Aviation Classics 08 Boeing B-17 Flying Fortress

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The B-17G had a Bendix nose turret that countered head on attacks.This was something earlier models were vulnerable too, as they had no such defence.

Contents 6 Rolling Thunder

8 Shaping the bombers

42 Thorpe Abbotts – Memorial to the many

10 The Boeing XB-15

46 The thoroughbred emerges – The B-17G

12 In the beginning

52 Inside the B-17

16 The early years

64 Maintaining an aluminium mountain

20 The Boeing B-17 ‘Fortress’ in RAF service – Part one 26 The B-17E – A Flying Fortress at last 32 The B-17F – A matter of defence

4 aviationclassics.co.uk

69 Little Friends 74 The longest mission

80 Felix Fortresses

Editor:

84 100 Air Refuelling Wing

Publisher: Contributors:

Tim Callaway [email protected] Dan Savage Luigino Caliaro, Martyn Chorlton, François Prins, Clive Rowley, Frank B. Mormillo, Bruce Hales-Dutton, Constance Redgrave, Julian Humphries, Keith Draycott, Dave Roberts, David Oliver.

90 The Boeing B-17 ‘Fortress’ in RAF service – Part two 94 KG200 98 Sally B – The flying memorial

Designers: Reprographics: Production manager:

Charlotte Pearson Michael Baumber Craig Lamb [email protected]

Divisional advertising manager: Tracey Glover-Brown [email protected]

102 Tough!

Advertising sales executive:

Jamie Moulson [email protected] 01507 529465

105 Project Aphrodite

Magazine sales manager: Brand manager:

Paul Deacon [email protected] Sarah Downing [email protected] 01507 529549

Operations Director: Commercial Director: Business Development Director: Managing Director:

Dan Savage Nigel Hole Terry Clark Brian Hill

Editorial address:

Aviation Classics Mortons Media Group Ltd PO Box 99 Horncastle Lincs LN9 6JR www.aviationclassics.co.uk

109 PB-1s – The Navy and Coast Guard 113 Oddball B-17s 118 Israeli B-17s 120 Postwar workhorses 126 Survivors

Website:

Customer services, back issues and subscriptions: 01507 529529 (24 hour answerphone) [email protected] Archive enquiries:

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© 2011 Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISBN No 978-1-906167-38-7

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Boeing B-17 5

Col. C. Ross Greening’s excellent image of a B-17.This work is part of a collection of artwork that was published after the war in his book titled “Not As Briefed.” US Air Force

Rolling Thunder

W

elcome to my first issue of Aviation Classics as editor. Firstly, I would like to record my thanks to Jarrod Cotter for his work in creating and editing this superb magazine, he is a remarkable man and a great aviation historian. He is also a good friend. Jarrod has moved on to take over the reins at Aeroplane and everyone on Aviation Classics wishes him the very best of luck with his new endeavour. Cheers, buddy.

That’ll be me, then.While running the RAF and other websites for 12 years, the option to fly regularly was a delight of the job. 6 aviationclassics.co.uk

For my first topic, the story of the B-17 Flying Fortress is revealed here in detail. It is an amazing tale of genius, tragedy, determination and courage. The story proves that this is no longer merely an aeroplane, it has transcended to become an icon. During World War Two in the occupied countries of Europe, the massed formations of B-17s passing overhead on their way to strike targets became a symbol that they were not alone, that one day the oppression they were suffering would end. To the crews of those bombers, the B-17 was the aircraft that would get them home when all seemed lost, its ability to absorb damage became legendary. Wally Hoffman, an 8th Air Force B-17 pilot is recorded as saying, “The plane can be cut and slashed almost to pieces by enemy fire and bring its crew home.” To many, the cartoon on this page, created by Lt. Col. C. Ross Greening while a prisoner-of-war in Stalag Luft I at Barth in Germany between 1944 and 1945, captures the essence of the Flying Fortress; heavily armed with defensive weapons, built to absorb enemy fire, and able to deliver its deadly load with impunity. The truth behind the cartoon is recorded on these pages. It took a great deal of operational experience and many lives to establish the B-17’s wartime reputation. At one time, the aircraft and the daylight bombing policy it was designed to implement were both considered doomed to failure. Why the B-17 and the policy did not fail is

largely due to the inventiveness and determination of the people who designed, built, planned for and operated this aircraft. It is to those people that this issue is respectfully dedicated. The flying characteristics are another factor that endeared it to the crews, flying for many hours in close formation would have been incredibly fatiguing in a less wellmannered machine. The best quote I have heard on the subject was from Colonel Robert K Morgan, the pilot of the ‘Memphis Belle’ who simply said, “She was a Stradivarius of an airplane...” I can do naught but agree. In putting together this issue, I have tried to follow Jarrod’s excellent lead of mixing history with incident, the well known with the unusual. I hope that you will feel that I have succeeded in this, and that there are a few surprises held in these pages even if you know the aircraft well. I certainly learned a great deal that is new to me, and thank all the historians and contributors for their sterling efforts. To sum up this aircraft, and this issue, I will leave the last word to General Carl Spaatz, the Commander of the US Strategic Air Forces in Europe in 1944: “Without the B-17, we might Tim Callaway have lost the war.” Editor

TO AND OL NE ING W !

BR

ess 7G Flying Fortr 04283 1:72 B-1

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Model Illustration

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1:72 B-17G “Flying Fortress”

Model Il

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The B-17 Flying Fortress is possibly the bestknown American bomber of World War II. However, heavy losses in 1943, when a total of 120 aircraft were shot down, lead to the conclusion that previous B-17 versions carried insufficient defensive armament. As a consequence, the front lower nose of the B-17G was fitted with a turret carrying two 12.7mm machine guns, which provided an effective defense against the feared frontal attacks of enemy fighters. In addition, extra gun positions were added to the fuselage sides enabling the crew to defend themselves from all directions and leading to the nickname ‘Flying Fortress’. Although mainly used over Europe and the Near East, the B-17 was also operational in the Pacific theatre and was used to fly sea patrols and reconnaissance sorties as well as bombing missions. A total of 12,731 ‘Flying Fortresses’ were built of which 8,680 were the B-17G

Available from branches of and and all good Toy & Hobby Stores. Revell GmbH & Co. KG, Orchard Mews, 18c High Street, Tring, Herts HP23 5AH. Tel: 01442 890285. Fax: 01442 827919. Email: [email protected] Trade enquiries welcome. ©Revell is the registered trademark of Revell GmbH & Co. KG, Germany. All rights reserved.

04283

version. The last B-17G ‘Little Miss Mischief’ was delivered on 23rd March 1944 and served until 4th April 1945 with the 91st Bomb Group, stationed in Bassingbourn. It flew 75 operational missions. Model-details: • New moulding • Detailed surface structure with engraved panel lines • Detailed cockpit and interior • Rotating chin and ball turrets • Complete bomb bay with bomb racks • Authentic radial engines with exhaust gas rings • Detailed undercarriage • Decals for 2 USAF versions: ‘Little Miss Mischief’ and ‘Nine-O-Nine’ For more details on this brand new 1:72 scale model kit as well as the complete range of Revell products check out our International website at www.revell.eu

Shaping the

bombers Britain and the United States had different approaches to the same problem, which resulted in ver y different aircraft. Francois Prins explains…

D

uring World War One Germany used Zeppelin airships and later Gotha aircraft to drop bombs on targets in Britain. These attacks included the serious bombing of coastal towns and London itself. War had been brought to civilians who were far removed from the battlefields. It was the Gotha raids on London that spurred the government of the day to improve aerial defences of the capital and to retaliate in some manner. Work was quickly completed on suitable long-range bombers but before the newly-formed Royal Air Force could take the war to the heart of Germany the Armistice was signed and peace returned. In the years of peace during the 1920s there was no urgent requirement for new long-range bombers, but light bombers were introduced to quell any skirmishes that arose in the British Empire, these were mainly in the Middle East and on the Indian frontier. Only when peace appeared to be threatened in Europe by Germany did Britain take heed and rush to have new aircraft – fighters and bombers – of a modern type designed and built. What was sanctioned for the RAF were light and medium bombers nothing that could be classed as a heavy strategic bomber was considered even though designers provided plans for such types. Across the Atlantic the United States had been left on its own to pursue its own agenda in aircraft design. Even though the Wright brothers gave the world powered flight in 1903 the US had not capitalised on the invention and had to make do with French and British aircraft during World War One. After the war they developed their own types but concentrated on

The Handley Page 0/400 bomber was introduced into service in April 1917 and continued in RAF use until 1920. It replaced the Handley Page 0/100 as the standard heavy bomber in RFC/RAF use during World War One. via Francois Prins 8 aviationclassics.co.uk

Boeing B-17G 42-97976 ‘A Bit O’ Lace’ from the 709 Bomber Squadron of the 447th Bomber Group USAAF Eight Air Force in Britain. via Francois Prins

civil transports and neglected their armed forces. Bomber aircraft were simply not considered important despite the urging of some senior officers, the most vociferous being General William Mitchell who was eventually court-martialled for his outspokenness. After the Armistice, Germany had been banned from developing anything but light sporting and small commercial aircraft. However, they were looking to establish an armed air force and German designers were at work outside Germany producing potential war machines. By the end of the 1920s the Allies had lost interest in Germany and chose to ignore or were largely unaware of what was going on in that country. Consequently, when the new Chancellor, Adolf Hitler, took office he immediately began to build up the armed forces as he had promised. All three services were the subject of improvement with the Luftwaffe gaining new aircraft. It was a time of rapid expansion with fighters and medium bombers being given priority. Hitler did not require a longrange strategic bomber at the time, there were plans for heavy bombers but that was for the future. For the present it made sense to concentrate on aircraft that could reach most of Europe with a reasonable bomb load. England was never in Hitler’s scheme of things in the 1930s and North America was well out of range of any Luftwaffe’s aircraft. Spurred on by the events in Europe Britain began to re-arm and indeed started to do so before Germany got fully into its stride of building up an arms base. Work was already in hand by Handley Page, Vickers and Armstrong Whitworth who all produced

medium or heavy bombers by the middle to late1930s. Fairey designed and fielded the Battle light bomber which was a capable aircraft but woefully underpowered, as was discovered when it went into combat. Waiting to emerge in the really heavy bomber stakes was the Short Stirling, the RAF’s first fourengined heavy bomber, which would go into service before the Handley Page Halifax and Avro Lancaster but would suffer due to its limited operational service ceiling. The United States realised that their air force was outdated and their fighters, or ‘pursuit ships’ owed more to aircraft from World War One than anything in Europe. It was not the aircraft designers and manufacturers who were at fault but those in command who were behind the times. Not helping was the severe depression of the 1930s, purse strings were pulled tight and existing aircraft designs had to suffice in the US Army Air Corps (USAAC). With a new president in the White House and a plan for investment in the country, matters took a turn for the better. To get the country moving again American industry had to be encouraged and modern equipment for the armed forces became a priority. By 1934, it was quite obvious that the Martin B-10 twin-engined bomber was quite outmoded and in desperate need of replacement. An open competition to US aircraft manufacturers was announced for a multi-engined replacement to the Martin B10. Proposals were submitted and in May 1934, Boeing and Martin were chosen to build what were to be the first four-engined bombers to be ordered by the USAAC.

German Gotha III airborne, together with Gotha IV aircraft these aircraft carried out bombing raids on London in 1917.These raids eventually led to the question of home defence and the integration of the two air services as the RAF in 1918. via Francois Prins In the event the Boeing XB-15 was shown to be the superior proposal and the Martin was cancelled. However, the XB-15 was massive and took time to come to fruition. In the meantime, Boeing fielded their Model 299 which was also entered for the bomber competition and made rapid progress in construction. It first flew on 28 July 1935, two years before the XB-15. The aircraft was heavily armed and intended to defend the fortress US against any enemy invasion. The idea was that the aircraft would attack the enemy fleet long before it could get within striking distance of the US mainland. Given the job description and the fact that it carried so many guns it was not long before the name ‘Flying Fortress’ was coined by the press of the day and adopted as the official name for the Boeing B-17. However, Congress did not want to spend any money on buying the aircraft and only a handful were ordered at first; then Hitler invaded Poland and the USA realised that war could be a reality. Rearmament went into top gear with the B-17 being ordered in larger quantities. Britain had gone to war and initially attacked German targets by day but the losses incurred were unacceptable. RAF Bomber Command switched to night operations which saw a drop in the number of aircraft lost on missions. This decision was to shape both the future of the aircraft and the service. Early in the war, Britain carried out some 15 months of negotiations with the USA for the B-17. Finally in 1941 20 B-17Ds – known as the Fortress I in the RAF – were ferried across to be modified for Bomber Command. They were issued to No 90 Squadron at West Raynham in May 1941 and commenced operations on 8 July, when three Fortresses bombed Wilhelmshaven from high altitude. Further missions followed against various targets in Germany and the occupied countries, all were flown in daylight and were not that successful. Bomber Command withdrew the surviving Fortress Is from Europe and deployed four to the Middle East. Meanwhile, the first of the B-17s belonging to the US Army Air Force (USAAF) arrived in Britain on 1 July 1942. The Americans had their own ideas on how to mount raids against the enemy and refused to take on board the experience from Bomber Command of nearly three years of operations. It was agreed that the USAAF Eighth Air Force and the RAF would wage a

Studio picture of a bomb aimer with a Norden bomb sight as fitted to the B-17 and other USAAF bombers.This highly accurate instrument may have partly shaped US daylight bombing doctrine. via Francois Prins

The Avro Manchester, forerunner of the Lancaster, was one of three heavy bomber projects for the wartime RAF, the others being the Short Stirling and the Handley Page Halifax. via Francois Prins day and night offensive against German targets; the US by day and the British by night. On 17 August the USAAF carried out its first raid when 18 B-17Es attacked railway yards and coastal targets in France. Most of 1942 was spent in training and other raids into German-held territory but it was not until January 1943 that American bombers flew against targets in Germany itself. At first the USAAF operated their bomber streams in loose Vee formations at varying heights, but this proved to be vulnerable to enemy fighter attacks as not all the guns of the bombers could be brought to bear for fear of hitting other aircraft in the formation. The formations were tightened and this improved firepower but made it difficult for the aircraft to manoeuvre quickly to avoid enemy fighters. Aircraft formations continued to be changed and improved to enable all guns a clear field of fire. Losses were still high despite the changes to tactics and it was not until the long-range P-47 and P-51 escort fighters came into service towards the end of 1943 that matters improved dramatically. There is little doubt that the bombing of enemy targets by the RAF and the USAAF had a deciding effect on the outcome of the war. While it was not strategic bombing as we know it now, the continuous attacks did have a devastating effect on the enemy. For example, by the last year of the war Germany had little or no fuel for vehicles and aircraft and raw materials in general were in short supply. The lessons learned from the Allied bombing campaign in Europe, and to an extent in the Far East would shape the postwar role of the bomber that has continued to evolve right up to the present day. ■ Words: Francois Prins

The city of Brunswick photographed during the raid by RAF Bomber Command on 15 October 1944..... via Francois Prins

....compared to this image of a B-17 over its daylight target. via Francois Prins Boeing B-17 9

The Boeing XB-15 Experimentation on the grand scale In 1933, in response to an approach by the Boeing company, the United States Army Air Corps (USAAC) issued a specification for a long-range bomber able to “reinforce Hawaii, Panama and Alaska without the use of intermediate ser vicing facilities”. The intention was carr y a 2000lb (900 kg) bomb load at 200mph (322kph) with a range of 5000 miles (8047km).

E

ngineering work began on the Boeing 294 or XBLR-1 (experimental bomber, long range) in 1934, and the type was soon redesignated XB-15. Developed contemporaneously with the B-17, it closely resembled that aircraft’s early prototypes, but on a much larger scale. However, it did not make its first flight until 15th October 1937, and, although capable of the 5000 mile (8047km) range requested, proved to lack the speed by then necessary for the survival of a bomber. The four 1000hp (753kW) liquid-cooled engines for which it was designed were not yet available, and it received 850hp (640kW) Pratt and Whitney Twin Wasp radials instead, leaving it chronically underpowered. The very efficient 149 foot (45.4152 metre) deep wing, however, enabled the aircraft to set, among others, a load-to-height record of 31,205lb (68650kg) to 8200 feet (2500 metres) on 30th July, 1939.

The Boeing XB-15 in flight. US Air Force photo

The Boeing XB-15 in flight with a Boeing YP-29. US Air Force

Corporal Junior gives scale to the Boeing XB-15.The photo was taken during manoeuvres at Providence, R.I. From the collection of Master Sgt. Laird N. Rosborough,who served as radio operator on the XB-15 in 1943,via US Air Force. 10 aviationclassics.co.uk

The XB-15, the largest aeroplane yet built in the USA, incorporated many innovations; the engines were accessible in flight via tunnels in the wing, and amenities included a galley, bunks and a toilet for the crew on the very long operational flights envisaged. It also introduced an autopilot, a twinmainwheel undercarriage, de-icers and auxiliary power generators independent of the engines. The type represented a quantum leap in crew comfort. Maximum bomb load was 12,000lb (5400kg), but at extreme range this was reduced to 2000lb (900kg), which was no better than the B-17, the smallest fourengined bomber built at the time of its introduction. A crew of 10 was carried, working in shifts, and the aircraft was armed with three .30in (7.62mm) and three .50in (12.7mm) machine guns, installed in three transparent blisters and three turrets. With its 33-hour duration the XB-15 proved useful in the anti-submarine reconnaissance role, but remained a one-off. Its overwhelming disadvantage, especially with the advent of radar, was its low top speed of 200mph

(322kph), with a cruise speed of just 145mph (394kph) with bombs aboard, which made it easy prey for modern fighters. The service ceiling of 18,900 feet (5760 metres), far exceeded by the B-17, was also disappointing. The XB-15 served with the 2nd Bombardment Group at Langley Field, Virginia, from where it flew an earthquake medical relief mission to Chile in February 1939, for which its crew received the MacKay Trophy. Based in the Panama Canal Zone in May, 1940, it carried out a survey of the Galapagos Islands. The navigator for this flight was Captain Curtis Le May. As the unarmed XC-105 with a large cargo door in the rear fuselage and still based in Panama, the machine spent the Second World War flying cargo around the Caribbean. In honour of its lifting capability, it wore nose art depicting an elephant carrying a load, both in its original natural metal finish and in camouflage. After a useful life of eight years during which it carried 5200 passengers and vast amounts of cargo and mail, as well as performing maritime patrol missions, the XC105 was scrapped in 1945.

XB-15 GUN POSITIONS The .30 and .50 cal machine gun positions were all manually operated, mounted in blisters and turrets that allowed movement in traverse and azimuth.

Photograph of the crew of the Boeing XB-15 taken at Albrook Field, Panama in 1943. The massive bomber was used by the Army Air Corps for a number of humanitarian missions in Latin America in the late 1930s and early 1940s. From the collection of Master Sgt. Laird N. Rosborough, via US Air Force

Boeing XB-15 front turret .30-cal. machine gun installation. US Air Force

Boeing XB-15 top turret .50-cal. machine gun installation. US Air Force

The Boeing XB-15 at an air show.The crowd are using the massive wingspan to shelter from the sun. US Air Force Though its initial conception had been a blind alley and the first B-17s were ordered before it even flew, the XB-15 provided valuable data for the refinement of its smaller sister and the development of the ultimate long-range bomber of World War Two, the B29. In 1938 Boeing proposed an updated version of the B-15, the Y1B-20 with more powerful engines. An order for two aircraft was placed in that year, but cancelled shortly afterwards. One derivative of the XB-15 was,

however, an unqualified success; its excellent wing was used, with slight modification, on the highly successful and luxurious Boeing 314 Clipper commercial flying boats, which had 1600hp (1194kW) Pratt & Whitney Twin Cyclone engines, providing enough thrust to fulfil its potential. A rival aircraft to the same 1933 specification, the Martin XB-16, was cancelled before a prototype could be completed. ■ Words: Dave Roberts

Boeing XB-15 right rear .30-cal. machine gun installation. US Air Force

The single XB-15 experimental heavy bomber built by Boeing company. First flew on 15 October 1937 and at the time was the largest aircraft to fly. Chris Sandham-Bailey/Inkworm

In the

beginning... The Model 299,Y1B-17 and Y1B-17A The early genesis of the B-17 was a complex tale of engineering development and innovation that was occasionally marked with both serendipity and tragedy. The aircraft that began life as the elegant Boeing Model 299 had a long way to go to become the tough and effective B-17G.

M

odern aircraft specifications issued by governments as official requirements are amazing documents. Definitive and precise, the exact need for the new aircraft is described in painstaking detail, including the kind of equipment it is to be able to carry to fulfil the mission needs. They run to many thousands of pages and form an encyclopaedic reference for any manufacturer interested in bidding for the contract. Consequently, looking back at the early official requirements issued to industry, they can appear delightfully vague, and at times downright hopeful in both their intent and language that the resulting aircraft will be able to fulfil a variety of alluded to, but strictly unspecified, tasks. So it was with the official design competition, announced in Circular 35-26 released on 8 August 1934, to provide a new multi-engined bomber for the US Army Air

Corps (USAAC). Although the official release was in August, details of intent had been released to industry in May. Written at Wright Field, which at the time was the centre of USAAC research, development and flight testing, the specifications were simple by modern comparison. In this case, the simplicity was misleading. What the USAAC was trying to do was to look beyond the capabilities of current engineering and technology in industry, and foresee the kind of aircraft they would need in the future to fulfil all the roles they could envisage. These new specifications were intended as spurs to galvanise the manufacturers. This bold and farsighted approach had already resulted in ‘Project A’, the aircraft described on the previous pages, the XB-15, which Boeing were already in the process of designing. The XB-15 was intended as a technology demonstrator rather than the next USAAC bomber, but it was to have an effect on the new bomber in

subtle ways, as its production taught Boeing engineers many lessons in modern aircraft design and construction. The USAAC’s standard bomber at the time was the Martin B-10, which, when it was designed, was an innovative aircraft in its own right. However, events, technology and performance soon overtook the twin-engined B-10, and it was considered vital that the aircraft be replaced. The new bomber had to be able to carry a 2000lb (907kg) bomb load for at least a range of 1020 miles (1642km), and if possible, for 2200 miles (3540km). It was to have a maximum speed of at least 200mph (322kmh) or again, if possible, at 250mph (402kmh) and cruise at between 170 to 220mph. (273 to 353kmh.) Lastly, it was to have a service ceiling of between 20 to 25,000 feet (6100 to 7625 metres) and an endurance of between six and 10 hours. The prototypes were to be flown to Wright Field for evaluation in August 1935, leaving just a year for the project.

The Model 299 at Wright Field. Note the three rear gun blisters and the twin oleo undercarrige, both features that did not last long. US Air Force

12 aviationclassics.co.uk

An interior and exterior view of the nose compartment on the Model 299. Note the separate bombardier’s window and the small turret mounted .30 cal machine gun.The nose glazing did not rotate on the Model 299, but was to on the later Y1B-17. US Air Force

THE MODEL 299 The prototypes were to be funded by the competing companies; no government funding would be available until the contract was won. Since the contract called for 220 aircraft, it was seen as a risk worth taking by Martin, Douglas and Boeing. Both Douglas and Martin produced twin-engined designs; at the time that’s what multi-engined was considered to mean. Boeing however, decided from the outset on a four engined machine, and on 18 June 1934 began work on an aircraft called the Model 299. This layout was chosen because Boeing realised the twin-engined bomber design had got about all the performance it was going to get out of the powerplants of the day. In order to win the competition, they would have to show an unquestionable increase in performance over their rivals, which required the novel approach of a midsized aircraft with four engines. This desire to win was prompted by a simple fact. Design and production of the Model 299 prototype, in the year allowed, was going to take all the company’s resources, in terms of both manpower and capital. This was indeed a risk; failure could mean the loss of the company. Once Circular 35-26 made the competition official, construction of the first Model 299 began on 26 September 1934. On the strength of the very encouraging wind tunnel and other test data coming out of the work that had been going on since May, the Boeing board voted the project $275,000 on 26 September 1934. An additional $150,000 would be required before the project was complete, meaning the company was gambling its entire future on this one machine. A team of 73 engineers was employed on the project, and they had a great deal of company experience to draw on. The general construction techniques of twin engined Model 247 airliner, a great success in 1932, was combined with the military requirements of the XB-15s design and its circular crosssection fuselage. The Model 299 was about

An interior and exterior view of one of the waist gun blisters. Although innovative, the blisters proved too restrictive to rapid gun movement and were deleted from later models of the B-17. US Air Force

The Model 299 at Wright Field.The inset for the bombardiers window did give the nose a singular look. US Air Force halfway between the two designs in terms of size, with a wingspan of 103ft 9in (31.6m). The prototype Model 299 was assembled at Boeing Field, Seattle, and was rolled out on 17 July 1935. It was fitted with four 750hp Pratt and Whitney R-1690 Hornet nine cylinder radial engines and was capable of lifting a 4800lb (2177kg) bomb load. On 28 July, Leslie R Tower, Boeing’s test pilot, made the uneventful first flight, which was followed by a number of company trials. On 20 August 1935, Les Tower flew the 299 to Wright Field, covering the 2100 miles (3380km) at an average speed of 233mph (375kmh). The rollout, the appearance and the performance of the 299 were exploited by Boeing for maximum publicity; it is fair to say that the aircraft inspired a remarkable reaction in the press, so the 299 arrived at the competitive trials with a very positive image. One of the elements that caused such a reaction in the press was the emotive name,

Flying Fortress. The five .30 cal machine gun positions that protected the bomber gave an impression of invulnerability. Its bomb load, twice the specification from the outset, gave an impression of great striking power. There are several theories about how the name came about. Many attribute it to a Seattle Times journalist, Richard Williams, who coined the term on attending the rollout. Others say that in the political climate of the day, an isolationist ‘Fortress America’ belief was prevalent; the country would protect itself but never become embroiled in foreign wars again. Discussions among USAAC senior officers and Boeing officials resulted in the name from an extension of this ideology. Whatever the truth, the name was a powerful symbol of the new technological might of the nation, and the press, and as a result the public, responded accordingly. It seemed that Boeing’s gamble had paid off, and in more ways than one. ➤ Boeing B-17 13

TRAGEDY STRIKES This euphoria surrounding the Model 299 was to be short lived. On the morning of 30 October 1935, Major Ployer Peter Hill was preparing for an evaluation flight along with Boeing test pilot Leslie Tower and two observer crew members. The Model 299 was fitted with a novel feature. Because the control surfaces were so large, there was worry that strong winds might damage the surfaces if they were left unlocked while the aircraft was parked on the ground. To prevent this, cockpit controlled locking levers were fitted in the prototype that applied surface locks to the rudder and elevators. Whether the locks were left fully on, or not properly and fully disengaged is unclear, but it is known that on take-off the Model 299 climbed steeply, stalled and crashed not far from Wright Field. The two observers escaped from the rear access door, and rescuers were able to reach the pilots before the fire that had started burned the wreckage out. Major Hill and Leslie Tower both died of their injuries in hospital later that day. This was tragedy enough, but for Boeing, it spelt disaster. The final stage of the competitive testing had not begun at the time of the crash. This was where aircrew drawn from USAAC units were to fly the new bombers and give their opinions as to their operational suitability from the user’s point of view. The crash meant that the Model 299 was unable to complete this phase and was disqualified. The USAAC ordered the Douglas B-18 Bolo into production as a result of the competition. This had to be one of the strangest looking aircraft ever built, based on the DC-2 airliner with extensive and ungainly glazing decorating a slab sided fuselage. However, 350 were built and served reliably in a number of roles. A B18 became the first US aircraft to sink a U-boat, the U-645 on 22 August 1942. Boeing were in serious trouble financially as a result of the crash. The depressed

Boeing Y1B-17 in flight. US Air Force economy meant there was little prospect of getting an order of similar value anytime soon and the fact they had emptied the company’s coffers into this project now seemed to be about to break them. However, the Model 299 had excited more than just the press and the public, the USAAC had been very impressed with the test results they had been able to gather. On 30 October 1935, the actual day of crash, Brigadier General Augustine Charles Robins, chief of Air Materiel Command, appealed to the War Department that the aircraft should be bought under Section K of the National Defence Act. Unbeknown to him, General Frank M Andrews, the commander of the General Headquarters Air Force, had already sent the War Department a cable to the same effect. Consequently, on 17 January 1936, they ordered 13 Model 299s as service test aircraft, along with a static test example for structural trials. The project, and the company, had a stay of execution.

The cockpit of the Model 299. Compare this to the cockpit views of later B-17s in the Inside the B-17 article and you will see the basic layout of the controls and instruments did not change that much. Boeing engineers made an excellent job of the cockpit layout. US Air Force 14 aviationclassics.co.uk

INTO PRODUCTION The prototype Model 299, often erroneously referred to as the XB-17, had displayed a number of design difficulties, so Boeing took the opportunity to rectify these in the production of the service test examples, initially designated YB-17 but shortly thereafter changed to Y1B-17. The first change was the engines. Four of the new Pratt and Whitney R-1820-39 Cyclone radial engine were fitted, increasing the power available to 930 hp per engine. The crew was increased from eight to nine, and the main undercarriage was changed from a dual oleo leg to a single oleo leg configuration. This would simplify tyre changes in the field enormously. The flaps became fabric instead of metal covered, and changes to the fuel, oxygen and de-icing system improved their performance. One last oddity on the Y1B-17 was the nose gun mount. As is clearly seen in the close up photograph, the small blister turret enabled the .30 cal machine gun mounted there to be traversed and elevated through a reasonable arc. In order for this gun to protect against an attack from any direction forward of the aircraft, the entire glazed nose rotated, allowing the gunner to position the turret aligned with the axis of the attack! Needless to say, this was a complex way of manoeuvring a single gun position, and was little used as the main cupola used to jam frequently. The first Y1B-17 flew on 2 December 1936, and between then and 5 August 1937, 12 Y1B-17s were delivered to 2nd Bombardment Group at Langley Field. The final aircraft was delivered to the Materiel Division at Wright Field, Ohio for extensive flight testing. As the only four engined bomber unit in the USAAC, 2nd BG immediately set about showing just what its new aircraft could do. A formation flight to South America secured the unit the MacKay Trophy in 1938 and many other distance and speed records were set. On 12 May 1938, three aircraft from the 49th Bomb Squadron, part of the 2nd BG, displayed how accurately they could navigate to a moving target by finding and photographing the Italian luxury liner SS Rex while she was still some 800 miles out of New York.

THE Y1B-17A

The Model 299 on fire after its crash at Wright Field on 30 October 1935.The two crewmen escaped from the rear door and rescuers were able to retrieve the pilots from the cockpit. Sadly they later died in hospital. US Air Force The flight was commanded by Lieutenant Colonel Robert Olds, and the navigator was one First Lieutenant Curtis LeMay. LeMay became one of the champions of air power throughout his career, orchestrating the strategic bombing campaign in the Pacific theatre and the Berlin Airlift among his many claims to fame, before becoming the second commander of Strategic Air Command.

CONTROVERSY RAGES This high profile activity and its attendant publicity was a double edged sword. Several foreign Governments and the US Navy reacted strongly to this show of force by the USAAC. Complaints from the nations owning the ships thus intercepted reached the State Department, who requested the practice cease. The US Navy went several steps further. Firstly, it banned any further long range maritime sorties, then petitioned Congress to reduce the future purchase of aircraft of this type, as the money could be better spent on the Navy, who of course were the true defenders of America’s shores. Although this inter-service rivalry may sound odd to those unused to it, it has always been a factor of service life, and in fact continues to this very day. As if the interference from other national bodies were not enough, senior staff within the USAAC were also uncertain about the new aircraft. An incident during the third flight of the first Y1B-17 was being used to support the argument that the new aircraft were too complex for pilots to safely operate. Flight testing of the Y1B-17 showed that both the engines and brakes on the aircraft were prone to overheat. The third test flight was cut short because two engines overheated badly, but on landing, the aircraft nosed over as it touched down. It turned out that the undercarriage had been retracted while the brakes had been overheated, consequently the airflow had not had time to cool them. The brakes therefore seized on, so when the aircraft touched down, over on its nose it went. Since the pilot was a very senior USAAC test pilot, this was seen in some circles to suggest that the new aircraft would be far too much for the average squadron pilot to handle. Another argument was one of cost. For the B-

18, Douglas had quoted a unit price of $58,200 based on them winning a full production order of 220 aircraft. Boeing, however, quoted a price of $99,620 per aircraft under the same conditions. It became obvious that twice the number of the Douglas aircraft could be acquired, despite the fact the B-18 was almost obsolete as it left the production lines. Controversy over the future of the B-17 program raged around it, but the 2nd BG serenely flew 9293 hours without a single major incident, confounding the B-17s ‘too complex’ critics. Their long range and record breaking flights were widely reported and made the unit and its aircraft America’s darling, feted and celebrated wherever they went. The press of the day gave the impression of a far larger and more powerful force, rather than a single unit, which was to have an effect on the other forces gathering around the world that were to change the B-17 story forever. This change was to result in 12,731 B-17s rolling off the production lines in the following seven years. ■ Words: Tim Callaway

The 14th and last Y1B-17 was originally intended as a static test airframe, until another Y1B-17 flew into severe icing conditions near a thunderstorm. On 6 July 1937, Lieutenant William Bentley was in command of the ninth Y1B-17 built and flying on autopilot when the aircraft suddenly began a series of violent and unusual manoeuvres. It was later established that airframe icing had caused the autopilot to put the aircraft into a spin, from which Lt Bentley recovered and landed safely.The aircraft was fully test instrumented, so the forces upon it were recorded. During the manoeuvres it hit +3.67G, or two thirds of the type’s stress limit.The upper inter-spar web had failed as a result of the stress, but otherwise the aircraft was undamaged. Since the Y1B-17 could now be said to be thoroughly static load tested, the last Y1B-17 became a testbed for turbo superchargers in various configurations, mounted both above and below the wing. The above the wing version caused airflow problems, so the final position was under the engine nacelle.The turbo-superchargers on the Y1B-17A as it was now known, were to improve the performance so much it set load/altitude and load/speed records, so they were to be fitted on all future B-17s.The service ceiling went up from 31,000ft (9455m) to 38,000ft (11,590m) and the maximum speed was raised from 239mph (385kmh) to 271mph (436kmh).

Boeing Y1B-17 BB52 of the 2nd Bomb Group, Langley Field,Va. US Air Force

Boeing Y1B-17A (S/N 37-269). Note the changes to the engine nacelles from the previous photograph caused by the addition of the turbosuperchargers. US Air Force Boeing B-17 15

The early years The B-17B to D models

Following on from the Y1B-17 and Y1B-17A ser vice trial aircraft, Boeing began to develop the bomber in the light of feedback from the Army Air Corps and other sources. The aim was to produce a more robust and combat worthy aircraft as the war clouds began to gather over Europe. The next three versions of the B-17 were to be incremental advances in this regard, but they were the first of the type to be tested in actual combat.

T

he controversy over the acquisition of the B-17, as described in the previous article, meant that the USAAC’s plans to buy more aircraft had to be kept small in scale. The service testing so ably carried out by 2nd BG and its Y1B-17s enabled a number of changes to be requested from Boeing in the light of the Group’s experience with the aircraft. Boeing also had their own ideas to improve the aircraft and its ease of production. The success of the Y1B17A with its General Electric turbosuperchargers meant that all future B17s were to be fitted with this device, allied to the Wright R-1820 Cyclone engine. As a result of all these factors, the first fully operational aircraft, designated B-17B, was also the first to look largely like the B-17 we know today. The first order for the B-17B, in November 1937, was for only 10 aircraft. This was increased to 39 when the USAAC exercised the option to buy 29 more in February 1938. The first flight of the new type did not occur until 27 June 1939 however, because of technical problems with the turbosuperchargers. Problems with these units were to dog the early B-17s, they were not very reliable until the B-17E was introduced, and even then required careful handling. Mishandling these could easily result in a blown engine or burned out turbosupercharger, neither a healthy prospect on the long-range missions the aircraft was designed for. The B-17B was fitted with Wright R-1820-51 versions of the Cyclone, that produced 1,200 hp for take-off and 1,000 hp in the cruise

A B-17C in flight in the new olive drab upper and grey lower paint scheme adopted by the USAAC from March 1941. U.S. Air Force The changes to the airframe were marked, not only in the appearance of the bomber. The early greenhouse nose and separate bombardier’s window were gone, instead the single rounded nose with the bombardier’s flat panel incorporated in it gave the B-17B the look we know today. A single swivel mount was built into upper left of the nose glazing, to fit a hand operated .30 cal machine gun for forward protection. The side windows were also re-positioned and this new nose was to remain a feature of the B-17 through to the E model. The turbosuperchargers were adopted from the Y1B-17A, modified by moving the induction intakes for the supercharger to the leading edge, and the exhaust for the intercooler to the upper surface of the wing. The engine cowlings were also redesigned to improve

A factory fresh Boeing B-17B.The nose shape is now familiar and houses the secret Norden bombsight, as the B-17Bs were the first to carry the device. U.S. Air Force

engine cooling and the exhausts were rerouted to the outside of the engine mounts on both wings. The brakes, pneumatic on the earlier aircraft, were changed for a simpler hydraulic system. The flying controls were also modified. The flaps were enlarged, and became metal skinned, improving the low speed handling of the aircraft, always a superb feature of the B-17. The ailerons were decreased in surface area, which had little impact on the handling. One major feature in the control redesign was an attempt to improve the lateral control of the aircraft by redesigning the rudder to a less tapered design, broadening the chord at the top and greatly increasing the surface area. Lastly, an observation blister was added above the rear cockpit, inflatable de-icer boots were fitted to the wing leading edges outboard of the engines and the loop antenna for radio direction finding was moved to under the nose.

