
Sebastiano served on fifteen missions with the 384th Bomb Group, all of them as Radio Operator of the Buslee crew. On September 28, 1944, just two months past his twentieth birthday, he was aboard Lead Banana with the Buslee crew and was killed in the mid-air collision with Lazy Daisy.
Sebastiano was the last man of the crew to be identified, and most likely was buried in the Ost Ingersleben cemetery with his crew mates, and then re-interred at the Netherlands American Military Cemetery at Margraten.
The Brooklyn Daily Eagle reported on December 30, 1948:
82 Boro War Dead On Way From Europe
The U.S. Army transport Barney Kirschbaum, bearing the bodies of 4,384 war dead, will arrive at the Brooklyn Army Base at about 9 a.m. tomorrow, two days late as the result of storms at sea.
Memorial services, previously announced for yesterday, will be held at 11 a.m. tomorrow on the upper level of Pier 3 at the base, 58th St. and 1st Ave. Next of kin and the public are invited.
Armed forces dead originally interred in temporary military cemeteries in France, Belgium, Holland, and Luxembourg are among those being brought back to this country.
A total of 429 remains are being returned upon instructions of next of kin residing in New York, 82 of them in Brooklyn.
Following is a list of the Brooklyn war dead on the ship and their next of kin:
Listed among the war dead was
S/Sgt. Sebastiano J. Peluso. Joseph Peluso, 2963 W. 24th St.
Sebastiano Joseph Peluso was buried on January 19, 1949 in his final resting place in the Long Island National Cemetery in Farmingdale, Suffolk County, New York in Plot J, Site 15423.
© Cindy Farrar Bryan and The Arrowhead Club, 2015