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For those interested in the details of the Michigan B-24, s/n 44-8800 accident. From the official report:
1. In accordance with the requirements of existing contracts and Materiel Command, Wright Field, letter prh:60-14, dated 6 June 1944, by Major R. M. Sinnen, this airplane, 44-8800, was selected as representative of a production lot of airplanes manufactured by the Ford Motor Company, Willow Run, Ypsilanti, Michigan, and was on its 6th Flight for bomb dropping tests at altitude in operational check of bomb bay doors at all allowable speeds. The airplane left Willow Run at 12:27 and no further radio contact was made. Weather was reported as C.A.V.U. throughout this area. The flight schedule provided for dropping of bombs at altitude over the assigned area along the shore of Lake Huron. Upon completion of this part of the flight, the airplane descends to about 12,000 feet, at which time the airplane is put into a power dive testing the bomb bay door operation at all allowable speeds. It is believed this procedure was followed, although no information was obtained to ascertain this. It is believed that bomb bay door operation was tried and a "squawk" was found, necessitating regaining altitude for a repetition of the test.
2. The first actual witness to the flight of the plane immediately prior to the crash, located the ship in an area south of the scene of the accident, climbing from a low altitude and proceeding in a northeasterly direction. The ship was then observed by other witnesses to proceed in a northerly direction then turning to the west followed by a turn to a southeasterly course. At this time the ship was reported to be several miles north of the location of the crash at an estimated altitude of 7,000 to 10,000 feet. It was then observed to proceed in a southeasterly direction in a power dive. Shortly after the power dive was started, witnesses observed pieces of what appeared to be paper fall from the airplane. The airplane continued in this power dive at a high rate of speed with all four engines running. Then it was observed to go into a steeper dive and then suddenly into a vertical dive at an altitude of approximately 300 or 400 feet.
3. Judging from the impact, the airplane struck at a terrific speed. The airplane exploded on impact, scattering fragments over a wide area. Evidence indicated that at the time of the crash one Flight Engineer was in the Bombardier's compartment where he could operate the bomb bay doors. Apparently, the other Flight Engineer was in the or near the Radio compartment where he could inspect the operation of the doors. The Pilot and Co-pilot in their respective places.
4. The pieces which appeared to be paper that fell from the airplane in flight were found to be elevator trim tabs, part of the elevator, bomb bay doors and parts of the nose turret. These pieces were found in the adjacent farms on the course of the airplane, about a mile to a mile and half from the scene of the accident.
5. It is the opinion of the Board that the Pilot attempted to use the elevator trim tabs to recover from the test dive for bomb bay door operation, at which time the elevator tabs failed, causing the structural failure of the elevator which made it impossible for the Pilot to recover from the dive. As the dive continued, speed of the airplane increased, causing the failure of the bomb bay doors and nose turret.
6. There is a remote possibility that bomb bay doors were torn off in the test operation which struck the elevator, causing further structural damage. The failure of the elevators resulted in the Pilot losing complete control of the airplane, with the result that the airplane assumed an ever increasing diving angle.
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