Boeing B-17Bs at Marshall Field, Califiornia in May 1940. Note the second aircraft has been fitted with the waist windows from the B-17C. U.S. Air Force

A Boeing B-17D at Pearl Harbor on 7 December, 1941. Note the un-camouflaged B-17C and the smoke from the burning ships in the background. U.S. Air Force

A B-17D with engines running showing the cowl flaps in the open position, taken on 3 February 1941. U.S. Air Force

Early B-17D at Wright Field.The “D” model was the last B-17 to have a small ‘shark-fin’ tail and underside ‘bathtub’ gun position.The cowl flaps are also clearly visible. U.S. Air Force

A Boeing B-17B at Esler Field, Louisiana, on June 11, 1941.These aircraft were assigned to Ladd Field, Alaska and given the high visibility red painted areas to ensure they were easily spotted against the snow in the event of a forced landing. U.S. Air Force

Although the first flight was delayed, such were the improvements in Boeing’s ability to produce the aircraft that the last B-17B was delivered on 30 March 1940, earlier than contracted. None of the 39 B-17Bs built were to see combat, but the aircraft saw useful service as a service trainer, transport and test aircraft, the last not being retired until 1946. Already foreign governments were expressing interest in the B-17, and the French and British purchasing commissions visited Boeing in 1940 with a view to acquiring the type. The combat experience already gained in fighting the Germans lead to a number of questions being raised about the B17s ability to protect itself, and its combat worthiness in general. The USAAC also took note of their concerns, which Boeing answered in the changes made to the B-17C. To make the aircraft more battlehardened, armour plate was fitted at many of the crew positions and for the flight critical systems. This increased the gross weight of the airframe from 37,997 lbs in the B-17B to 47,242 lbs (17,235 to 21,429 kg). To cope with the increase, the more powerful R-1820-65 version of the Cyclone was fitted, delivering 1,000 hp all the way up to 25,000 ft. These new engines also increased the maximum speed at that altitude to 323 mph (520 kmh) and increased the loaded range to 2,400 miles (3,862 km). The defensive concerns were addressed by increasing the number of swivel mounts for .30 cal guns in the nose to five, one on either side of the top of the bombardier’s

window, one on the bottom left of it, and two in the small side windows, one on either side. The rear fuselage gun blister mountings were all removed. The side blisters were replaced with flat oval windows which could be opened in flight to give the gunner a much more flexible range of elevation and rotation. A blast deflector was fitted just ahead of the window to lessen the effects of the slipstream on the gunners. The lower blister was replaced with a rounded rectangular ‘bathtub’ position, with a hatch that opened to the rear of the housing. Again, this was fitted with a blast deflector that extended ahead of the hatchway when it was opened. Lastly, the radio compartment upper glazing could be slid open and was fitted with a mounting for a further upward and rearward firing machine gun. All of these rear gun positions were to mount the larger and heavier .50 cal machine gun instead of the earlier .30 cal. The first B-17C flew on 21 July 1940, and 38 were built for the USAAC, the last one being delivered on 29 November. Of these, 20 B-17Cs were transferred to the Royal Air Force, who called the aircraft the Fortress I. Their entry into combat on 8 July 1941 was rushed, and many considered even this improved Fortress unsuitable for combat in Europe. Their experiences are dealt with in detail in the next article. The remaining 18 in USAAC service were later upgraded to the standard of the next model of the production lines, the B-17D. In keeping with the small orders received thus far in the B-17’s story, only 42 B-17Ds

were built. Externally, they differed little from the B-17C, but there were sufficient changes to warrant a new designation. Selfsealing fuel tanks and yet more armour plate were added to improve the combat survivability of the type further still, and all the rear fuselage gun positions were modified to take twin .50 cal gun mounts. The electrical system was upgraded from 12 to 24 volts and a low pressure oxygen system was fitted for the crew, who were now increased to 10 men. The bomb racks and release gear were redesigned to allow for different salvoes of bombs to be released on a timer and the earlier external bomb racks and their attendant equipment were completely removed. The only obvious external change was the addition of cowl flaps that could be opened and closed to increase or decrease the airflow over the engine to keep them operating at optimum temperature through the flight envelope. The first B-17D flew on 3 February 1941 and deliveries were to continue until 29 April. The US was increasingly aware that they could not stay out of the growing war for long, so from March 1941, the familiar all natural metal finish on the bombers was replaced by an all-over olive drab upper and grey lower paint scheme. The Japanese were seen as an increasing threat, so the 19 Bomb Group with its 21 B-17Cs and Ds was ordered to Hickam Field on Hawaii. The 14th Bomb Squadron of this group moved on to Clark Field on Luzon and Del Monte Field on Mindanao in the Philippines on 5 September 1941. ➤ Boeing B-17 17

A further 26 B-17Ds followed from California during October, so most of the heavy bomber force of the USAAF was in the Pacific before the attack on Pearl Harbour. (USAAF is not a spelling mistake, the USAAC no longer existed.) On 20 June 1941 the Corps had been renamed the US Army Air Force (USAAF) in recognition of the all-important role air power was now playing in the global conflict. That role was about to become a very bloody one for the crews of the B-17s. On the morning of 7 December 1941, 12 B17s were on their way to Hickam Field from California carrying spare parts, support equipment and the additional fuel required for the trip. They were unarmed as a result, the additional weight of guns and ammunition would have put them overweight for the flight. The newly sited radar posts on Hawaii were expecting four B-17Cs of the 38th Reconnaissance Squadron and eight B-17Es of the 88th, so when they saw a cluster of incoming dots on their screen, no one thought to give the alarm. The Japanese attack on the harbour and US military installations of Hawaii achieved complete surprise, and into the middle of this mayhem the B-17s unknowingly flew. All of the B-17s were damaged in air-to-air fighting, but none were actually shot down. Further damage was caused by forced

landings on beaches, golf courses and the heavily bombed airfields of Oahu Island. Of the 402 US aircraft based on Hawaii, 188 were destroyed and 159 were damaged. Hardly an auspicious start, but worse was to come. In the aftermath of Pearl Harbour, orders went out to move all of the B-17s in the Philippines to Del Monte Field on Mindanao, where it was thought they would be out of range of any Japanese attack. When the Japanese struck at Clark Field on 8 December, they found two squadrons of the bombers were still there. Of the 33 B-17Cs and Ds in the Philippines, 18 were destroyed on that first raid, only one of the aircraft at Clark Field survived. On 10 December 1941, three of the surviving B-17s became the first US aircraft to take offensive action in the Second World War, when they attacked Japanese shipping from their base in the Philippines. Some B-17s were ordered to Australia as the Japanese advanced, some went to Java, where they again took up the offensive in a wide variety of missions not envisaged by Boeing. It was to no avail, and they were evacuated to Australia on 1 March 1942. The crews took every piece of equipment from Java they could carry, as well as anything up to 31 evacuee passengers per aircraft. By 18 March 1942, the total

The first Boeing B-17B in service with the USAAC, fitted with the R1820-50 version of the Cyclone, the only B-17B to be so equipped. U.S. Air Force

The cockpit of the B-17B makes an interesting comparison with that of the Model 299, the additional instruments and controls for the turbosuperchargers on the central pedestal and right hand side of the cockpit make for a far more cluttered look. U.S. Air Force number of B-17s in the Pacific theatre was 26, all in Australia, and all in need of repair of one form or another. The lessons of this brutal blooding were clearly learned, and the next model of the B17 would not only address these shortcomings, but at last become truly worthy of the aircraft’s popular name. ■ Words: Tim Callaway

The B-17C showing the modified waist windows and ‘bathtub’ lower gun position. U.S. Air Force

The new style rear gun positions were a feature of the B-17D, which remained a very streamlined and elegant aircraft. U.S. Air Force A burned U.S. Army Air Force Boeing B17C Flying Fortress (s/n 40-2074) rests near Hangar 5, Hickam Field, Oahu, Hawaii, on 7 December 1941. It was flown to Hickam by Captain Raymond T. Swenson from California and arrived during the attack. On its final approach, the aircraft’s magnesium flare box was hit by Japanese strafing and ignited.The burning plane separated upon landing.The crew survived the crash, but a flight surgeon was killed by strafing as he ran from the burning wreck. 18 aviationclassics.co.uk

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The Boeing B-17

‘Fortress’ in RAF Service Best known as a heavy bomber with the USAAF, the B-17 Flying Fortress was rejected as a bomber by the RAF but found an invaluable niche with Coastal Command as a maritime reconnaissance aircraft and U-boat hunter.

Part One

P

rior to achieving great success and fame with the United States Army Eighth Air Force later in World War Two, the B-17 had an inauspicious baptism of fire with the Royal Air Force. At the start of World War Two the only four-engine heavy bomber in service with the RAF was the Short Stirling. In the early stages of the war, therefore, it was the RAF’s twinengine medium bombers, the most advanced of which was the Vickers Wellington with a bomb load of up to 4500lb, which carried the

fight to the enemy. By 1941, Handley Page Halifax heavy bombers were being added to the strength of Bomber Command but, in dire need of more aircraft, the RAF entered into an agreement with the USAAF for the provision of 20 B-17Cs. These aircraft were delivered in the spring and early summer of 1941, and were designated “Fortress I” in RAF service. Forty RAF air crew were trained at McChord Field, near Tacoma, Washington, from January to April 1941, and the B-17s were then delivered to No 90 Squadron, at Polebrook in Northamptonshire. ➤

The first batch of 20 Boeing Fortress Is (B-17Cs) ordered for the RAF pictured at McChord Field, Washington, in February 1941. At first, ‘AM’ serials were applied in error but later changed to ‘AN’. Aircraft that can be identified are: AN518 which joined 90 Squadron at West Raynham, Norfolk, as ‘B-Bertie’ on 9 August 1941 and later joined the 220 Squadron Detachment in the Middle East as ‘MB-B’, then on to India in July 1942 where it handed back to the US Army Force on 1 December 1942. AN522 joined 90 Squadron as ‘J-Johnnie’ on 4 June 1941 and broke up in mid-air over Catterick 18 days later. AN527 and AN530 joined 90 Squadron and later transferred to 220 Squadron in Coastal Command being struck off charge in 1943. AN529 became ‘C-Charlie’ with 90 Squadron on 11 May 1941 and force-landed behind enemy lines in Libya, on 8 November 1941.

A Boeing Fortress I of 90 Squadron returning to Polebrook, Northamptonshire, after attacking the German battleship Gneisenau docked at Brest,France,on 24 July 1941.

Boeing Fortress I, AM528 which later was changed to AN528 when delivered to 90 Squadron to become ‘B-Baker’ at West Raynham in Norfolk on 4 June 1941. AN528’s time with the squadron was short-lived as she caught fire running up her engines at Polebrook, Northants, on 3 July 1941 and was burnt out.

Aircrew of 90 Squadron board their Boeing Fortress I at Polebrook, Northamptonshire, for a raid on the German battleship Gneisenau, docked at Brest, France, on 24 July 1941.

As the aircraft arrived, the war, particularly the bomber war, was not going well for the UK at that point, and every aircraft was needed. The B-17C was really a service trial aircraft, insufficiently armed with defensive weapons and with a number of shortcomings in the design that were not to be corrected until later versions of the aircraft began rolling off the production lines. The USAAF officers who had assisted in training the RAF crews had pointed out the deficiencies, such as the lack of a tail turret and reliable oxygen equipment, both vital if the B-17C was to be operated against an organised fighter defence and at high altitude. They also considered that the 20 B-17Cs would serve well as trainers to familiarise RAF crews with high-altitude formation operational flying, an art in itself. Using such an unfinished aircraft operationally could only really have one ending.

A 90 Squadron crew, detached to take part in the RAF campaign in the Middle East in late 1941 after the Fortress I was considered a failure in the European theatre.

22 aviationclassics.co.uk

THE RAF’S B-17S ●

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Crew members of 90 Squadron Fortress Is based at Polebrook, Northamptonshire, gather by the nose of one of their aircraft ahead of a raid against the German battleship, Gneisenau, harboured at Brest, France, on 24 July 1941. Despite the advice and expectations of USAAF personnel, Bomber Command began using the B-17Cs operationally. The first combat mission by the RAF Fortresses, a high altitude daylight raid on the German naval base at Wilhelmshaven, was carried out on 8 July 1941 It was not deemed a success. On 24 July, the Fortresses bombed Brest but they missed the target completely. Further missions saw the aircraft operated in daylight, often flying without fighter escort at high altitude, around 30,000ft, as an optimistic tactic against engagement by enemy fighters. In fact, German fighters intercepted the Fortresses even at 32,000ft,

proving that the B-17 could not fly high enough to avoid fighter engagements. Success for the RAF Fortresses was very limited, many sorties had to be aborted and equipment (especially the guns) often froze at the high altitudes. By 12 September 1941 the Squadron had carried out 22 raids, involving 39 Fortress sorties. Of these, 18 had been aborted, two had bombed secondary targets and only 19 had bombed their primary targets. Only two 1100lb bombs were recorded as hitting their target. In all, in only two months of operations, the RAF had lost eight of the 20 B-17s in combats or to accidents. ➤

“SUCCESS FOR THE RAF FORTRESSES WAS VERY LIMITED, MANY SORTIES HAD TO BE ABORTED AND EQUIPMENT (ESPECIALLY THE GUNS) OFTEN FROZE AT THE HIGH ALTITUDES.”

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Fortress I – 20 of the 38 B-17Cs built for the US Army Air Corps were released for service with the RAF. These aircraft were given the Boeing Model number 299U and give the RAF name of Fortress I.The serial numbers AN518 to AN537 were applied, but a mistake in the paint shop saw them arrive with the serial numbers correct, but the letters AM instead.This was soon corrected in the UK. Fortress II – Under the Lend-Lease agreement, 19 Boeing built B-17Fs were transferred to the RAF where they were known as Fortress IIs.These aircraft were given the serial numbers FA695 to FA713. Fortress IIA – The 45 B-17Es transferred to the RAF were known as Fortress IIAs because the deal to supply the later model B-17F as the Fortress II had already been struck by the time this arrangement was made.They were given the serial numbers FK184 to FK213, FG449 to FG460 and FG462 to FG464. Fortress III – 30 Boeing-built and 55 Lockheed Vega-built B-17Gs were transferred to the RAF and given the British name Fortress III.The Boeingbuilt aircraft were given the serial numbers HB761 to HB790, the Vegabuilt aircraft were a little more complicated, having no less than eight serial batches.These were; HB791 to HB793, HB795 and HB796, HB799 to HB803, HB805 on its own, then HB815 to HB829, KH998 and KH999, KJ100 to KJ127 and lastly KL830 to KL837.

A Boeing Fortress I of 90 Squadron taking off frrom Polebrook, Northamptonshire, to attack the German battleship Gneisenau docked at Brest, France, on 24 July 1941.Three of the squadron’s Fortresses accompanied the attacking force, bombing the vessel from 30,000ft in an effort to draw enemy fighters from other bombers.

Boeing Fortress II, FA702 P, operated by 206 Squadron and flown by F/Lt Kenneth B Bass during May 1943. Chris Sandham-Bailey/Inkworm

Boeing Fortress IIA, FK186/S, of 220 Squadron based at Benbecula in the Outer Hebrides, flying over the North Atlantic ocean during May 1943.

Publicity shot taken in May 1943 purporting to show the captain of a Boeing Fortress IIA of Coastal Command holding a final conference with his crew before taking off.The photograph was taken at Lajes, Azores, in front of Fortress II, FL462/W, of 220 Squadron.The ‘crew’ was, in fact, an ad hoc group of individuals drawn from 206 Squadron, and the ‘captain’ (third from right wearing the SD cap) was Flying Officer LW Taylor RAAF, an Air Ministry public relations officer.

A 220 Squadron Boeing Fortress IIA seen ‘bombing up’ with depth charges at Benbecula, Outer Hebrides, before a patrol in May 1943.

Line-up of Allied aircraft at Dorval airfield, Montreal, Canada, in August 1942.The nearest two aircraft are an Avro Lancaster (R5727) of RAF Bomber Command and a Boeing Fortress IIA, FK209 (American serial 41-9203 still on the tail).The Lancaster had been flown from the UK to Canada to become the pattern aircraft for a new production line for the type being opened in Canada. It is interesting to compare the two aircraft and how national philosophies produced such different designs. 24 aviationclassics.co.uk

Portuguese ox-carts pass a Boeing Fortress IIA undergoing engine tests at Lajes in the Azores in December 1943.

A Boeing Fortress IIA of 220 Squadron pictured at Benbecula, Outer Hebrides, in May 1943.

A Boeing Fortress IIA taking off from Lajes airfield in the Azores in December 1943. The RAF decided that the B-17 was too vulnerable defensively, ineffective offensively and that it was technically immature. The aircraft was, therefore, deemed unfit for bombing operations in the European theatre and was withdrawn from the front line. The Americans pointed out that the RAF was using the aircraft above its designed operating height and overloaded, thereby reducing its performance. They also pointed out that the RAF was using the Fortress in very small formations, sacrificing the perceived benefits of mutual defence. For the RAF, though, these experiences with the B-17 in 1941 confirmed its belief that no daylight bomber could operate safely against the German air defences. On 28 September, four of the 90 Squadron aircraft and crews were detached to the Middle East, where it was hoped the type would fare better against the less well prepared defenses. In this theatre, the Fortress I was used more often as a night bomber than during the day. The RAF then transferred the remaining Fortress I aircraft to Coastal Command for use as long-range maritime patrol aircraft. These were later augmented by 19 Fortress Mk IIs and 45 Fortress Mk IIAs (equivalent to the B-17F and B-17E respectively). In December 1941, 220 Squadron took over the Fortress Is of 90 Squadron for two months, before receiving the Fortress II, which it used for anti-submarine patrols over the Atlantic. With RAF Coastal Command the B-17 found an invaluable niche as a maritime reconnaissance aircraft. For a brief but critical period, from late 1942 to mid 1943, the small number of RAF Fortresses played a major role in combating the U-boat menace, flying from bases in the UK and the Azores. The maritime role expanded and developed, and as we shall see in part two, the Fortress was to return to Bomber Command operations in a very different role. ■ Words: Clive Rowley Pictures: Editor’s Collection

Boeing Fortress I, AN532/WP-J, on the ground at Shallufah, Egypt in late 1941. Following the type’s unsuccessful operational service in Europe with 90 Squadron, four aircraft were detached to the Middle East in November 1941 for night bombing attacks on Benghazi and enemy shipping in the Mediterranean with crews from 90 and 220 Squadrons. On 1 December 1941, the detachment was renamed 220 Squadron Detachment and transferred to Coastal Command. Boeing B-17 25

Boeing B-17E in flight wearing the early national markings. US Air Force

The B-17E A Flying Fortress at last

Boeing B-17E “Chief Seattle from the Pacific Northwest” (S/N 412656) in flight. US Air Force

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It was the features introduced with the B-17E, particularly the additional armament and the elimination of the blind spot in the tail, which set Boeing’s iconic bomber on course to become one of the key weapons in the Allied armoury.

Boeing B-17Es clearly showing the new top turret (S/N 41-2557 and 41-9182) in formation. US Air Force

T

he B-17E was more than just a step up the alphabet for Boeing’s four-engined high-altitude bomber.Although quickly replaced on the production line by the –F, the –E rescued the B-17 from obsolescence and obscurity. Without this redesign the bomber would not have been able to spearhead the US Army Air Force’s onslaught on occupied Europe. Yet the B-17E itself played a relatively minor role in the bombing campaign and represented just four per cent of total B-17 production compared with 26 per cent for the –F and 68 per cent for the –G. The key to the redesign, which lengthened the aircraft’s fuselage and introduced the enlarged vertical tail, was the increased defensive armament which enabled the aircraft to justify the name of Flying Fortress.

A NEW B-17

By the fall of France in the summer of 1940 the Boeing B-17 was already five years old and was in danger of being left behind by a later generation of aircraft from Britain and Germany. It was soon clear that the earlier B17s models which went into service with the RAF were not fully combat-worthy. Fortunately for the B-17, Boeing was already planning a new version to eliminate those drawbacks, particularly the lack of rearward defensive armament and directional instability at altitude. In early August 1940 the company submitted a bid to the US War Department for 500 examples of an improved variant. The initial response was not encouraging. Boeing was told that the price was too high but after some haggling a contract was agreed for 277

Boeing B-17E (S/N 41-2539) in flight, showing the new tail and ball turrets. US Air Force aircraft with a subsequent order for a further 235. The new aircraft was known to the company as the Model 299O. The Army designated it B-17E. It brought many significant changes to the basic airframe which although not considered an improvement aesthetically were to turn a relative failure into a remarkable success. While the structural details and general layout were similar to those of earlier B-17s the entire fuselage behind the radio room was re-designed and extended by nearly 6ft (1.8m) to accommodate a new tail compartment housing a pair of .5in (12.7mm) machine guns with ammunition boxes and the gunner. This ‘big ass’ modification eliminated a notable blind spot which had rapidly been exploited by opposing fighters. Defensive fire power was further improved with power operated turrets each mounting a pair of .5in guns. A Bendix electrically-operated turret was installed immediately aft of the flight deck and, up to the 112th production aircraft, there was a remotely controlled belly turret just behind

the radio room, the Sperry computing sight being mounted just behind the flight deck. From the 113th machine onwards the turret was replaced by a manned Sperry ball turret. Except in the nose, where alternative socket mountings were provided for a .3in (7.7mm) rifle calibre gun, the new variant had .5in (12.7mm) guns throughout. Provision was made for a hand-operated ‘point five’ firing rearwards and upwards from an ‘O’type mounting at the rear of the radio compartment. There were further handoperated weapons firing from rectangular apertures with removable windows in the fuselage waist. These installations replaced the blisters which distinguished earlier B-17 variants. The net result was a truly formidable array of defensive power. To handle the increased weight the horizontal stabiliser was enlarged from 33ft 9in (10.29m) to 43ft (13.11m), while the dorsal fin and rudder were completely new and resulted in a huge new fin whose leading edge swept down the fuselage almost as far as the radio room hatch. ➤ Boeing B-17 27

Boeing B-17E at Wright Field, Ohio. US Air Force

The standard crew complement was increased from nine to 10 and all-up weight had grown by 30 per cent above the original Model 299. Like the B-17D the new variant was powered by four Wright Cyclone R-1820-65 radial engines each developing 1000hp (750kW). The enormous build-up of the US armed forces, plus Britain’s need for military supplies, were creating a huge demand for raw materials and Boeing had to present the War Department with an ultimatum: without priority in the supply of aluminium the project would suffer delay. As it happened, difficulties with materials and labour delayed production by 150 days. The original contract had specified that the first B-17E would appear on 30 April 1941 but the first aircraft did not actually roll off the assembly line until 27 September, just three weeks after the variant’s maiden flight on the 5th. Boeing was able to catch up so that when the last aircraft came off the production line deliveries were 49 days ahead of schedule. A total of 512 B-17Es was built by Boeing in two batches (military serial numbers 41-2393 to 41-2669 and 41-9011 to 41-9245, manufacturer’s serials 2240 to 2480 and 2493 to 2717) between 5 September 1941 and 28 May 1942. The basic B-17E airframe cost between $190,147 and $195,577 according to the batch. The final cost, fully equipped and with engines,

ranged from $298,065 and $302,772. Plans were made for the mass production of B-17s at other plants and a manufacturing pool comprising Boeing, Vega and Douglas was established. Although no B-17Es were produced under this arrangement, several –E fuselage jigs were supplied to the partners for the production of jigs from which many thousands of B-17Fs and –Gs were subsequently built.

OPERATING THE B-17E

Like other variants the B-17E was well-liked by its pilots who appreciated its predictable handling and docility, particularly at low speeds. Landing speed at normal landing weight was just 73mph (117kph). Landing with two engines out could be accomplished without great drama. At normal operating speeds the aircraft was light on its controls and was easy to fly in formation, easier than its contemporary the Consolidated B-24 Liberator. In other respects, notably its ability to absorb battle damage and ease of maintenance, the B-17E was rated highly. Like most combat aircraft of its generation the B-17E was no luxury liner and the crews who operated it worked in fairly spartan conditions. Entry was via one of three doors, the nose hatch on the lower left-hand side, the main door just forward of the tail-plane on

Boeing B-17E (S/N 41-9061) in flight, with gun windows closed. US Air Force 28 aviationclassics.co.uk

the right-hand side and the tail gunner’s escape hatch under the right-hand elevator. In the Hollywood movies the crew use the nose hatch, swinging themselves up to enter the aircraft feet first. But in reality most crew members, weighed down with 40lb (88kg) of fleece and leather flying clothing preferred to use the main door. Inside, the Flying Fortress was both cramped and draughty. Perhaps the warmest part – and certainly the one with the best view – was the nose. This compartment accommodated the bombardier in a highbacked armoured seat (replaced by a simple swivelling chair in the –F) and the navigator whose station was at the left rear of the compartment. Above and behind was the flight deck with the two pilots seated side-byside with dual controls. A crawl-way linked the flight deck with the nose compartment. Immediately behind the two pilots was the top turret, usually operated by the flight engineer, who sat on a small seat like that on a bicycle. The turret could be rotated through 360 degrees and could be used to supplement forward-firing defensive armament. Behind a small ‘V’-shaped door gave access to the bomb bay, which could be traversed by a narrow catwalk with rope grab handles. A small conventionally-shaped door led aft to the radio room, the only section of the aircraft where a six-footer could stand upright. Behind was the large skylight hatch with its hand-operated machine gun. A further door led to the tail section and the ball turret mounted on its gimbals. Operating the turret and its twin ‘point fives’ was a job for a small man and one able to contort himself into what was almost a foetal position. The armoured hinged plate that formed the seat back served as the gunner’s emergency exit. On the ground it was just 15in above the Tarmac and was only inside the aircraft when the guns were pointing vertically downwards. Beyond the ball turret a further narrow catwalk led down the centre of the fuselage to the waist gun windows on either side. Sometimes after a particularly spirited defence of the aircraft the two gunners would return to their base with the floor piled high with spent cartridge cases. The gunners suffered from the cold during high altitude operations in winter when a fierce draught

Nose detail of Boeing B-17E “Nememis of Aeroembolism” at Wright Field, Ohio. US Air Force

blew through the open windows. Points were provided for electrically-heated flying suits which were considered a necessity. From the waist the fuselage tapered sharply towards the tail and it was necessary to crawl over the tail wheel well to reach the tail gunner’s position. This was a tiny Plexiglas compartment in which the gunner operated the twin tail guns from another bicycle seat provided with padded knee supports. This was another draughty compartment, confinement to which during a long mission was a test of stamina and endurance. Crews joked that after 25 missions a tail gunner could become so shrunken by the continual cold that he could enter his cramped compartment with ease.

INTO SERVICE

Although the first deliveries to units in the field did not start until early in 1942 a few early production machines had reached some bomber squadrons of the US Army Air Force – it had changed its name from the US Army Air Corps on 20 June – just in time for the Japanese attack on Pearl Harbour on 7 December. In fact, a group of 12 B-17s of the 38th (four B-17Cs) and 88th (eight B-17Es) Reconnaissance Squadrons arrived over the Hawaiian Islands while the attack was in progress. The aircraft had been on their way to reinforce the defensive arrangements of Gen Douglas McArthur in the Philippines which the US had expected to bear the brunt of the initial Japanese attacks. As it happened these aircraft unwittingly contributed to the surprise achieved by the attacking Japanese because they were at first assumed to be the bombers expected from Hamilton Field, California. To make matters worse the bombers were not carrying ammunition for their defensive machine guns and as a result were unable to defend themselves against Japanese aircraft, both dive bombers and fighters, which attacked them. Most were damaged as they attempted to land at Hickham Field, Oahu. The bulk of B-17Es went to Pacific Theatre units to supplement the B-17Cs and Ds which had survived the Japanese attacks.

Five bombardment groups in the Pacific theatre were to operate the variant which were thrown into the battle in an attempt to halt the Japanese advance. The 19th BG and the newly-arrived 7th BG flew missions from Java and then Australia against the Japanese invasion fleets heading for the Dutch East Indies and New Guinea. After the attack on Pearl Harbor the 5th BG flew patrols around the islands until November when it was transferred to Espirito Santu in the Solomon Islands. There its crews flew missions against enemy shipping and other targets in the northern part of the archipelago. In June detachments of B-17Es from the 5th BG joined others from the 11th BG on Midway Island when it was facing invasion by the Japanese. On the 4th, the B-17s flew 62 sorties against Japanese warships during the critical battle and although their crews claimed numerous hits no bomb actually came closer to its target than 50yd (45m). ➤

B-17E TO XB-38 Although the Boeing-Douglas-Vega manufacturing pool built no B-17Es, the new partners in B-17 production brought with them a number of proposals for improving the basic design. Most involved modifications to the basic armament but the most radical to become tangible was that from Vega. The ninth production B-17E (412401) was allocated to the company to study as part of the preparations for tooling up for production. However, Vega proposed replacing the bomber’s Wright Cyclone radial engines with a quartet of Allison V1710-89 liquid-cooled inline engines. The project was designated V-134-1 by Vega and XB-38 by the Army. It differed from standard B-17Es primarily in featuring the smoothly-cowled V12 engines and their chin radiators. Other modifications to the wing included Lockheed-designed auxiliary fuel tanks of 1080 US gal (4088 litres) capacity.The propeller blades were 7in (18cm) longer than those of the standard B-17E. Only one of the three XB-38s ordered by the Army ever flew. It was destroyed after only 12 flight hours following an inflight fire on 16 June 1943. It crashed near Tipton, California but not before it had demonstrated slightly greater speed (327mph, 523kph) than the B-17E – albeit at a much lower ceiling – but considerably greater range.As it was not clear that the XB-38 would offer worthwhile performance gains and would risk diversion of the Allison engines required by Curtiss P-40 and Lockheed P38 fighters, the Army cancelled the project on 12 August 1943.

Nose detail of Boeing B-17E “Typhoon McGoon II” (S/N 41-9211) of the 11th Bomb Group, 98th Bomb Squadron, taken in January 1943 in New Caledonia. Note the antennas mounted above the nose plexiglass used for radar tracking of surface vessels. US Air Force Boeing B-17 29

Several B-17Es were captured by the Japanese. They included the 7th BG’s 41-2471 which crash-landed in Java in February 1942. It was repaired and used by its new owners to help develop fighter tactics against USAAF heavy bombers. Its eventual fate is unknown. Although the 7th received further B-17Es, its attacks on Japanese airfields in the Philippines often had to be accomplished by less than 10 aircraft because of poor serviceability. The first Medal of Honor to be won by a B-17 crew member resulted from an action on 17 August 1942. Capt Harl Pease Jr of the 7th BG was flying B-17E 41-2429 on a sixaircraft mission from New Guinea to attack the Japanese stronghold of Rabaul, New Britain. Shortly after dropping their bombs the B-17s were attacked by 20 Zeros. Most of the bombers were able to reach cloud cover safely but Pease’s aircraft lagged behind. It was last seen dropping its flaming bomb bay fuel tank, going down with two engines on fire. There were reports of two parachutes opening. Years later it was learned that Pease and one of his gunners, Sgt Czehowski, had managed to escape from the stricken bomber and been taken prisoner by the Japanese. Later they and other prisoners were executed. Although the 11th BG had received some B-17Ds and -Es before the attack on Pearl Harbor only 10 of its aircraft were available on 7 December. Afterwards it flew patrols from Hawaii and the following June played a role in the Battle of Midway before a spell in the New Hebrides from where its aircraft attacked enemy installations and shipping in the Solomons. The 19th BG was in the Philippines at the start of the war and continued to operate its B-17s under difficult conditions until the islands fell to the Japanese in April 1942. The unit later moved to Australia where it continued to operate until the summer. B-17E Suzy Q of the group’s 93rd BS was one of the few to survive a tour in the Pacific, flying missions from the Philippines, the Dutch East Indies and Australia. Back home the aircraft was used in a war bond drive. The 43rd and its B-17Es arrived in Australia in March 1942 and later flew from

Three aircraft formation of Boeing B-17Es (S/N 41-2512, 41-2511 and 41-2509). US Air Force New Guinea and Owi Island and participated in the Battle of the Bismark Sea in March 1943. Like other B-17 units in the Pacific the group was later re-equipped with B-24s. The first B-17Es to operate in North Africa formed the detachment sent from India by Tenth Air Force in India and commanded by Maj Gen Lewis Brereton. Based in Egypt in June and July 1942 when they were supplemented by B-24s, these aircraft mounted modest but morale-boosting raids during the time Rommel’s forces threatened Egypt and the Suez Canal.

TARGET GERMANY

As the first deliveries of B-17Es were reaching USAAF units in the Pacific theatre the USAAF’s top brass were planning the aerial onslaught on Nazi-occupied Europe. This, they hoped, which would validate their belief in the effectiveness of high-altitude daylight precision bombing. In February 1942 a party of seven officers arrived in England having made a hazardous flight over the Bay of Biscay from Lisbon. They were led by Brig Gen Ira C Eaker who carried with him a directive signed by Lt Gen Henry Harley “Hap” Arnold, commander of

Camoflaged Boeing B-17E on patrol of the approaches to the vital Panama Canal. US Air Force 30 aviationclassics.co.uk

the Army Air Force. This document was dated 31 January 1942, just 53 days after the Japanese attack on Pearl Harbor. Among other things, it ordered Eaker to: “.....make the necessary preparations to insure [sic] competent and aggressive command and direction of our bomber units in England.” The preparations had to be started from scratch and the task was not eased by doubts about the effectiveness of the equipment. In April a group of US officers inspected an RAF B-17E. They reported that the British had “condemned the B-17E so far as operations over Western Europe are concerned” because of its lack of defensive fire power and limited bomb capacity. The tail gun position was considered “cramped” and the belly turret “so awkward as to be useless.” “Such criticisms were not ignored but neither were they allowed to shake the ultimate confidence of the planners in the `planes that were going to have to do the job,” according to the official history on the first year of the Eighth Air Force’s bombing campaign published in 1944. Small wonder that when he spoke at a dinner in his honour, Eaker simply declared: “We won’t do much talking until we’ve done more fighting. We hope that when we leave you’ll be glad we came. Thank you.” The first B-17 arrived at Prestwick on 1 July. Five had however failed to make the long trans-Atlantic journey. One force-landed on a Greenland icecap and its crew survived until rescued by the US Navy after sawing the damaged propeller blades from one engine and running it to provide heat and generate power for the radio. By 1 August two heavy bombardment groups had arrived to begin a period of intensive training. One of them was the 97th BG which was to be the only one in the Eighth Air Force to be equipped with B-17Es. The group was selected to fly the USAAF’s first heavy bomber mission, on 17 August. “It was a critical day for the Eighth Bomber Command,” the official history noted, “not because of the size of the effort but because so much was at stake. Pressure in the USA for action in the European Theatre had been mounting steadily.”

Boeing B-17Es under construction.This is the first released wartime production photograph of Flying Fortress heavy bombers at one of the Boeing plants, at Seattle, Wash. Boeing exceeded its accelerated delivery schedules by 70 percent for the month of December 1942. US Air Force The first B-17E took off from Grafton Underwood at 15:26hr and headed for northern France where it was to strike the railway marshalling yards at Rouen-Sotteville. Yankee Doodle, leading the second flight of six aircraft, was captained by Maj Paul Tibbets who was to become better known for piloting the B-29 that dropped the first atomic bomb on Hiroshima three years later. Accompanying Tibbets was Gen Eaker himself. According to the official history the other aircraft on this first raid also included Baby Doll, Peggy D, Big Stuff, Butcher Shop, Berlin Sleeper, Johnny Reb and Birmingham Blitzkrieg. Together they were carrying 45 600lb (272kg) bombs and nine 1100lb (498kg) bombs. Most hit the target although a few fell short. Meanwhile, the group’s remaining six aircraft were making a diversionary sweep over the French coast. Back at Grafton Underwood high ranking USAAF officers waited for the aircraft to return. They had been joined by 30 US and British reporters and, according to the official history, they “waited about as calmly as expectant fathers in the anteroom of a maternity ward.” But, “shortly before 1900hr watchers on the control tower spotted a cluster of specs to the west of the airdrome. Eagerly they counted – for a tense moment there seemed to be only 11. There was a sigh of relief as the 12th appeared.” The crews reported receiving “good protection” from escorting Spitfires and of sustaining slight flak damage to one B-17.

There had also been “a few exchanges of fire with enemy fighters.” The overall assessment: “mission successful.” The use of diversionary tactics was considered successful because the defences had been confused. “We just dropped our load and turned around and headed back without being bothered by a single fighter,” one B17E crewmember reported. RAF Bomber Command CO Air Chief Marshall “Bomber” Harris congratulated Eaker. “Yankee Doodle certainly went to town and can stick yet another well-deserved feather in his cap,” he said. Eaker reported drily: “We are well satisfied with the day’s work.” Further attacks followed over the next four days. On the 19th they attacked the Luftwaffe’s Abbeville airfield to support the Allied raid on Dieppe. The following day the target switched to the marshalling yards at Amiens, again without loss to the attackers. But the going got tougher on the 21st when the Fortress crews were briefed to attack targets in the Low Countries. The attackers were 16 minutes late in their rendezvous with their Spitfire escort. This meant that the RAF fighters had to turn back early. Then, reduced in numbers when three aircraft were forced to return with mechanical trouble, the formation was ordered to turn back on reaching the Dutch coast. For the next 20 minutes the nine unescorted bombers came under Luftwaffe fire. But the results of the encounter seemed to vindicate those who believed that the combined firepower from a formation of

The Boeing XB-38 in flight.The Allison engines gave the B-17 an incredibly graceful look. Fortresses could beat off attacking fighters. One bomber lagged behind and its crew reported being pounced upon by five FockeWulf Fw 190s. Despite severe damage the bomber was able to make it back. Its gunners claimed to have shot down two fighters, although the press inflated this to six. The attacks continued and so did the good weather. “From every mission new lessons were learned,” the official history was able to report. More aircraft arrived to reinforce the Eighth Air Force but in November the 97th and its B-17Es were transferred to Twelfth Air Force in North Africa to support Operation Torch, the Allied landings. But the unit and its B-17Es had played their part in enabling the USAAF to prove what Gen Arnold called “the American idea” of high altitude daylight precision bombing. It was, Arnold wrote in 1944, “a triumphant vindication.” ■ Words: Bruce Hales-Dutton Boeing B-17 31

The B-17F

A matter of defence The design changes and armament improvements to the B-17E meant it was now capable of surviving in any theatre of World War Two. However, further improvements from Boeing were in the pipeline and coupled with the growing numbers of aircraft available, improved tactics and escorts, the Flying Fortress was about to prove General Douhet’s maxim that “the bomber will always get through”.

A

s has already been discussed, the B-17E had begun operating with the 8th Air Force in the UK, striking targets in Europe, and proving that the American concept of high altitude daylight precision bombing was feasible, even against heavily defended targets and strong fighter opposition. However, the bombers had been available only in small numbers, and although the defensive firepower of such a formation had proved satisfactory initially, losses began to mount as the Luftwaffe developed tactics to deal with the daylight raiders. To counter this, Boeing were already developing a new version of the bomber from the combat reports coming back from the Pacific and European theatres. It would be produced in the thousands.

The B-17F, with the exception of the nose glazing, differed little in external appearance from the B-17E, but there were over 400 detail differences between them. One of the least obvious was the method of production. All the early B-17s had been built by Boeing in Seattle, but now Lockheed Vega in Burbank and Douglas in Long Beach, both in California, set up production lines to build the B-17 under licence. The first B-17F flew at Seattle on 30 May 1942. Of the 3405 built, 2300 were by Boeing, 500 by Lockheed Vega and 605 by Douglas. This total was a quantum leap over the relatively small first orders for B-17s, and shows just how fast US industry geared up for war production after 7 December 1941. If you consider the next and final mass produced version of the B-17, the G, first flew in May 1943 and was on all three production

Boeing B-17F-95-BO (S/N 42-30301) “Idiot’s Delight” (XM-J) of the 94th Bomb Group, 332nd Bomb Squadron, undergoing maintenance. Note the modified nose gun mount. US Air Force

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lines by June, then the 3405 B-17Fs were all built in a little over one year, an astounding effort. More was to come, and the output was to nearly treble before the war’s end. As already mentioned, the new B-17F had a new nose, one of moulded plexiglass with no internal framing. Bombardiers likened the new nose to sitting in a goldfish bowl, but the view was extraordinary. The new nose shape was more elongated than the B-17E, and was fitted with a flat panel for the bomb sight in the centre of the lower half. This flat panel was surrounded by the only framing to interrupt the view forward. The arrangement of the nose guns to protect this vulnerable position is a complex story which we will come back to. The upper plexiglass in the radio operator’s compartment was fitted with a single swivel mount for a .50 cal machine

Boeing B-17F of the 96th Bomb Group in heavy flak. U.S. Air Force

The new German 30mm cannon could be terrible in their effectiveness against aircraft.This Boeing B-17F had its left wing blown off by an Me-262 over Crantenburg, Germany. US Air Force

Top view of Boeing B-17F in flight.This aircraft was identified by the photographer as B-17F-25-BO (S/N 42-24565) “Idaho Potato Peeler” or B-17F-40-BO (S/N 42-5243) “FDR’s Potato Peeler Kids” of the 303rd Bomb Group, 359th Bomb Squadron (BN-P). US Air Force

Bailout from a Boeing B-17F of the 483rd Bomb Group, 815th Bomb Squadron, over the Weiner Neustadt, Austria rail yards, at 5:10pm on 9 November 1943. The aircraft is at 22,500 feet with two engines feathered.Two crewmen had already bailed out. US Air Force

gun so the weapon could be used without opening the panel as on previous models. All the other gun positions, the twin guns in the tail, the single waist guns, the Bendix upper turret and the now standard Sperry ball turret remained as they were in the B-17E. The bomb load the B-17F was able to lift was increased dramatically by the reintroduction of the external rack mounts and equipment that had appeared on early aircraft. This meant racks could be fitted to the underside of the wing between the fuselage and the inner engines. These increased the maximum bomb load up to 9600lb (4358kg), although this limit was rarely if ever carried in combat. The extra load meant that not as much fuel could be carried. Since most of the missions the B17Fs were engaged in were at long range, the usual war load was 4000lb (2816 kg). Some early B-17Fs also had attachments and equipment fitted to enable them to carry glide bombs, but these were again a rarity and were seldom used in combat. The range of the B-17 had become a factor, particularly in the Pacific theatre where the

“War Emergency” setting that produced 1380hp. This was supposed to be for short periods of combat only, but several reports suggest that aircraft toward the rear of a B17F formation were using it a great deal of the time just to keep up and stay in formation in the roiled air. It is a testimony to the strength of the Wright engines that they could and did take such punishment and kept running reliably. To harness all this additional power, new broad, or “paddle”, bladed Hamilton Standard variable pitch propellers were fitted, which were one inch larger in diameter than the units they replaced. These had a knock-on effect on the engine cowlings, which had to be redesigned to allow for the changed airflow the new propellers created. The new powerplants were also needed to cope with the increased gross weight of the B-17F, which had now risen to 56,500lb (25,628kg) with the addition of all these improvements. The price had also gone up of course, each one of the new model was to cost an average of $357,655, a far cry from the Model 299! ➤

aircraft were often attacking Japanese targets at extreme range. In Europe, in order to reach the industries of Southern Germany, the range would need to be increased. Boeing added new fuel tanks to the outer wing panels of the B-17F, called “Tokyo Tanks”. These could carry an additional 1100 gallons (5000 litres) of fuel and increased the maximum range of the B-17F to 4220 miles (6790km). There were many other detail changes to aircraft systems, such as self sealing oil tanks were now fitted, as well as additional electrical power outlets. Three of these outlets had been fitted to late production B-17Es, but were now standard, next to the waist gunners windows and in the tail gunners position, and enabled the gunners to plug in electrically heated flying suits. These were vital because the waist gunners windows were open to the freezing airflow at high altitude, and the tail gunner sat right in the path of the icy blast of air that came rushing in. The last major change to the B-17F was the engines. These were upgraded to the Wright R-1820-97 model of the Cyclone, again producing 1200hp, but fitted with a short use

Boeing B-17 33

A MATTER OF DEFENCE…. By August 1942, the B-17F had reached combat units of the 8th Air Force based in England and began to fly daylight bombing missions, initially against targets in France and the Low Countries. Steadily, the F began to completely replace the E in frontline use. Formation tactics were changed as the B-17 crews grew in experience. Firstly, the Squadrons were stacked up at different heights alongside each other, with the highest aircraft toward the sun. During September, the individual aircraft of each squadron element were similarly positioned by height towards the sun to make sure each B-17 wasn’t blocking the gunners field of fire of another. The improved formation, called Javelin, also had the Groups of aircraft flying at 1.5 mile (2.4 km) intervals and again, stacked at increasing height the further back down the formation you went. These tactics provided the formation with the best combination of mutual support yet individual freedom of action for the gunners. By November however, the Luftwaffe had worked out the one weak point in the formation, and the aircraft in particular. Head on. Cannon armed Focke Wulf 109s and Messerschmitt 109s could shoot down a B-17 with as few as six solid hits when attacking from directly in front, according to Luftwaffe combat reports. The high closing speed also gave the gunners less time to fire once the fighter broke away from his attack run. If there were escort fighters with the bombers, they would also have a hard time intercepting such an attack, again because of the high closing speed and the fact that the Luftwaffe fighter pilots could dive rapidly away after their attack, then reposition for another run by climbing well ahead of the formation’s course. None of the armour plate added to the B-17 was fitted to protect the nose area from a head-on attack. Since the bombardier, navigator and both pilots were sitting just behind that plexiglass nose, the effect of six 20 or 30mm cannon strikes in that area is better imagined than described.

