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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 (42‑31222Lazy 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.

While recently reviewing a missing air crew report (MACR4814) for a different air crew (not the Buslee or Brodie crew), I ran across a letter from HEADQUARTERS, ARMY AIR FORCES, that was contained in that missing air crew report file. The Subject of the letter was “Casualty Information of Crew Members” and noted “In reply, refer to AFPPA-8.”

This particular letter was not made a part of the Buslee or Brodie missing air crew reports (MACR9753 and MACR9366, respectively), but I do believe my dad and the other survivors of the 28 September 1944 mid-air collision of those crews received this same letter.

The Buslee and Brodie MACR files contain what I believe are responses to this letter from Buslee crew waist gunner (my dad) George Edwin Farrar (questionnaire and narrative) and Brodie crew navigator George Marshall Hawkins (questionnaire and narrative) and tail gunner Wilfred Frank Miller (questionnaire). I had been curious about how they received a request for the information and now I believe I have my answer.

The contents of the undated “Casualty Information of Crew Members” letter are as follows:

  1. You will be interested to know that there have been formed here in Washington and in the theaters overseas, Missing Aircrew Research and Investigation Offices to collect all information from our own and enemy sources, correlate this information and furnish it to search teams in the theaters who will go to the scene of the casualty incident and investigate. These teams will question those in the area who have knowledge of the incident and trace all leads down until they have the story. The German records we have translated are excellent. We have just received the Japanese records. By combining all this data with the story available in your memory, we can tell next of kin the things that mean so much to them.
  2. You may or may not have been questioned in this manner before concerning the mission on which you were shot down and the events that followed. Regardless of previous questionnaires, it is important that we have the information requested here to complete our records concerning combat crewmen remaining in a casualty status.
  3. If you have been sworn to secrecy as a result of your escape, evasion or internment, you may consider yourself released from all restrictions as to disclosure or publication of experiences except:
    1. Secret intelligence activities and methods developed for use, or actually used, in prison camps.
    2. Details of techniques employed by military intelligence organizations operating behind enemy lines to assist evasion and escape.
    3. Negotiations conducted on high government or military level to secure release from internment in a neutral country. (See AAF Reg 46-8 dated 30 October 1945)
  4. Please answer all the questions you can promptly and accurately. Request that, if possible, answers be typewritten; if not, printed. Mail the reply to Commanding General, Army Air Forces, Attention: AFPPA-8, Washington 25, D.C.


Lt. Col., Air Corps
Chief, Notification Section
Personal Affairs Branch<
Personnel Services Division, AC/AS-1

Brodie crew navigator aboard B-17 42-31222 Lazy Daisy, George Marshall Hawkins, Jr’s, narrative, as follows, is included in MACR9366:

Following “Bombs away” at our target over Magdeburg, Germany, our B17-G and another ship in our formation collided. At the time of the accident our plane was in good condition with nothing more than light flak damage. As far as I know, all men on board were uninjured.

At the time of the collision, 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.

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.

Following my own free fall, our ship was circling above me. It was then in a flat spin, burning. It passed me and disappeared into the clouds below. When I next saw the ship it was on the ground. While floating downward, I saw one other chute below me.

I landed a mile or so from the town of Erxleben, Germany…west of Magdeburg. The plane landed within two or three miles of me. Many civilians and the military there saw the incident.

The following evening I met two members of the crew…the waist gunner, Sgt. Liniger, and the tail gunner, Sgt. Miller. Sgt. Liniger said he was attempting to escape through the waist door when an explosion threw him from the ship. At that time Sgt. Miller said the tail assembly left the ship and he later chuted from the tail section.

To the best of my knowledge, All other five members of the crew were at their positions on the plane and failed to leave the ship. All were uninjured up till the time of the collision.

Buslee crew waist gunner aboard B-17 43-37822, George Edwin Farrar’s narrative, as follows, is included in MACR9753:

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

George Edwin Farrar’s handwritten narrative, with apology for it not being typed as requested in the “Casualty Information of Crew Members” letter:

George Edwin Farrar’s response to Army Air Forces letter regarding Casualty Information of Crew Members (click/select image to enlarge)

I am unsure of the dates Dad and the other survivors of the 28 September 1944 mid-air collision received the request for information or the dates they returned their responses, but in 1946, Dad received two responses to his completed casualty questionnaire and narrative.

First, on June 14, 1946, Dad received a letter from Lt. Colonel William H. Brandon, Air Corps. Dad did receive a reply, but he did not get any answers.

June 14, 1946
Headquarters, Army Air Forces

Mr. George E. Farrar,
79 East Lake Terrace, Northeast
Atlanta, Georgia

Dear Mr. Farrar:

Your completed casualty questionnaire has been received in this Headquarters, and we are appreciative of the information you furnished us relative to the fate of your fellow crew members.

At present we have on hand a large back-log of inquiries from the next of kin of our personnel who were killed in action or who are otherwise unaccounted for. In accordance with the Air Force post war reduction in manpower, the staff of this office has been reduced to a point where all inquiries cannot be answered as promptly as we would desire. In view of this, I am certain you will agree with our policy of giving preference to the next of kin. It is not known when we will be able to answer your questions concerning the members of your crew; however, an attempt will be made to furnish you this information as soon as possible.

Sincerely yours,
Lt. Colonel, Air Corps
Chief, Notification Section
Personal Affairs Branch
Personnel Services Division, AC/AS-1

On September 11, 1946, he received this letter from 1st Lt. John W. Bertschi:

September 11, 1946
Headquarters, Army Air Forces

Dear Sir:

The casualty questionnaire you completed for Air Forces Headquarters came to my attention today. I noticed your own question in the back of the sheet, and knowing how anxious any crewmember is to know what happened to the rest of the fellows, I want to tell you what we have found.

German casualty records which we recently translated state that all your crewmembers were recovered dead. The only one not identified by name was S. J. Peluso. All the boys were buried in a cemetery at Ost Ingersleben where the plane crashed. This town is twenty miles northwest of Magdeburg. We do not have reburial on all of the fellows yet so this would indicate that the Quartermaster General is having trouble identifying the bodies.

That is really all there is to tell you. You might be interested to know that the German records also include your name and state that you were taken to Dulag Luft West.

You really lived through a close one. I hope you suffer no permanent ill effects, and are enjoying a normal life once again.

This personal letter is easier to get out than an official one.

Very sincerely,
John W. Bertschi

In a handwritten note at the bottom of the typed letter, John Bertschi described himself as “Just one of the boys now working in AAF Hdqts personnel division.”

He also added:

P. S. When I checked your 201 file for your address, I found our “very sorry” letter to you.

John Bertschi hoped Dad had returned to a normal life. A “normal life?” How does one return to a normal life after such a catastrophic event as a mid-air collision between two B-17’s, confinement to a POW camp, and an 86-day 500-mile march to liberation and freedom, on top of the constant reminder that he was the only one on his ship who lived?

And yes, he did receive some information from this second letter, but I believe he still had more questions than answers.

To be continued with what I have learned did happen to the boys in What Did Happen to the Boys, Part 2


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 posts, The John Buslee Ring Letters

Aircraft records and Missing Air Crew Reports courtesy of the 384th Bomb Group website.

© Cindy Farrar Bryan and The Arrowhead Club, 2022