Large formation of Boeing B-17Fs of the 92nd Bomb Group. US Air Force The losses began to mount, and something had to be done, and done fast. There were two swivel mounts for a single .30 cal machine gun installed on the left and right of the upper half of the nose, but these were not fitted to all B-17Fs and numerous reports of cracking and other fatigue symptoms in the nose plexiglass limited their use and usefulness. The side windows in the nose had swivel mounts fitted in them that could take the heavier and far more effective .50 cal machine guns, but these were strictly limited in their field of fire, and anyway, could not fire directly forward. As the losses mounted, crews and engineers in the field came up with their own modifications, most of which were limited in both flexibility and field of fire, but were far better than nothing. Some crews fitted a single .50 cal in

a central mount jury rigged with any material that came to hand, some went as far as a twin gun mount, which required a great deal of support and added difficulties regarding the ammunition feeds and where the spent cases would go. After all, the bombardier also had to be able to use the Norden bombsight in his position with accuracy, or the whole trip would have been for naught. Some of the modifications were truly inventive, masterpieces of the groundcrews’ art of overcoming adversity with sheer ingenuity. Some units began to bulge the nose side windows, to produce “cheek” gun positions, again, not able to fire fully forward and limited in vertical scope too, but again, far better than nothing. This last idea was adopted at USAAF modification centres, larger side windows were fitted and bulged outward with

The modified nose of a B-17F “The Last Straw” with additional twin gun mount to deter head-on attacks. US Air Force

Boeing B-17F cockpit. US Air Force 34 aviationclassics.co.uk

Belly landing of Boeing B-17F-25-BO (S/N 41-24579) “Thumper” of the 303rd Bomb Group, 360th Bomb Squadron, on 23 January 1943. US Air Force

Boeing B-17F-25-VE (S/N 425838) “Mad Money II” of the 384th Bomb Group. US Air Force

Boeing B-17F-130-BO (S/N 42-30949) “Jumpin’ Jive.” US Air Force a metal frame to support the gun. Usually, this was done to the front window on one side of the nose, and the middle window on the other, to stagger the guns and allow the bombardier and navigator to use them simultaneously without falling over one another. The cheek windows were added to the production lines from aircraft 42-29467 onwards, and became standard on the next model too. Even with the cheek positions, the B-17F’s defence against head-on attack was sadly lacking, so the field modifications to add more nose guns continued. Other solutions to the problem of defending the bombers were tried, and on 4 May 1943, the first USAAF longrange fighter escort unit to operate with the 8th Air Force flew its first sortie. Up until then, the Royal Air Force had provided Spitfire Squadrons to escort the B-17s and the 8th had its own Spitfire Group made up of pilots from the famous Eagle Squadrons, Squadrons manned by volunteers who came to Britain to fight before America joined the war. However, the Spitfire was a short range point-defence interceptor in reality, which limited the targets the 8th could reach. The new fighter was the Republic P-47 Thunderbolt, and three Groups of these big heavy fighters had been working up in England for a few weeks. Problems with developing reliable drop tanks to extend the

range of the aircraft and the need to train the pilots how to operate in Europe had kept them out of the escort business until now, but the big fighters immediately began to make an impact and losses fell. However, even with the long range tanks, the P-47’s radius of action was about 450 miles, which took them as far as the western area of Germany. If the B-17s were going to be able to strike deep into Germany, another solution needed to be found. The next defensive solution tried was to modify a B-17 to become a fighter escort in its own right. Called the YB-40, the aircraft was fitted with an increased number of guns to protect the formation with a wall of firepower. The development and exploits of these flying battleships are described in a later article, but suffice to say the project was a failure. The bombers, once they had dropped their bombs, were much faster than the YB-40, who could not shed themselves of the extra ammunition and weaponry they were equipped with. They became a liability to the homeward bound formation and were considered more trouble than they were worth. However, these aircraft did have one good effect on the B-17 story, they solved the head-on attack problem for the aircraft. The YB-40s were fitted with a twin .50 cal Bendix nose turret, mounted under the nose and operated by the bombardier, aimed

Boeing B-17Fs radar bombing through clouds over Bremen, Germany, on 13 November 1943. US Air Force

Boeing B-17F-85-BO (S/N 42-30043) “Ruthless” of the 384th Bomb Group, 547th Bomb Squadron. US Air Force through a slaved reflector sight mounted in the roof of the nose. There was also a folddown controller, which could be stowed out of the way when the bombardier needed to use the bombsight. This controller moved the turret and the sight together, so the bombardier just had to place the gunsight pipper over the target and fire. There were other modifications to the YB-40 that were adopted for use on the last model of B-17, the G, but this nose turret made it onto the F production line, albeit near the end. The last 86 B-17Fs were fitted with the chin turret, and at last the head-on attack problem was solved. The problem of defending the bombers successfully would have to wait nearly another year to find its solution, and in the intervening time losses of B-17s in combat would reach almost unsupportable levels. ➤ Boeing B-17 35

OPERATIONS AND THEATRES

Boeing B-17F formation over Schweinfurt, Germany, on 17 August 1943. US Air Force

An early formation of Boeing B-17F Flying Fortresses formed up in flights of three. US Air Force

B-17F “Sweet and Lovely” of the 398th Bomb Group as the crew discuss their flight. Note the modified nose and modified nose window with cheek mounting. US Air Force 36 aviationclassics.co.uk

The B-17F had reached the 301st Bomb Group of the 8th Air Force by August 1942 and had joined the B-17Es of 97th BG already operating there on missions to targets in France and the low countries, but in relatively small numbers, not the self protecting fleets envisaged by the planners. The heavy bomber force in the UK was being steadily built up, reaching seven groups of B17s, nearly all Fs, and two groups of B-24 Liberators by October. Most of these groups were still under training, largely due to the rushed way they were sent to Europe. The 93rd (on B-24s) and 306th BG had become operational, with the other three groups still in training, when the two most experienced bomb groups in the 8th Air Force, the 97th and the 301st, were taken away to form the 12th Air Force, along with all their operational fighter groups, flying P-38s, P-39s and Spitfires. The 12th Air Force was formed to support Operation Torch, the landings in Tunisia and French Morocco in North Africa, then would stay in the Mediterranean theatre for the rest of the war. Their aircraft would eventually support the invasion of Italy and attack targets in Eastern Europe. This move left the 8th Air Force in a weakened state, and from November 1942 until May 1943, just four groups of B-17s, the 91st, 303rd, 305th and 306th were to represent the heavy bombing capability of the USAAF in Europe. The two B-24 groups, the 44th and 93rd, were often tasked with detachments and other missions, meaning that rarely there were any more than 20 of their aircraft available for 8th Air Force bombing operations. Even with four bomb groups of B-17Fs with a nominal roll of 140 aircraft between them, by the time aircraft being repaired, maintained or modified were taken out, only about two-thirds of this number were available for combat sorties at any one time. Still, 101 B-17s were despatched to bomb Romilly sur Seine in France on 20 December 1942, a reasonable force which prompted a strong German reaction as a result. Six of the attacking bombers were shot down, and yet this was a relatively short range raid. The Casablanca Conference, held in January 1943, sought to bring together the two different strategies of the American and British bomber commands. What resulted from the conference was known as the “Combined Bomber Offensive”(CBO). The major aims of the CBO were twofold; firstly the German Army and its ability to fight would need to be sufficiently weakened by the denial or destruction of materials and the ability to make weapons, at the same time, the morale of the German people was to be destroyed to undermine support for the regime. Secondly, the German aircraft industry and fighter forces were to be destroyed to establish complete air superiority as a prelude to an invasion. The second aim was given a title, Operation Pointblank. The two air forces were to operate as before, the RAF by night, the USAAF by day.

At the beginning of 1943 on 27 January, the 8th Air Force carried out its first ever raid on a target in Germany. All four B-17F groups participated, aiming for the submarine yards at Vegesack. Two incredibly plucky B-17s carried out a diversionary raid on Emden to draw fighters away from the main force and to confuse the German defences as to the true target of the raid. Unfortunately, the target was covered by low cloud, so the main force bombed its secondary target, the port of Wilhelmshaven. Only one B-17 was lost on this historic raid, but this was not to last. On 4 February, 86 B-17s went to bomb the railway marshalling yards at Hamm, losing five of their number. The raid had had to be abandoned due to heavy cloud, but still suffered nearly 5% losses. This was the loss rate that US planners had deemed acceptable if the daylight bombing campaign was to continue. A number of other raids took place with minimal losses, then, on 17 April, the 8th Air Force turned its attention to the Focke Wulf factory in Bremen, one of its first raids as part of Operation Pointblank. 115 B-17Fs left East Anglia that morning, only 99 were to return. The fighter opposition over the target was strong and continuous, aside from the 16 aircraft shot down, an additional 48 were damaged, many badly. Other raids in this period also crossed the 5% line, but the crews kept flying and fighting, even though the chances of them surviving the 25 missions required to complete a combat tour were now statistically unlikely.

Given these losses, from 4 May 1943 escort fighters were sent along with the bombers whenever possible and for as long as possible. This had an immediate impact on the loss figures, seeing them fall for several key months. April and May saw the 8th Air Force really get into its stride. Four more B17 bomb groups had become operational in the UK, and eight more, two with B-24s, were in training. At last, it was possible that the massive bombing raids for which the B-17 was designed may become a reality, since the nominal strength of the bomber force was in the order of 300 aircraft. The Javelin formation had been developed further, due to problems with the rear elements of the formation not being able to keep up at the higher altitudes they were flying. The new tactics called for a tighter formation, led by the centre group, with a group above and below it to either side in a swept V formation. The individual aircraft within the formation flew in vic formation in groups of three, and each group of three flew in echelon on the lead trio, again above and below on either side of them. This wing formation was compact and allowed concentrated firepower to bear on any attacker at the same time as minimising the risk to the formation from friendly fire. It was to prove successful and relatively easy for new crews to fly, and was to be used throughout the rest of 1943. ➤

Above: Smoke rises in the distance from the Focke-Wulf factory at Marienburg, Germany, following a hugely successful raid by B-17 Flying Fortresses of the USAAF 8th Air Force on 9 October 1943. Because of its distance from the UK, the factory had no aerial defenses and was completely destroyed in the raid by 96 aircraft.The aircraft shown is 42-3352 ‘Virgin’s Delight’, a B-17F of the 94th Bomb Group piloted by Lieutenant RF ‘Dick’ LePore.The photograph was taken by Captain Ray D Millert, the squadron flight surgeon.‘Virgin’s Delight’ and 2nd Lieutenant Walter Chyle’s crew failed to return on 29 November 1943 when the aircraft was ditched in the North Sea with the loss of all the crew. Authors collection

Close-up of Boeing B-17F-25-BO “Hell’s Angels” after squadron signatures were added. US Air Force Boeing B-17 37

MEMPHIS BELLE One of the most famous B-17Fs was named Memphis Belle, which became the first 8th Air Force heavy bomber to complete a tour of duty of 25 combat missions, with her crew intact, during World War Two.The Memphis Belle, a Boeing-built B-17F-10-BO, 41-24485, was delivered to the 324th Bomb Squadron (Heavy), part of the 91st Bomb Group, at Dow Field, Bangor, Maine, in September 1942. On 14 October she arrived at Bassingbourn, England which was to be her operating base until June 1943. She was fitted with the enlarged nose windows, but not the bulged cheek mounts, and had the nose plexiglass modified to carry two .50 cal machine gun mounts. The pilot was Captain Robert K. Morgan, who chose the name in honour of his sweetheart, Margaret Polk of Memphis,Tennessee.The nose artwork was an Esquire magazine George Petty pinup from the April 1941 issue, and interestingly, wore different coloured bathing suits on either side of the nose, blue on the left and red on the right. The crew were ordered to fly the Memphis Belle back to the United States, and were sent on a tour of the country to sell war bonds. After being on display in a variety of locations for many years, and inevitably deteriorating as a result, the Memphis Belle was returned to the National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio, where she is now undergoing a complete restoration.

The crew of the “Memphis Belle” after their 25th mission: (left to right) TSgt. Harold Loch (top turret gunner/engineer), SSgt. Cecil Scott (ball turret gunner),TSgt. Robert Hanson (radio operator), Capt. James Verinis (copilot), Capt. Robert Morgan (pilot), Capt.Vincent Evans (bombardier), SSgt. John Quinlan (tail gunner), SSgt. Casimer Nastal (waist gunner), Capt. Charles Leighton (navigator) and SSgt. Clarence Winchell (waist gunner). US Air Force

Boeing B-17F-10-BO “Memphis Belle” on tour at Patterson Field, Ohio. US Air Force

Gen. Hap Arnold, commander of the US Army Air Forces, examining the “Memphis Belle” after it returned to the United States. US Air Force 38 aviationclassics.co.uk

Boeing B-17F-10-BO “Memphis Belle” nose art. US Air Force

Boeing B-17F-10-BO “Memphis Belle” in flight. US Air Force

Side view of B17-F, Knockout Dropper, 41-24605 359BS (BN-R) of 359th Bomb Squadron, 303rd Bomb Group at Molesworth. First B-17 to complete 50 missions, on 16 November 1943, and 75 missions on 27 March 1945. Chris Sandham-Bailey/Inkworm

Left: Four aircraft formation from the 379th Bomb Group, 524th and 525th Bomb Squadrons. B-17F-25-DL S/N 423113 (FR-F), B-17F S/N 42-29891 (WA-N), B-17F S/N 42-29893 (WA-O) and B-17F S/N 42-5828 (WA-0). US Air Force

B-17F “Lil Joan” surrounded by curious onlookers after a forced landing. Authors collection

While the 8th Air Force was growing, so was the 12th. Two more B-17F groups, the 2nd and 99th had supplemented the 97th and 301st and were attacking targets throughout the western Mediterranean. After the invasion of Southern Italy in September, the groups moved to the captured cluster of airfields in the region of Foggia, and from there operated against targets in Germany, Austria and Eastern Europe. The summer of 1943 wore on for the 8th Air Force. Longer and deeper penetration raids into Germany, mostly aimed at the aircraft industry or airfields, culminated in “Blitz Week”, the last week in July. Good weather prompted General Ira Eaker, the commander of the 8th Air Force, to make an all out effort, so Hamburg, Kiel, Warnemunde, Heroya, Hanover and Kassel were targeted, among others. Industrial plants, chemical works and aircraft factories were the main targets, and the crews worked to a standstill for the whole week. At the end of it, a combat ready force of 330 B-17s and crews had been reduced to about 200. 100 aircraft were shot down, missing or scrapped as they were too badly damaged to repair, but these could, and would, be replaced quickly as the US industrial machine was now up to full speed. What was critical was the equivalent of 90 trained aircrews who were dead, missing or wounded in that one week. Around 900 trained men in one week was a

loss rate even the prodigious US training system could not support. The 8th Air Force had to take a rest, and did so for a fortnight. Then it was back to operations. On 17 August 1943, a remarkable raid occurred, on the first anniversary of the first raid by 8th Air Force B-17s as luck would have it. It was a mission of two parts. Longer ranged B-17Fs of 4th Wing with the “Tokyo Tanks” fitted would attack the Messerschmitt factory at Regensburg, then instead of returning to the UK, would fly on to land at bases in North Africa. They would return to the UK on a following raid launched from North Africa. This was the first of the “Shuttle” long-range missions, which were to take place between the UK, North Africa and Russia as the air war over Europe continued. The second part of the raid was by the 1st Wing aircraft, the first raid against the ballbearing factories at Schweinfurt. These B-17s would be returning directly to the UK. The first force was made up of 147 B-17Fs, the second of 230. It was to be one of the longest raids yet made, and the 8th Air Force commanders expected it to be a long and bloody fight. The bombers were harried almost from the point their escorts turned back all the way to the target and out again. In all, 60 B-17s were lost in the one raid. The results of the bombing were good in both cases, with severe damage done to both targets, but the cost was close to prohibitive.

Boeing B-17F of the 95th Bomb Group with damage to the No. 3 engine. US Air Force Despite these losses, the build up continued and the B-17Fs kept flying deeper and deeper into enemy territory. The air war became a terrible war of attrition, with both sides being steadily ground down by it. By October 1943, the redoubtable B-17F was beginning to be replaced in front line units by a new aircraft, the last of the mass produced B-17s, the G. Like the last 86 B-17Fs built, the G model had the Bendix nose turret and so would be better able to defend itself. The F’s were slowly withdrawn, but some soldiered on to the end of the war. Many were scrapped as they were retired, so there are very few original B-17Fs left in the world today. At a critical time, the F held the line for the 8th and 12th Air Forces. It enabled the development of successful tactics that were to allow the deployment of air power as a strategic weapon. A weapon that was to reach new heights, and depths, as the new B-17 came into service. ■ Words: Tim Callaway Boeing B-17 39

An atmospheric and timeless shot of Boeing B-17G 44-8846 ‘Pink Lady’.This aircraft was issued to the 351st Bomb Group on 26 March 1945 and became ‘Ball Boys’ of the 511th Bomb Squadron under the command of Major Clinton Ball. In 1954, the aircraft was acquired by Institut Géograhique National (IGN) as F-BGSP. After appearing at many air displays and events, in 1989 she represented a B-17F for the David Puttnam film, Memphis Belle. She is pictured here in the film markings with the crew all in period dress, in scene that could have come from 1943.

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Boeing B-17 41

Thorpe Abbotts Memorial to the Many

Huge numbers of US ser vicemen operated the B-17 from the UK during the Second World War, and many never returned home. California born Constance Redgrave found a small piece of East Anglia that commemorates their braver y.

D

eep in the Norfolk countryside is an exceptional and surprising little gem of a museum dedicated to the USAAF’s famous ‘Bloody Hundredth’ Bombardment Group. It is housed in the original control tower and it’s surrounding buildings at what was RAF Thorpe Abbotts, and tells the story of the daily lives, and deaths, of the personnel of an American bomber base during World War Two.

Between 1943 and 1945, over 70 sites across East Anglia became home to over 200,000 United States airmen and ground crews as they launched bombing raids into occupied Europe. This area became known as “The Fields of Little America” and Thorpe Abbotts was recorded by a photography unit, who, as well as documenting operations, preserved a very personal story common to all the airfields in this area.

Welcome to Thorpe Abbotts! The walk between the restored buildings toward the control tower gives you an impression that this is still an active airfield. Constance Redgrave

The beautifully restored control tower at Thorpe Abbotts contains restored artifacts from the 100th Bomb Group as well as restorations of complete rooms. Constance Redgrave 42 aviationclassics.co.uk

The view from the top of the control tower. The land of the airfield has been returned to agricultural use largely, but the outline of the runways and taxiways can still be seen in the crops. Constance Redgrave

AIR WAR IN EUROPE AND THE ‘BLOODY HUNDREDTH’ With the advent of Pearl Harbor, the United States, who up until then had remained strictly neutral, entered World War II with a vengeance. Many hundreds of thousands of young Americans volunteered to fight Hitler and a great many came to Norfolk, England. RAF Thorpe Abbotts became home to the 100th Bomb Group who flew B-17 Flying Fortresses, specializing in daylight raids deep into Europe. The aircraft became legendary because of their amazing ability to return home even with very serious of battle damage. The aircrews of 100th Group also became legendary, and are considered to be one of the most famous Heavy Bomb Groups of the Second World War. Thorpe Abbotts airfield was built in 1942 as an adjunct to RAF Horham. With the arrival of the USAAF 8th Air Force, both airfields were handed to the Americans and given the designation Station 139 (TA).The four squadrons of the 100th Bombardment Group (Heavy), to give the unit its full official title, arrived from Kearney Air Force Base in Nebraska on June 1943. They were assigned to the 13th Combat Bombardment Wing and given the tail code of a “Square-D”. Its operational squadrons were: 349th Bombardment Squadron (XR), 350th Bombardment Squadron (LN), 351st Bombardment Squadron (EP) and 418th Bombardment Squadron (LD) and they flew as part of the Eighth Air Force’s strategic bombing campaign. From their first mission, heavy losses earned them the nickname “The Bloody Hundredth”. Between June and October 1943, no combat unit sustained heavier losses then the Group’s original flight crews. Only four of the original 38 co-pilots completed their combat tour of 25 missions. The 100th is still vividly remembered because it was made up real characters, swashbuckling cavaliers of the skies, from their Commanding Officers through to their ground personnel. One story tells how they became a ‘marked outfit’ by the Luftwaffe after a 100 BG pilot made overtures of surrender to three Messerschmitt Bf 109s; waited until the fighters stopped shooting at them and then shot down all three fighters. Apocryphal or not, the story became part of the 100th legend because more than once they lost a dozen or more aircraft on a single sortie. The Bloody Hundredth flew over 300

The Stars and Stripes fly over Thorpe Abbotts, lest we forget. Rest in peace, gentlemen. Constance Redgrave

The 100th Bomb Group headquarters shield still adorns one of the tower walls.Constance Redgrave

combat missions and reported 177 aircraft as missing in action. Many of their stories, photographs and a complete history of this amazing group of men can be found at www.100thbg.com Some of their diaries are published in full and make for incredibly emotive reading. Background reading like this, before a visit, makes the Thorpe Abbotts museum really come alive. For the first six months the 100th Bomb Group focused their bombing raids on airfields, industries, and naval facilities in France and Germany. One such raid made on Münster, ended with only one 100th BG B-17, the Rosie’s Riveters (B-17F 42-30758) commanded by Robert Rosenthal, returning home to Thorpe Abbotts. The group received its first Distinguished Unit Citations (DUC) in August 1943 for attacking the German aircraft factory at Regensburg and they were part of the Allied campaign Operation Argument against German aircraft factories during ‘Big Week’ in February 1944. In March 1944, aircrews attacked Berlin and received its second DUC of the war. In June they bombed bridges and gun positions to support the Invasion of Normandy. In July they bombed enemy positions at Saint-Lô, followed by Brest in August and September. ➤

WHY THE ‘BLOODY’ HUNDREDTH? 100 BG did not have the highest losses of a US Bomb Group, but on eight missions, their losses were simply crippling.The nickname came from these missions, and was carried with pride by the survivors. August 17, 1943 Nine aircraft lost at Regensburg October 8, 1943 Seven aircraft lost at Bremen October 10, 1943 12 aircraft lost at Munster March 6, 1944 15 aircraft lost at Berlin May 24, 1944 Nine aircraft lost at Berlin July 29, 1944 Eight aircraft lost at Merseburg September 11, 1944 12 aircraft lost at Ruhland December 31, 1944 12 aircraft lost at Hamburg

In the engine shed a Willys jeep can be found, along with a B-17 ball turret, showing how it worked, a huge B-17 model and many other exhibits. Constance Redgrave

In October 1944, the 100th BG attacked enemy and ground defenses in the allied drive on the Siegfried Line, followed by the Ardennes during the Battle of the Bulge from December 1944 to January 1945. For its extraordinary efforts in attacking heavily defended German installations in Germany and dropping supplies to the French Forces of the Interior from June through December 1944, the 100 BG received the French Croix de guerre with Palm. Its last combat mission was in April 1945 and the following December the survivors returned home to Camp Kilmer in New Jersey. All of this and in just two years!

100TH BOMB GROUP MEMORIAL MUSEUM 100th Bomb Group Memorial Museum, Common Road, Dickleburgh, Norfolk IP21 4PH England Opening Hours: ● Admission to the Museum, café and grounds is FREE (Donations are always much appreciated) ● Allow two to three hours for your visit. (Last admission is at 4pm). ● 1 March to 31 October, weekends and bank holidays, 10am to 5pm ● Also Wednesdays from May to September only ● Closed 1 November to the end of February. ● Website: www.100bgmus.org.uk

THE CREATION OF THE MUSEUM

The view from the control tower in 1944, with a mass of B-17s in the distance across the airfield. US Air Force

Station and 100th BG personnel outside the Headquarters nissen hut, note the headquarters sheild on the left of the building. US Air Force 44 aviationclassics.co.uk

Thorpe Abbotts was returned to the RAF in June 1946 and after years of inactivity was closed in 1956. Most of the runways and hardstands were removed and the land was returned to agricultural use. A light aircraft runway was built on the former perimeter track while the remainder of the buildings was allowed to fall into ruin. In 1977 the charming control tower was rescued by a group of local volunteers and became the home of the 100th Bomb Group Memorial Museum, housing a collection of artifacts, documents, photographs, uniforms and service equipment, plus a recreation of the original teleprinter room. Receiving visits from American veterans and their relatives has also become an important part the museum’s work. Two nissen huts were added later as the museum grew. The Engine Shed holds a Second World War jeep and a recreation of a crashed P38 Lightning, as well as a reconstruction of a B17 Flying Fortress ball turret. The Sad Sack Shack (named after a B17 that operated from the airfield) houses a display of model airplanes from the Second World War and an original Link flight simulator. There’s also an atmospheric recreation of the air base’s engineering office. And like any good museum, this one is supposedly haunted. Visitors have reported a presence in the control tower of an airman dressed in full flying gear and even the sound of distant planes and crackling radio communications. These sightings began after the first Berlin raids in 1942 and he was affectionately named Eddie by the American personnel. However, not everyone was comfortable having a ghost walk through the walls where they slept and began to take their guns to bed with them. To avoid an unfortunate disaster, the station commander had to eventually threaten the men with court martial for even talking about the ghost. Today Eddie is sometimes seen paying his respects at the memorial to the fallen men of the Bloody Hundredth at Holton-le-Clay and occasionally after closing time he has been sighted in the window of the control tower. Considering how many airmen were lost

AMERICANS IN NORFOLK – A PERSONAL VIEW! As an expat American living in the UK for many years now, I continue to find the differences within our ‘special relationship’ to be wonderfully amusing.This extract below, from an article that appeared in December 2008’s Century Bulletin is a perfect example. It was written by ex LAC (Leading Aircraftsman) Robbins RAF who was stationed at Thorpe Abbots when the Americans arrived. The benefits of the arrival of the Americans so far as we were concerned were mixed: 1. Our miniature NAAFI was replaced by the PX that offered a range of goods that we were not accustomed to see in wartime Britain. 2. Our cheap cigarette ration was replaced by the American ration of 200 Camels or Lucky Strikes for 3p for twenty – not much direct use to a non-smoker but of considerable value for bartering purposes and wonderful when one went home. 3. Liberty buses to Norwich in the evenings instead of using the bike to go into Diss. 4. A transfer to American rations for food – rich, exotic and often strange to us. 5. USO concerts instead of a complete lack of entertainment.

The reason it exists.The memorial chapel at Thorpe Abbotts. Constance Redgrave from this base, the idea that one chose to hang around and keep an eye on things is kind of nice, comforting even. Personally the highlight for me is the glasshouse on the roof of the control tower where you can see what is left of the old airstrips and the big, big skies of the peaceful Norfolk countryside. A model of the airbase as it was helps you to imagine what it must have been like in the 1940s during the bomber operations. All those aircraft, and young kids, all those sacrifices and brave deeds deserve to be remembered, and Thorpe Abbotts Museum goes a long way towards making the Second World War more than just a page in a history book. ■ Words: Constance Redgrave, Photographs: Constance Redgrave and US Air Force

Against the benefits could be set some quite material disadvantages: 1. We were grossly underpaid compared with the people we worked with. 2. The strange eating habits, as they were fascinated by our normal use of both knife and fork at a meal, as we were by their habit of mixing everything up and chopping with the knife and then just using a fork. 3. The objection of the American dining hall staff to us using two plates when one was big enough. Who wants pork chop, apple sauce, potato, sweetcorn, peas, gravy, pineapple chunks, cream and strawberry jam all on one plate? 4. Eternal coffee with every meal and not a drop of tea. 5. The lack of any beer or female company in the area as the Americans could afford both.

Left: One of the men commemorated at Thorpe Abbotts is General Curtis LeMay, who commanded the 3rd Air Division.The 13th Combat Wing, to which the 100th Bomb Group belonged, was part of 3rd Air Division. Constance Redgrave Boeing B-17 45

Formation of Boeing B-17Gs of the 532nd Bomb Squadron, 381st Bomb Group. Near aircraft is B-17G-65-BO (S/N 42-37655), and far aircraft is B-17G-35-DL (S/N 42-107112). US Air Force

The B-17G The thoroughbred emerges The last mass produced version of the B-17 Flying Fortress was produced in more numbers than all the other versions put together. Of the 12,731 B-17s built, two thirds of them, 8760 were B-17Gs. The vulnerabilities of earlier models had been dealt with and the true thoroughbred had arrived.

A brand new Boeing B-17G-40-VE (S/N 42-97991) at Lockheed Vega in Burbank. US Air Force

An average of 14 aircraft a day were to roll off the three B-17G production lines, a remarkable achievement. US Air Force 46 aviationclassics.co.uk

A

s has already been discussed, the main identifying feature of the B-17G, the twin .50 cal Bendix nose turret, had already been introduced on the last 86 B-17Fs to be built. This had been a feature of the failed ‘Fortress Fighter’, the YB-40 project and had been adopted for use on the bomber version to overcome the early types’ vulnerability to head-on attacks. As production of the B-17G continued, further changes were made to the defensive armament positions throughout the aircraft. The first of these changes to be introduced was that the waist gun windows were staggered, the starboard window being placed forward of the port. Experience had shown that the waist gunners were continually interfering with one another while operating their guns, making the waist occasionally seem like a wrestling match when the formation came under heavy attack. The windows were now fully enclosed with a proper flexible mount for the gun in the centre at the bottom, which increased crew comfort enormously. The howling, freezing gale blowing in through the waist windows was no longer a feature of rear B-17 crew life. The mount was also fitted with a coiled spring device called an equilibrator, which balanced the gun at the mount, reducing the effort required to haul the manually aimed gun about in combat, and therefore crew fatigue. The nose cheek gun positions were also modified and standardised during production, so the port gun mount was now in the front window, and the starboard gun was in the second window. This reversed the positions of the late model B-17Fs, as

The original ‘stinger’ tail gun position on the B-17G. Julian Humphries The Bendix chin turret and modified cheek windows were now standard on all B-17Gs. Caliaro Luigino

The Cheyenne tail turret on the later version of the B-17G, retro-fitted to aircraft in the field. Constance Redgrave

Looking through the staggered waist windows of a B-17G. Author

experience showed that the navigator was better placed to operate the starboard gun when required. The Sperry A-1 upper turret also got a new plexiglass dome, higher and less cluttered with framing, so the flight engineer gunner now had a far better view. Lastly, a new tail gun turret was at last devised to replace the uncomfortable and limited stinger position that had been a feature of all B-17s from the E onward. Introduced on the block 80 aircraft at Boeing, the twin .50 cal machine guns were finally in a proper turret mount for better traverse and elevation. The gunner had a larger plexiglass housing around him with less framing that gave him a far better view and a reflector gunsight replaced the earlier ‘ring and bead’ type. This modification had been worked out at the United Airlines Modification Centre in Cheyenne, Wyoming, and gave rise to the new turret being known as the ‘Cheyenne tail’. Aside from aircraft being built with the new turret fitted, modification teams also upgraded aircraft in the field from kits. The B-17G had the same R-1820-97 as had been fitted to the F model, but the new aircraft had a service ceiling of about 2000 feet less

than the earlier model, even though an improved version of the General Electric turbosupercharger was fitted which gave the type a service ceiling of 35,600 feet (10,851 m). These new turbosuperchargers were controlled electrically rather than hydraulically as had been the case. The G’s rate of climb suffered too; it took the G 11 minutes longer to reach 20,000 feet than it had the F. The extra weight of the new turret and other additions to the defensive armament was taking its toll on performance. The undercarriage had also been strengthened, because the gross weight of the B-17G was now an extraordinary 9000lb (4082kg) greater than the F model, at 65,500lb (29,710kg). Interestingly, partly because of the weight issue, and partly because the formations of B17s were now so large, leaving such massive condensation trails in their wake that they could be seen from 200 miles away, it was decided to leave the aircraft unpainted from January 1944 onwards. The paint weighed about 80lb (36kg), but more importantly the matt finish increased surface drag and slowed the aircraft down. Commanders in the field were given the choice to remove the

paint from their existing aircraft as they came up for maintenance or repair, or to patch the paint, whichever was deemed easier and faster to get the aircraft back on the line. Consequently, the formations of the 8th Air Force began to be made up of a mixture of bright silver new natural metal aircraft, newly camouflage painted aircraft and patched and faded camouflaged aircraft. The veteran aircraft would be quickly spotted in any formation, and this led to a kind of reverse snobbery, as the hardy survivors of the grindingly long bombing campaign really did look the part. New looking aircraft and people in new uniforms were regarded with suspicion as being untried. The first thing a new officer did to his peaked cap was to remove the wire stiffener and roll the cap up to give it a look called the ‘50 mission crush’. Wearing headphones over it or stuffing the cap into any handy container on the aircraft for 50 missions would certainly cause it to wear and become misshapen, which was the look the wearer was trying to achieve. New was bad, raunchy and lived in was good, because it had survived. ➤ Boeing B-17 47

Smaller internal changes included upgraded and improved cockpit instrumentation and a more powerful engine fire extinguisher system. The number of B-17s who had last been seen turning for home with an engine on fire was a matter of concern. The engines were positioned forward of their oil and fuel tanks, so any uncontrolled fire could conceivably burn back through and ignite or explode the tanks. Either way, this would cause the loss of the wing and therefore the aircraft, so the new extinguisher system was capable of multiple discharges in the event of a serious fire. Since the oil system had proved vulnerable to combat damage, an emergency oil system for feathering the propellers was introduced. A number of B-17s had returned home with missing ‘run-away’ propellers that had torn themselves off the airframe because the oil system was shot out and the pilots couldn’t feather them. This was a dangerous situation for a number of reasons. The over-speeding propeller of the shut down engine might break off and come through the fuselage like a bandsaw, as happened on a number of occasions, or the engine might seize, leaving the aircraft with a huge amount of drag on one side. If it was the outer engine and the inner was also damaged, the pilots may not have enough control authority to overcome the drag, and lose control. The new emergency oil system at least gave the aircrew a backup to prevent these disasters. Like many other wartime aircraft at that time, the modifications the airframe was capable of taking without becoming overweight had about reached a peak. The G was to be the masterpiece, the truly combat capable version of the Flying Fortress, but it was also to be the limit of the types’ adaptability. The B-17G was to be used almost exclusively by the US Air Forces operating over Europe, where its inherent strength and heavy defensive firepower were put to best use against strong opposition.

This badly damaged B-17 bomber was part of Operation Frantic, the shuttle missions to Russia, photographed in Poltava, Russia, on June 22, 1944. US Air Force The first B-17Gs began to roll off the production lines in late August 1943, and the last Boeing built example was delivered on 13 April 1945, meaning that the three production lines had produced 8760 aircraft in only 20 months, an average of about 14 aircraft a day. Considering how complex the B-17 was, this is a remarkable achievement by any standards. The first B-17G was handed over to the USAAF on 4 September 1943 and began to reach front line units later that month. The 8th Air Force was now the largest of the US Air Forces, and was penetrating deeper into enemy held territory than ever before. Due to the poor weather in Europe in winter, a number of aircraft in each group had been modified to become ‘pathfinders’. These were specially equipped B-17s or B-24s fitted with a number of the radio and radar navigation aids that the British Bomber Command were using at night. Gee was a navigation aid and Oboe was a system that allowed an aircraft to drop markers on a target by receiving triangulated

An early production B-17G, still in factory finish camouflage. US Air Force 48 aviationclassics.co.uk

radio signals from transmitters in England. The range of both of these systems was limited, both by German jamming and by the curvature of the earth. An advanced version of the British H2S airborne radar, termed H2X and codenamed ‘Mickey Mouse’, was fitted to a number of B-17s. The radome containing the radar antenna was fitted instead of either the ball or nose turret to a number of aircraft, but 12 late production B-17Fs were modified in the field to have a retractable radome behind and below the nose turret, giving the aircraft a distinctly double chinned look. The radar was fitted to enable pathfinder aircraft to identify targets even through the thick cloud of the European winter, then to mark them with parachute flares or other devices to allow the rest of the formation to bomb on their marker. This system was not ideal, as the whole point of the B-17 as a weapon system was to bomb pinpoint targets accurately, but it did allow the offensive to continue while the weather would otherwise have made it impossible, and some remarkable results were achieved with it. Despite the weather, there was no slackening of the pace of operations for the rapidly growing 8th Air Force. More airfields were being built, and more units were arriving, including the 401st Bomb Group, the first to be completely equipped with the B-17G, who took up residence at Deenethorpe on 3 November 1943. This unit was to achieve the second best rating for bombing accuracy in the 8th Air Force in its brief history, as it was deactivated shortly after the end of the war. The number of fighter units was also growing, so fighter escort became the norm even for deep penetrations, when the bomber force would be met at various stages of the route by different units who had flown directly to the rendezvous points to conserve fuel and extend their range to the maximum. This changed again from November 1943 with the introduction of the 357th Fighter Group and their new fighter, the P-51B Mustang. As more of these superb fighters arrived in theatre, long range escort too and from the target became possible, and the

Boeing B-17G of the 91st Bomb Group. US Air Force

concept of a daylight bombing force able to roam at will across enemy territory became a terrifyingly powerful reality. The B-17s continued to suffer sometimes heavy losses despite all these improvements, particularly to flak and to the ever present, or so it seemed, Luftwaffe fighters. The Luftwaffe had introduced new weapons to combat the massive force of armoured and heavily armed bombers facing them. Large air launched unguided rockets with fragmentation warheads were carried by Me 110 and FW 190 fighters, and were intended to break up the tight bomber formations rather than shoot down individual aircraft, although they frequently did so. The deployment of these rockets required the attacking fighter to fly straight and level toward the B-17 formation while delivering them, and in the face of a determined fighter escort, this was nigh on suicidal. Heavy cannon were experimented with, including a massive 50mm cannon, but the additional armament made the heavy fighter versions of such aircraft as the Bf109 and the FW190 relatively sluggish and slow to manoeuvre, and again they fell prey to the fighter escort. Armoured versions of the FW190 armed with additional underwing cannon packs or unguided rockets began to make an appearance, as did a whole new generation of aircraft, the first rocket and jet powered fighters. The Me163 rocket powered fighter was a point defence interceptor armed with two 30mm cannon. Small and fast, the aircraft made an agile opponent, difficult to see but armed with a heavy punch. The first German jet fighter was the Me262, a twin engined fighter armed with four 30mm cannon in a close grouping in the nose and unguided R4M rockets under the wings. The firepower of this aircraft, coupled with its great speed, made it horribly effective against the bomber formations. Only a short burst of a few rounds could rip the wing off a B-17, even with its upgraded armour. Fortunately for the American aircrews, the Me262 suffered from engine problems and were only ever available in small numbers toward the end of the war.

Boeing B-17G-50-VE (S/N 44-8167) of the 15th Air Force, 2nd Bomb Group, 96th Bomb Squadron, during an in-flight bomb drop. US Air Force The late model P-51 Mustangs were so fast they could even catch the jet if they had the advantage of height, and several were shot down by the escorts. Despite the overwhelming numbers they were facing on a daily basis, the Luftwaffe fighter pilots fought like lions, regularly diving in to attack formations where they were outnumbered not tens, but hundreds to one. No one in the 8th Air Force had cause to doubt their bravery, but towards the end there was a tragic element to that courage, as there is nothing so brave as a man defending his home, even though he knows his cause is lost. In the midst of all these developments, the hard working B-17 crews had a never ending stream of missions to complete. In the early part of 1944 there was an all out offensive against the German aircraft industry. The aim was to cripple German fighter production, prior to the much anticipated invasion of the continent, and to draw the Luftwaffe into a series of decisive battles in defence of the vital factories to finally establish Allied air superiority over Europe. Officially termed ‘Operation Argument’, but more commonly called ‘Big Week’, the

massive raids took place between 20 and 25 February 1944. Many of the targets were in cities far from the UK, so the raids were split between the 8th Air Force, who flew over 3000 sorties that week, and the newly formed 15th Air Force based around Foggia in Italy, who flew over 500 more. Aircraft factories and their airfields and heavy industrial plants in Leipzig, Brunswick, Gotha, Regensburg, Schweinfurt, Augsburg, Stuttgart in Germany and Steyr in Austria were all attacked, including the ball bearing works in Schweinfurt, infamous since the heavy losses of the attack in October the previous year. The difference between the first raid and the ‘Big Week’ raids was a simple one. Numbers. Imagine dawn on 20 February 1944, living in East Anglia. Snow showers have left a sprinkling across the fenland counties during the night, and it is bitterly cold under dark leaden, heavy clouds. The light north-easterly breeze has a real chill in it with the promise of more snow. Steadily, a rumbling grows, increasing in depth and volume until everything seems to be shaking in its strident thunder. The sky seems darker still as a shroud of aluminium is steadily unveiled across it. ➤ Boeing B-17 49

Four thousand Wright Cyclones bellow insistently across the land. The ‘Mighty Eighth’ are going to war. 1000 bombers are airborne in 16 combat wings aiming for 12 separate targets in Germany, and this is just the first raid of the week, all the raids despatched were of this magnitude. On this first raid, only 21 bombers were lost out of the entire force, partly due to the German fighter force being confused by the multiple large raids and only successfully intercepting one of them in large numbers, and partly due to the sheer scale of the raid. It was also the only time three Congressional Medal of Honours were awarded to UK based aircrew in a single day. 1st Lt William R Lawley of the 305th BG brought his crippled B-17 back, despite being severely wounded in the face and his co-pilot killed. He landed the aircraft at Redhill, with two engines out and another on fire, to successfully save his seven wounded crewmen who could not parachute to safety. On board a 351st BG B-17, a cannon shell exploded in the cockpit, killing the co-pilot and rendering the pilot unconscious. The aircraft began to fly erratically, so the bombardier ordered the crew to bale out and jumped himself. Ball turret gunner and flight engineer Sgt Archie Mathies and navigator Walter Truemper regained control, and with the rest of the crew set course for England, despite neither Mathies nor Truemper

having any real flying experience. The cold blasting air in the shattered cockpit meant that the crew had to take it in turns to keep the aircraft straight and level, no-one could stand the numbing airflow for long. On arriving over Polebrook, the rest of the crew were ordered to bale out, and the two men tried to land to save the wounded pilots life. They were talked down on the radio twice, but both times were too high and had to abort. Sadly, on the third attempt, the aircraft stalled and crashed, and the brave Mathies and Truemper were killed. The unconscious pilot was recovered alive from the wreckage, but died later of his wounds. Tales of extraordinary heroism like these were happening every day among the B-17 crews, this is simply how life was for them. Their utter determination to succeed, regardless of odds or wounds, is what makes up a large part of the B-17 legend. It was the quality of the people as much as the machine that made the daylight bombing campaign both possible and ultimately successful. ‘Big Week’ cost the 8th Air Force 97 B-17s and 40 B-24s, with another 23 aircraft having to be written off and scrapped due to the nature of the damage inflicted on them. The 15th Air Force lost 90 aircraft on their raids, the numbers being exacerbated by the fact that damaged aircraft had to negotiate the Alps to return to their bases in southern Italy.

Although these numbers seem high, in terms of the size of the raids, losses were extremely light. The best example is the second raid on Schweinfurt; the first raid on 17 August 1943 had cost the 8th Air Force nearly one third of the attacking force, on the ‘Big Week’ raid, this fell to under seven percent. A great deal of damage was done to the German aircraft industry, but this was to recover by dispersing the factories, many to underground and secret sites. The Luftwaffe pilots were feeling the attrition effects of fighting a war on three fronts, and never again really challenged the bomber raids in the way they had in 1943. The twin-engined fighter units had suffered horrendous casualties to the Allied fighter escorts, and were withdrawn from the air defence role completely. Air superiority was now with the Allies, and the Luftwaffe was never to regain it. The 8th Air Force, now with 30 heavy bombardment groups and the largest US Air Force by far, began to roam at will over Germany, trying to force the remaining Luftwaffe fighters up to fight. The first raid on Berlin took place on 4 March 1944. 730 heavy bombers, mostly B-17s, were escorted by 800 fighters. Although 69 B-17s were lost, it was a strike against the German capital in daylight. It is said that the leader of the German fighter forces, Major General Adolf Galland was outside the Air Ministry building when the air

Boeing B-17G-20-VE (S/N 42-97557) “Mercy’s Madhouse” (VK-X) of the 303rd Bomb Group, 358th Bomb Squadron, after a wheels-up emergency landing on Dec. 7, 1944. US Air Force

The original positions of the waist gunner windows meant they could and did interfere with each other. US Air Force

Boeing B-17G with bomb bay doors open over Berlin.This aircraft belongs to the 452nd Bomb Group. US Air Force 50 aviationclassics.co.uk

Factory fresh B-17Gs with the aircraft that replaced them as the USAAF’s strategic bomber, the Boeing B-29. US Air Force

Princess Elizabeth at the dedication ceremony for this Boeing B-17G of the 306th Bomb Group, which was named “Rose of York” in her honour.The aircraft was later lost after a mission to Berlin when it crashed into the North Sea. US Air Force raid sirens sounded. He looked up, and saw single engined fighters escorting the bombers over Berlin, and knew they must have come from England. He turned to his companion and said, “That’s it, we’ve lost the war.” Sadly, it was to take over another year of fighting and many more lives before that statement became true. The CBO finished on 1 April 1944, and the Allied Air Forces went over to sorties aimed at preparing the way for the invasion of the continent in June. The strategic bombing campaign continued, but the priority of targets had changed. Many B17s would be lost, but never in the numbers that had stricken the 8th Air Force previously. The end was in sight, and when it came the massive B-17 force was to almost completely disappear within a year. The B17G was produced in greater numbers than any other model, right up to the end of the war, but it was already rendered obsolete by aircraft like the B-29. Small numbers of the aircraft ended up in secondary roles, but many were scrapped, or put out into the desert airfields to await disposal. A sad end for a strong and reliable machine. However, some were to survive, some in very unusual ways, as will be discussed in the next articles. ■ Words: Tim Callaway

With the withdrawal of the German army, the Dutch civilian population were left starving, and appealed to the Allies for assistance. Food supply flights were planned with the co-operation with the Germans, who would not fire on aircraft engaged in the mission. Called Operation Chowhound, 10 bomb groups of the US 3rd Air Division flew 2268 sorties beginning 1 May 1945, delivering a total of 4000 tons. 400 B-17Gs dropped 800 tons of K-rations during May 1–3, on Amsterdam Schiphol Airport. US Air Force

The Dutch civilians let the B-17 crews know how much their lifesaving efforts were appreciated. US Air Force

B-17G 44-85784, received by USAF on 19 June 1945 but did not see operational service, served with the Institute Geographic National in France on survey work. Acquired by Ted White to serve as a flying memorial and named Sally B. Chris Sandham-Bailey/Inkworm

Boeing B-17 51

Inside the B-17

Walking through the crew positions from nose to tail, with all their attendant equipment. The B-17 carried a nominal crew of 10 in both the F and G models, the most produced versions of the aircraft. We will take a look at each of the crew positions in turn, and get a close up look at what life was like for the crew of a Flying Fortress. For the purpose of this article, we are using four B17Gs as our models, the Collings Foundation’s ‘Nine O’ Nine’, the Lone Star Flight Museum’s ‘Thunderbird’, the Royal Air Force Museum’s 44-83868 and The B-17 Charitable Trust’s ‘Sally B’.

L

et us start our tour in the nose, which can be reached either from the nose hatch if you were athletic or had a ladder handy, or via a hatchway that came up between the pilots in the cockpit.

BOMBARDIER’S STATION The first crew station in the B-17, and easily the most exposed, is not a position for anyone who suffers from vertigo. Even with the wheels firmly on the ground, the bombardier’s chair is a good 10 feet in the air. However, this is the heart of the B-17, its reason for existing. Seated on the small swivel chair, like a piece of office equipment but with a two-inch broad lap safely belt, you are completely surrounded by plexiglass. It is as if you are

Interior view of the bombardier’s station. Caliaro Luigino

halfway across a fish bowl, and the view on a mass B-17 mission must have been both stunning and terrifying at the same time. Between your feet is the super-secret (at the time) Norden bombsight through which you are responsible for accurately delivering the B-17s bomb load. During the bombing run, you actually have control of the aircraft through the adjustment mechanisms of the sight, slaved through the simple autopilot. You crouch over the sight to use it, leaning forward into the perspex nose space and looking down on the target through its complex and powerful optics. To use the sight accurately you needed to enter certain data to allow the sight to compensate for the wind and the movement of the aircraft. This information comes from the instrument panel on the left wall of the

nose next to your seat. Here you had the port cheek .50 cal (12.7mm) hand-aimed machine gun in its blister window, below which were an altimeter, air speed indicator and outside air temperature guage mounted in a panel. Forward of these instruments was the bomb selector panel, which enabled you to select how many bombs were dropped and who was responsible for dropping them, as both the pilot and bombadier have bomb release switches. At the bottom of this stack was a programmable automatic release system which would drop selected bombs over a set period of time. The bomb release switch was mounted on the front of this panel on all models of the F and G. On later G models, next to your left ankle on the floor was a circular topped box with three levers sticking out of it, looking for all the world like a

throttle quadrant. These three levers were the bomb bay door lever on the right, and the two levers that actually selected the racks, internal or external, of bombs to be dropped. On the right hand wall, the starboard cheek .50 cal was one bay further back, and was usually operated by the navigator. Next to your seat on the starboard wall were your oxygen supply station and its guages and your intercom box for speaking to the rest of the crew. The two ammunition boxes for the cheek .50 cals were on the floor to the right of your seat and slightly behind it. On other B-17 models, that would have been it, but the B-17G has an additional system for the bombardier to master. Right in front of your face is a reflector gunsight slaved to the Bendix twin .50 cal (12.7mm) chin turret under your seat. It literally is directly under you, your seat is mounted over the actuators and floor mounting of the turret that protrude into the nose. Where the sight points, so does the turret as both are electrically actuated. To control the turret in pitch and yaw, an actuator handle, which is in its stowed position to your right in the main photograph, can be swung down and left directly in front of you. This has two large control handles, not unlike an X-box controller, which allow you to move the guns up and down, rotate the turret left and right, and of course, fire the weapons. As you move the turret, the sight also moves, its reflected aiming point on the small square of glass showing you exactly where your bullets will go. The bombardier’s seat is an extremely exposed position, but a vital and busy one.

The navigator’s station. Author

NAVIGATOR’S STATION

Close up of the right side of the bombadier’s position with the right cheek gun. Caliaro Luigino

The bomb panel on the left side of the bombardier’s position. Author

Behind the bombardier’s seat in the extreme nose of the aircraft, on the left hand side of the nose is a desk, with a seat in front of it, again a swivel chair with a lap strap. This is the navigator’s station. To use the desk, on which you would lay out your maps and charts for the flight, you would be facing sideways, to the left. The desk is equipped with a small angle lamp for map reading at night or in very bad weather. There is a shelf above the desk, where the gyroscope for the gyro compass sits, along with its control box. Hanging from the shelf, just above eye level is the the gyro compass and radio compass, a simple radio navigation aid similar in function to a modern ADF found in many light aircraft. You can easily read the bombadier’s air speed indicator and altimeter from your seat, which gives you all the information you need to navigate acurately. Above the desk, mounted on the left side wall of the fuselage, is your oxygen controller and intercom plug. Behind you as you sit, mounted on the right wall of the fuselage is the right cheek .50 cal (12.7mm) machine gun in its blister window. You could use either the right or left cheek gun, but the right hand one is easier to reach by far. Behind the gun under the third window on the right side of the fuselage is what in essence is a small periscope, calibrated to let

Behind the navigator was the right cheek gun and the drift sight on the right side of the nose. Caliaro Luigino you work out what the wind was at your altitude. This is called the drift sight, and since you knew the direction you were supposed to be heading, you could look through this device and calculate how far off that course the wind was pushing you, or drifting you. Therefore you could calculate the strength of the wind on that day at that height. This was not only important to the navigator for accurate navigation, but also for the bombadier, who took the information from the sight and fed it into the Norden bombsight to allow for the strength of the wind on his bomb run. The navigator was responsible for keeping the B-17 on course and on time, and in the formation bombing raids the aircraft was most often used for, the formation leader navigators were responsible for the accuracy of the whole raid, as a mistake could throw the whole formation off. Moving back down the fuselage, through the hatchway in the roof at the back of the nose compartment, brings us up into the cockpit, standing between the two pilots’ seats. ➤ Boeing B-17 53

COMMANDER AND SECOND PILOT’S COCKPIT The cockpit of a B-17 seems unbelievably complex at first glance, but when the mass of intruments and controls are broken down into their relevant groups, it becomes greatly simplified. This is a large multi-crew, four-engined aircraft, so consequently in the cockpit there are four sets of engine controls and instruments, just for a start. The aircraft commander sat on the left, the second pilot or co-pilot on the right. Let’s start on the left wall of the fuselage, next to the commander’s seat. Here are the intercom control box, radio selector, vacuum pump selector switch and electrical panel that allow the commander to control who he was talking to both in the aircraft and on the radio, which vacuum pump was supplying pressure to drive his flight instruments, and which of the four engine driven generators was supplying both AC and DC electrical power to the aircraft’s many systems. A small lamp on a flexible mount was fitted above these in the corner of the panel to allow the commander to read his instruments at night. Immediately in front of his and the copilot’s seat are duplicate sets of the main flying controls. A large control yoke, like half a car steering wheel mounted on a pole, has the Boeing logo tastefully decorating the centre boss. The wheel controls the ailerons, rolling the aircraft left and right as you turn it left and right. Pulling or pushing on the yoke controls the elevators, raising or lowering the aircraft’s nose. Under your feet are two large

The main cockpit instrument panel. Caliaro Luigino

pedals, controlling the rudder. Push on the left pedal and the nose yaws to the left, and vice versa with the right pedal. Now to the flight instruments. This often depends on which model of B-17 you have, and how it has been restored. On the panel in front of the commander in a standard aircraft are ancilliary flight instruments such as the radio compass and remote compass as well as a number of system guages for the vacuum pumps and oxygen supplies for the commander and copilot. The main flight instruments are clustered in the centre panel where both pilots can see them clearly. Often in many of the restored B17s flying today, these include modern radios and radio navigation aids, such as ADF and VOR. The basic group have not changed however, and still include an air speed indicator, gyro compass, altimeter, turn and bank indicator, climb and descent indicator and artificial horizon. There is also a flap position indicator to show the pilot how much flap he has selected for landing or take-off. The right hand panel in front of the copilot includes all of the engine instruments, but of course there are four sets of them which is why it initially looks so complicated. The manifold pressure, RPM (revolutions per minute), oil pressure, fuel pressure and cylinder, oil and carburettor temperature guages all have two needles on each, to cut down on the number of instruments needed to monitor all four engines. The General Electric turbochargers, that allowed the engines to produce full power at high altitude, were complex and easily

mishandled, so close monitoring of the engines’ condition was very important in a B17. On some restored B-17s, the flight instruments are duplicated on both pilots panels, with the engine instruments clustered in the centre panel, like the main photo below. There are many variations, largely because most of the aircraft still flying today passed through both military and civil users and many modifications before being restored, consequently, each aircraft is now pretty much unique. Above the engine instruments are a set of large, red, emergency ‘feathering’ buttons, which either pilot can reach in a hurry. These turn the propeller blades of the selected engine edge-on to the airflow, stopping the propeller from windmilling and overspeeding the engine, but just as importantly, reducing the drag when an engine had to be stopped in flight. Below the centre panel, a large quadrant sticks out inbetween the pilots’ seats. On top next to the instrument panel are various switches for the engine starters and electrical systems. There are also control switches for the engine cowling flaps, enabling you to open them to keep the engines within temperature limits on the ground or at slow speed, or close them to reduce drag in flight and keep the engine temperatures balanced in the cold high speed air of cruising flight. Below these are four black headed levers that control the fuel mixture for each engine. As you climb higher, the air gets thinner, so you have to reduce the amount of fuel going to each engine to keep the mixture of fuel

and air perfectly balanced. To the right of these is a box with a large dial on it. This controls the manifold pressure in the engines, by controlling the turbochargers. To much pressure can damage the engines badly, so great care was taken with this device, balancing the turbo pressure using the intruments to achieve the best power for any given altitude. Behind these were four large throttle levers, push them forward for full power, and pull them all the way back for engine idle. Below these were four more black or brown headed leavers that controlled the pitch of the propeller blades. You would want to maintain the highest possible propeller RPM, keeping the angle of the blades low, or fine pitch as it is called, for take-off and landing, to get the maximum responsiveness from the engines. Once in the cruise at high altitude, coarse pitch could be selected to make each turn of the blades work hardest in the thin air. Three white headed levers among the three sets of engine control levers allowed you to lock them in place once the desired setting had been reached. On the end of the central pedestal was the autopilot adjustment controls, which as well as flying the aircraft straight and level, gave the pilot the ability to hand control over to the bombardier on the bomb run. Lastly, right down on the floor were the rudder trim wheel to trim the aircraft to fly straight, and the elevator and tailwheel locking levers. A large wheel on the commander’s side of the quadrant was the elevator trim wheel, allowing the pilot to trim the aircraft for level flight. On the co-pilot’s side of the cockpit, the flying controls were largely a repeat of the commander’s set and as has already been mentioned, his panel was full of engine instruments. However, on the right hand wall of the cockpit, he had a large box of emergency controls that switch on the engine mounted fire extinguishers in case an engine caught fire in flight. Since the main fuel and oil tanks on a B-17 were in the wings behind the engines, any engine fire could be extremely dangerous and needed to be controlled immediately. Also, by the co-pilot’s right knee on the wall of the fuselage was a set of levers that controlled the intercooler temperatures to the turbochargers. Above the pilots’ heads,

The co-pilot’s side of the cockpit. Caliaro Luigino mounted in the centre panel of the cockpit glazing was one last group of instruments. The intercom for the pilots and flight engineer was here, as was the control set for the radio navigation equipment. Aside from the hydraulic system pressure guage, the last instrument was one of the oldest taken into the air, the simple magnetic compass. Since the flight engineer also manned the

Bendix upper turret just behind the pilots, he often assisted the pilots by managing the engine controls by kneeling between the pilots’ seats for take-off and sometimes for landing. He also called the airspeed to the pilots on take-off to allow them to concentrate on flying the aircraft. If we move behind the pilots seats now and take a step back, we will be in his position. ➤

Boeing B-17 55

The commander’s side of the cockpit. Author

The roof instrument panel in the cockpit. Author 56 aviationclassics.co.uk

The main throttle quadrant between the pilots’seats.Caliaro Luigino

FLIGHT ENGINEER’S STATION AND UPPER TURRET

The flight engineer’s station. Author

The fuel selector switches on the main spar. Author

Above left: The rear cockpit bulkhead with the main circuit breaker panel on the right and the upper turret just visible at the top. Above middle: Looking aft into the bomb bay from the front. Caliaro Luigino Above right: Looking forward into the bomb bay from aft.The emergency undercarriage lowering sockets can be seen on the front bulkhead and front step Caliaro Luigino

The flight engineer’s station comprises the back half of the cockpit compartment. As has already been said, the flight engineers two main responsibilities were to assist the pilots with engine, fuel, hydraulic and electrical systems, and to man the twin .50 cal (12.7mm) Bendix upper turret. He was also fully trained in all the aircraft’s systems, could maintain the whole aircraft when operating away from its home base, and could often make temporary repairs for damaged systems in flight. His turret position was mounted in the rear cockpit roof and has a small sling seat and foot rests to allow the flight engineer to climb up into it and remain there. The turret was electrically actuated, two control handles, again, not unlike an Xbox controller, moved the guns up and down and turned the turret, as well as being equipped with triggers to fire the guns. The right hand handle also controlled the ranging of the turret and sight by twisting it. There was a small reflector sight mounted inbetween the guns that enabled accurate aiming. Just behind the commander’s seat on the left of the cockpit looking forward, was the flight engineer’s seat and desk he used when not manning the turret. This held the intercom control but was mostly used for writing up the engineering log of faults or defects to report to the groundcrew after the flight. On the left wall of the cockpit next to his seat was the flight engineer’s oxygen control point. Looking aft from the flight engineer’s seat, there was a bulkhead with a door in it at the back of the cockpit beyond the turret. The door opened onto the catwalk down the middle of the bomb bay. The bottom of the bulkhead was actually the main wing spar running through the fuselage. On this, at the bottom of the door, were mounted two selector levers that enabled the flight engineer to pump fuel from tank to tank in the wings and manage the fuel on the aircraft effectively. On the left side of the bulkhead, as you look aft, was the main hydraulic reservoir tank, whereas on the right was the main electrical panel with all the fuses or circuit breakers for the aircraft’s electrical systems. Moving aft through the bulkhead door we now enter the bomb bay, standing on the catwalk down its center. This catwalk is actually the very strong fuselage keel through this area, and connects the main wing spar to the rear wingspar, both of which form the front and rear bulkheads of the bomb bay as they cross the fuselage. Inside the bomb bay, aside from the bomb racks, are the emergency undercarriage lowering points into which crank handles are inserted and turned to manually lower the wheels in the case of a system failure. The crank handles to do this are mounted in brackets on the aft bulkhead of the next compartment, the wireless operator’s. ➤ Boeing B-17 57

WIRELESS OPERATOR’S STATION Without doubt, the largest and most comfortable compartment in the B-17, the wireless operator’s station was enclosed between two bulkheads with doors, aft of the bomb bay and forward of the rear gunnery compartment with the ball and waist gunners. The wireless operator’s seat was on the left side of the fuselage, looking forward, in front of a large desk mounted on the bulkhead to the left side of the door. This held the main long range radio receiver and a morse key, and left enough space for him to keep the log of messages received. On the bulkhead immediately behind his seat was the main long range transmitter unit. Next to his seat was the usual intercom connection box and oxygen control point. On the same bulkhead, but on the right side of the door, two shelves held two transmitters

and three recievers for what was known as the command radio, a short range system for talking between formation aircraft or nearby local ground stations. Opposite these, on the right side of the rear bulhead, were five transmitter tuning units. Aside from enabling the aircraft commanders to talk to one another and taking messages from their home base, the wireless operator could also assist the navigator in transmitting for a radio fix from ground stations to discover their position if they became lost. Under the floor of the compartment was the bombing camera, that took photographs of the target during and after the bomb run and was operated by the wireless operator. Lastly, many B-17s had a single .50 cal (12.7mm) machine gun in a swivel mount in the large upper glazed hatch. The wireless operator may not have been able to see much

from there, and its defensive value was questionable, but the morale value to wireless operators of being able to shoot back was unquestionable. The radio operator was also trained to be the first aid man on the crew. Emergency equipment such as first aid kits and other tools were located in the radio room, considered to be the safest place in the aircraft during ditching or crash landing. In the event of such an emergency all crew members, except the pilots, would come to the radio room and sit on the floor with their backs toward the forward bulkhead. Once the aircraft was stopped, the large glazed hatch in the roof could be quickly jettisoned for a quick exit. Stepping through the rear bulkhead of the wireless operator’s compartment, we enter the main gunners’ compartment, with the ball, waist and tail turret aft of us. ➤

The right side forward bulkhead of the wireless operator’s compartment fitted with the command radio transmitters and receivers. Caliaro Luigino

The emergency crank handles stowed on the rear right bulkhead of the compartment. Author Left: The wireless operator’s station. Caliaro Luigino 58 aviationclassics.co.uk

The ball turret mounting from forward. Caliaro Luigino

Above left: The ball turret mounting without the ancillary equipment showing the electrical panel on the bulkhead and a clear view of the support mechanism. Constance Redgrave Above: The interior of the ball turret showing the seat, foot pedals, control handles and sighting window. Constance Redgrave

Exterior of the ball turret with the hatch open. Constance Redgrave

BALL TURRET The Sperry ball turret has to be one of the most innovative aircraft defensive systems ever developed. In the B-17, it is mounted in the fuselage immediately aft of the wireless operator’s compartment. A central shaft runs down from the top of the fuselage and connects to the two arms that mount to the centre on either side of the spherical turret. This enables the electrically driven turret to revolve 360 degrees and pitch through 170, covering the aircraft against all attackers from below. The ammunition boxes and feeds are inside the aircraft, mounted on brackets attached to the central shaft. The gunner’s oxygen supply and intercom link also ran down the central shaft, so never restricted the movement of the turret. The turret was never manned for take-off and landing, and was stowed with the guns pointing aft. The hatch was on the back side away from the guns, so once airborne it had to be manually cranked around until the hatch was inside the aircraft and the gunner

The interior of the ball turret showing the sighting window and the mount for the sight. could open it and get in. Once inside and strapped in, the gunner turned the power on and operated the turret with his two hand controllers inside. The ball turret was well named, not only was it spherical, but the gunner was rolled up in a ball in the foetal position to operate it. His feet were in stirrups, held either side of the circular armoured glass sighting window. As he was tucked up in a ball, he looked through this window between his knees. Between his face and the window was a computing gunsight. His left foot pedal adjusted the sight, and when he had a target framed in the sight, the range was correct. Two handles stuck out above the sight which turned and pitched the turret up and down. On the end of the handles were electrical firing buttons that fired both guns. Although on paper this position would appear dangerous, in fact, ball turret gunners, being rolled up inside an armoured ball, suffered fewer injuries than most other crew positions.

Below: The ball turret mounting from aft Caliaro Luigino

THE WAIST GUNNERS’ STATIONS

Looking forward through the waist gunners’ positions. Caliaro Luigino

Stepping around the ball turret and heading aft we come to the waist gunners’ stations. These are two large windows on either side of the fuselage with a swivel mount for a single hand operated .50 cal (12.7 mm) machine gun in each. On the first B-17s, these windows were opposite each other, which made it impossible for the gunners to track targets without barging into one another. The lesson of staggering the windows, with the right hand window as you look forward being two frames further forward than the left window, was first learned on the YB-40 escort fighter version of the B-17, and incorporated into every model of B-17 built after that. The gunners’ stations were identical, with an intercom connection

Close up of the port waist gunner’s position. Author

and oxygen control point mounted on the fuselage wall next to their positions, along with the ammunition boxes for their guns. The weapons had simple iron sights and to aim them was purely a question of muscle. On many B-17s, the gunners chose to remove the windows, either once in the cruise, or permanently, as it geve them a better view. This meant they were standing wrestling a heavy gun in the freezing airflow, an amazing feat of endurance on missions as long as 10 or 12 hours. Moving aft towards the tail gunner’s position, there is an Elsan type chemical toilet on the floor just in front of the retractable tailwheel housing. You have to climb past this, then over the tailplane mainspar to reach the tail turret. ➤

Close up of the starboard waist gunner’s position. Caliaro Luigino

Looking forward through the waist gunners’ positions. Caliaro Luigino

The tail gunner’s oxygen regulator on the fuselage wall. Author

THE TAIL GUNNER’S STATION On the early B-17s there were no tail guns, a shortcoming that quickly was resolved from operational experience. The first tail gun positions, know as ‘stinger’ types were fairly simple. A glazed housing was built at the base of the rudder to allow the gunner to see any aircraft approaching from astern. Two hand operated .50 cal machine guns were mounted on a simple swivel mount in the extreme tail, the barrels projecting about two and a half feet from the fuselage. The gunner sat on a simple wooden seat with his knees on two pads to either side of the guns. These guns were mechanically connected to a simple ring and bead type sight mounted in front of the gunner’s rear window. As he moved the guns, the sight moved. On either side of him were the ammunition boxes for the guns, as well as the usual intercom connector and oxygen control point. The tail gunner had his own escape hatch just under the starboard tailplane, as there was no way he could have reached the main escape door quickly in an emergency. Later B-17s were built with a new and much improved tail turret called a Cheyenne tail. This was a powered turret fitted with a reflector gunsight and enabled far greater movement of the tail guns than the earlier stinger had. For take-off and landing, the tail, waist and ball gunners would all be seated on the floor of the wireless operator’s compartment. Only after climbing out from their base would the gunners move to their gun positions and get them set up for what was likely to be a very long day. ■ Words: Tim Callaway Right: The tail gunner’s position in the stinger type tail. Author 62 aviationclassics.co.uk

Looking aft past the tailwheel mount and the tailplane spar.

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The vital groundcrews of the B-17s

The work of the ground crews is often overlooked in militar y histories, but without them, the raids and famous events that aircrew achieved simply would not happen. In the case of the B-17, the 8th Air Force would have run out of aircraft on several occasions if the engineering teams had not been on hand to repair and reconstruct the large numbers of battle damaged aircraft.

Parked aircraft at Deenethorpe, England. Closest aircraft is Boeing B-17G-80-BO (S/N 43-38077) (IY-Q) of the 401st Bomb Group, 615th Bomb Squadron. Photo taken on Jan. 12, 1945. U.S. Air Force

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Boeing B-17F-27-BO (S/N 41-24606) of the 303rd Bomb Group, 358th Bomb Squadron, in the squadron maintenance area with engines removed. U.S. Air Force

Refuelling a B-17F could be a long job on those aircraft equipped with ‘Tokyo Tanks’. U.S. Air Force 64 aviationclassics.co.uk

he life of the average groundcrew working on B-17s could be and often was a miserable one. In the Far East and the Pacific, just simply doing your job could expose you to monsoons, hurricanes and sweltering heat, not to mention the poisonous snakes, spiders and other animals that took shelter in the aircraft you were trying to work on. Accommodation was usually tented, or some sort of rudimentary shelter, and food was dull, monotonous and never sufficient. Add to that the ever present threat of tropical diseases from insects and poor water supplies, then the sheer travail of manual labour on heavy bombers became infinitely more difficult. In the European theatre, life had different hazards. The weather was at least a little less violent, but the cold of a British winter presented its own hardships. Initially, a great deal of the accommodation was in tents, very unsuitable for winter temperatures, but as the force build up continued and more bases were completed, most ground crews were billeted in Nissen huts, which while better than a tent, were draughty, cold and damp. While this was bearable in the summer months, winter was a different matter. Because of the confined nature of the accommodation, disease could spread like wildfire through a hut sealed up to protect the occupants as best they could from the winter chill. The B-17 is a large aircraft, its tail stands 19 feet 2 inches (5.84 m) above the ground. Because it is a tailwheel design, the nose and engines are about 10 feet (3 m) in the air, so any work being done on these requires the use of a stand or ladder. A simple scaffolding stand with a flat platform on wheels was issued to most heavy bomber units, as it was useful for any of the larger designs of aircraft.

Boeing B-17G-1-VE (S/N 42-39801) “Northern Queen” of the 94th Bomb Group, 33rd Bomb Squadron. U.S. Air Force Ladders were also issued, but groundcrews became adept at fashioning their own equipment and acquiring what they needed from local supplies. The generous American Forces cigarette ration became particularly useful in this regard. Even so, working in the winter on ice or snow bound platforms or ladders propped against the freezing metal of airframes was hazardous, there were many injuries to engineers, some serious, and a number of deaths from accidents. What is not widely known is that most of the day to day maintenance work, and indeed most heavy tasks, took place in the open. Hangars were available, but major overhauls and repairing the massive damage some aircraft made it home with took up most of the space. One less recognized task for the

ground crew was to remove human remains from the damaged aircraft. They were usually familiar with their aircrew, so the effect of this on morale is obvious and the effect of this as a long term stress has never really been examined. Although the aircrews got to complete a tour and rest, the groundcrews were in it for the duration. Every day, operations or not, engineers would be found repairing and preparing aircraft all over the airfields of the 8th Air Force, predominantly on hardstands in the open. Because of this, the warm heavy sheepskin lined flying jackets of the aircrew became much prized items, bartered for or stolen wherever possible. After a year of war, it was nearly impossible to identify who was air or ground crew at an average US base. ➤

Nuthampstead, England – Aircraft mechanics with the 398th Bombardment Group change a B-17 Flying Fortress engine. During the group’s stay in England from May 1944 to April 1945, the 398th flew 195 missions and lost 292 men and 70 B-17 aircraft in combat. U.S. Air Force Boeing B-17 65

A Coastal Command Boeing Fortress IIA of 220 Squadron receives treatment to its engines in a hangar at Benbecula in the Outer Hebrides, in May 1943. Author’s collection

Op Frantic - MSgt. John M. Bassett, Lenin Boykov of Leningrad, and MSgt. Michael Cajolda service a visiting task force bomber. U.S. Air Force

Ground crew at the fuel depot refilling one of the Groups bowsers. U.S. Air Force

A Dodge fuel bowser with the line of recently delivered aircraft at Prestwick, March 1944.U.S. Air Force 66 aviationclassics.co.uk

Engineers did not only work at their own bases. Frequently aircraft were forced to land at other airfields, either by weather or damage, and sometimes the nearest large field had to suffice in an emergency. If the location was another airfield, then local resources could be used to assist in making sufficient repairs to get the aircraft back to its base. In the case of a field landing, the groundcrews had to assemble and transport all the equipment they needed to complete the work. When the shuttle missions started, groundcrews found themselves in the front line, travelling to the shuttle point of the mission. This might have been North Africa or Russia, but either way entailed a hazardous journey to maintain and repair the aircraft on arrival in order for them to complete the return mission. As well as engineers, armourers also travelled on the shuttle missions, and to any aircraft that landed away in order to recover the guns and ammunition to make the aircraft safe. Their job had its own hazards, some obvious, some less so. Handling bombs, napalm tanks, guns and ammunition has and will always be a matter for great care and attention to detail. There were a number of unfortunate accidents where bombs detonated on the ground at 8th Air Force airfields, and a number of accidental discharges from guns. On 23 June 1943, the entire bomb load of ‘Caroline’, a B-17F of the 381st Bomb Group, suddenly detonated on the ground at Ridgewell in East Anglia. 21 US service personnel, mostly ground crew, and one British civilian were killed in the explosion. Aside from the hazards of explosion, loading bombs into an aircraft could also be dangerous. Faulty release gear, damaged or worn, could allow a bomb to drop from the rack onto the personnel below. Severe injuries and deaths were recorded from this happening at a number of airfields.

The end result of all the effort, a Group of B-17s on the way to the target. U.S. Air Force

Since the bombing campaign was a continuous effort over the near three years it ran for, the work of the groundcrews was similarly lengthy. An aircraft would arrive back from a mission in the afternoon or early evening, and the engineers would often be working all night to get her ready for the next days operation. The armourers would be similarly engaged. Once the aircraft was stopped, the guns would be removed for cleaning and servicing. As soon as the target and the bomb loads were known, the weapons would be prepared and the ammunition for the machine guns made ready to be taken out and loaded onto the aircraft as soon as the engineers were ready. This happened day after day with the occasional break, such as the two week hiatus of operations after ‘Blitz Week’. ➤

Two maintenance crew members of the 401st Bomb Group are busy trying to unmire the wheels of a B-17 after one of the planes landed off the runway when returning from a raid over Bremen, Germany on 26 November 1943. U.S. Air Force

“WHEN THE SHUTTLE MISSIONS STARTED, GROUNDCREWS FOUND THEMSELVES IN THE FRONT LINE, TRAVELLING TO THE SHUTTLE POINT OF THE MISSION.”

Working in the open on a B-17 on shuttle mission to Russia as part of Operation Frantic. U.S. Air Force Boeing B-17 67

In the tyre bay with a complete set of new tyres for a B-17. U.S. Air Force

Women groundcrew unload a Boeing Fortress II bomber which has recently arrived at the Atlantic Air Terminal,Prestwick,Scotland,sometime in March 1944.Author’s collection

Aside from the engineers and armourers, every station had a complete administrative unit, a medical staff and many other specialists such as wireless operators, air traffic controllers, parachute packers and other emergency equipment supervisors. When you add cooks, quartermasters, bomb disposal experts, storemen and the full panoply of other military roles, it is easy to see why an operational airfield often had a larger population than any of the local towns. All of these people played a vital role in the daylight bombing offensive, even though most of them never set foot in an operational bomber. If the bombing campaign was a grindingly long one for the aircrew, it was an equally long slog for the groundcrews. That they continued to keep the bombers ready for missions, repaired and fully operational, in the conditions they worked in every day, is testament to their tirelessness, skill and determination. ■ Words: Tim Callaway

Armourers pose with bombs destined for Boeing B-17E Flying Fortress, 41-9022 ‘Alabama Exterminator II’ of the US Army Eighth Air Force’s 384 Bomb Group at Polebrook, Northants in November 1942. U.S. Air Force

RAF groundcrew using a towed bowser to refuel a Fortress II of 220 Squadron between patrols at Benbecula, Outer Hebrides, in May 1943. Author’s collection

B-17G ‘Miss Angela’ escorted by a P-51D Mustang on the way to an air show. Frank B Mormillo

Little friends The vital escorts

As the 8th Air Force grew in strength and began to range deep into enemy territor y, the defensive weaknesses of the B-17 were exposed and losses grew to near unsupportable levels. From 4 May 1943, escort fighters began to accompany the bombers as far as their limited range allowed. All that changed when the P-51 Mustang entered ser vice, which could reach even as far as Berlin. Escort presence always reduced losses, and the bomber crews affectionately termed them ‘Little Friends’.

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he first fighter units in the 8th Air Force belonged to the 4th Fighter Group, and were formed from the ‘Eagle Squadrons’ on 12 September 1942. These were three RAF Squadrons, 71, 121 and 133, made up of American volunteer pilots who had joined the RAF to fight even before America had officially entered World War Two. The group scored a number of notable firsts; not least being that they were the first 8th Air Force fighters to penetrate German airspace on 28 July 1943 and they were the first to engage enemy aircraft over both Paris and Berlin. As part of the 4th Fighter Group, the Eagle Squadrons became the 334, 335 and 336 Fighter Squadrons respectively, and kept flying their Supermarine Spitfire Mk Vs until 1 April 1943. After this, they flew the Republic P-47C Thunderbolt, which must have been a bit of a shock to the pilots. Going from the small, lithe Spitfire to the massive seven-ton Thunderbolt must have required a great deal of retraining in tactics and the capabilities of the equipment. Its size and weight earned it the nickname of ‘Juggernaut’, most often

shortened to ‘Jug’. Some unkind observers, usually other fighter pilots, said the best way to take evasive action in a P-47 was to undo the straps and run round the cockpit! P-47 pilots had an excellent reply to this, which was they could out-fall anyone. In fairness, the P-47 acquitted itself well, being fast and

extremely tough. Fitted with eight .50 cal machine guns, it also packed a tremendous punch. The addition of 75- or 108-gallon drop tanks on the fuselage centreline mount increased the range of the P-47 sufficiently to allow it to reach some targets in Germany. ➤

Getting airborne in the P-47.The wide track undercarriage greatly simplified ground handling of the fighter. Julian Humphries Boeing B-17 69

REPUBLIC P-47D THUNDERBOLT SPECIFICATION Length: 36ft 1in (11.00m) Wingspan: 40ft 9in (12.42m) Height: 14ft 8in (4.47m) Empty weight: 10,000lb (4536kg) Loaded weight: 17,500lb (7938kg) Powerplant: 1× Pratt & Whitney R2800-59 twin-row radial engine, 2535hp (1890kW)

Performance Maximum speed: 433mph at 30,000ft (697km/h at 9145m)

Range: 800mi combat, 1800mi ferry (1290km / 2900km)

Service ceiling: 43,000ft (13,100m) Rate of climb: 3120ft/min (15.9m/s) Armament 8 × .50in (12.7mm) M2 Browning machine guns (3400 rounds) Up to 2500lb (1134kg) of bombs 10 × 5in (130mm) unguided rockets

The P-47 shows off how good the pilot’s view from the cockpit was in this late model, with a teardrop canopy and cutdown rear fuselage. Julian Humphries

On 27 September 1943, P-47s of the 4th, 56th, 78th and 353rd escorted two groups of B-17s all the way to Emden and back, the first time 8th Air Force fighters had gone all the way to a target in Germany. Later in the war, carrying a variety of bombs and rockets, the P-47 also made a powerful fighter-bomber in the ground attack role. Its 2000hp Pratt and Whitney R2800 engine was turbosupercharged, the large turbo unit being mounted in the rear fuselage behind the cockpit. This gave the big fighter excellent high-altitude performance, a point not lost on the pilots,

who could of course turn height into speed to overcome the disadvantage of the P-47’s relatively poor acceleration. The P-47 was well liked by its pilots for a number of reasons. It was immensely strong, and its wide-track undercarriage greatly simplified ground handling, particularly after the narrow wheel track of the Spitfire. The ducting for the supercharger ran under the cockpit, making the fuselage deeper than most fighters at that point. In the event of a forced landing, it was this ducting that would take the shock of impact, rather than the pilot’s legs as was the case in some other fighters.

●

● ●

The P-47 was huge for a fighter, but tough, surprisingly manoeuvrable and well behaved for such a large aircraft. Julian Humphries

70 aviationclassics.co.uk

Altogether ten 8th Air Force Fighter Groups were to be equipped with the P-47, some for the duration of the war. One, the 56th Fighter Group, was to fly the P-47C, D and M in combat from February 1943 to the end of the war. They were also the highestscoring fighter unit in the 8th Air Force, flying 447 missions and claiming 674 enemy aircraft destroyed in the air and 311 on the ground, for a loss of 128 of their own. Known as ‘The Wolfpack’, the 56th proved that in the right hands, the big P-47 could match any fighter on even terms. Concurrent with the P-47 was a second US fighter, and another unusual design. It was the first tricycle undercarriage twin-boomed single-seat fighter, the Lockheed P-38 Lightning. The Lightning was to gain greatest fame in the Pacific as a long-range fighter, but was also used extensively in Europe and North Africa. To the Germans it was known as the ‘Forked-Tail Devil’ because in the right hands it could be a surprisingly nimble and tricky opponent. They had a slightly longer range than the P-47s so P-38 units could fly for nearly 640 miles before having to turn back. Of course, flying a continuous escort, weaving to stay with the bombers, reduced that to about 300 miles, and allowing for 15 minutes of support over the target, having rendezvoused with the bombers close to it, made the viable range about 400 miles. Either way, the P-38, particularly the later J model, was an improvement over the P-47 in terms of range. At high altitude, the P-38’s size counted against it, making its turn radius greater that that of most opponents. At medium altitudes, below 18,000 feet (5,486m), the big twinengined fighter proved just as agile as their single-seat opposition, but with two advantages; the P-38 was faster and had a better rate of climb. Pilots soon learned to use these advantages to best effect, and developed new tactics to suit the P-38s speed.

Steve Hinton flies ‘Glacier Girl’, a P-38 Lightning dug out from 268 feet of ice in eastern Greenland in 1992.The massed firepower of having the guns clustered in the nose is clear in this view. U.S. Air Force photo by Tech. Sgt. Ben Bloker

The first 8th Air Force unit to take the P-38 into battle was the 55th Fighter Group, who became operational on 14 October 1943, and made their first escort sortie on 3 November, to Wilhelmshaven to act as target support. The Group claimed six enemy aircraft shot down for no losses that day. Interestingly, the Group claimed to put the first 8th Air Force aircraft over Berlin on 3 March 1944, when a group of P-38s flew straight there and back. One of the characteristics of the P-38 that pilots really appreciated was its armament of four .50 cal machine guns and a 20mm cannon. On other aircraft, these were spread out down the wings and required the guns to be harmonised at a certain range where the rounds from the guns converged. The P-38s guns were all clustered in the nose, pointing straight forward. This extended the effective range of the guns beyond other fighters, and concentrated the firepower of the aircraft into one deadly stream. A very short, accurate burst from a P-38 could do real harm to an enemy aircraft. As the P-38 was such an advanced design, mechanical problems, particularly in the extremely cold winter temperatures at 30,000 feet over Europe, caused many engine problems mostly with the oil and lubrication systems. These were to dog the fighter in its early escort missions, while the robust and relatively

simple P-47 had no such shortcomings. This limited the P-38 in early operations, but these problems were solved in later versions. Both these fighters had excellent characteristics in different ways, but they both had the same shortcoming – range. However, the next fighter to enter service would change this, and solve the bombers’ escort problems at a stroke. The North American P-51 Mustang is a remarkable aircraft by any yardstick. In April 1938, Britain realised that the writing was on the wall and war was inevitable. The government established a purchasing commission in the US to find and acquire new aircraft, tanks and ships for use by the British forces. Sir Henry Self headed the commission, and was particularly interested in fighters. At the time, the only aircraft considered suitable for the RAF was the P-40, and Curtiss were running at full stretch just to meet their American orders. Self asked North American if they could produce the P-40 under licence, and they convinced Self that it would be quicker to start with a new and better design than to set up a production line for an already in-service aircraft. They were as good as their word. Just 117 days after the order was placed, the prototype NA-73X, as it was known, rolled out of the North American factory. ➤

LOCKHEED P-38L LIGHTNING SPECIFICATIONS Length: 37ft 10in (11.53m) Wingspan: 52ft 0in (15.85m) Height: 12ft 10in (3.91m) Empty weight: 12,800lb[86] (5800 kg) Loaded weight: 17,500lb[86] (7940 kg) Powerplant: 2× Allison V-1710-111/ 113 V-12 piston engines, 1725hp (1194kW) each Performance Maximum speed: 443mph (712km/h) on War Emergency Power: 1725hp at 64inHG and 28,000ft (8530m) Stall speed: 105mph (170km/h) Range: 1300mi combat (1770km / 3640km) Service ceiling: 44,000ft (13,400m) Rate of climb: 4750ft/min (24.1m/sec) maximum Armament ● 1× Hispano M2(C) 20mm cannon with 150 rounds ● 4× Browning MG53-2 0.50 in (12.7mm) machine guns with 500rpg ● 4× M10 three-tube 4.5in (112mm) rocket launchers or Inner Hardpoints: 2× 2000lb (907kg) bombs or drop tanks or 2× 1000lb (454kg) bombs or drop tanks, plus either 4× 500lb (227kg) or 4× 250lb (113kg) bombs or 6× 500lb (227kg) or 6× 250lb (113kg) bombs ● Outer Hardpoints: 10× 5 in (127mm) HVARs (High Velocity Aircraft Rockets) or 2× 500lb (227kg) or 2× 250lb (113kg) bombs

Left: An early P-38 shows off the remarkably clean lines that gave the aircraft such speed.The twin booms carried the turbosuperchargers for the twin Allison V-12 engines. US Air Force Boeing B-17 71

Initially, the new fighter was a poor performer above medium altitudes, but this was due to its Allison V-12 engine, and no fault of the airframe or design. The first Mustangs were relegated to low-level fighter and reconnaissance roles. In April 1942, a Mustang was being tested by the RAF, who were so impressed by the type’s low-level speed and handling that they invited a Rolls Royce test pilot, Ronnie Harker, to fly it, and he suggested the Merlin 61 be fitted to cure the fighter’s poor performance at altitude. At this point, a

NORTH AMERICAN P-51D MUSTANG SPECIFICATION Length: 32ft 3in (9.83m) Wingspan: 37ft 0in (11.28m) Height: 13ft 4½in (4.08m:tail wheel on ground, vertical propeller blade.) Wing area: 235ft² (21.83m²) Empty weight: 7635lb (3465kg) Loaded weight: 9200lb (4175kg) Max take-off weight: 12,100lb (5490kg) Powerplant: 1× Packard V-1650-7 liquid-cooled supercharged V-12, 1490hp (1111 kW) at 3000rpm; 1720hp (1282 kW) at WEP Performance Maximum speed: 437mph (703km/h) at 25,000ft (7600m) Cruise speed: 362mph (580km/h) Stall speed: 100mph (160km/h) Range: 1650mi (2755km) with external tanks Service ceiling: 41,900ft (12,800m) Rate of climb: 3200ft/min (16.3m/s) Armament ● 6× 0.50 caliber (12.7mm) M2 Browning machine guns with 1880 total rounds (400 rounds for each on the inner pair, and 270 rounds for each of the outer two pair) ● 2× hardpoints for up to 2000lb (907kg) of bombs ● 6 or 10× T64 5.0in (127mm) H.V.A.R rockets

legend was born, and the P-51B and C began rolling off the production lines early in 1943. With the Merlin engine, an additional 85-gallon fuel tank in the fuselage behind the pilot’s seat and the ability to carry two 75-gallon drop tanks, the lithe and agile fighter had a combat radius of an unbelievable 750 miles. This was sufficient for the P-51 to escort bombers all the way to Berlin and beyond, and back. Early models of the aircraft suffered from handling problems with the rear tank full, but these were swiftly cured, and the limited rearward visibility problem caused by the built-up rear fuselage was fixed with the introduction of the teardrop canopy on the next model of the Mustang, the P-51D. Interestingly, P-51 pilots were some of the first to wear a new piece of equipment to help them in combat, the ‘G’-suit. This was inflated by bleed air from the aircraft’s exhaust then high G was applied and squeezed the pilot’s upper legs and stomach. This restricted the flow of blood through the body and increased the pilot’s tolerance to high G manoeuvres. The first 8th Air Force unit to receive the superb new fighter was the 357th Fighter Group, who were to fly the P-51 in combat from November 1943 to the end of the war. They were originally intended as a 9th Air Force Fighter Group, but the 8th needed the Mustangs and requested the transfer. The 357th claimed the highest number of enemy aircraft shot down in a single mission, on 14 January 1945, with 56 claimed as destroyed. With the introduction into service of groups like this, the nature of escort duty changed. The Mustang allowed US fighters to range on either side and ahead of the bomber stream, to pick off enemy fighters before they got anywhere near the bombers. Free-roaming groups of P-51s flew all over Germany, and the bomber losses fell dramatically. Flak still claimed a large number of the bombers, but the losses to fighters tailed right off. Even the introduction of the new Me 262 jet fighter did not trouble the P-51 units unduly, as they were just fast enough to catch the jet, and shot a number of them down. With the introduction of the Mustang in large numbers, the US daylight bombing campaign stepped into high gear. The bombers were able to hit any target with greater accuracy

The P-51B had the built-up rear fuselage which restricted rearwards visibilty for the pilot.The large D-shaped windows behind the cockpit were an attempt to minimize the effect of this restriction. Keith Draycott

The superb view from the teardrop canopy on the P-51D. Julian Humphries

The clean lines of the Mustang made it very fast, and consequently popular as an air racer in the post war years. Keith Draycott and concentration than ever before, so consequently the German war machine began to be starved of weapons and replacement vehicles. At last, Operation Pointblank, against the German aircraft industry, was showing an effect. The Luftwaffe were never again to send as many fighters against the bombers. Such was the quality of the P-51 that they were to remain in service for a very long time. The US were still using them in the Korean war, and air forces around the world were to keep some in service until the 1960s. Popular, simple, fast and manoeuvrable, the Mustang remains one of the best piston-engined fighters of all time. ■ Words: Tim Callaway

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The

Longest Mission 25 October 1944 – A personal view This stor y is taken from Major J Francis Angier’s book ‘Ready or Not – into the Wild Blue. The Aviation Career of a B-17 Pilot, 457th Bomb Group, 8th AAF.’ It is published by Old Forge Books and is reproduced here with kind permission of Martyn Chorlton.

J

. Francis Angier was raised on a Vermont farm and became a B-17 pilot during World War Two. He flew jets and helicopters during the Cold War as well as many other types and models during a long aviation career. His love of flying was only exceeded by his love for his family and country. Shot down over Germany in 1944, he spent seven months as a POW. His training, air battles, capture and survival are part of the story. ‘Ready or Not’ will appeal to aviation enthusiasts, military & local historians. Maj. Angier gives the reader a taste of life in the USA before World War Two, what it was like to learn to fly and the operations of an 8th Air Force Bomb Group, the 457th BG at Glatton. He also details what it was like to become a prisoner of war. This extract deals with the events of 25 October 1944, certainly his longest mission……… On October 24, 1944, I went off DNIF (duty not involving flying) back on to flight status after 10 days of recuperation from the shrapnel wound in my upper arm, a memento of the mission to Cologne on October 14. Relaxing and writing letters until almost midnight, I had just decided to get some rest when a jeep pulled up to the door and a very polite sergeant said, “You are on alert to fly tomorrow’s mission, if you feel up to it.” This was not the usual procedure, but I appreciated the concern for my physical condition. We were all aware that the group was very short of crews due to heavy losses in recent raids. I felt “up to it.” Breakfast, as I remember, was terrible – worse than awful! The powdered eggs and catsup had a slight petroleum taste. I was never one to complain but thought it OK to bring it to the cook’s attention. In the same light-hearted manner (for one o’clock in the morning), he promised me pancakes and real Vermont maple syrup “next time.” But there was not to be a next time for me at Glatton Station. After getting my gear ready and removing the names of some of my crew members from the schedule (one of them, Tech Sergeant Tunstall, had flown 84 missions), I went to the final briefing. It looked like a fairly routine mission, a strike at the port of Hamburg. Aircraft No. 4297951, the one assigned to me at Langley 74 aviationclassics.co.uk

Field, Virginia on my twenty-first birthday (what a present!), had had 16 hour’s ferry time and four hour’s shake-down when we left for the United Kingdom via Gander, Newfoundland to Holyhead, Wales. It was a beautiful radar-equipped pathfinder plane with all the latest gadgets installed. My navigator-bombardier-radar operator and best friend Lt. Earl Beyeler checked out the performance of the equipment and the flying qualities with me, and we were as pleased as if we had a lifetime title to No. 951. However, once we arrived overseas, everyone else wanted it as well and I was nearly court martialed for refusing to give it up at each base where I landed. Generals and colonels all insisted they needed the pathfinder-equipped aircraft, as they were fairly new and scarce at the time. My crew and I were welltrained in radar techniques and had orders to proceed to the 457th Bomb Group station to which we were assigned. It was a real letdown to report to Glatton without our new, super-equipped B-17, but it was reassigned to the 457th in early August. On September 17, 1944, No. 951 was shot down in the invasion of Holland, with Major Hozier flying as task-force commander with another pilot. Eleven thousand aircraft took part in the day’s operation, and because I had argued to fly my own plane the Group commander had, in effect, grounded me for the day, so I had to stand down during the largest air operation since D-Day. However, I lived to fly again. The aircraft assigned to us on October 25 was 42-97899. I conducted the pre-flight inspection with my flight engineer T/Sgt Howard Lang and the ground-crew chief as well as the communications and armament people until we were satisfied with the condition of the plane. It was in excellent shape, nearly new, so we took off and climbed up through 23,000ft of fog and weather to assembly altitude, where I

Major J Francis Angier US Air Force

assumed my position in the formation as leader of the high squadron. As we approached the island of Helgoland, just north of the German coast, we turned right, according to the briefed route that would take us along the east side of the Weser River estuary. We saw the usual flack coming up from Helgoland, letting us know the enemy was awake, but it was too far away to bother us. Our penetration of enemy territory was through reported light defenses over a cloud cover – according to weather forecasts – at about 2200ft. This cloud cover obscured the coastline, and when I observed the first antiaircraft fire from the mainland, it appeared to be eight to 10 miles ahead and dead level with the groups flying in front of us but considerably to the right of our flight path. Another four bursts of heavy calibre fire appeared dead ahead of our aircraft, and as I was flying to the right of and somewhat higher than the lead squadron led by Capt. Bill Doherty, I moved the squadron slightly to the left to avoid subsequent fire.

Meanwhile we were conducting an oxygen check. I had advised the crew there was flack at our level at 12 o’clock. “Check your flack suits and oxygen and acknowledge, please.” Just as the tail-gunner, S/Sgt. Maynard Judson acknowledged, three bursts of flack appeared immediately in front of us and the fourth burst struck between the No. 3 and No. 4 engines, blowing a large hole in the leading edge of the right wing approximately three feet by six feet and back into the wing as far as the main spar. A small fire with a peculiar blue-green flame started in the No. 4 engine. We expended our fire extinguisher on the fire with very little effect. I found I had no control over the two starboard engines, with No. 4 revving to the red line and No. 3 shaking violently in the engine supports. The engineer called out, “The whole right wing is on fire.” And indeed, the fuel tanks were burning so intensely that we could see the internal structure of the wing glowing red. No. 3 engine was bending down, and vibration soon tore it loose from the mounts. Realising there was no way to save the aircraft, I called my deputy leader and asked him to move the squadron above and to the left of us to avoid any of my crew striking the other planes in the squadron as they bailed out. I had just hit the bail-out bell and told the crew to leave the aircraft when the No. 3 engine and right landing gear fell away. Pieces of metal from the debris struck S/Sgt. Osborn, cutting his face as he bailed out the waist door.

B-17G 42-97951 after she was transfered to the 457th BG, but before the U had been added to the triangle marking. Note the H2X bombing radar in place of the ball turret. US Air Force Hoping everyone had left the airplane, I attempted to turn out of the formation, but the manoeuvre turned into a roll and a horizontal spiral due to No. 4 engine running wild and uncontrollable. I pushed No. 1 to full throttle in an attempt to balance No. 4; No. 2 had shut down. Lack of oxygen was beginning to blur my vision. I no longer had any control of the

457th BG aircraft parked at Glatton, now Peterborough/Connington airport. US Air Force

Two 457th BG aircraft, Paper Doll and Hamtramack Mamma, at the moment of bomb drop. US Air Force

plane and was attempting to leave my seat when the plane went into a steep climb. This caused heat from the fire in the bomb bay to rise into the cockpit, and although there was no fire around me the heat was becoming unbearable. The paint on the instrument panel was already blistering, and I thought it was all over, for sure. When the aircraft reached a vertical noseup attitude, all power stopped abruptly. The plane started falling tail first. Then it exploded – violently. Approximately two-and-one-half minutes had elapsed since we were hit by the burst of anti-aircraft fire. It was generally agreed that a B-17 would explode in about 40 seconds after being on fire. I lost consciousness from the concussion but had the sensation of being ejected out the right side of the cockpit and remember feeling the intense cold. After falling about two miles, I came to my senses. My immediate concern was the condition of my parachute; I anticipated that it might have caught fire or been damaged in the explosion. Reaching around to examine the backpack, I was greatly relieved that although my leather jacket and flight suit were badly torn, the chute seemed to be intact. There was a light coating of ice on me, no doubt caused by the sudden change from the intense heat to the minus 50 degrees below 0 outside. The layer of ice began to fly off in the wind my fast fall was generating. I was bleeding from several cuts and could hear absolutely nothing. Some people have the misconception a person falling from great heights would “be dead before hitting the ground.” The sensation of falling lasts only during the time a body is accelerating. After that it is a feeling of being supported by a strong rush of air. I had missed that initial feeling of falling because of my momentary loss of consciousness. ➤ Boeing B-17 75

I was falling “like a log” – on my back, without spinning or tumbling – and, looking about, I could see both the east and west coasts of Denmark on my left and the Zeider Zee and Friesian Islands in Holland stretching out to the western horizon on my right. Because the plane had no forward motion when it exploded, the debris was falling with and around me. The entire tail-section of the plane was tumbling slowly, due to its comparative light weight for its size, about a mile higher. The bright yellow eight-man life raft had inflated and was floating down another half a mile above the tail-section. Directly above was the left wing, with both engines and the bomb bay still attached to it. The bombs, which had not been armed, were still in the bomb bay. They were completely exposed and formed a pivot around which the wing was spinning quite rapidly, much like a maple seed spiraling down on its own wing. The control cables, with the bell cranks still attached, were whirling around outside the 200-foot circle transcribed by the wing and would have created another obstacle for my parachute if I opened it. There were also other pieces of the plane that could damage the chute if it was open. The main part of the right wing was falling about a half mile away, still burning, and leaving a long trail of oily, dark smoke. Remembering we had been briefed that the cloud layer over the coast was at about 2000ft, I decided to roll over and look at it, to help judge my altitude and determine how much time I had remaining to safely open my chute. Up to this point, I had had nearly complete control, but in turning over there was some unpleasant tumbling and I had difficulty breathing in the wind rushing past. I was, however, able to see the cloud layer and felt I would have a little more time to give the spinning wing a chance to drift off to one side or the other so my parachute could pass through without becoming entangled in the control cables or other debris.

‘Flak Dodger’ of the 457th, this aircraft was to survive the war so is well named. US Air Force Somehow, I had managed to monitor the time but had mistakenly calculated my time to reach the ground at about two-and-a-half minutes although it actually took less than two minutes. The wing was at this time less than 200ft above me when, suddenly, I passed through the cloud layer and could see tree branches and a dark brown landscape. I pulled the ripcord with the feeling it was too late, but it functioned perfectly and I struck the ground almost immediately. The parachute was a backpack that I had worn all the time in the plane. It had a 28-foot canopy, in contrast to a chest type that had to be buckled on when needed and was only 24ft in diameter. The extra width of my chute, no doubt, saved my life by slowing me down quickly so close to the ground.

43-37694,‘Patty Ann’ of the 457th BG en-route to target. US Air Force 76 aviationclassics.co.uk

Although it was instantaneous, I felt the sequence of events as I hit the ground feet first with tremendous force. My shoulders struck my knees, dislocating both shoulders. My face hit the ground, causing a severe and permanent neck injury, while the jolt of the impact did considerable damage to all my joints and caused some internal injuries. The wing with the bomb bay still attached landed some 200ft away and was burning quite intensely as fuel drained down out of the wing, which was tilted at an angle against some trees. Other debris was still falling into the three-acre clearing in a wood where trees had been cut and left lying on the ground. The tail section of the plane floated down with an oscillating motion and landed in the upper parts of some pine trees several minutes later. Usually when a large plane exploded, the debris would be scattered over a five to sixmile path on the ground, due to the forward momentum of the plane and its contents. In my case, the plane had no forward speed as it was falling tail first when it disintegrated, causing the parts of the plane, me and the body of Howard Lang, the engineer, to land in a small area. Had I successfully opened the chute at a few thousand feet, it would have carried me perhaps miles away from the crash site. The impact stunned me for a time, but the heat from the fire and the realisation the bombs could go off when they got hot enough motivated me to begin the painful process of getting out of the parachute harness with two dislocated shoulders. My back pained me so much I believed it was broken, but it was due to damage to several vertebrate. Somehow, I crawled out and was sliding and rolling toward a little wood road nearby, when I saw a body lying face down in a small space between parts of the wreckage. It was Lang. He had not opened his parachute, possibly due to injuries from shrapnel or not having

457th BG aircraft in tight formation. US Air Force

cleared the plane when it exploded. After identifying him, I continued my awkward travel away from the burning aircraft, and upon reaching the little wood road completely exhausted, I used my feet to push myself across the roadway into a shallow ditch on the other side. The intense pain triggered my memory enough that I realised there was morphine in my survival kit. With difficulty, I opened the surret and gave myself a shot. The bombs went off perhaps 10 minutes later, uprooting and knocking over trees. I was unable to breathe for a time, because the blast created tremendous pressure followed by a vacuum as it pushed and rolled me through the underbrush. I experienced excruciating pain in my lungs and stomach. When air rushed back into the vacuum, it dragged me back through the underbrush but, thankfully, enabled me to breath again. As I slowly recovered from this second explosion of the day, my hearing returned in my right ear, although I was experiencing a severe headache and considerable distress from my other injuries. Two boys, about 16 years of age, were making their way toward me, one with black hair and the other blond. The blond boy reached me first and tried to shake hands with me. By this time my shoulders, elbows and knees were badly swollen and very painful. Shaking hands was not what I needed at that time. “I’m a Dutchman,” he said in fair English. I knew we were not in Holland, but I asked him anyway, “Is this Holland?” The blackhaired boy, probably a member of the Hitler Youth, answered arrogantly, “Nein! das ist Deutschland!”

Another survivor of the war, 43-3773,‘Ace of Hearts’, dropping bombs on the target at Ludwigshafen on 1 February 1945 US Air Force On a hill about three-quarters of a mile away, was a hospital, a convalescent home for burn victims from Hamburg. There was an inspection party there that day, and some of them had watched the pieces of the airplane falling into the wood through the overcast. They had not seen my parachute as it had opened at tree-top level, and from experience they had learned not to approach shot-down bombers until the bombs had exploded or until they were fairly certain there were no bombs aboard. A tall, very homely man in some type of uniform, probably Home Guard, approached me down the old wood road, slowing down as he struggled to get a large pistol out of its holster. He held the gun ahead of him and came up very close to me until the barrel of the gun was in my face. The man was shaking, obviously quite frightened, and I expected he would pull the trigger either by accident or by intention. “Pistol! Pistol!” he shouted with a trembling chin. I rarely carried my .45 and

also advised my crew not to do so. If one crew member shot either a civilian or one of the military it would mean the death sentence for the rest of us. When he was satisfied I was unarmed, he uncocked his gun. A party of about 20 people started down the hill after the bombs went off. The first people to reach me called me names and yanked me to a sitting position in the road, kicked me repeatedly and when they had knocked me over, stomped on me. Some of them shouted with sarcasm and anger, “Liberator! Terrorflieger! Gangster bastard!” while others kept asking, “Anglis? Anglis?” A woman pushing her bike close by said, “Don’t tell them you are English, even if you are, or they will hang you.” An old man with a long club struck me in the nose just as some of the military arrived and drove off the civilians at gunpoint. I do not remember the trip up the hill because of the hard blow to the nose, but I do remember my arrival there. ➤ Boeing B-17 77

The Burgomeister punched me in the face and rifled my pockets as they searched me. They left me in the switchboard office, sitting on the floor where four or five girls were working while the guards looked in at me through the open door every few minutes. They could see I wasn’t up to escaping! One girl cleaned the blood from my face, and another one gave me tea. She hid the cup in a drawer when an officer came in to return my billfold and rosary, which the Burgomeister had taken. Two medics finally put my shoulders back in place after a struggle and excruciating pain. They put a tight band around my upper arms to hold the shoulders in place. Finally, after I got them to understand what I needed, two guards took me to a bathroom, where I required assistance because of my painful shoulders. It was then I discovered my hard landing had caused a rectal prolapse, a rather bloody sight that sent one of the guards scurrying away to get the medics again. Another, more painful, procedure took place while the guards, both very young, looked on wide eyed as the two medics struggled with the biggest case of haemorrhoids they had ever seen. I don’t really think they tried to be unnecessarily harsh, but it was not a thing I would ever want to go through again. This was followed by a perfunctory interrogation by an officer who explained how we were shot down by a new gun battery that monitored the emissions from our radar and synchronized the guns to lock on to a lead plane and fire when the range was optimal. The lead plane showed up as a clear blip on the radar screen. Now I knew why lead pilots drew straws or flipped a card to see who would lead the next day’s mission. How I wished there were a way to let them know about this new system. A telephone call back to England would have saved lives, but I didn’t have the dime – or pfennig, whatever they used. We knew they could read our radar emissions, but it was news to me that they had been able to tie into the aiming and firing of the guns. They told me my crew members had come down about 20 miles away and would be brought to the hospital. They arrived there in a large open car at about dusk. They had been captured by farmers, one of whom had two sons in a prison camp in the United States, so they were well treated and not badly injured. We were all taken to a jail several miles away on a flat-bed truck. None of us felt welcome at that hospital that cared for the burn victims of our target for the day.

Two 457th BG B-17Gs.US Air Force 78 aviationclassics.co.uk

The 457th on their 200th mission to Chemitz, Germany on 2 March 1945 US Air Force I knew Lang was dead, and an officer told me the tail gunner’s body (Sgt. Judson) had been removed from the tail section, which had landed in the treetops several minutes after the main part of the wreckage had come down. He had apparently been killed by shrapnel. The fate of Lt. Plestine, the navigator, was unclear, but one of the guards later asked me if he was the one with “the ring,” saying he had been killed. Plestine had always worn a Jewish ring, in spite of repeated warnings as to what might happen if he were captured. Later comments by guards led me to believe he was killed by civilians a few miles from the crash site. In my case, had the military not intervened, I’m certain I wouldn’t have survived the worst beating of my life. My condition left me too weak that evening to give my crew a “pep talk” on surviving what lay ahead of them. Some of them had been with me for nearly a year, and I had love and admiration for all of them. I fervently wished their fate could have been avoided and their families spared the anguish they were about to experience. Nevertheless, all who survived the shooting down also survived the prison camps, even though the enlisted men worked under inhumane conditions and endured a long march in winter under much worse conditions than the rest of us. It was very difficult for me to climb up onto the flat-bed truck they were using to transport us. My back, right knee and swollen joints restricted my movements, but the guards provided incentives. Two armed

guards rode with us while a third sat up front with the driver. There were no sideboards on the truck and just a light layer of old straw that did little more for us than blow into our faces. We wondered how the driver kept the old truck on the road in the darkness without lights of any kind. After about a half hour, we arrived at a local jail – a dimly lit two-story building where they separated us, with much guttural shouting and shoving in the dark. My room, on the second floor, was about six feet by nine, with a high ceiling and no furniture. There was a platform on one side for a bunk that had no mattress, only a thin, ragged blanket. Near the ceiling was a small window. The door had a peephole so the guards could check on the occupant. An electric heater was attached to a wall. A pail was placed near the door, completing the facilities. I lay on the bunk, shivering, until the heater came on and stayed on for about 20 minutes, making the small room uncomfortably hot. Then it clicked off, and soon it was very cold again. This went on all night while I took an assessment of my condition. My nose was so badly smashed from the old man’s club that I couldn’t breathe except through my mouth, a painful process because I wasn’t used to it, and my throat was raw due to breathing in some of the superheated air in the plane just before the explosion. All my joints were swollen and my back gave me no relief regardless of any position I tried to assume. With my painful shoulders and neck, it was impossible to sleep. The onand-off heat seemed to be a contrived means of adding to discomfort and worried me that it might cause pneumonia. While the heater was on, I tried to keep on top of the blanket, and when it began to get cold again I tried to keep it on top of me. A pillow of some kind would have helped position my neck better, but there would be no pillow for me for many months. ■ Extracted from: Ready or Not into the Wild Blue The Aviation Career of a B-17 Pilot, 457th Bomb Group 8th AAF by J. Francis Angier Major (Ret.)

‘Nine O’ Nine’ the Collings Foundation B-17G showing how much the nose armament improved in the G model of the Flying Fortress.The cheek gun mounts were improved and the Bendix chin turret was added with a remote sight mounted for use by the bombardier.This aircraft is #44-83575, she was sold in January 1986 to the current owners, the Collings Foundation, and is seen here in company with the Foundation’s Consolidated B-24 Liberator. Frank B Mormillo

Felix Fortresses

When damaged USAAF B-17 were forced to land in neutral Sweden, the bombers were interned for the duration. That was until some of them were ‘sold’ for $1 each and pressed into a vital airline service.

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t the end of March 1944, an American detachment from RAF Harrington, the main base for Operation Carpetbagger tasked with flying OSS agents and supplies to Occupied Europe, arrived at RAF Leuchars in Scotland for Operation Sonnie. This involved disguising its US Army Air Force (USAAF) B-24s as civil aircraft with their crews wearing airline uniforms to fly to Stockholm’s Bromma airport. Their mission was to bring back several hundred American engineers working with Swedish industry, including the SAAB aero works, and Norwegian aircrew trainees who had made their way to neutral Sweden. The Liberators joined the BOAC Lodestars and Mosquitos running the gauntlet of Luftwaffe fighters based in Norway to fly this dangerous route in daylight, without loss.

The diplomatic negotiations between Sweden and the United States that brought about the clearances for Operation Sonnie, also paved the way for Operation Felix, the replacement of ABA Swedish Airlines DC-3s on the ‘Ball-Bearing’ run with American Boeing B-17 bombers. The ‘Ball-Bearing’ run was a vital supply line from Swedish manufacturers to the British armaments industry flown under the noses of the Germans. During the war Sweden maintained strict neutrality. That declaration allowed the nation to become a refuge for the crews of damaged aircraft from both sides, including more than 1,400 Americans. By the rules of Sweden's neutrality, the planes and their crews were interned. Early in the war this was not a problem as Allied and German personnel were generally returned on a one-for-one basis, but as the war progressed, a far greater number of Allied planes and crews ended up in Sweden,

An AB Aerotransport (ABA)/ Swedish Intercontinental Airlines (SILA) Boeing B-17-F Felix. Boeing 80 aviationclassics.co.uk

and they were forced to remain there. A total of 131 B-24s and B-17s landed or crashed in Sweden between July 1943 and May 1945. Of these, Bulltofta airfield in Malmo received no less than 33 B-24s and 29 B-17s. Along with this growing population of Allied airmen that could not be repatriated, Sweden had another problem. Swedish airline AB Aerotransport (ABA) had lost two of its five DC-3s to Luftwaffe fighters while flying the dangerous route between Sweden and Scotland. The airline needed to replace those lost planes, preferably with long-range planes that could fly the safer route over northern Norway. Carl Florman, the chief executive of ABA, held a luncheon for high ranking British and US military personnel where he presented his plan to convert USAAF B-17s that had made emergency landings in Neutral Sweden, for high-speed courier operations. It was not until Colonel Felix M Hardison took over the position as US Air Attaché in Stockholm in early 1944, that Florman’s proposition began to be taken seriously. A new Swedish airline, Swedish Intercontinental Airlines (SILA) had been founded in 1943 by private investors in close co-operation with the state-owned ABA, to take over the long-range overseas routes from ABA that would concentrate on its short-range routes in continental Europe. A deal whereby interned USAAF aircrew would be released in exchange for 10 B-17s free of charge, became known as Operation Felix. Two B-17Fs and five B-17Gs were transferred to SAAB Aerospace for conversion into civil aircraft at its Linköping facility, the three additional interned B-17Fs were cannibalized for spare parts. One of these converted bombers was the former A Good Ship & Happy Ship, whose crew was able to guide the damaged plane to a safe landing in Sweden. As part of the campaign to pave the way for the allied invasion of Europe, the USAAF made its long-anticipated strike on Berlin March 6 1944. It was the first massive daylight raid on the capital of Hitler's Reich; as was predicted, the Luftwaffe rose up in force, resulting in heavy losses for both sides. One of the planes that did not return that day was the USAAF 388th BG/562 BS Boeing B17G Flying Fortress 42-31240 named A Good Ship & Happy Ship. After being hit by antiaircraft fire and dropping out of formation, the crew realised that their lone damaged B17 would not have a chance of making it back to England. Their only hope was to turn north and make for neutral Sweden. It was the last mission for A Good Ship & Happy Ship, but it would not be its final flight.

ABA/SILA B-17-F SE-BAK named Jim, the former 42-30661 Veni Vidi Vici. Saab

Several interned USAAF aircrews were recruited to form a salvage team who would play a vital part in getting Operation Felix off the ground. This is one their stories. “On about July 1 1944, I was summoned to the American Legation in Stockholm to meet with Colonel Hardison. I had been ‘volunteered’, along with some other pilots to form a maintenance unit to recover, repair and fly interned aircraft to a storage site in Sweden. On 20 and 21 June, 24 B-17s and B-24s had landed at Bulltofta airfield at Malmo. Ten aircraft had previously landed there, and were in process of repair by a small contingent of one officer and nine enlisted men. The airfield was a mess. Airplanes were scattered all over the small field, some had belly landed, others had landed on one gear, two had crashed head on into a sheer bluff, one had smashed its right wing into a building, and another had gone over an embankment, and nosed down into a police pistol range. Others were erect, on three wheels. We had no special tools or maintenance equipment at the start, but with the assistance of the Swedish fighter unit and ABA airline facility, we were able begin work. A Major Joe Filkins arrived from the UK on 19 June on an inspection trip, and remained to oversee our operation, and was successful in obtaining Kennedy type toolboxes, and special tools from the UK. Later, he was successful in getting a Jeep and trailer. We had an operation going! We looked at every airplane to determine if they could be repaired, if not, they would be used for salvageable parts and scrapped. ➤

B-17G-40-BO serial 42-77155 became SE-BAO, named Bob.

SE-BAH, named Sam at Linköping was the only ABA/SILA B-17 Felix lost in an air crash. Boeing Boeing B-17 81

Looking forward to the cockpit of a B-17 being modified for passenger service by Saab.

The well appointed passenger cabin of an ABA/SILA B-17 Felix could accommodate up to 14 passengers. Saab

The only surviving B-17-F Felix has been restored to its original USAAF identity and displayed at the USAF at Dayton, Ohio. USAF Museum

82 aviationclassics.co.uk

Most of these airplanes had landed in southern Sweden, in places other than Malmo. It was necessary to send teams to these locations to retrieve them. One B-17 had belly-landed in a peat bog, the team even laid a short narrow-gauge railroad to salvage the parts. The most complex repair accomplishment was on my own B-17G 42-39994. We replaced the entire left wing and landing gear, with parts from another aircraft.” Before they entered ABA/SILA service, SAAB engineers removed all military equipment. The front gunner’s turret was extended to accommodate the navigator’s cabin and a Honeywell autopilot was installed in the cockpit.

An ABA/SILA B-17 Felix taxying at Linköping after its conversion to an airliner. Boeing

SWEDISH BOEING B-17S These 10 aircraft landed in Sweden during World War Two and were interned with their crews. Seven were rebuilt by Saab in Linköping, while three were used as spares. B-17F-35-DL serial 42-3217 Georgia Baby. Belly-landed at Årjäng 24 July 1943. Spares. B-17F-75-DL serial 42-3543 Sack Time Suzy. Emergency-landing at Bulltofta 9 October 1943. Civil reg. SE-BAH, named Sam.

A 1945 ABA/SILA flight schedule showing a Boeing B-17-F amonst its fleet. Saab

B-17F-25-VE serial 42-5827 Lakanuki. Belly-landing at Skegrie in Trellborg 5 January 1944. Spares. B-17F-115-BO serial 42-30661 Veni Vidi Vici. Belly-landed at Gälltofta near Rinkaby 24 February 1944. Civil reg. SEBAK, named Jim. B-17G-5-BO serial 42-31163 A Good & Happy Ship. Belly-landing at Rinkaby March 6 1944. Civil reg. SE-BAM named Tom. W/O 4 December 1945.

The Felix had three freight compartments: Nose 400kg, between cockpit and navigation compartment 4000kg and one in the tail. The forward passenger compartment had six transverse seats, the rear five forward facing on the left side and three on the right side. In the toilet compartment the tail wheel mechanism blocked the toilet when the wheel was retracted. So mostly it wasn't. Bomb bays were transformed into cargo and baggage compartments and an internal elevator was installed to lift payloads from the ground. The rear fuselage contained two passenger cabins with limited space for the accommodation of a maximum of 14 passengers. Although no parachutes were available for passengers, large life rafts were carried on board for a possible ditching in the North Sea. Compared to the DC-3, the civil B-17 could fly much further and higher. Its maximum range of over 2000 miles allowed a northern routing around the dangerous Skagerrak region to Scotland to be taken. The Felix flights crossed Occupied Norwegian territory north of the city of Trondheim in less guarded airspace. As a precaution the rear gunner’s position was retained as a lookout for enemy aircraft although the twin .50 machine guns were not. The first converted B-17F, SE-BAH named Sam, left Stockholm-Bromma airport on 9 October 1944, bound for Scotland’s Prestwick airport near Glasgow. However, there was no happy ending for A Good & Happy Ship. Saab delivered the converted B17F SE-BAM to ABA/SILA on May 6, 1944, and it was given the new name Tom. Tragically, after 1117 hours of service, the plane and its crew of six were lost on 4

December 1945 when it crashed near Vreta en route from Gothenburg to Stockholm. However, on 27 June 1945, barely two months after the fall of Germany, ABA had inaugurated their transatlantic service to New York from Stockholm employing the refitted B-17 Felixes. The Felixes continued to serve the airlines until 1948, when the last one was retired. The Danish airline Det Danske Luftfartselskab A/S bought two B-17s from Sweden in 1945, one of which was given the Danish civil register OY-DFA and named Stig Viking. It was subsequently transferred in March 1948 to the Danish Army Air Corps, given the serial 672 and named Store Bjørn, before being transferred to the Danish Navy in December 1949 before being used by the Danish Air Force as a transport aircraft with ESK-721 from October 1952. It was finally retired from military service a year later. After two years in storage the B-17 was sold to the Institut Géographique National, a French aerial mapping company based in Creil outside Paris, and flew under the civilian register F-BGSP. In 1968 Shoo Shoo Shoo Baby was found abandoned in France, and the French government presented the B-17 to the US Air Force. In July 1978 the 512th Military Airlift Wing moved it to Dover Air Force Base, Delaware, for restoration by the volunteers of the 512th Antique Restoration Group. After a 10-year restoration to flying condition, the aircraft was flown to the US Air Force Museum at Dayton, Ohio in October 1988 where it remains on public view, the last surviving B-17-F Felix. ■ Words: David Oliver

B-17G-10-VE serial 42-40006 Liberty Lady. Belly-landed at Mästermyr, Gotland 6 March 1944. Burnt by the crew. Spares B-17G-40-BO serial 42-77155. Bellylanded at Bulltofta April 11 1944. Civil reg. SE-BAO, named Bob. B-17G-35-DL serial 42-107067. Bellylanded at Bulltofta April 11 1944, Civil reg. SE-BAR. Sold to Det Danske Luftfartselskab A/S (DDL) in 1945. Civil reg. OY-DFE, named Trym Viking. B-17G-35-BO serial 42-32076 Shoo Shoo Shoo Baby. Belly-landed at Bulltofta May 29 1944, Civil reg. SE-BAP, In December 1945 sold to DDL. Civil reg. OY-DFA named Stig Viking. Transferred in March 1948 to the Danish Army Air Corps, serial 672 named Store Bjørn, and in December 1949, to the Danish Navy. From October 1952 the Danish Air Force used as a transport with ESK-721 finally retiring it a year later. After two years in storage, sold to the Institut Géographique National, a French aerial mapping company based in Creil outside Paris, and flew under the civilian registry F-BGSP, now restored in the USAF Museum at Dayton, Ohio. B-17G-20-BO serial 42-31490. Bellylanded at Bulltofta 21 June 1944. Civil reg. SE-BAN named Ted.

Boeing B-17 83

100 Air Refuelling Wing

Still at home in Cambridgeshire

As mentioned in the Thorpe Abbotts article, the 100th Bomb Group was one of the most famous among the 8th Air Force Heavy Bombardment units based in the UK. Today, they are still here, with a change of role, but still proudly wearing the Box-D on their aircraft, the only US Air Force unit allowed to still carr y their World War Two insignia. Many thanks to Karen Brown and the 100 ARW Public Affairs Office for the following…..

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Senior Airman Ian Metz, 100th Aircraft Maintenance Squadron, checks control surfaces on a KC135 from the aircraft’s flight deck during Loyal Arrow 2009 in Lulea, Sweden. Maintainers spend several hours before and after each flight making sure the jet is ready. Note the heritage nose art. US Air Force/ Staff Sgt Austin M May

The ground crew engineers are still just as vital. A KC-135 Stratotanker undergoes an isochronal inspection at Royal Air Force Mildenhall, England. US Air Force/Airman 1st Class Franklin J Perkins 84 aviationclassics.co.uk

n order to meet a perceived ‘continental threat’, the British military developed the idea to site an RAF bomber base near Mildenhall in the late 1920s. Shortly thereafter, the government purchased the land in 1929, followed by the completion of the first buildings in 1931. Three years later, RAF Mildenhall opened on 16 October 1934, as one of the RAF’s largest bomber stations. For the duration of the war, except for a brief period to have concrete runways laid in 1943, RAF Mildenhall was involved in most of RAF Bomber Command’s numerous offensives against Germany. The base withstood several attacks by the German Luftwaffe, but was never put out of commission (typically, the base’s downtime after an attack lasted until personnel could fill in the damage to the runways). In addition to its own airfield, the base held responsibility for satellite airfields at Newmarket, Tuddenham, and Lakenheath. Immediately after the war, Mildenhall participated in humanitarian missions, flying home repatriated prisoners of war, and dropping relief supplies to the Dutch people stranded by the flooding caused by the retreating German Army. By the end of

1945, Mildenhall operational activity experienced a drastic decrease, and despite a brief flurry of flying activity in the late 1940s, the RAF reduced the base to ‘care and maintenance’ status. On 12 July 1950, the 93d Bomb Group arrived at RAF Mildenhall and began operations. Shortly afterwards, 7 Feb 1951, the 509th Bomb Wing arrived at Mildenhall, replacing the 93d Bomb Group. SAC established the 7th Air Division Headquarters at Mildenhall. From 1954 through 1958, US politics influenced USAF activities within the United Kingdom, fostering a period of force reduction and modernization. Gradually, the number of Air Force personnel decreased, and SAC departed RAF Mildenhall in late 1958, as its runway no longer met the requirements for its newer aircraft. On 17 July 1959, SAC and USAFE reached an agreement facilitating and substantially increasing Third Air Force’s role in making operational decisions regarding the US Air Force units in the UK. In late 1959, RAF Mildenhall became the home for the Military Air Transports Service (later Military Airlift Command) Air Passenger Terminal for the United Kingdom, with the 7513th Air Base Group providing service to the terminal.

Six KC-135 Stratotankers move on the taxiway as part of a training mission to validate maintenance and operational capabilities.The training mission demonstrated Team Mildenhall’s quick response capability as the only Air Force refuelling wing in Europe. Photo by Staff Sergeant Jeanette Copeland

A Royal Danish Air Force F-16 Fighting Falcon receives fuel Chief Master Sgt. Christopher Powell, 100th Operations Group boom operator, commands the operation.The Danish F-16 was one of 30 performing their semi-annual aerial refuelling training. US Air Force/Tech Sgt Kevin Wallace In late 1965, Mildenhall welcomed the arrival of the Silk Purse Control Group and the 7120th Airborne Command and Control Squadron (7120 ACCS), previously stationed at Chateauroux Air Station, France. Upon its arrival at Mildenhall, the 7120 ACCS converted from C-118s to EC-135s. On 8 June 1966, the base received yet another unit, the 513th Troop Carrier Wing (513 TCW), which relocated from Evreaux-Fauville Air Base, France. With its activation on Mildenhall, the 513 TCW assumed operational control of two Military Airlift Command rotational C-130 squadrons and the 7120 ACCS. Two years after its arrival, the Air Force redesignated the 513 TCW the 513th Tactical Airlift Wing (513 TAW) with no change in its mission. The next significant event in Mildenhall history came with the arrival of Detachment 4, 9th Strategic Reconnaissance Wing, which controlled rotational SR-71 and U-2R aircraft from the base. Four years after they began rotational duty at Mildenhall, the base became a permanent station for the SR-71 in January 1983. From its arrival until the departure of the last SR-71 on 18 January 1990, the aircraft came to symbolize RAF Mildenhall in the local publics’ eye. On 18 June 1987, HQ USAFE redesignated the 513 TAW as the 513th Airborne Command and Control Wing (513 ACCW). Nearly five years later, during the Air Force’s transition to the objective wing structure, the Air Force inactivated the 513 ACCW on 31 Jan 1992, and activated the 100th Air Refuelling Wing in its place on 1 February 1992. The activation of the 100 ARW at RAF Mildenhall saw the return of the unit to the country in which it built its war fighting heritage and legacy. ➤

100th Bomb Group B-17G over its target.The 100th Bomb Group was one of the most famous units of the 8th Air Force during the World War Two and became the 100th Air Refuelling Wing (ARW). Note the Box D on the tail, still carried by the units aircraft today. US Air Force

A KC-135 Stratotanker sits on a hardstand at RAF Fairford.The tanker was deployed from Royal Air Force Mildenhall while the runway there was closed for repaving. US Air Force/Airman 1st Class Franklin J Perkins

A KC-135 Stratotanker conducts air-to-air refuelling with a MC-130 Hercules cargo plane from the 352nd Special Operations Group, both from RAF Mildenhall, in support of a rescue mission involving a critically injured crewman on a cargo vessel off the coast of Ireland.The KC-135 provided 42,000lb of fuel for the mission. US Air Force/Master Sgt Charles Tubbs Boeing B-17 85

100 AIR REFUELLING WING The 100th Air Refuelling Wing (ARW) is a large, diverse organization which conducts air refuelling and combat support operations throughout the European and African areas of responsibility. Located at RAF Mildenhall in the United Kingdom, the wing directs reception and mobilizes for contingency operations. The 100th ARW refuels US and partner nation military aircraft over a span of more than 20 million square miles using its 15 assigned KC-135 Stratotankers. The wing further supports more than 10,000 military, civilian, dependent and retiree personnel, including 3rd Air Force and four associated partner units. The 100th ARW is organized into three groups. 100th Operations Group: The 100th Operations Group provides critical air refuelling capabilities to Air Combat Command (ACC), Air Force Special Operations Command (AFSOC), Air Mobility Command (AMC), United States Air Forces in Europe (USAFE), and North Atlantic Treaty Organization (NATO) allies. The group’s two squadrons conduct operations throughout Europe, Africa and Southwest Asia using 15 assigned KC-135R aircraft and successfully integrate deployed KC-135/KC-10 aircraft supporting peacetime, contingency and Single Integrated Operations Plan (SIOP) missions. The 100th Operations Support Squadron provides full spectrum, critical operational support to include mission planning, flight scheduling, intelligence, combat crew communications, survival training, weather, airfield operations, air traffic control, life support supervision, flight records management and flight data analysis. The 351st Air Refuelling Squadron provides 27 KC-135 aircrews and employs 15 aircraft for training, operational air refuelling, aeromedical evacuation, and airlift missions for US and NATO fighter, bomber, support, and reconnaissance aircraft in the airspace over the Atlantic Ocean, Europe, Africa and Southwest Asia. 100th Maintenance Group: The 100th Maintenance Group is accountable for a full spectrum of aircraft and equipment maintenance, ensuring readiness of refuelling operations, tactical airlift, special operations, and strategic reconnaissance throughout

Tech Sgt Al Pelletier, 351st Air Refuelling Squadron boom operator, transfers fuel from a 100th Air Refuelling Wing to an F-15E from the 48th Fighter Wing, RAF Lakenheath. US Air Force/Staff Sgt Austin M May

An F-15D Eagle moves behind a KC-135 Stratotanker for aerial refuelling in support of the Icelandic Air Policing mission. US Air Force/Maj Andrew Rose

Airman 1st Class Joshua Modlin, 100th Security Forces Squadron, stands guard over Air Force One in the pre-dawn hours. US Air Force/Staff Sgt Austin M May

Europe and Southwest Asia. It also supports ACC, AFSOC, AMC, and USAFE aircraft maintenance efforts and manages the regional repair centre for all C-135 aircraft deployed to Europe and Southwest Asia. The group is comprised of three squadrons. The 100th Aircraft Maintenance Squadron manages and performs on-site maintenance to 15 KC-135R aircraft, including launch, recovery, special inspections, service, troubleshooting and component replacement. It also supports air refuelling by providing maintenance recovery teams for all KC-135 aircraft operating within Atlantic, European and Southwest Asian theatres.

The 100th Maintenance Operations Squadron is responsible for coordinating and monitoring the overall maintenance production effort, ancillary training, plans and scheduling, analysis and assessing health of the fleet (HOF) to effectively execute flying programme for 15 KC-135s valued at $930-million. To accomplish this, it manages $8.6-million in fiscal programmes, facilities, and deployments as well as oversees base test, measurement and diagnostic equipment. The 100th Maintenance Squadron performs aircraft, component and ground maintenance support of assigned ACC, AFSOC, AMC, USAFE and transient aircraft. The squadron also maintains combat readiness and deploys personnel and equipment in support of NATO, USEUCOM and USSOCOM operations throughout Europe and Africa. 100th Mission Support Group: The 100th Mission Support Group consists of five squadrons that support the host flying wing, 3rd AF, and partner and geographically separated units assigned to several commands. The group ensures the capability of the base to deploy, receive, employ and sustain Air Expeditionary Forces during wartime operations and disaster situations and provides base support and quality-of-life facilities, materials and services to assigned members, their families and retirees. The 100th Civil Engineer Squadron supports diverse RAF Mildenhall missions for personnel from ACC, AFSOC, AMC, and

Finnish F-18 Hornets refuel from a 100th Air Refuelling Wing KC-135. US Air Force/Staff Sgt Austin M May 86 aviationclassics.co.uk

A KC-135 from the 100th Air Refuelling Wing, RAF Mildenhall, England, refuels a pair of F-16 Fighting Falcons from Spangdahlem Air Base, Germany, during a multinational exercise.The 100th ARW Stratotanker fleet bears the ’Box D’ tail marking, and is the only unit in the US Air Force authorized to display its World War Two tail insignia. US Air Force/Staff Sgt Jerry Fleshman

USAFE. It manages 330 personnel and a $31.2-million annual budget to sustain real property, environmental, fire protection and disaster preparedness. The squadron is also responsible for $1.8-billion physical plant comprising of 1123 acres, 1138 facilities, and 101 housing units and maintains 24 mobility teams totalling 149 personnel for 24-hour response to emergencies. The 100th Communications Squadron provides management, operation and maintenance of communications-computer systems, air traffic control, landing systems, visual information and information management services, and postal services for the 100th ARW, 3rd AF, 501st Combat Support Wing, ACC, AMC, AFSOC and USAFE. It also provides connectivity to the USEUCOM and National Airborne Command Posts, the NAOC, and US presidential missions to Europe. The 100th Logistics Readiness Squadron provides comprehensive logistics support to 100th ARW and six partner units. It manages stores, inventories and distributes supply assets and fuel, as well as operating and maintaining base vehicles. It also provides passenger travel, cargo movement and household-goods shipments and coordinates/directs base reception/deployment operations. Squadron members train Unit Deployment Managers (UDM), deployment work centre personnel, and equipment managers. They also manage support agreements and War Reserve Materials (WRM).

The 100th Force Support Squadron provides customer support in military/civilian personnel services, transition assistance, readiness/family support and manpower, and educational opportunities to active-duty/family members of USAFE, ACC, AMC, AFSOC, and DoD. It administers 500+ personnel assigned to 100th ARW, 3rd AF, 100th MSG, and 501st CSW. The 100th Force Support Squadron also provides wartime food service, bed-down, recreation and mortuary programmes via 88 mission-ready troops supporting AEF, humanitarian and contingency operations. 100th FSS serves the morale/welfare needs of more than 10,000 home-station customers with wide-ranging programmes enhancing readiness, esprit de corps and quality of life. It maintains fiscal control of non-appropriated funds as well as provides Mortuary Affairs support in the United Kingdom and Ireland. The 100th Security Forces Squadron defends the 1100-acre air base, hosting 10,000+ personnel, and protects $2-billion in assigned aircraft. It also maintains 22 deployment tasking codes, totalling a 226person mobility commitment with over $5-million in equipment. The 100th SFS conducts pre-deployment combat training for wing AEF personnel. It also administers critical security programmes, including military working dog, info/personnel industrial security, law enforcement and Antiterrorism/Force Protection. ➤

BOEING KC-135R SPECIFICATION Power Plant: CFM International CFM56 turbofan engines Thrust: 21,634lb each engine Wingspan: 130ft 10in (39.88m) Length: 136ft 3in (41.53m) Height: 41ft 8in (12.7m) Speed: 530mph at 30,000ft (9144m) Ceiling: 50,000ft (15,240m) Range: 1500 miles (2419km) with 150,000lb (68,039kg) of transfer fuel; ferry mission, up to 11,015 miles (17,766km) Maximum Takeoff Weight: 322,500lb (146,285kg) Maximum Transfer Fuel Load: 200,000lb (90,719kg) Maximum Cargo Capability: 83,000lb (37,648kg), 37 passengers Crew: Three: pilot, co-pilot and boom operator. Some KC-135 missions require the addition of a navigator.The Air Force has a limited number of navigator suites that can be installed for unique missions. Aeromedical Evacuation Crew: A basic crew of five (two flight nurses and three medical technicians) is added for aeromedical evacuation missions. Medical crew may be altered as required by the needs of patients. Boeing B-17 87

An RAF Mildenhall KC-135 Stratotanker refuels a 352nd Special Operations Group MC130P Combat Shadow over the Atlantic Ocean.The 352nd Special Operations Group provided refuelling support to six CV-22 Osprey tiltrotor aircraft on their way back to Hurlburt Field, Fla, following their first combat tour. US Air Force/Capt John Sisler

Lt Col Brett Pennington, 100th Operations Group deputy commander, performs a pre-flight inspection on a KC-135. US Air Force/Staff Sgt Thomas Trower

A KC-135 Stratotanker from the 100th Air Refuelling Wing sits on the flightline.This aircraft offloaded fuel to nine jets from the 48th Fighter Wing during its mission. US Air Force/Staff Sgt Thomas Trower

THE KC-135R The KC-135 Stratotanker provides the core aerial refuelling capability for the United States Air Force and has excelled in this role for more than 50 years. This unique asset enhances the Air Force’s capability to accomplish its primary missions of Global Reach and Global Power. It also provides aerial refuelling support to Air Force, Navy and Marine Corps and allied nation aircraft. The KC-135 is also capable of transporting litter and ambulatory patients using patient support pallets during aeromedical evacuations. Four turbofans, mounted under 35-degree swept wings, power the KC-135 to takeoffs at gross weights up to 322,500lb. Nearly all internal fuel can be pumped through the flying boom, the KC-135’s primary fuel transfer method. A special shuttlecockshaped drogue, attached to and trailing behind the flying boom, may be used to refuel aircraft fitted with probes. Some aircraft have been configured with the Multipoint Refuelling System or MPRS. MPRS configured aircraft are capable of refuelling two receiver aircraft simultaneously from special ’pods’ mounted on the wingtips. One crew member, known as the boom operator, is stationed in the rear of the plane and controls the boom during inflight air refuelling. A cargo deck above the refuelling system can hold a mixed load of 88 aviationclassics.co.uk

passengers and cargo. Depending on fuel storage configuration, the KC-135 can carry up to 83,000lb of cargo. Air Mobility Command manages an inventory of more than 415 Stratotankers, of which the Air Force Reserve and Air National Guard fly 235 in support of AMC’s mission. The Boeing Company’s model 367-80 was the basic design for the commercial 707 passenger plane as well as the KC-135A Stratotanker. In 1954 the Air Force purchased the first 29 of its future 732-plane fleet. The first aircraft flew in August 1956 and the initial production Stratotanker was delivered to Castle Air Force Base, Calif., in June 1957. The last KC-135 was delivered to the Air Force in 1965. Of the original KC-135A’s, more than 415 have been modified with new CFM-56 engines produced by CFM-International. The re-engined tanker, designated either the KC135R or KC-135T, can offload 50 percent more fuel, is 25 percent more fuel efficient, costs 25 percent less to operate and is 96 percent quieter than the KC-135A. The KC-135RT model aircraft continue to undergo life-cycle upgrades to expand its capabilities and improve its reliability. Among these are improved communications, navigation, auto-pilot and surveillance equipment to meet future civil air traffic control needs. ■

An F-22 Raptor from Elmendorf Air Force Base, Alaska, approaches the boom of a 100th Air Refuelling Wing KC-135 Stratotanker. Part of a Coronet mission, the tanker took two F-22s halfway across the Atlantic Ocean before handing them off to another tanker for the rest of the journey. US Air Force/Staff Sgt Austin M May

The Boeing B-17 ‘Fortress’ in RAF Service After the disappointing entr y into RAF ser vice as a bomber, the Fortress was passed to Coastal Command and used as a long range maritime patrol aircraft. Air to Surface Vessel radar was introduced, as was some unusual armament. The Fortress was to then return to Bomber Command, but in a ver y different role.

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The standard armament of Coastal Command Fortresses was the depth charge for anti-submarine work. Here, armourers of 220 Squadron based at Benbecual in the Outer Hebrides load the bomb bay of a Fortress IIA with 250lb version of this weapon in May 1943. 90 aviationclassics.co.uk

uring 1942 and 1943 three RAF Coastal Command squadrons used the Fortress. A Fortress from No 206 Squadron, flying from the Azores, sank U-boat U-627 on 27 October 1942, the first of six U-boat kills claimed by the Squadron and of 11 credited to RAF Fortresses during the war. One Fortress IIA aircraft was fitted with a 40mm Vickers S gun in the nose, for use against any U-boat caught on the surface. Although the Coastal Command Fortresses received radar, usually in the position of the chin or ventral turret, the B-24 Consolidated Liberator was preferred for night missions using radar against the German U-Boats. Once sufficient Liberators became available, the Fortresses were steadily phased out of anti-submarine work, instead taking on the equally important role of meteorological reconnaissance, flying long and lonely sorties to provide the weather data essential for the planning of the bomber offensive. The Fortress remained in RAF service in limited numbers throughout the war. By 1945 the Fortress was being used by two Meteorological squadrons, one air-sea rescue squadron and one anti-submarine squadron.

Part Two

Lastly, in the closing stages of the war, the B-17 was used by the RAF, very effectively, as a radar counter measures aircraft in support of the RAF’s night-time heavy bomber raids. It is not widely known, even now, that the RAF used B-17 Fortresses on what were, at the time, highly classified radio/radar counter measures (RCM) night operations with No 100 (Bomber Support) Group during the latter stages of the war in Europe. No 100 Group was a special duties group within RAF Bomber Command. It was formed in November 1943 to consolidate the increasingly complex business of electronic warfare and countermeasures within one organisation. The Group was responsible for the development, operational trial and use of electronic warfare and countermeasures equipment. Its squadrons were based at RAF stations in East Anglia, chiefly in Norfolk. The first RAF squadron to receive the modified Fortress Mk IIs for these special duties was No 214 Squadron, which exchanged its Short Stirlings for the American Fortresses in January 1944, and took up residence at RAF Sculthorpe. Here it was joined by crews from the USAAF 803rd Bomb Squadron, also operating in the RCM role.

Based at Benbecula in the Outer Hebrides, Boeing Fortress IIA, FK190/J, of 206 Squadron prepares to take off in May 1943. 206 Squadron were to sink the first Uboat of the 11 claimed by RAF Fortresses on 27 October 1942.The wartime censor has been busy on this photograph, removing the aerials and ‘stickleback’ array of the ASV I anti-submarine radar that ran along the spine of the aircraft, but missing those on the lower fuselage side, just visible under the wing.

FK185, the second Fortress IIA or B-17E delivered to the RAF was extensively modified. The bomb aimers entire posiiton was moved down into a chin installation to allow the addition of a Vickers 40mm anti-tank S gun in the centreline of the nose.This gun was intended for use against submarines and their more often armoured top decks and gun positions encountered by Coastal Command later in the war.

In April 1944 the 803rd and 214 Squadron departed for RAF Oulton, leaving Sculthorpe empty for redevelopment. It took some weeks to modify 214 Squadron’s Fortresses with the highly-secret electronic-countermeasures equipment and for the operators to become proficient in its use, so RCM ‘ops’ did not start in earnest until April 1944 by which time the Squadron was operating from Sculthorpe. From January 1944 to December 1944, No 214 Squadron operated Boeing B-17 Flying Fortress IIs; from November 1944 these were supplemented by Fortress IIIs (B17Gs), which the squadron operated until the war’s end (and afterwards up to July 1945). The RAF adopted the B-17 Fortress for the RCM role because the aircraft’s deep bomb bay was capable of accommodating the special electronic countermeasures equipment. Initially, the Squadron’s aircraft carried the original ‘JOSTLE’ equipment, officially T3160, which had become known as ABC (‘Airborne Cigar’), and which had been used by 101 Squadron in its special Lancasters, with an eighth crew man, since 1943. This equipment consisted of a panoramic receiver and three transmitters, which enabled the VHF ground-to-air R/T frequency being used by the German fighter controllers to be identified and then jammed. ➤

Boeing Fortress IIA, FK212/V, of 220 Squadron based at Benbecula in the Outer Hebrides in flight over the Atlantic Ocean in May 1943. FK212 failed to return from a patrol on 14 June 1943. Boeing B-17 91

FA706, a Boeing Fortress II, seen here on the ground at Prestwick, Ayrshire after its delivery flight to the UK. it was flown to Boscombe Down, Wiltshire,where tests and investigation of the new nose astrodome by the Aeroplane and Armament Experimental Establishment (A&AEE) were carried out.This aircraft subsequently served with 220 Squadron and was written off following a ground incident at Lajes in the Azores in August 1944.

Boeing Fortress III, HB773, on the ground at Prestwick, Ayrshire on 28 March 1944. Although intended for use by Coastal Command as a GR.III, HB773 never flew with the RAF, being diverted for service with the 8th US Army Air Force shortly after this picture was taken.

A Fortress II, SR384 BU-A of 214 Squadron photographed on 25 May 1944. Under the command of P/O Hockley, the aircraft was to be lost that night.

An additional crew member, the Special Operator, who was a German-speaker, operated the equipment and listened in for the controller’s transmissions. When he was sure that he was listening to the master controller, he jammed that frequency and if the Germans changed frequency he had to find the new frequency and jam that within seconds. The Special Operators were volunteers who were required to have a reasonable command of the German language. They had to learn certain code words such as ‘Kapelle’ for target and ‘Karussel’ to fly in orbit. They did not have to speak to the German night fighters. By this stage of the war, the jamming signal was an undulating pitch that served to prevent the transmission of instructions to the Luftwaffe night fighters. This ‘jammer’ was extremely vulnerable to being homed onto by night fighters and its use was terminated in July 1944. 214 Squadron then began using JOSTLE IV to jam enemy communications. JOSTLE IV emitted multi-directional radiations, jamming the wavelength of the German R/T Fighter Control frequencies. JOSTLE IV was very powerful and could blank out a whole spectrum of VHF frequencies. When it was first being tested the Fortress involved had to fly almost to Iceland to avoid blotting out the BBC’s transmissions! The JOSTLE equipment was large and heavy (it weighed over 600lb) and the Fortress was an ideal aircraft to carry it. The equipment replaced the underside ball turret fitted to the USAAF B-17s used on daylight operations, so this was not present on the RCM Fortresses. Other RCM equipment carried by these special Fortresses included MANDREL, a radar jamming device operating in the 85 to 135 MHz to counter the German’s FREYA early warning radar, and PIPERJACK for jamming of the German night fighter’s Airborne Intercept radar. The aircraft also carried and dropped WINDOW, now known as ‘chaff’, to confuse and swamp the enemy radar picture. The 214 Squadron Fortresses flew just above the main RAF bomber stream on night raids or sometimes ahead of the bombers as a MANDREL screen. The aircraft were painted black underneath with the standard Bomber Command brown/green camouflage pattern on the top surfaces but with a black fin and fin

Toward the end of the Second World War, the RAF began using the Fortress for meteorological reconnaissance duties over the mid-Atlantic and Iceland area.This Fortress IIA, FK197, belongs to 251 (Met) Squadron and was based at Reyjavik, Iceland. 92 aviationclassics.co.uk

A B-17G intended for the 8th Air Force and HB775, a Fortress III for the RAF, sit side-by-side at Prestwick in March 1944 having just completed their delivery flight across the Atlantic. Note that the RAF version of the aircraft lacks the cheek gun positions of its American counterpart.

strake. The crew of these Fortresses was 10 strong. They flew with a single pilot and a flight engineer, who occupied the co-pilot’s seat. They carried a navigator, bomb aimer, wireless operator, top gunner, two waist gunners and rear gunner, as well as the special operator. All five gunners were armed with .5 heavy machine guns. In April 1945, 214 Squadron was joined at Sculthorpe by 223 Squadron which was also equipped with B-17 Fortresses in the RCM role. Despite the ability of the RCM Fortresses to disrupt the enemy defences, indeed perhaps because this made them high value targets, these RCM operations were by no means without risk. Between April 1944 and the end of the war in Europe in May 1945, 214 Squadron lost 15 Fortresses to enemy action and one to an accident when it hit a tree on the approach to land back at base; 89 of the Squadron’s aircrew were killed and 39 were taken prisoner of war. The high price paid by 214 Squadron must be balanced against the lives that its operations saved. There is no way of knowing how many Bomber Command crews were saved by the disruption caused to the German’s air defence system by the RCM Fortresses but there can be no doubt that they were many and that these operations were well worth the losses that the 214 Squadron crews suffered. ■ Words: Clive Rowley. Pictures: Editors Collection

A rather posed photograph of a 220 Squadron radar operator at his set. He is looking through the light filter at the CRT indicator screen where any signal reflections from a vessel will be displayed. May 1943.

Boeing Fortress III, HB796/G, equipped for radio and radar countermeasures work with 100 Group, Bomber Command, photographed in August 1944 at the Atlantic Air Terminal at Prestwick, Ayrshire, where aircraft were modified for service in this role by Scottish Aviation. Equipment fitted included American AN/APS15 radar in the radome under the nose,‘Airborne Cigar’ (ABC) radiojamming equipment (the large aerial on top of the fuselage and an ‘Airborne Grocer’ aircraft radar jamming installation, the aerials of which can be seen either side of the tail turret. HB796 served with 214 Squadron at Sculthorpe, Norfolk, and was lost in action on 9 February 1945. Boeing B-17 93

KG200

The Luftwaffe’s Clandestine B-17s

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n 20 February 1944 a new clandestine Luftwaffe unit, Kampfgeschwader 200 commanded by Oberst Heinrich Heigl, was formed at Berlin-Gatow. Its task, the covert transport and supply of German agents on behalf of the RHSA (Central Security Department of the Reich) headed by Ernst Kaltenbrunner, to behind enemy lines on all fronts. Formed by the Luftwaffe High Command (OKL), the first units came from an amalgamation of Experimental Units of the Abwerhr 5th Branch responsible for testing captured aircraft, and from Versuchsverband Ob.d.L that used various German and captured transport aircraft for overt and covert missions to support German forces. Major Karl Gartenfeldt, commanding officer of I Gruppe, KG 200, had almost 100 experienced aircrew at his disposal and was

equipped with some 60 aircraft of more than 20 different types. Gartenfeldt was one of KG 200’s charismatic and experienced commanders. As a Hauptmann, he had flown in most of the agents dropped into England and Northern Ireland during the early years of the war, flying both Ju 88s and He 111s from Chartres in France. The Gruppe Gartenfeldt, which became KG 200’s 1 Gruppe, had carried and inserted more than agents into France, Italy and Greece during 1943. During the spring of 1944, the Luftwaffe’s new KG 200 was undergoing a period of intensive training for its clandestine role which was becoming evermore urgent with increasing Allied gains on all Fronts. Initially, it had to rely on the veteran He 111 that was used to drop most of the German agents into England since 1940, but this was about to change. Within three months of its formation

B-17F ‘Miss Nonalee II’ was captured by the Germans when it landed at Nordholm, Denmark in October 1943. via Finn Buch

The former ‘Miss Nonalee II’ at Rechlin in Luftwaffe markings, was later used for demonstration flight and training. via Finn Buch

the first of several captured US heavy bombers was delivered to 2 Staffel of I/KG 200 at Finow. On 12 December 1942, USAAF 8th Air Force B-17F 41-24585 ‘Wulfe-Hound’ of the 303rd Bomb Group, had made a wheels-up landing in a field near Melun in France, 60 miles south-east of Paris. The Germans moved the Fortress to Leeuwarden airfield in the Netherlands where it was found to have suffered minimal damage, apart from a crushed ball turret, and the decision was made to put it back into airworthy condition. It was first flown by the Germans on 17 March 1943 when it was ferried to the Luftwaffe Test and Evaluation Centre at Rechlin where it was used for interceptor training with Zerstoerer Schule 1 at Neubiberg, and Orly near Paris, which became a B-17 spares centre for the Luftwaffe. It was delivered to Versuchsverband (KGzbV) at Berlin-Rangsdorf in German markings during September 1943, transferred to KG 200 on its formation and took part in training for its first clandestine operations at the beginning of 1944.

The first captured USAAF B-17F, the former ‘Wulfe-Hound’ undergoing testing Rechlin in 1943. Boeing

A second captured B-17 used by the Luftwaffe was B-17F 42-30146 named ‘Down and Go’ which landed at Karlsupp, Denmark on 27 July 1943, which the crew mistook for neutral Sweden. Another aircraft captured in Denmark was B-17F 42-30336 named ‘Miss Nonalee II’. As it approached the Danish coast on 9 October 1943, one engine ran away and it was necessary to feather the propeller and head back to England. A few minutes later a second engine lost power and it was decided to land in Denmark since it would not be able to reach England. The crew all bailed out except the pilot, Lt Glyndon D Bell who landed the B17 safely in a field at Nordholm Gods near Varde. Lt Bell managed to evade capture and eventually made his way to neutral Sweden. The Germans decided fly ‘Miss Nonalee II’ out of the field and all the guns, bombsight and radio equipment were removed to lighten her. On 16 October the B-17 was flown to Esbjerg airfield on three engines by German test pilot Hans-Werner Lerche. It was later flown to Schwerin and Rechlin for evaluation where it was given the code 7+8 and was used until December 1944 for KG 200 crew training but not operations. One of KG 200’s first B-17 operations, aptly codenamed Etappen-Hase – Hopping Hare – to establish a series of landing strips behind Allied lines along the Algerian-Tunisian border had been launched the previous November. The aircraft chosen for the mission by Kommando Tosca was the reliable He 111 and a rugged single-engine Messerschmitt Bf 108 communications aircraft flown by Oberleutnant Dümcke. Their destination was an abandoned former Italian emergency landing strip at Wadi Tamet in Libya where their crews set up a W/T station codenamed Traviata. Over a six-week period the Taifun flew towards Tunisia selecting three main landing sites en route. ➤

The former ‘Punchboard’ at Hildesheim in 1945 with KG 200 officers, Oberfeldwebel Rauchfuss and his radio-operator Feldwebel Monkemeyer. Boeing B-17 95

B-17F ‘Miss Nonalee II’ suffered a collapsed undercarriage following a ground loop while flown by a Luftwaffe pilot. via Finn Buch

Arab agents, who had been trained in Berlin, were then carried to the sites to set up fuel dumps and man radio links by the captured B-17 ‘Wulfe-Hound’, wearing German code letters DL+XC, flown from Marseilles on one of its first clandestine missions and by the spring of 1944, the network was operational. However, Traviata had been discovered by a British Long Range Desert Group force which destroyed the W/T station. It took Oberleutnant Dümcke almost two months to convince his KG 200 superiors that it was safe to attempt to reactivate the Traviata network and on 16 May 1944 he took off from Kalamaki in a B-17 bound for Wadi Tamet. Seeing no obvious sign of the enemy, he landed but kept the engines running. He was greeted by small arms fire that hit the aircraft and wounded him in the hip. Nevertheless, Dümcke managed to take off and head out across the Mediterranean towards Athens at low level, but the B-17 was losing fuel. It made it as far as the Bay of Kalamata where the injured pilot successfully ditched the bomber in shallow water without any loss to his crew. Within a four-week period following DDay, aircraft of KG 200 dropped more than 250 agents behind Allied lines including some from the B-17s that also carried other agents to Trans-Jordan. On 26 June 1944 Leutnant Wolfgang Pohl flew Operation AntiAtlas from Istres in the South of France carrying several SS agents dressed in Arab robes, in a B-17G. While flying south off the eastern coast of Spain, the B-17 developed a fuel leak and was forced to make an emergency landing at a Spanish Air Force base at Valencia. After its ‘passenger’ had been spirited away by their Abwehr escort, the German Air Attaché in Madrid had to negotiate the release of the crew, while the Spanish authorities impounded the B-17. 96 aviationclassics.co.uk

By mid-1944, KG 200 had expanded in numbers and scope. Three more USAAF B17s had been acquired, appearing on the KG 200 inventory as Dornier Do 200s. B-17F 4230048 named ‘Flak Dancer’ force landed at Laon airfield in France while a damaged B17G 42-38017 landed at Schlezwig-Jagel airfield in northern Germany. On 9 April, a second B-17G was forced down intact in Denmark when it landed at a German-held airfield Vaerlose. This was flying Fortress 42-39974 named ‘Punchboard’. Its pilot, Lt Racener related the events of that day. “We were hit in the No. 2 engine and we were losing fuel at an alarming speed. The navigator reported that if we continued losing fuel at this speed, we could only just reach Sweden. I asked for a course and we calmly left our formation and flew northwards. All ammunition and machine guns were thrown overboard, while we flew low over the sea. At

last we reached land. At that time none of us knew the colours of the Swedish flag, but from the flagstaffs we saw a red flag with a white cross. Denmark was occupied and therefore probably was not allowed to use their own flag, we agreed that this had to be Sweden. After 10 or 15 minutes of flying we saw a lovely open field which was very suitable for landing. I was circling around the field to check it for ditches and fences, and when I was halfway across the field I suddenly discovered camouflaged planes with the Swastika on the rudder. I pulled the plane up and tried to turn away, but just then one of the gunners reported a Me-210, which was on our tail and the light flak became awake and fired warning shots. Without machine guns and ammunition we did not have a chance and I returned to the runway. From this day and after 13 months in a German POW camp I can assure that there

B-17G 42-39974 ‘Punchboard’ seen at the German-held airfield at Vaerlose in Denmark in April 1944. Ernst Kopfer

A KG 200 B-17 was written-off by a USAAF B-17 raid of Oranienburg Airfield in April 1945. US Archives

were 10 Americans that learned to know the difference between the Danish and the Swedish flag.” ‘Punchboard’ was later seen at Hildesheim in 1945 re-numbered by the Luftwaffe as A3+BB. The last B-17F captured by the Germans was 42-30713 named ‘Phyllis Marie’ that was captured 8 March 1944 at Vaerlose, again after its crew had mistaken Denmark for Sweden. Several other damaged B-17s were cannibalised for spares by KG 200 including B-17F 42-5714, and B-17G 43-38432. While Ernst Kaltenbrunner, KG 200’s taskmaster, was making contact the US Office of SS in Switzerland, the Kampfgeschwader was under great pressure as its sphere of operations shrank with every Allied gain. It had lost all of its outstations with the exception of Austria and Denmark by this time and an ever-increasing number of its aircraft. On 10 February 1945 one of its B-17G

Fortress operated by Kommando Olga, the former ‘Down and Go’, exploded soon after take off at Echterdingen killing six of the eight crew and 10 members of the Vichy French government who included the Comte de Bony de Lavergne. Another Kommando Olga B-17F was shot down as it headed towards Strasbourg by an RAF Mosquito near Luvigny, France on 3 March 1945 on the way to drop eight agents near Dijon. Three of its crew bailed out and survived. A successful mission was carried out by one of the surviving Olga B-17s on the night of 19 March. Operation Karneval was flown by Leutnant Pohl who flew from Hildesheim to drop one agent on the outskirts of Brussels and six near Waals on the Belgium/German border. These agents were in fact SS commandos whose mission was to assassinate the Mayor of nearby Aachen who had just been appointed by the occupying US

forces. They succeeded in their task. A KG 200 B-17 was left at the Oranienburg Airfield during the last days of the war where it was damaged by USAAF B-17 raid on 10 April 1945 and the former ‘Phyllis Marie’ was found abandoned when US troops overran Altenburg airfield on 4 May 1945. Elsewhere, as its fuel ran out, communications all but ceased and its airfields overrun, KG 200 was disbanded and its crews released from duty. Since June 1944, more than 600 agents including five women, had been dropped behind enemy lines by aircraft of I Gruppe/KG 200. Although there were widespread reports of high-ranking Nazi officials and vast amounts of cash and valuables smuggled out of Germany by KG 200 as the Third Reich crumbled, in reality very few of its aircraft were capable of flying anywhere.■ Words: David Oliver

‘Wulfe-Hound’ was also used by the Luftwaffe to train fighter pilots and develop tactics for use against the B-17. Here Luftwaffe crew are allowed a close inspection of the aircraft. via L Mirow Boeing B-17 97

Sally B

The flying memorial Sally B is the only airworthy B-17 flying in Europe today. Based at the Imperial War Museum at Duxford in Cambridgeshire, England, this 65-year-old warbird flies as a memorial to the 79,000 American Airmen who lost their lives in Europe during World War Two.

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perated since 1982 by her namesake and guardian angel Elly Sallingboe of B-17 Preservation, Sally B flies with the help of a dedicated team of volunteers and the backing of the Sally B Supporters Club, one of the largest of its kind in the world. She is maintained by Chief Engineer Peter Brown and his team of volunteers, and flown by experienced professional pilots who volunteer their time.

The left hand nose artwork of Sally B, typical of many wartime artworks. Jarrod Cotter 98 aviationclassics.co.uk

This Flying Fortress never saw war service. She was one of the last B-17s to be built by Lockheed Vega and didn’t join the fleet of the US Army Air Force until 19 June 1945 as 44-85784. Initially the aircraft was modified for a training role and redesignated TB-17G. From May 1948 she embarked upon a test career with the newly formed USAF with modifications including a manned pod on one of the wingtips. With all the modifications for the test programmes, the aircraft was now known as an EB-17G. She was then loaned to the General Electric Test Flight Centre at Schenectady, New York from September 1950 and used as a flying testbed for a variety of equipment and engines. When all the tests were completed, she was no longer required, and after removing all test equipment, 44-85784 was flown to Olmstead AFB, Pennsylvania on 2 July 1954 to await disposal. This however was not to be the end of her story. The French Institute Geographique National, who had a fleet of B17s, bought her for survey work. 44-85784 was cancelled from the USAF inventory on 28 October 1954, and flown to Europe as F-BGSR where she was based at Creil, near Paris. In 1975, after many years in France, the aircraft was bought by Ted White who brought her to the UK to be restored to wartime condition and named Sally B after his partner Elly Sallingboe. Registered as

SALLY B AND FRIENDS DAY AT DUXFORD Sunday 31 July 2011 Sally B and Friends Day is a brand new event at Duxford honouring B-17 Flying Fortress, ’Sally B’. An informal, relaxed day, it will feature some fantastic flying, starring Sally B as the focus with more flying from her ‘Little Friends’ and an array of historic aircraft. Members and Duxford visitors will have a nostalgic day in a 1940s atmosphere enjoyed across the museum with the sound of Vera Lynn and Glenn Miller, vintage vehicles and World War Two reenactments.While not flying Sally B will be

Sally B in full Memphis Belle paint scheme, applied for the movie of the same name. Frank B Mormillo

N17TE, she flew her first air show at the Biggin Hill Air Fair on 18 May 1975 and became the official flagship of the American Air Museum in Britain. Every year Sally B flies over the American Cemetery at Maddingly near Cambridge in tribute to the 79,000 US servicemen who died fighting in the skies of Europe during World War Two. Flypasts over former US Eighth Air Force bases are also carried out whenever possible. Sadly, in 1982, Ted White was killed in a flying accident just as plans were afoot for a new airshow aimed at raising funds to support the Sally B. Elly and the team overcame what was a terrible shock, not only to successfully run the airshow for many years, the famous Great Warbirds Air Display, but also to keep Sally B flying right up to today. Aside from flying at airshows, she has made numerous TV and film appearances, including We’ll Meet Again in 1980 when the TV company funded the construction of her gun turrets. In 1989 she starred with four other B-17s in the film Memphis Belle and half of the aircraft is still in the ‘Memphis’ livery. In 1998 Sally B suffered a series of engine problems, grounding her in Guernsey for nine months. With a lot of commercial and volunteer support, the engines were replaced and in 1999 she returned to Duxford, but without the funds required to continue flying. ➤

on static display throughout the day when there will be the opportunity to meet her pilots and crew and much, much more on this nostalgic day at Duxford. And... there is a very special perk for Members of the Sally B Supporters Club – as a big ’thank you’ for their loyal support throughout the year – IWM Duxford has given members of the Sally B Supporters Club free access to this special nostalgic day. Please note that this event is not an air show. It is a special occasion with elements of flying.

Sally B dominates the skyline at an airshow, even when on the ground, and becomes a focal point for her many admirers and friends. Jarrod Cotter

Sally B pilots. Peter Kuypers in the commander’s seat and Jim Jewell in the co-pilot’s seat. Julian Humphries

Sally B in a bomb doors open pass in a typical air show routine. It’s surprising how small the bomb bay is compared to the size of the aircraft. Jarrod Cotter

The Sally B’s guardian angel,Elly Sallingboe, chats to a young fan at the crew signing table at a Duxford air show. Jarrod Cotter

One of the Sally B’s party pieces at airshows, a slow flypast with two engines smoking, commemorating the way many B-17s returned from raids, shot up and limping home on two. Jarrod Cotter

In March 2000 the B-17 Charitable Trust was formed under Patron of the Trust Air Chief Marshal Sir John Allison, a well-known display pilot and a friend of Sally B’s from the earliest days. The formation of the trust enabled access to greater funding and she returned to the air the following year. Operating a large, four-engined historic aircraft costs approximately £400,000 per year. While Sally B is based at the Imperial War Museum, she is not owned or maintained by the museum. In the US, different aviation safety laws mean that

American aircraft can sell rides to passengers to pay for their upkeep, Sally B can’t do this. She is instead a registered charity, and the only B-17 run totally on public donations. It is incredible to think that this aircraft has been flying in the UK for over 35 years largely due to public support and appreciation for the amazing service the B-17 contributed during World War Two. Sadly, the generation that remembers this service will soon be gone, and without Sally B flying in the summer skies of Europe, these memories could just disappear.

The right hand nose artwork on Sally B, a reminder of her role as the famous Memphis Belle in the film of the same name. Jarrod Cotter

Marks of Ted. Both the teddy bear logo in the nose... Jarrod Cotter 100 aviationclassics.co.uk

...and the blue and yellow checkered engine cowling are salutes to Ted White, who first bought Sally B to the UK. Jarrod Cotter

Sally B makes a fine centrepiece for special events at air shows. Here three P-51D Mustangs formate on the bomber, playing the part of escorting fighters.A pair of modern fighters, F-15Es, are moving in to bring the flypast right up to date. Jarrod Cotter There are many ways you can help Sally B: Please make a donation: All money donated to Sally B goes directly to help ensure her future as a unique piece of living history. ● Get Your Name on Sally B: Donate £495 or more (£445 for Sally B Supporters Club Members) and have the name of your choice added to the prestigious Roll of Honour on the outside of Sally B’s fuselage for two years. You and a companion will be invited to be VIP guests, for a special day with Sally B at Duxford, when your chosen name will be officially unveiled. ● Sally B Supporters Club: now in its 31st year, you can join this group of friendly dedicated people whose ultimate aim is to keep Sally B flying. Only members and crew get access to the inside of Sally B. ● Create a link to the Sally B website from your own. ● Make a legacy – Please contact the website for further information. ● Go to www.sallyb.org.uk or post donations by cheque payable to ’The B-17 Charitable Trust’ to PO Box 92, Bury St Edmunds, Suffolk IP28 8RR If you would like to see Sally B flying in 2011, visit www.sallyb.org.uk for list of air displays which are published in April and updated as soon as dates are confirmed. ■ Words: Constance Redgrave

Under the leadership of Chief Engineer Peter Brown, a team of volunteer engineers spend the winter months getting Sally B ready for the air show season. It’s hard long and dirty work. Constance Redgrave

In full Memphis Belle regalia during the making of the film. No astrodome or chin turret, the full paint scheme and even the wheel discs painted correctly. Frank B Mormillo

Boeing B-17 101

Tough!

On a wing and a prayer Although this article is about the strength of the B-17 airframe, it is as much a testimony to the Boeing engineers who designed, and the factor y workers who built, the B-17. What they created was a machine which became much loved by its crews for one simple reason, it would bring them home with the kind of battle damage that would have downed many lesser aircraft.

L

ike many aircraft of its time, the Boeing B-17 was overengineered. This was not a mistake or a product of ignorance, but a willingness to err on the side of safety by the engineering teams responsible for designing the complex four engined aircraft and its sub-systems.

Building the upper fuselage structure before it was put on the circular cross section forward fuselage.The upper turret mounts are going in, a reinforced ring with lightening holes cut in it to reduce the weight. US Air Force The strengthened wing mount in the centre section box is clearly visible on the forward fuselage section to the left of the picture. US Air Force

Skinning the upper fin and its fillet as a separate structure before it is added to the upper rear fuselage.The tags mark the rivet positions and ensure the skin is lined up properly. US Air Force 102 aviationclassics.co.uk

With the fin and fillet fitted, the rear fuselages were then skinned.The fuselage formers and longerons that bound them together can be clearly seen. US Air Force

Taken from the citation in the 398th Bomb Group records. Lawrence M. Delancey, 0-41351, Army Air Forces, United States Army, for gallantry in action while serving as a pilot of a B-17 bomber on a mission over Germany 15 October 1944. Immediately after bombs away Lt. Delancey’s aircraft was hit by flak. A shell pierced the chin turret and exploded in the nose, killing the bombardier and destroying practically all the instruments.The entire nose section was shorn off and all that remained was a tangled mass of instruments, wires and sheet metal. With the oxygen equipment ruined and a sub-zero gale rushing through the plane, Lt. Delancey descended to a lower altitude and headed out of enemy territory. Flying at reduced speed and unable to take proper protective measures with his off-balanced plane, he was subjected to every conceivable type of ground fire. By sheer determination and tenacity he managed to bring the battered aircraft over the home base. Without proper brakes Lt. Delancey climaxed this miraculous feat of flying skill and ability by accomplishing a safe landing. His actions under conditions which would have caused a less courageous pilot to abandon his aircraft are in keeping with the finest traditions of the Army Air Forces. By Command of Lieutenant General DOOLITTLE. U.S. Air Force

When the Fortress was first designed, materials science was in its infancy, and stress analysis was literally a hit and miss affair. If you wanted to know how strong a structure was, you put it in a jig and subjected it to the worst possible forces you thought it would ever be subjected to, and recorded the stresses at the moment it broke. This was called static load testing, it is still used today but is a far more scientific and closely monitored process, subjecting the test piece to repeated stresses in its expected life cycle, to see when in the cycle the object fails. That way, not only the structural strength but the life expectancy of a given structure can be accurately predicted. The 14th Y1B-17 had been intended as an airframe for precisely this use, but the nineth aircraft built flew into severe icing conditions near a thunderstorm and performed some

unusual manoeuvres as a result, reaching 3.67G. This was considered load testing enough, and the 14th aircraft became a testbed for developing the engine turbosuperchargers instead. It can be said that as a consequence of the state of physical sciences of the day, the B-17 was far stronger than it needed to be to perform the task required. The fuselage structure was made up of formers connected by longerons, clad in a riveted metal skin that took a great deal of the loads imposed on the structure as a whole. The wings and tailplane were largely similar, the formers being replaced by airfoil section shaped ribs, connected by two massively strong spars, the main and secondary spar and a number of sub spars. Between the spars ran load bearing webs, and the whole was again covered in a riveted stressed skin. The

engine mounts ran forward from the main spar junctions, so the load from the engines was spread through the centre of the airframe. The spaces between the ribs and spars became the home to fuel tanks and other equipment. The wing spars and the fuselage met in the centre section box, a massively strong structure. The spars formed the front and rear walls of the bomb bay below floor level inside the fuselage. The fuselage formers at this point were also strengthened, because the centre box took the loads from the wings and the front and rear fuselage. Structure within the centre box also supported the bomb racks, and of course, the bomb load when carried. A similar smaller twin spar structure ran through the rear fuselage, joining the tailplane to the fuselage and the spars of the vertical fin. ➤

Two of the most remarkable photographs of the war. Boeing B-17F-5-BO (41-24406) “All American III” of the 97th Bomb Group, 414th Bomb Squadron, in flight after a collision with an Fw-190 near Tunis on a mission to Bizerte on 1 February 1943. Followed by a close-up of the damage after landing on the rear fuselage, as the tailwheel wouldn’t come down.The left horizontal stabilizer was torn completely off, and the aircraft was nearly cut in half by the collision.The aircraft was repaired and continued to fly missions. U.S. Air Force Boeing B-17 103

This 92nd Bomb Group B-17 belongs to the 327th Bomb Squadron, and suffered a flak hit on the starboard rear wing root which split open the side of the fuselage. Sadly, both the ball turret gunner and radio operator on this aircraft were killed, but the aircraft did return safely to Podington. U.S. Air Force What all this meant practically was that at any point on the B-17’s structure, removing one or two structural members would not cause the whole to fail. The interconnected structural members and skin would ‘re-route’ the load on the airframe, and because each member was stronger than it needed to be, they could absorb the extra load for long periods of time. None of these techniques were exclusive to the B-17, many other types and manufacturers used similar methods of construction, but on this aircraft they all came together to produce something quite outstanding. The engineers created this tremendously strong airframe and then refined it for production. The airframe was broken down into a number of simpler sub-assemblies which could be quickly produced in numbers. This was to have a tremendous effect on how quickly modifications could be put into the production line, since it was often a question of changing only one part of the production system. Since the fuselage was built in two sub sections, the change between the D and E

model that completely redesigned the rear fuselage did not cause the disruption it might have. Likewise, the addition of the upper turret to the forward fuselage only affected that part of the production facilities. It was the attention to detail of the factory workers that built all these assemblies that founded the B17’s reputation of reliability and strength. Rare indeed was there a reported error due to a production mistake, and no failures due to this were ever recorded. Keeping that diligent record up for 12,731 examples of the aircraft is an achievement everyone at Boeing, Lockheed Vega and Douglas can be very rightly proud of. The effect of all the engineering and production prowess at the operations end is the stuff legends are made of. B-17s survived flak and fighter damage that other aircraft of the period could not have managed. This was the heart of the B-17 legend, it was the aircraft that would get you home, as the photographs on these pages attest. ■ Words: Tim Callaway

‘E-Z Goin’, a 100th Bomb Group B-17 was on a mission to Buchen on 7 April 1945 when she was rammed by a Messerschmitt Bf109.The fighter removed the top half of the fin and the port tailplane.The cuts in the rear fuselage and fin fillet are from the fighter’s propeller.The aircraft made it back to Thorpe Abbotts in this condition, and astounding feat of airmanship. U.S. Air Force 104 aviationclassics.co.uk

A direct hit by flak on ‘Little Miss Mischief’ , a 91st Bomb Group B-17G, on 15 October 1944 over Cologne left the ball turret gunner miraculously alive and only slightly hurt. One of the .50 cal barrels, a very tough item, has been bent through 90 degrees. U.S. Air Force

This photo purports to be the inside view of the damage to ‘Little Miss Mischief’ ofter she was hit by flak on 15 October 1944. If it is, then it was taken after the ball turret and its mount were removed.The former and longeron structure are clearly visible, as is its ability to take punishment without seriously weakening the whole. U.S. Air Force

This aircraft DF-F (42-87880),‘Little Miss Mischief’, a 91st Bomb Group B17G, had a remarkable career, it had the rear fuselage of another B17G (42-31405) grafted on to it during the repairsto the flak hit shown here, and eventually made an emergency landing at Bassingbourne on 4 April 1945 and was scrapped. U.S. Air Force

Project

Aphrodite The Boeing B-17 Flying Fortress pioneered the ‘smart’ bomb in an unusual manner. François Prins has the stor y.

I

n recent years the use of laser-guided weapons has become a commonplace sight in television news programmes. These weapons and their application in various conflicts has enabled the accurate bombing of targets and minimises collateral damage outside the target area. Guided weapons have their earliest beginnings in the latter stages of the Second World War. The Germans fielded wire and tv-guided missiles launched from aircraft, as well as the V-1 Flying Bomb, a pre-programmed cruise missile, and the V-2, a short range ballistic missile. The United States began their use of remotely guided weapons with the development of a novel method of using war-weary bombers. The German guided missiles were promising but were not produced in sufficient quantity to make a real difference. Likewise, the American alternative was not a great success.

REMOTE CONTROL

The United States Army Air Force (USAAF) realised that their own bombers could not carry as large a load as the 12,000lb (5400kg) of bombs which were easily uplifted by an RAF Avro Lancaster. As the US had specific targets in mind, such as heavily protected submarine pens, rocket and flying bomb

sites, they worked out that some nine tons of explosive would be required to inflict any sort of lasting damage. There was no aircraft capable of carrying such a bomb load in the USAAF, so an alternative was sought. The plan to produce a heavy weapon and a delivery system was given the codename ‘Operation Aphrodite’, and responsibility was vested with General James ‘Jimmy’ Doolittle. ‘Aphrodite’ was the brainchild of the USAAF bombardments experts; they suggested using war-weary bombers filled with explosives and guided by remote control to the targets. Nothing quite like this had been mooted before. Previously, there had been trials with remote control aircraft but none with a heavy bomber or with the suggested all-up weight. Quite who came up with the original idea is not on record. On 26 June 1944, at an Eighth Army Air Force conference Doolittle authorised work to proceed and gave the task of implementing the scheme to the Third Bombardment Division under General Earle Partridge. He allocated administrative responsibility to the 338th Bombardment Group at Knettishall Heath in Suffolk and Lt. Col. Roy Forrest and his 562nd Squadron at RAF Honington were tasked with the project and the missions. ➤

General James Doolittle was given the task of implementing Operation Aphrodite. He was a famous pre-war aviator and led the US bombing raid on Tokyo in 1942.

The Third Bombardment Division under General Earle Partridge held overall responsibility for Operation Aphrodite. Partridge was a highly-decorated officer who took a great interest in Operation Aphrodite.

Side view of a B-17F converted for use in Operation Aphrodite.The white paint daubed on the aircraft is clearly visible, as is the open cockpit.

BQ-7 PAYLOADS Approximately 25 drone aircraft, mostly well used B-17Fs, were modified out of a planned 65.The drones were packed with 20,000lb (900kg) of British-made Torpex, a mixture of 41.8% RDX, 40.2% TNT and18% aluminium powder.This, 50% more powerful than TNT alone, came in boxes weighing approximately 55lb (25 kg), of which 335 were installed between the nose and the rear of the bomb bay, which was reinforced and sealed.A total of five Mk 9 demolition charges, remotely detonated in case of an aircraft malfunction, and impact fuzes completed the load, which was armed by the pilot just before he jumped either via an enlarged nose access door or from the now open cockpit.An alternative load, installed in at least one drone for an attack on a V-1 launch site, was 160 incendiary bombs and 830 US gallons (3142 litres) of jellied petroleum (napalm).This was meant to follow an attack by a high-explosive drone.

Although Lt Joseph Kennedy did not fly the B-17 he volunteered for the US Navy robot bomber programme and was killed when his B-24 exploded.

On 1 July, 10 converted Boeing B-17F and G bombers (designated BQ-7), along with a single B-17F and three Consolidated B-24 Liberators to act as command and guide aircraft (designated CQ-4), arrived at Honington. The BQ-7 conversion programme had been hastily put together. The drones would be under control of a crew, usually of two, for take-off, as the simple remote control system was not capable of handling such a complex task. Allowing the crew to escape once the remote controls were set resulted in two types of modification, the first being an enlarged forward escape hatch, the second was far more involved. It entailed removing the entire cockpit canopy and roof leaving just the front windscreen, as well as the entire upper fuselage extension which previously housed the upper turret and the wireless operators compartment roof and window. The now circular section centre fuselage was re-skinned and the cockpit was adapted for its new role. The crew of these cabriolet drones wore headscarves to keep warm, leading to the nickname “Babushka”. The B-17s were lightened by some 12,000lb (5400kg) with the removal of all unnecessary equipment such as guns, gun turrets, seats, armour, bomb racks and all extraneous weight to make it as light as possible for the increased payload. To control the drone-bomber, a television camera was fitted to the flight deck so that the controller (in the CQ-4 Mothership) could monitor the instruments. A second camera was sited in the nose of the BQ-7 giving a view of the ground ahead of the bomber for the controller to decide when to launch the flying bomb onto its selected target. The removal of the main canopy was to enable the two-man flight crew to vacate the drone once it had reached operational altitude in order for the controlling aircraft to take over and remotely fly the drone to the selected target.

The cockpit of a factory-fresh Boeing B-17 – remote control Azon units were fitted on the Aphrodite aircraft. 106 aviationclassics.co.uk

Once the BQ-7s had been gutted, they were fitted with the cameras and the control system. This consisted of two Azon (Azimuth only) controllers, one connected to turn controls and the other the elevators. A radar altimeter completed the control system to allow flight at a constant altitude. Various antennae, one in a ventral pod resembling a large American football, were fitted. Because the drones were modified by hand, installations varied slightly in detail between aircraft. In 1944, all this was all quite primitive when compared with present day technology. However, the work was completed, the aircraft were painted, or rather daubed, white without any identification marks and training commenced. British-made Torpex explosive was used in place of the less potent US-made trinitrotoluene (TNT). As the missions were dangerous, volunteers for the BQ-7 drones were requested and there was no shortage of young pilots ready to tackle ‘Aphrodite’. They carried out several hours flying the modified aircraft and, more importantly, attended lectures on how to vacate the bomber via enlarged hatch or the open cockpit. Also familiarising themselves with their new role were the B-17/B-24 based CQ-4 guidance crews. Once training was complete the unit moved to RAF Woodbridge in Suffolk. It was the task of the drone BQ-7 crews to take-off and fly the aircraft to 2000ft (600m). At this height the captain would then run tests on the remote flying equipment with the controller, who would be in the command aircraft, set the throttle controls and, once both men were satisfied, the control aircraft would take over and continue to fly the drone. The second crew-member/pilot would now arm the bomb load to explode on contact and then both men would leave by parachute. From this point the controller, in the CQ-4 at 20,000ft (6000m), would fly the robot to the target where it would be crashed. That was the theory.

View of the open cockpit of a converted Aphrodite Boeing B-17 the panels immediately behind the pilots seats covered the area left by the removal of the roof.

This shows the standard B-17 interior looking aft – on the Aphrodite aircraft this area was completely filled with crates of Torpex high explosive.

MISSIONS COMMENCE

‘Operation Aphrodite’ was carefully worked out. Attacks would be carried out by four robots in two waves of two aircraft. The command aircraft would crash the first two on target and return to base to collect the second wave and escort them to the same objective. A fifth BQ-7, loaded with fuel and explosives, would follow and finish off the job. A fighter aircraft would follow the drone at a safe distance, to destroy it if it went out of control over friendly territory. The CQ-4 would also have a fighter escort, and photographic Mosquito for post-attack damage assessment completed the mission team. The unit moved to Fersfield, near Diss in Norfolk and waited to launch an attack on the Pas-de-Calais V-1 missile sites; but the weather kept the aircraft grounded until 4 August 1944, when it cleared. Two command aircraft took-off and climbed to a pre-selected control point to await the arrival of the two BQ-7s, which took-off separately and were escorted by the guide aircraft to the control point. Once this had been reached, the command aircraft controller and the two pilots on board the drone went through a checklist. Then the first robot aircraft (42-39835) turned and tracked across the airfield at which point the second crew member, Technical Sergeant Elmer Most, bailed out. Unfortunately, the BQ-7, which was loaded with 21,000lb (9500kg) of explosive, stalled as he exited. The aircraft rolled onto its back and went into a steep dive. The pilot, Lt. John Fisher Jnr., tried to regain control but was unable to correct the spiralling aircraft, which was loaded with 18,000lb. (8200kg) of Torpex. It crashed in Watling Wood, Sudbourne Park, near Orford in

Suffolk and exploded on contact, destroying over two acres of forest and leaving a massive crater 10 to 15ft (3 – 4.6m) deep and 25ft (7.6m) across. Lt. Fisher’s body was never found and only small fragments of the B-17 were recovered. Sgt. Most had landed safely and was found by a local policeman. However, as the entire project was top secret Most had to say that he was one of a full crew from a B-17 that had been damaged by enemy action. In order to find the other members of the crew of the aircraft, the policeman organised a search party but, not surprisingly, they did not find anyone else from the supposed aircraft. In spite of the accident with the Fisher’s B17, the second aircraft (42-30342), crewed by First Lieutenant Fain Pool and Staff Sergeant Philip Enterline, was ordered to proceed and all went to plan. The two-crew baled out and the command aircraft escorted the robot to Watten in the Pas-de-Calais. However, the primitive television failed and the bombardier on board the B-24, having lost the picture, had to guide the robot blind to the objective, which he missed. The next wave faired no better and they lost one aircraft to enemy gunfire and crashed the second B-17 short of the target due to control problems. It had not been a success; one man had been killed and two others injured on landing by parachute, and no targets had been damaged. However, the planners were not disheartened. On 6 August, two more B-17s (42-20212 and 42-31394) were despatched, accompanied by four command/control B17/B-24s, to attack the V-1 site at Watten in France. At first, all went to plan, the aircraft climbed to height, the crews parachuted to safety and, initially, the robots responded to the command aircraft. Then the leading

machine crashed into the sea and the second aircraft turned around and headed back to the coast. It would not respond to any signals from the control aircraft. The runaway B-17 was seen over Ipswich, at a much lower level than was comfortable, given the bomb load it was carrying, and then turned away towards the sea. Here finally the B-24 was able to gain control once more; crashing the drone into the sea terminated the mission. General Doolittle was unhappy with the results and ordered a full enquiry into the programme. Technical problems were at the forefront and the remote control equipment was changed for an improved version called Castor, along with a new television system. While the aircraft were being modified the US Navy arrived. They had always been very interested in the ‘Aphrodite’ programme and, on 17 July, a unit of 26 men was posted to Fersfield. They brought with them two Consolidated PB4Y-1 (US Navy B-24) robots and two ex-RAF Lockheed PV-1 Ventura command/control aircraft. The modified PB4Y-1s, designated BQ-8s, already had the improved Castor control system, and the Navy crews were intent on succeeding where the USAAF had failed. Using the codename ‘Operation Anvil’ the unit (VB-110) began training exercises, which appeared to be successful. Aside from the new equipment, the operational methods also changed. A co-pilot replaced the engineer in the BQ-8s and the mothership would now follow the drone at the same altitude, staying within 3200 yards until just before the target. One of the volunteer PB4Y1 pilots was Lt. Joseph Kennedy Jnr. He was the eldest son of former US Ambassador to Britain Joseph Kennedy Snr., and the brother of John, Robert and Edward Kennedy. ➤ Boeing B-17 107

On 12 August, Consolidated PB4Y-1 (Bu/No 322271), with Kennedy and Technical Sergeant Wilford Willy, took-off to join the already airborne Venturas. At 2000ft (600m) the Ventura took over the PB4Y-1 and the two navy men prepared to leave the aircraft. From eye-witness accounts the Liberator appeared to be flying normally before it suddenly exploded in midair near Blythburgh. Debris fell over a wide area and only small pieces of the bodies of Kennedy and Willy were found. It would appear that the US Navy had as much success as the USAAF, but they were not about to give up and scheduled an operation for 3 September on the U-boat pens at Heligoland in Northern Germany. Modifications were made to the Liberator control systems and also to the arming of the bomb load, which would be by electronic detonation and not by manual priming. On 3 September the aircraft took-off and all went well; the PB4Y-1 climbed out smoothly, the checklist was completed and the control aircraft took over. The crew parachuted to safety and the three aircraft headed off for Northern Germany. Above the target the television pictured was blurred and the controller found it difficult to identify the island, let alone the U-boat pens. In the event, the German gunners found their targets and the three aircraft all sustained several hits, including one to the control system. This left the bomber out of control and it crashed on Dune Island near Heligoland, destroying some non-strategic installations.

FURTHER MISSIONS Meanwhile, the USAAF had modified their BQ-7s with new control systems and were ready for another mission. Targets at Heligoland and Heide/Hemmingstedt were selected. On the first mission the pilot was killed when his parachute failed to open, but the aircraft made it to the target. However, it was hit by enemy gunfire and crashed short of the submarine pens. The next sortie was also unsuccessful, the crew baled out safely but the controller was hampered by poor picture quality and crashed the aircraft short of the target at Heide/Hemmingstedt. The second BQ-7 on the same mission crashed into the sea following loss of control from the guide aircraft.

Mass production of the B-17 Flying Fortress underway at one of the Boeing plants during World War Two.This clearly shows the upper section of the forward fuselage that was removed to create the open cockpit Aphrodite BQ-7s. Undaunted, the USAAF continued to mount attacks using the BQ-7s, but they were still plagued with equipment failure, usually with the poor quality of pictures transmitted by the cameras or by reception on board the control aircraft. This lack of success did not dismay the planners and they suggested other targets and also some improvements to the robot, including the ability to alter the engine throttle settings to allow the control aircraft to fly the robot to a higher altitude. However, without the human input of handling the controls, they almost constantly tended to freeze in the cold air as the aircraft ascended. There was no heating and the cockpit was quite exposed. On 5 December 1944, the railway yards at Herford near Hanover were selected. Two aircraft (B-17s 42-39824 and 42-30353) took-off and headed for the target. One was shot down and the second lost power and made a very gentle crash landing, which did not cause the nine-tons of explosive to detonate. The Germans were delighted to find a complete ‘Aphrodite’ aircraft with its guidance systems

A B-17F converted for use as a remote controlled bomb, all non essential equipment was removed along with canopy, so the pilot, who was only there for take off, could make a hasty exit.The drone would contain a basic remote control system and two early television cameras, so the controller could see the instruments and the view from the nose. Chris Sandham-Bailey/Inkworm

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undamaged. Even this set-back did not sway the planners, and a 10 robot attack on a selected target was suggested. This did not proceed, but on 20 January 1945, two BQ-7s (43-30178 and 43-30237) headed for the power station at Oldenberg. Neither aircraft reached the target and ‘Operation Aphrodite’ was quietly shelved. Although the concept was perfectly sound, the technical equipment of 1944 was simply not up to the task and in the time available no real headway could be achieved. Since then we have come a long way, with guided missiles that can fly using on-board computers to a selected target and with highly-efficient Unmanned Aerial Vehicles that can be flown by operators several thousand miles away. ‘Operation Aphrodite’ remains a fascinating experimental programme, despite its failures, and is another example of the versatility of the Boeing B-17 Flying Fortress. ■ Words: François Prins Photography: Courtesy of Boeing and USAF via François Prins

PB-1W (BuNo 77138) from early warning squadron VW-1 in-flight near Hawaii in January 1954. US Navy

The US Navy and Coast Guard also employed the B-17 in a variety of roles, developing aerial sur veying and Airborne Early Warning techniques among others.

– The Navy and Coast Guard PB-1 AND PB-1W

The US Navy had mostly relied on large flying boats for maritime patrol duties, but the advantages of the large four engined landplane were obvious given their greater speed and comparable or better endurance. During the war years the USN had already gained considerable experience with a pair of B-17s, both designated as PB-1s despite the fact that one was an F and the other a G model. These aircraft were used in a variety of tests confirming the type’s suitability in the long range patrol role, similar to that undertaken by the RAF Fortresses of Coastal Command. The two PB-1s were complemented by a further 48 B-17s which were transferred from the USAAF as the Second World War came to an end. These aircraft carried out maritime and antisubmarine patrols around the continental US and across the Pacific. In this role the PB-1 was replaced by the purpose built twin engined Lockheed PV-2 Neptune from March 1947. More extensively modified aircraft were supplied after the war when 31 B-17Gs were converted at the Naval Aircraft Modification Unit in Pennsylvania to carry the AN/APS-20

search radar and designated PB-1Ws. If the radar designation seems familiar, these were to be extremely long lived equipment and it is worth recording the story of this remarkable radar. The AN/APS-20 was originally fitted to Grumman TBM-3W Avenger AEW aircraft as part of Project Cadillac in 1945, to improve the defensive screen for the US fleets against “kamikaze” attacks. Although the project was still under trial when the war ended, the US Navy was impressed by the APS-20’s performance and selected it to be fitted to the PB-1Ws. The PB-1W gave the radar picket longer range and allowed a more autonomous operation by the radar aircraft. During the 1950s these radars were fitted to Douglas AD3W Skyraider AEW variants for both the US and Royal Navy, and operated from the fleet carriers of both services. As the Skyraiders were retired from the Royal Navy, 20 salvaged APS-20 sets were fitted to the Fairey Gannet to produce the AEW3 version of the aircraft which served through the 1960s. Delays to advanced AEW programmes meant there was a gap in the UK’s radar

In flight, this early PB-1W (BuNo 77230) has the radome fitted but retains the chin turret and lacks the underwing tanks. It was operated by VX-4 in 1947 US Navy defences, so in 1971 12 APS-20s were salvaged yet again and fitted to the fourengined long-range maritime patrol Avro Shackleton aircraft to produce the Shackleton AEW2. These were not to retire from front line service, despite their interim solution status, until 1991 when they were replaced by the first of the RAF’s Boeing E-3D Sentry AWACS platforms. A total of 46 years in frontline service is an incredible achievement, especially for a piece of military electronic equipment. ➤ Boeing B-17 109

Another early PB-1W (BuNo 77235) in the natural metal scheme but with the upper turret removed. Photographed while serving with VX-4 on 25 May 1949. US Navy

Checking the one and a half million dollar nine-lens aerial mapping camera is the following crew: (L to R): Lieut. Commander Fred T. Merritt, USCG, Plane Commander; Lieut. Commander Arthur R. Benton, U.S. Coast & Geodetic Survey; J. T. Smith, U.S. Coast and Geodetic Survey photographer; Terrance K. O’Driscoll, US Coast & Geodetic Survey photographer on 4 September 1959. US Coast Guard

To return to the PB-1, at the Naval Air Material Center’s Naval Aircraft Modification Unit (NAMU) at Johnsville, Pennsylvania, the large radome containing the rotating scanner was installed over the original bomb-bay doors which were sealed closed. All other armament was deleted and the new aircraft were known as PB-1Ws. To permit patrols in excess of 20 hours an incredible 3400 gallons (12,870 lts) of fuel could be carried. To accommodate this increase, additional internal wing tanks and under-wing external tanks were fitted. The aircraft were initially left in their customary unpainted metal finish, but to protect the airframe from the harsh maritime elements a clear wax was applied. Later still, the aircraft were painted overall dark blue. A total of 11 men formed the crew of the PB-1Ws, consisting of six officers, (Pilot in Command, Second in Command, Navigator, CIC Officer, and two Radar Operators/Controllers) and five enlisted men (Plane Captain (now referred to as Crew Chief), 2nd Mechanic, Electronics Technician, and two Radio Operators). There was provision of some basic comforts on their long patrols, a small galley and rest bunks were installed in the rear fuselage. For the time, the type carried an impressive array of navigational aids and was relatively successful in its new role. The PB-1W was a delight to fly, being much lighter than the original B-17G because the modification programme removed a great deal of the military equipment form the aircraft. However, its lack of cabin pressurization made it cold and uncomfortable for the men operating the radar and tracking systems. The first few PB-1Ws were delivered to Naval Air Squadron VBP-101 in April of 1946. By 1947, PB-1Ws had been deployed to

US Coast Guard PB-1G photographed at CGAS Kodiak, Alaska. US Coast Guard

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PB-1W MODIFICATIONS

PB-1G, CG-77249, photographed at Argentia in Newfoundland, running up engines prior to taking part in the International Ice Patrol, 15 February 1954. US Coast Guard units operating with both the Atlantic and Pacific fleets. VPB-101 on the East Coast was renamed VX-4 and moved to NAS Quonset Point in Rhode Island. VX-4 became VW-2 in 1952 and transferred to NAS Patuxent River in Maryland. VW-2 had the primary mission of early warning, with a secondary mission of antisubmarine warfare and hurricane reconnaissance. VW-1 formed in 1952 with four PB-1Ws at NAS Barbers Point in Hawaii and was given a mission similar to that of VW-2. PB-1Ws continued in service until 1955, gradually being phased out in favour of the Lockheed WV-2, a military version of the Lockheed 1049 Constellation commercial airliner. PB1Ws were retired to the Naval Aircraft Storage Center at Litchfield Park, Arizona. They were stricken from inventory in mid1956 and many were sold as surplus and ended up on the civil register.

PB-1G

As will be detailed later, 12 B-17Gs were modified to carry air-droppable lifeboats. These were designated B-17Hs, and were intended for use by the Air Rescue Service of the USAF. The US Coast Guard (USCG) also

made use of this version in the air sea rescue role but designated the type as the PB-1G. The first aircraft were transferred to the USCG early in 1945 and the advantages of long-range search and rescue aircraft quickly became apparent to the service. With the end of the Second World War, the US Air Force was retiring large numbers of B-17s, many brand new having never been delivered to the front line. An additional 17 aircraft were acquired relatively cheaply and used in a variety of roles. The aircraft were left in natural metal finish, but carried prominent yellow wing tips and bands around the fuselage edged with black stripes. Coast Guard aircraft initially carried the national markings in the usual positions, but during the latter part of their service the fuselage insignia migrated to the middle of the aircraft’s broad tail. To assist with their search duties, a small surface radar radome adorned the lower nose where the bomber’s chin turret used to be. These aircraft were also fitted with additional internal fuel tanks. The airdroppable lifeboat modifications were also adopted to enhance the air sea rescue capabilities of the USCG. ➤

The conversion to PB-1W standard required the following modifications: ● Chin turret removed. ● Norden bomb sight removed. ● Bombardier’s station retained as a look out post for antisubmarine or search and rescue missions. ● Top forward turret removed. ● Cockpit armour removed. ● 300 US Gallon drop tanks fitted under the outer wings. ● Extra fuel tanks in the outer wings, known as “Tokyo Tanks”. ● AN/APS-20 Seasearch Radar was fitted with the transmitter in the fuselage and aerial in a bulbous di-electric fairing under the bombbay, although on one aircraft (BuNo 77234) this was fitted above the centre fuselage. ● Modernised Identification, Friend or Foe (IFF) fitted. ● Radio Direction Finder (RDF) fitted ● Instrument Landing System (ILS) fitted ● LOng RAnge Navigation (LORAN) system fitted ● 2 Radar operators consoles facing aft in the former bomb-bay ● Radio Operators seat turned to face outboard ● Waist gun positions and ball turret removed ● Bench seats fitted for observers at the waist positions ● Floating smoke markers carried ● A latrine and a galley were fitted amidships. ● Tail guns and armour were removed ● Provision for spares and/or cargo to be carried in the rear fuselage

Boeing B-17111

BuNo 77237 was a B-17G converted for use as an airborne early warning radar platform designated as a PB-1W. Radomes for the APS20 radar were fitted, along with a number of other external aerials, to a total of 31 PB-1Ws. Chris Sandham-Bailey/Inkworm

A number of the PB-1Gs were used on flights for the International Ice Patrol to track the movement of polar ice and assist in the safety of shipping. In 1946, one of the aircraft was adapted to carry an aerial mapping camera and given the Coast Guard serial number 7254. Essentially this was a brand new aircraft, as at the time of delivery the airframe only had 52 hours flying time. The bomb-bays were sealed, oxygen tanks were installed and the one and a half million dollar nine-lens camera was mounted under the fuselage in the place previously occupied by the ball turret. Interestingly, this aircraft kept its Norden bombsight, which was used to assist in aiming the camera accurately. The capability of the aircraft was such that most of the photomapping missions were flown between 20,000 and 30,000 feet. At 22,000 feet the camera could photograph 315 square miles of terrain with one click. For 12 years the 7254 flew mapping missions ranging from Alaska to Puerto Rico. During these years the aircraft, home based at the Elizabeth City air station, flew just under 6000 hours covering more than one and a half million miles. The PB-1Gs were to serve with the USCG from 1945 to 1959, the last flight being carried out on 14 October 1959 by 7254 after 14 years of service. ■ Words: Julian Humphries

This PB-1G banking away affords a good look at the airborne lifeboat.The lifeboat weighed 3250lb and carried fuel, food and water for a crew of 12 to survive 14 days.This photograph was taken on 27 April 1948. US Coast Guard 112 aviationclassics.co.uk

Although grainy, this photograph is of PB-1W (BuNo 77234) TE-7 of VW-1, the only PB-1W with the radome mounted above the fuselage. In February 1953 this aircraft was operating at Pohang in South Korea in support of Navy Task Force 77 and the 1st Marine Air Wing. US Navy

This PB-1W is still in the early natural metal scheme and retains its chin and upper turret, although both are unarmed.The underwing tanks and underfuselage radome are fitted. US Navy

Oddball B-17s

As has already been noted, the B-17 saw operational ser vice in a variety of roles other than as a heavy bomber. Many of these ‘special’ machines were modified from stock aircraft rather than being purpose built. The big Boeing found employment in a range of diverse roles, some in experimental work, others in unglamorous but essential maritime patrol duties. The majority of adaptations during the Second World War were based on B-17Fs, while those modified after the war came from the surplus stock of the standard G model. The Boeing-Lockeed Vega XB-40 US Air Force

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An excellent illustration of the firepower of a YB-40. Note the second dorsal turret is set well behind the radio operator’s compartment fairing. US Air Force

Boeing-Lockheed Vega YB-40 midfuselage art work detail. US Air Force Right: The long Allison engine nacelles made the XB-38 the most aesthetically pleasing of the B-17 variants. US Air Force

ne of the most interesting conversions was brought about by the heavy losses the Luftwaffe inflicted on the American bombers as they commenced daylight missions beyond the range of the escorting fighters available in mid 1942. This grinding campaign was a true test of the theory that the heavily armed B-17s and B-24s would be able to fight their way to and from the target. The grim reality was that losses exceeding 10% of the raiding force were commonplace and many more aircraft were nursed back to England trailing smoke with dead and severely wounded crewmen on board. In an attempt to provide additional defensive firepower to the combat boxes over the same range as the standard bombers, B-17F serial number 41-24341 was converted into the prototype XB-40, a heavily

armed escort ship literally bristling with guns. The armament was increased to 14 .50 cal (12.7mm) heavy machine guns by installing an additional dorsal turret into the space previously occupied by the radio compartment, doubling the number of guns in the two fuselage waist windows and adding a remotely operated chin turret to deter the deadly head-on attack manoeuvre. Experience gained in combat led to the relocation of the port waist gun position which was moved several frames aft to give clearance between the two beam gunners, this feature along with the chin turret was adopted in the definitive B17-G. To feed the guns vast quantities of ammunition was stored in racks where the bomb load had previously been stowed and additional armour plating was fitted to protect the crew stations. ➤

YB-40 SPECIFICATION General characteristics: Crew: 10 Length: 74ft 9in (22.6m) Wingspan: 103ft 9in (31.4m) Height: 19ft 1in (5.8m) Wing area: 1527ft² (141.9m²) Empty weight: 54,900lb (24,900kg) Loaded weight: 63,500lb (28,800kg) Max takeoff weight: 74,000lb (34,000kg) Powerplant: 4× Wright R-1820-65 turbosupercharged radial engines, 1200hp (895kW) each Performance Maximum speed: 292mph (470km/h) Cruise speed: 196mph (315km/h) Range: 2260 miles (3640km) Service ceiling: 29,200ft (8900m) Wing loading: 47.2lb/ft² (231kg/m²) Power/mass: 0.066hp/lb (0.11kW/kg) Armament Guns: 18 (or more) × .50in (12.7mm) Browning M2 machine guns.Typically used 14-16, with room for up to 30. Rounds carried Nose - 2200 Front top turret - 2500 Aft top turret - 3300 Ball turret - 300 Waist guns - 1200 Tail guns - 1200 Total - 10,700

The prototype XB-40, converted from a B-17F. US Air Force

The XB-38 in flight. US Air Force

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RB-17G taken in Alaska, c.1950, by MSGT Hugh Morgan. It is wearing insignia red (FS11136) arctic markings, which covered the rear 1/4 of the length of the fuselage and inboard from the wing tips to the inboard cutout for the ailerons. via Dave Menard A further 24 Lockheed-built B-17Fs were allocated for conversion, the work was conducted by the Douglas Aircraft Company to avoid delays in production of the much needed bomber version. 20 aircraft were completed as escort platforms. These were designated as YB-40s indicating the type’s elevation to service use, while the remaining four aircraft were finished as training aircraft and were known as TB-40s. The first YB-40s were delivered to the European theatre on 8 May 1943 by which time the problem of a truly effective escort fighter had still not been satisfactorily resolved. It was a grim time for the 8th Air Force and causalities among the bomber squadrons were verging on the unsustainable. On 29 May 1943 eight YB-40s accompanied 147 B-17s of the 1st Heavy Bombardment Wing on a comparatively short range mission to St Nazaire on the French coastline. Despite the

combined weight of the defensive firepower, eight bombers were lost and 60 were damaged, one so heavily that it was written off after a crash landing. The following month saw increased activity for the YB-40s crews, who suffered their first loss on 2 June when Wango Wango (42-5735) of the 91st Bomb Group was brought down by anti aircraft fire over Holland. On 4 June a single YB-40 accompanied 200 B-17s drawn from the 1st and 4th Heavy Bombardment Wings on a true long range mission to Trondheim in Norway. The enemy caused damage of varying degrees to 30% of the force and one aircraft, B-17F (42-3217), crash landed in Sweden where the crew were interned. Over the next few weeks YB-40s continued to be mixed with the bombers, often taking up position in the vanguard where they could hopefully protect the formation commander. On 26 July 50 B-

The single example of the XC-108A cargo version of the B-17. Even though the fuselage had a large side door for easy access, the load size was limited by its comparatively small diameter. US Air Force

The XB-38 taxying. US Air Force

B-17F Wulf Hound (41-24585) in German markings after capture and being restored to fly. via L Mirow

17s of the 1st Heavy Bombardment Wing attacked targets near Hannover along with a pair of YB-40s, but the formation was badly mauled losing 14 of its number. It was soon discovered that the YB-40 was actually a tactical liability to the retiring bombers, as its greater weight and drag made it slower than a standard B-17 free of its bomb load. Before this experiment was consigned to become an interesting historical aside in the tale of the mighty Boeing bomber, attempts were made to carry even heavier armament. A four gun chin turret underwent trials, along with a 40mm cannon mount before the idea was finally abandoned. In practice it was found that the heavy escort experiment was not a practical solution to the problem and only the introduction of the North American P-51 Mustang, a truly long-range fighter, stemmed the bomber losses. Little, if any, use of the type in its intended role was made after the summer of 1943. The surviving aircraft were returned to the US where they were stripped of military equipment and several found their way to Canada. Despite its ultimate failure the YB-40’s legacy improved the defensive capabilities of the B-17 and many lessons in both protection and firepower were incorporated into the B-17Gs then on the production line.

XB-38 As an insurance policy should there ever be an interruption in the supply of Wright R1820 radial engines, a single B-17E (41-2401) was fitted with four inline V-12 Allison V-1710 -89 engines. These produced 1,425hp, almost 50% more power. The conversion was carried out by the Vega division of Lockheed and was a far larger task than merely replacing the engines. The oil coolers had to be relocated from the wing leading edge to the lower front of each individual nacelle. The Allisons were liquid-cooled rather than air-cooled engines and required large radiators. These rectangular units were installed in pairs between the inner and outer engine nacelles on each side. Since the work was so extensive, the opportunity was also taken to increase the internal fuel capacity of the airframe. The resulting XB-38 was among the most aesthetically pleasing versions of the B17. The Allison engines were a great deal longer than the original radials and were mounted in streamlined cowlings projecting well ahead of the wing’s leading edge. Unlike the Wright powered aircraft, large blunt

spinners covered the hub of the three bladed propellers. The aircraft first flew on 19 May 1943, some 14 months after the decision to build the prototype had been taken. Early flights were hampered by technical problems with the exhaust system, but the XB-38 demonstrated an impressive maximum speed of 327mph (526kmh) and was capable of cruising at 226mph (363kmh). During the ninth flight, an uncontrollable fire broke out in the starboard inner engine and the two crewmen were forced to bail out. The burning aircraft fell to earth near the small settlement of Tipon, California, and was completely destroyed. Sadly, both crewmembers suffered malfunctions with their parachutes, one being killed instantly and the other severely injured. This tragedy brought the experiment to an abrupt end. The shortages of the R-1820 never materialised and conversely the Allison was in increasing demand for fighter types. The advantages of the new version could not justify interrupting the flow of standard bombers from the factories.

PHOTO-RECONNAISSANCE To provide the USAAF with a long range photo-reconnaissance platform, 16 B-17Fs were stripped of most of their armament and all of their bombing equipment to make room for the tri-metragon camera installation. This was fitted into the nose of the aircraft to create the F-9 version of the Fortress. The conversions were carried out by the United Air Lines Modification Centre in Ohio during early 1942. As well as the camera mounts, additional fuel tankage was installed in the empty bomb bay. These were followed by an unknown number of F-9As which were also based on the B-17F and differed only in respect of the camera installations. Later, the early F-9 versions were re-designated F-9Bs and were joined by nine fresh conversions bringing the total number of this model to 25. The next batch of just 10 conversions was based on the B-17G. Without their distinctive armament it was very difficult to tell the new F-9C machines from the earlier versions. Readers familiar with modern American military aircraft designations may wonder why the letter F was chosen for the converted aircraft. Prior to 1948 the letter P denoted pursuit aircraft (fighters), while allegedly the F referred to ‘fotoreccon’ types. After the war the surviving F-9s were re-designated as RB-17Gs, clearly indicating their role and origin. ➤

A rare RB-17G, this one of the 338th Reconnaissance Squadron. Note the large lower nose windows for the camera installation. US Air Force

A B-17D captured by the Japanese during 1942.The appearance of photographs of these aircraft was a revelation as their existence had been a closely guarded secret. via M Nicholson

XB-38 SPECIFICATION General characteristics Crew: 10 Length: 74ft 0in (22.56m) Wingspan: 103ft 11in (31.67m) Height: 19ft 2in (5.84m) Wing area: 1420ft² (131.9m²) Empty weight: 34,750lb (15,762kg) Loaded weight: 56,000lb (25,401kg) Max takeoff weight: 64,000lb (29,030kg) Powerplant: 4× Allison V-1710-97 turbosupercharged liquid-cooled V12 engines, 1425 hp (1063 kW) each Performance Maximum speed: 327mph (284 knots, 526km/h) Cruise speed: 226mph (197 knots, 364km/h) Range: 3,300mi (2870nmi, 5310km) Service ceiling: 29,600ft (9020m) Armament Guns: 10× .50in (12.7mm) Browning M2 machine guns Bombs: 6000lb (2,700kg) Boeing B-17 115

The VB-17G had no armament and various comfort modifications such as folding stairs at the rear door, but it was unmistakably a converted bomber lacking headroom and the interior space required for passengers to travel in comfort. US Air Force

A VB-17G photographed at Kodiak, Alaska. Unlike many of the modified transports, this one retains the glazed bombardier’s nose. US Air Force

TRANSPORT VERSIONS The first conversion of the B-17 airframe into a dedicated VIP transport aircraft was based on an E model (41-2593), long after this version had been superseded as a front line bomber. Only four machine guns were retained, a pair in each of the nose and tail positions. All the other guns and turrets were deleted, while the interior was converted into a flying office for General MacArthur’s private use. A small kitchen and seats which also served as makeshift beds were provided along with additional glazed panels in the fuselage. To further explore the feasibility of creating transport aircraft from redundant bombers, another E model (41-2595) was stripped of all armament and unnecessary military fittings to create the XC-108A. A large door hinged at top, opening upwards and outwards, was cut into the port fuselage to facilitate large cargo items. However, the cargo-carrying capability was limited by the small diameter of the available load-carrying area. This aircraft was moderately successful ferrying supplies from India, over the Himalayan Mountains to the

newly established B-29 bases in Chengdu, China, but a lack of spares for the Wright Cyclone engines in the region severely hampered its availability. It was returned to the United States and was employed on the transAtlantic cargo route from Maine to Prestwick in Scotland for the remainder of the war. Other purpose-built transport aircraft were far more efficient in the cargo role and only very limited use was made of the converted bombers. Despite this, an XC-108B based on B-17F (42-30190), was used in 1943 to supply Allied forces with aviation fuel, until sufficient C-46 and C-47 transports became available. The next conversion was the YC108, an executive transport aircraft for VIPs, but the arrival of dedicated four engined airliners such as the DC-4 and Lockheed Constellation with greater comfort and seating capacity soon rendered the converted bombers obsolete. Other transport or cargo adaptations included eight VB-17Gs, VIP transports for Senior Officers, and 25 CB17Gs which could accommodate 64 rather cramped troops.

This captured aircraft is thought to be B-17E 41-2471. Note that this aircraft was fitted with remotely sighted twin .50 cal Sperry underside turret. Problems with this turret led to it being replaced by the more familiar Sperry ball turret.This is one of three B-17s known to have been captured and operated by the Japanese during the war. Chris Sandham-Bailey/Inkworm

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VB-17G 0-339356 on the ramp with a selection of Boeing aircraft that eventually replaced the type in service up to the modern day.The B-17 is followed by a B-29, B-47, KC97 tanker and a B-52.To the left the nose of the YB-52 prototype can be seen.This aircraft was borrowed from the USAF in 1958 to take part in the movie ’Lady takes a flyer’. via Dave Menard

CAPTURED B-17S After the World War Two, American intelligence officers were startled to find evidence of captured Fortresses in Japan. Photographs of three B-17s flying in formation over the mainland had been circulated in the Japanese press as early as 1942. During their early territorial gains in the Pacific, Japanese troops overran numerous airfields capturing a varied bag of Allied types. These included two B-17E models and a single D version, (40-305), which had been abandoned at Clark airfield in the Philippines. Such was the hasty and often disorganised nature of the retreat ahead of the overwhelming Japanese forces that many aircraft were stranded for lack of fuel or minor repair. Those types of military interest were quickly restored to airworthy condition and

transported to Japan, where the Imperial Japanese Army Air Force carried out detailed technical examinations. The American bombers were highly prized and were used to train fighter pilots to develop tactics to use against them. As far as is known, no use was made of them in a combat capacity. The US made only limited use of the B-17 in the Pacific theatre, and from 1942 the Japanese were gradually dislodged from their territorial gains. This combination of factors deprived them of the opportunity to acquire further aircraft or spares from crash sites, so it is likely the three machines they did have gradually became unserviceable. In Europe it was a different story. Vast numbers of Allied aircraft ranged over occupied territory for several years, so it was inevitable that some would fall into German

hands. Many were of course completely destroyed, but a considerable number were captured intact before their crew could destroy or disable them. With a constant crop of aircraft forced down to harvest from, the Luftwaffe was able to form an impressive collection of British and American machines, including Spitfires, Thunderbolts and B-17s. The bombers were highly prized, as they were not only used to develop fighter tactics, they also filled a gap in the Luftwaffe’s long range transport capability. The exact number of captured B-17s made airworthy by the Germans is unknown, but some reliable sources put the figure as high as forty. Several B-17s, were passed to KampfGeschwader KG200 and their operations are described in a separate article. ■ Words: Julian Humphries Boeing B-17 117

The Israeli Air Force The last B-17s and the B-17 to go to war The acquisition of modern weapons was vital to the sur vival of the newly-declared independent state of Israel. How they managed to purchase then move these aircraft and vehicles to Israel in the face of international sanctions is a stor y worthy of a John Le Carre novel. Among the aircraft purchased were four B-17s, which became the first bombers to ser ve with the fledgling Israeli Air Force.

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n 14 May 1948, Israel became an independent state and almost immediately found itself embroiled in a war of independence. The armies of Egypt, Lebanon, Syria and Iraq began an attack on the infant state that few observers thought it would survive. The UN placed an arms embargo on all the nations involved in the war, leaving Israel with a major problem. How to acquire the weapons she needed to defend herself. Agents all over the world, both Israeli and ‘machal’, a word that means a supporter of Israel from abroad, began to search for aircraft, vehicles and weapons, all of which were routed through the friendly state of Czechoslovakia. The methods by which the authorities were fooled into releasing the aircraft were many. To export four ex-RAF Beaufighters from the UK, the Israeli purchasers formed a fake film production unit with a commission to produce a film about New Zealand Beaufighter pilots during the war. On the first day of filming, the aircraft took off, and headed for Czechoslovakia. In the US, there were a number of key figures instrumental in buying aircraft for Israel and getting them out of the country. Al Schwimmer was an experienced flight engineer with Trans World Airlines and a pilot. He arranged for the transfer 13 surplus

A rare photograph of all three IAF B-17s in flight, 1601 and 1603 taken from 1603. Mal Scholl collection transport aircraft to Panama, and thence to Israel, organizing the Air Transport Command that carried arms from Czechoslovakia to Israel. He also recruited pilots, engineers, and mechanics for the new air force and became second-in-command of the new Israeli Air Force (IAF) with the rank of Lieutenant-Colonel. In 1950, he would form Israeli Aircraft Industries, now the largest company in the state. Later still, David BenGurion would describe Schwimmer’s actions as the “single most important contribution to the survival of Israel.”

1603 from 1602. 1602 was the only aircraft in locally applied camouflage, the other two aircraft had plain brown upper paintwork. Later they were to appear both in natural metal and a brown/green upper, blue under camouflage. Mal Scholl collection 118 aviationclassics.co.uk

Charlie Winters was a Miami businessman who was using three civilianised B-17s to transport fruit and vegetables between Puerto Rico and Florida. He organised the sale of these for $15,000 dollars each to the Israelis. They had no turrets or military equipment, but were quickly brought up to sufficient standard to make the long trip by a team of engineers. This first group was supposed to be joined in Czechoslovakia by a fourth aircraft, but the first flight tipped of the authorities, and the fourth B-17, flown by Irvin Schindler, having routed to the Azores via Canada, was impounded by Portugal in the Azores at the request of the US Government. This aircraft was 44-83842 (N7712M), and ended up being sold to the Dominican Republic. Bill Katz, a former USAAF pilot, was one of the pilots who flew the first three out of the US, via a refuelling stop in the Azores to the Czechoslovak base at Zatek, also called Ezion by the Israelis. To cover their tracks, they had filed flight plans to Brazil. Zatek was a hive of activity, military aircraft and transports with weapons loads were moving in and out continually, as it was the hub to resupply the beleaguered state. The three B-17s were fitted with better instrumentation here, and loaded with bombs for the flight to Israel. While they were at Zatek, there was an attempt to acquire the original turrets and bombsights for the B-17s, but this failed.

The propeller hubs had been painted as the B-17s start for another mission. Mal Scholl collection

The delivery flight became a bombing mission as the position in Israel was becoming dire. The three old bombers were tasked with attacking two targets, one was to bomb the Royal Palace of King Farouk and an officers school in Cairo. The other two were to strike at Gaza city and the Egyptian air base at El-Arish. They took off on 15 July 1948, and both flights had difficulty in finding their targets. The solo aircraft did bomb Cairo, missing its intended targets but causing great consternation in Egypt as they considered their capital immune from attack. Thirty people were killed in the city, but the political effect of the raid far outweighed the damage and the number of casualties. The second pair could not find their intended targets, and eventually bombed Rafiah instead. Throughout the flight, the oxygen system was malfunctioning, causing several members of the crews to pass out on occasions. All three landed safely at Ekron that evening, and Bill Katz became the commander of the new 69 “Patishim” (“The Hammers”) Squadron who operated them from Ramat David Air Force Base. The three B-17s were 44-83811 (NL5014M), 44-83753 (NL5024M), and 4483851 (NL1098M) and were given the Israeli Air Force identifiers of H1 (1601), H2 (1602) and H3 (1603) respectively. The IAF at that time had been using converted transports, including a de Havilland Dragon Rapide, as makeshift bombers so the B-17s represented

a giant leap in capability. The B-17s flew their next missions on the morning of 16 July. The three bombers attacked El-Arish air base, then at midday they attacked Egyptian forces in the south and at night Syrian forces on the northern front. The next few days again saw extensive use of the B-17 with attacks against Jordanian, Iraqi and Egyptian forces, against the Syrian capital Damascus and against various Arab air bases. Initially they had fighter escort, usually from Spitfires, but these were discontinued as unnecessary after the first first raids encountered no aerial resistance. By the time the war ended in 1949, they had flown over 200 sorties and had taken part in every major campaign of the war. 69 Squadron moved to Ekron, then to Hazor after the war. One of the aircraft was fitted with a maritime search radar and used for patrols out across the Mediterranean. During the early 1950s, the original turrets were acquired as well as enough spares to keep at least two of the fleet flying. During July 1956, the three were put into storage, but the Suez Crisis that began late in October brought them out of retirement. On 31 October the B-17s attacked Egyptian positions in the Gaza strip, but every attempted mission on the three days after this failed, either due to weather or on the last occasion, failures of the bomb release mechanisms. These failures saw the end of the B-17s front line service with the IAF, the

An Israeli Air Force F-15I (Ra’am) from the IDF/AF No 69 Hammers Squadron manoeuvres away after receiving fuel from a KC-135 Stratotanker over Nevada’s test and training ranges during a Red Flag exercise. US Air Force/Tech. Sgt. Kevin Gruenwald aircraft were finally retired in November 1958. 69 Squadron went on to fly the F-4E Phantom with the IAF, and now is equipped with the F-15I. These were the last B-17s in operational service anywhere in the world, and retired with honour from what by then was a jet only world. ■ Words: Tim Callaway

H2 (1602) was in the worst condition of the three B-17s. It was given a re-paint in a four-colour Light Brown, Dark Brown, Light Green and Dark Green disruptive camouflage pattern on the uppersurfaces with light Bluish Grey undersurfaces.The Mickey Mouse cartoon was on both sides of the fin.The Magen David national insignia was in the usual six positions, and the serial number was in blue. Chris Sandham-Bailey/Inkworm

Boeing B-17 119

Boeing SB-17G-95-DL (S/N 4483773) in flight over Diamond Head, Oahu, Hawaii. US Air Force

Postwar

Workhorses

By the war’s end, only a few hundred examples of the B-17 had survived the terrible attrition of combat, fatigue and accidents, mostly those that had not been delivered to the front line. The USAAF had little need of the venerable bomber, surplus to requirements as a front line aircraft, since the superb Boeing B-29 Superfortress was superior in every respect to its older stablemate. Many brand new aircraft languished on military airfields in the US, but fortunately many B-17s were saved from the scrapyard smelter by the airframe’s inherent versatility. 120 aviationclassics.co.uk

USAF RESCUE SERVICE

Although more than 120 B-17Gs were intended to be converted to carry a large airdroppable lifeboat, eventually only 12 were delivered. These were known as B-17Hs, and from 1943 to 1948, flew what were called ‘Dumbo’ missions worldwide with the Air Rescue Service of the USAF. Dumbo was the term given to long-range Air Sea Rescue operations, and had been carried out by PBY Catalina flying boats. Since the B-17 could not land on water to recover the aircrew, a novel approach to these missions was developed. As if the shock of being forced to ditch in the sea was not enough for aircrew, a B-17H would then arrive and drop a whole lifeboat to them! The lifeboat was carried longitudinally under the fuselage, covering the bomb bay and attached by four cables to the fuselage. On finding the downed aircrew, the pilot would fly toward them, into wind, at 1500ft (457m) and 120mph (193kmh). The 27ft (8.2m) long boat would be released

directly over the survivors, which would descend, bow downwards, under three standard 48ft (14.6m) cargo parachutes at a speed of 27 feet per second (8.2 metres per second). The lifeboat, constructed of moulded plywood, had two inboard motors, an 80 sq ft (7.4 sq m) mainsail, 54 sq ft (5 sq m) jib, and carried food and water for a crew of 12 for 14 days. The boat weighed approximately 3250 pounds (1474kg), including equipment, parachutes and fuel. Stowed in the equipment locker of the boat is an instruction booklet explaining the elements of sailing and operation of a small boat in the open sea. Depending on the aircraft’s deployment, it was usual for all armament to be deleted, but when operated near potentially hostile areas some of the guns were refitted. In 1948 all of the lifeboat carrying B-17s were redesignated SB-17G indicating their role and origin, and shortly afterwards were retired.

Boeing SB-17G of the 5th Rescue Squadron, Flight D. US Air Force

TRANSPORT VERSIONS

A single B-17G (44-85728) was purchased by Howard Hughes’ Transcontinental & Western Airlines in June 1946. The aircraft had been flown straight into storage without ever having seen action and was just one of several hundred redundant Fortresses then in the US. After negotiations with the FAA, limited permission was obtained to use the aircraft on proving flights to establish new routes for the airline. The aircraft was given the civil registration NX4600 and was even given its own unique Boeing model number, Model 299B. The aircraft was completely demilitarised and the interior was dramatically modified to provide seating for 11 passengers and a crew of four. Extensive use was made of sound and vibration proofing materials to improve passenger and crew comfort, as the old warhorse was a very noisy and draughty place as any former crew member will attest. Several flights were made around the Middle East and the aircraft was eventually presented to the Shah of Iran before making its way into the hands of the French research organisation the Institut Géograhique National (IGN). At least 13 other less heavily converted B-17s had been acquired by the IGN, which used them for mapping the poorly charted areas of the world. The sole 299B, bearing a new French registration, F-BGOE, was still in use as late as 1967 but was reportedly scrapped in France during the early 1970s. Other passenger and cargo conversions from both ex-military VB-17Gs and stock bombers served with airlines and air transport countries around the globe. Slowly, as the spares situation worsened, these aircraft were scrapped or left to rot. More modern aircraft, and the availability of ex-military transport aircraft such as the DC-3 and -4, killed the market for B-17 transports very quickly. Happily, a number of these extransport types survived to become the much prized restored warbirds that grace many an air display around the globe. ➤

Top view of Boeing SB-17G (S/N 44-83722) with Stinson L-5 (S/N 42-98578). US Air Force

How low can you go? In the Saudi Arabian desert a Boeing SB-17G makes a low-level pass. Courtesy of Lt Col (Ret) Ted Morris Boeing B-17 121

ENGINE TEST BEDS

The lifeboat descending under three standard 48ft (14.6m) cargo parachutes.The boat was equipped with sails, engines, and enough food and water for between 12 and 14 days. US Air Force

Front view of a B-17G-105-VE (S/N 44-85747), fitted with the Allison T-56 turboprop. US Air Force

In 1946 a pair of B-17Gs, (44-85813 and 4485734) were allocated to trials with two of the new turboprop engines, the immensely powerful Wright XT-35 Typhoon and the equally impressive Pratt & Whitney XT-34. Both of these engines were based on early turbine technology, and therefore were very large. To limit the modifications required to the ageing Fortresses, they were accommodated in the nose section. However, this forced the relocation of the cockpit aft, which was now situated just forward of the wing leading edge. A false cone shaped nose replaced the bombardier and navigator positions and covered the engine mounting points for the delivery flights to the respective companies. 44-85813 went to the Wright Aeronautical Company and 44-85734 was delivered to Pratt and Whitney in Seattle, Washington. Both of these single engines were powerful enough to allow the four wing mounted engines to be shut down in flight. Later the aircraft were redesignated JB17Gs and were engaged in flight testing the highly successful Allison T-56 turboprop. A number of other powerplants, including the Wright R-3350 radial engine, were fitted to the JB-17G testbeds during their careers, but the development of the jet engine meant their time was short-lived.

XT-34 turboprop test bed – three-quarter front view of Boeing B-378 test bed for turbo prop engine, in flight near Edwards Air Force Base, Calif, on 9 August 1956. US Air Force

SHOO SHOO SHOO BABY, THE STORY OF ONE FORTRESS IN PICTURES

Boeing B-17G ‘Shoo Shoo Shoo Baby’ (42-32076 LL-E) was delivered to the 91st Bomb Group of the 8th Air Force in 1944. She is photographed here on a mission later that year. Foreground aircraft is B-17G-35-DL (S/N 42-107069) (LL-N). US Air Force

Boeing B-17G ‘Shoo Shoo Shoo Baby’ original nose art. US Air Force

QB-17 AND DB-17

The QB-17 was a successful remotely controlled pilotless drone conversion of the original bomber. The control problems that had plagued the earlier BQ-7 Aphrodite had been pretty well resolved with better electronic equipment by the 1950s. The drone aircraft was controlled from another B-17 conversion, a control platform designated as the DB-17. This combination was used to safely gather data on the effects of atomic explosions. Later, the majority of QB-17s were expended as targets during the development ground to air and air to air missiles, including the ubiquitous AIM-9 Sidewinder. The DB-17 director aircraft were painted in high visibility black and yellow stripes, the QB-17 drone aircraft were most often painted red and white to clearly differentiate which aircraft to shoot at! The upper surfaces were either white or natural metal with red undersides to allow ground controllers a visual reference to make sure the aircraft was the right way up. The few USAF units that were equipped with the type were the last US military users of the B-17. ➤

The aircraft carried the name ‘Store Bjorn’ while in service with Denmark. US Air Force

After disposal by the Danish Air Force, like so many surviving flying B-17s,‘Shoo Shoo Shoo Baby’ was used by the French National Geographic Institute as a mapping and survey aircraft. US Air Force

QB-17G target drone taken at Detroit Wayne Major Airport, c1954, by Wm J Balogh Sr. via Dave Menard

After recovery from France and a massive restoration programme,‘Shoo Shoo Shoo Baby’ is seen here en route to the National Museum of the United States Air Force on 12 October 1988.The aircraft was never painted when assigned to the 91st Bomb Group; however, it is displayed at the museum painted to conceal the extensive sheet metal work necessary to return the aircraft to its wartime condition. US Air Force Boeing B-17 123

QB-17G target drone. via Dave Menard

CIVILIAN OPERATIONS To protect and promote the emerging aero industry from the commercial use of the vast numbers of ex-military types left over at the end of World War Two, specific limitations were placed on the use of the surplus machines. Some B-17s saw limited use as an executive airliner in the style of the YC-108s. Stripped of the weight of military equipment and unhindered by the drag of the various turrets, the type could lift enormous loads over considerable ranges. Several were converted into large area crop sprayers, while others were equipped with fire fighting equipment during the 1960s. Known as Air Tankers, the aircraft, based on both former F and G models, had a capacious water tank fitted in place of the bomb racks. The tank was divided into four cells and had a total capacity of 2000 US

gallons (7570 litres). Many of the pilots engaged in fire fighting had previously flown combat missions and some were undoubtedly recreating the excitement of their youth by putting out forest fires. The water, often mixed with fire retardant, could be dropped in sequential salvos from the cells to create a wall of water, or was dropped en masse in one massive hit. It is believed that at least 20 such conversions were undertaken, but the type became increasingly difficult to maintain as the supply of Cyclone engines and spares dwindled over the ensuing 20 years. By the mid-1980s the type had disappeared from use, but their employment as fire bombers ensured that there were airworthy survivors for collectors and organisations such as museums and veterans’ societies to restore to stock condition. ■ Words: Julian Humphries

Front view of a converted tanker with the water tank doors open.The fuselage tanks could carry water, slurry, or water mixed with fire retardant. Clifford Bossie 124 aviationclassics.co.uk

Close up of the modified bomb bay doors on a firebomber aircraft.The centre pipe was used to fill the tanks from bowsers.

Clifford Bossie

The drone ground contol unit used for taxying and take-off of the QB-17s.

US Air Force

QB-17G target drone taken at Scott Air Force Base, Illinois c1953/54 via Dave Menard

Converted Firebomber B-17G 44-83546 operated by TBM inc. (#68) as N3703G until 1981. Bill Spidle

DB-17G drone controller taken by Gordon S Williams, along with one of her chicks, an all red QF-80F in the background. via Dave Menard

Black Hills Aviation operated firebomber B-17s from Alamogordo Airport in New Mexico for many years. Note this aircraft has also been modified with an enlarged rear loading door. Clifford Bossie

Survivors

Boeing’s legacy thunders on

Considering what a short and brutal ser vice life most B-17s had, the number of sur viving examples, particularly air worthy, flying examples, that remain today are testimony to two things; the inherent toughness of the airframe and the almost fanatical following the aircraft has among restorers, collectors and owners.

B-17G “Sentimental Journey”. Caliaro Luigino

RARE B-17S UNDER RESTORATION

B-17D “The Swoose” under restoration, the rear fuselage with the name and artwork on it. Clifford Bossie

B-17F “Memphis Belle” under restoration. Clifford Bossie

B-17D “The Swoose” under restoration, the lower “bathtub” machine gun position with its twin .50 cal machine guns. Clifford Bossie

B-17D “The Swoose” under restoration, the nose art with the flags of all the countries the aircraft visited. Clifford Bossie

126 aviationclassics.co.uk

B-17 SURVIVORS The following list is incomplete, so if you know of any more, please let us know.

B-17G “Mary Alice” in the American Air Museum at Duxford. Julian Humphries

B

-17s are to be found all over the world, flying as treasured memorials or air display exhibitors, on display in museums or under restoration in many hangars and professional engineering centers. The cost of flying a B-17 today can run to many hundreds of thousands of pounds a year, but owners fiercely remain loyal to their charges, finding a way to pay the bills and keep that mighty aircraft in the air, where they fervently believe it belongs. Surviving airframes are still being discovered in the most unlikely places. In the jungles of Papua New Guinea, at the bottom of lakes, lost in frozen wastelands. Whatever the condition of these finds, there are specialists and expert engineers who will find a way to restore them to their former glory. I have often been amazed, having seen what appears to be a collection of small pieces of scrap metal arrive at a facility, to check back a few years later to discover a half completed brand new aircraft rising from the ashes. Talking to people who work with, never on, you notice, B-17s, and asking them what is it that keeps them climbing around on a aluminium mountain until the small hours of the morning trying to find an elusive oil leak, or nurse a leaking hydraulic

B-17G “Sally B”. Julian Humphries

system back to health, and they will look at you as if you are mentally deficient just for asking. The most eloquent answer I have ever had to the question was a genial shrug, followed by a long steady gaze at the object of the mans’ affections. “Just look at her;” he said, “think about what she stands for. It’s a privilege.” Its not that I don’t understand, I do; and have my own reasons for spending my entire life chasing old aeroplanes. It’s just when it comes to B-17 people there is a difference. These are large, expensive and crotchety airframes, they’re not a Spitfire or a Mustang, where the attraction is obvious, the beauty of a B-17 is a little more hidden, you have to work to appreciate the nuanced delight of this machine. I found some of it one morning 15 years ago at an air show in July. It was very early, the crowd had not yet arrived, and the sky was a dazzling warm blue. The grass had been cut, giving that unmistakable aroma that says air show to me, and the only sounds were the skylarks over the airfield and occasional snatches of muted conversation between people getting aircraft ready out on the flight line. We were walking behind the B-17 on a hardstanding at one end of the taxiway, I say we, because my son was with me, eyes bright and head on a swivel, at his first air show and trying to drink it all in. ➤

B-17D 40-3097 “The Swoose” The only B-17D to survive intact to today is now under full restoration at the National Museum of the US Air Force. B-17E 41-2446 “Swamp Ghost” Forced landed in Agaiambo Swamp, Papua, New Guinea during the war then recovered by David Tallichet’s organization earlier this decade and now on display at the Planes of Fame Museum. B-17E/XC-108A 41-2595 “Desert Rat” A very unusual B-17 that was fitted with large cargo door on port side and a solid nose that hinged open to the left. Now under long term restoration to bomber configuration. B-17E 41-9032 “My Gal Sal” Force landed on ice in Greenland in 1942, then recovered in 1995. Now under restoration as a static exhibit in a new memorial park in Blue Ash, Ohio. B-17E 41-9090 “The Sooner” Force landed in a fjord in Greenland, then recovery attempted in 1999. Recovery is still planned at a later date. B-17E 41-9205 Nothing more is known about the aircraft other than it was recovered from Bennett Lake, Canada, Circa 1972. B-17E 41-9210 After a long history flying in Canada and Bolivia among others, this aircraft is now being restored to flying condition by the Flying Heritage Collection, Arlington, WA. B-17E 41-9234 This aircraft force landed on the Black Cat Pass, Papua New Guinea, circa 1944 and is still awaiting recovery. B-17F 41-24485 “Memphis Belle” This most famous of B-17s,after years on display in various locations, is now under restoration at the National Museum of the US Air Force. B-17F 42-3008 This aircraft landed on a lake near Poeskallavik, Sweden, on 9 May 1944. It was discovered largely intact in 1993 and there is a recover operation planned. B-17F 42-3374 “Homesick Angel” This aircraft is currently on static display as 230320- L at the USAF Museum,Offutt AFB,NE. B-17F 42-29782 “Boeing Bee” After a long career including time as a fire bomber, this aircraft was purchased by the Museum Of Flight, Boeing Field, Seattle,WA in 1990 and restored to airworthy condition, making its first flight on 9 May 1998. B-17F 42-30681 This aircraft was recovered as a wreck from a crash site in Alaska in 1996 and is currently sorted in two locations,the fuselage at Tillamook NAS Air Museum,OR,and the wings at Arctic Warbirds,Fairbanks-Bradley Field,AK. B-17G 42-32076 “Shoo Shoo Shoo Baby” This aircraft was delivered for display at the National Museum of the US Air Force on 13 October 1988. Once the Swoose and Memphis Belle are complete, the aircraft will move to Washington DC for display there. ➤ Boeing B-17 127

B-17G 43-38635 “Virgin’s Delight” Another ex-fire bomber, this aircraft has been fully restored and is now on display at USAF Museum, Castle AFB, CA. B-17G 44-6393 “Return to Glory” This aircraft is now on display at the USAF Museum, March AFB, CA. B-17G 44-8543 “Chuckie” After service as a aerial spray aircraft this aircraft was restored to airworthy condition and now is on display at and flies from Military Aviation Museum in Virginia Beach,VA. B-17G 44-8846 “Pink Lady” A former IGN survey aircraft, the aircraft was acquired by the Forteresse Toujours Volante Association based at Paris-Orly. It took part in the film Memphis Belle in 1989, but now is grounded for a lack of spares. B-17G 44-8889 Another former IGN survey aircraft is on display in the Musee de l’Air,Le Bourget,Paris. B-17G 44-83512 “Heavens Above” This aircraft is on display at the USAF Museum, Lackland AFB, San Antonio,TX. B-17G 44-83514 “Sentimental Journey” This beautifully restored example flies as part of the Commemorative Air Force, the Arizona Wing, at Mesa, AZ. B-17G 44-83525 “Suzy Q” Sadly this aircraft was damaged by Hurricane Andrew,but is now undergoing restoration at the Fantasy of Flight Museum,Polk City,Florida. B-17G 44-83542 “Piccadilly Princess” This aircraft is displayed in a novel way at the Fantasy Of Flight Museum, Polk City, FL. It forms part of a walk through exhibit and offers an unusual view of a B-17. B-17G 44-83546 “Memphis Belle” This aircraft flew in movie“Memphis Belle”in 1989 and has since been flying from the American Airpower Museum,Farmingdale,NY. B-17G 44-83559 “King Bee” This aircraft is on display at the Strategic Air & Space Museum, Offutt AFB, NE. B-17G 44-83563 “Fuddy Duddy” Another fire bomber survivor, this aircraft is flown and operated by Martin Aviation, Orange County, CA, from her base at John Wayne airport. B-17G 44-83575 “Nine-O-Nine” This aircraft is part of the Collings Foundation of Stowe, MA and is in beautifully restored flying condition. B-17G 44-83624 “Sleepy Time Gal” This aircraft is on display at the Air Mobility Command Museum, Dover AFB, DE. B-17G 44-83663 “Short Bier” This aircraft is on display at the USAF Museum, Hill AFB, UT. B-17G 44-83684 “Picadilly Lily II” This aircraft is on display at the Planes Of Fame Museum, Chino, CA. B-17G 44-83690 “Miss Liberty Belle” This aircraft is on display at the Grissom Air Museum, Peru, IN. B-17G 44-83718 This aircraft was on display at the Museu do FAB,Rio de Janeiro,Brazil,but is now in storage. B-17G 44-83722 This aircraft is believed to be in storage and owned by the Weeks Air Museum, Tamiami, FL. ➤ 128 aviationclassics.co.uk

The American Air Museum at Duxford, home of “Mary Alice”, from the waist gunners position of the “Sally B”. Author

B-17G “Fuddy Duddy”. Frank B Mormillo

B-17G “Pink Lady”. Frank B Mormillo

B-17G “Aluminium Overcast”. Frank B Mormillo

B-17G “Texas Raiders” in company with “Sentimental Journey”. Frank B Mormillo

B-17G “Thunderbird”. Caliaro Luigino

B-17G “Nine O’ Nine”. Frank B Mormillo

B-17G “Miss Angela”. Frank B Mormillo The unique high pitched whining “churchur-chur-chur” of a starter motor startled us and the starboard inner engine, the one we were behind, coughed into roaring life in a cloud of blue smoke. The smell, sound and battering airstream hit us both pretty simultaneously. Initially a little afraid, my son suddenly grinned, turned into the manmade gale and leaned into it, sniffing the fine aroma of burned aviation fuel appreciatively. We stood for a moment, transfixed and both grinning like schoolboys who had got out of triple maths to play rugby. The engine was throttled back and we moved on, my son animated by what had happened, full of questions about power, role, how many were built; so I found myself telling him stories about B-17 that got their crews home with impossible damage, of the young men who died in these aircraft, of the brilliant engineers who created her and the thousands of people

B-17G “Liberty Belle”. Frank B Mormillo

who built her, when it suddenly struck me. A B-17 is not just an aircraft any more. It is an entire sensory heritage wrapped in aluminium. What do you hear when you think of a B-17? I’ll bet it’s Tommy Dorsey or Glenn Miller music, underscored with the basso profundo of four Cyclones growling away. This aircraft is as much an icon as a Spitfire or a Mustang, it just brings a lot more with it than physical beauty. It is a symbol for an entire era, perhaps a message to us that in the darkest of times people can achieve remarkable things. So I for one am delighted the great beast still thunders and bellows across the sky. Long may they continue. I would hate to live in a world where my son couldn’t have found that thrill of being knocked about by history, living breathing history of the kind we cannot ever afford to forget lest we become doomed to repeat its mistakes. Keep ‘em flying! ■ Words: Tim Callaway

B-17G 44-83735 “Mary Alice” This aircraft is on display at at the American Air Museum, Duxford, UK. B-17G 44-83785 “Shady Lady” Still airworthy,this aircraft is on display at the Evergreen Aviation Museum,McMinnville,OR. B-17G 44-83790 This aircraft force landed on a frozen lake in Newfoundland in 1947, then recoverd by Tom Wilson and Don Brooks and is now undergoing restoration to airworthy at Douglas, GA. B-17G 44-83814 After a time on display in the Pima Air Museum, this aircraft was returned to Washington-Dulles for the National Air and Space Museum, where it is in storage awaiting restoration and display. B-17G 44-83863 This aircraft is on display at the Air Force Armament Museum, Eglin AFB, FL. B-17G 44-83868 This aircraft is currently on display at the RAF Museum, Hendon, London, UK. B-17G 44-83872 “Texas Raiders” This aircraft is flown by the Commemorative Air Force, the Gulf Coast Wing, Midland,TX. B-17G 44-83884 “Yankee Doodle II” This aircraft is on display at the 8th AF Museum, Barksdale AFB, LA. B-17G 44-85583 This aircraft is on display at Recife AB, Brazil. B-17G 44-85599 “Reluctant Dragon” This aircraft is on display at the USAF Museum, Dyes AFB, Abiliene,TX. B-17G 44-85718 “Thunderbird” This beautifully restored example is flown by the Lone Star Flight Museum, Galveston,TX. B-17G 44-85734 “Liberty Belle” Another superb restoration by Tom Reilly Vintage Aircraft, this B-17 is flown by the Liberty Foundation based in Atlanta, GA. B-17G 44-85738 “Preston’s Pride” Ths aircraft is on display in the AMVETS Chapter 56 compound,Tulare, CA. B-17G 44-85740 “Aluminum Overcast” This aircraft is flown by the EAA Aviation Foundation, Oshkosh, WI. B-17G 44-85778 “Miss Angela” This aircraft is flown by the Palm Springs Air Museum, Palm Springs, CA. B-17G 44-85784 “Sally B” This aircraft is owned and operated by the B-17 Preservation Trust Ltd., Duxford, UK. B-17G 44-85790 “Lacey Lady” This aircraft is currently under restoration by the Bomber Foundation, Milwaukee, OR. B-17G 44-85813 “Champaign Lady” This aircraft is owned by the B-17 Project, Urbana, OH, and is under restoration to airworthy. B-17G 44-85821 This aircraft was last heard of advertised for sale as restoration project in 2000. B-17G 44-85828 “I’ll Be Around” This aircraft is on display in the astounding Pima Air & Space Museum, Tucson, AZ. B-17G 44-85829 “Yankee Lady” This aircraft has a long and interesting history and is now flown by the Yankee Air Museum, Willow Run, MI. ■ Boeing B-17 129

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A dramatic homage to the Spitfire, this distinctive limited edition watch comes with a Certificate of Authenticity and is payable in 4 convenient monthly instalments of £24.99 (plus a total of £9.99 postage and handling)* – exceptional value at just £99.96. To reserve your Defender of the Skies watch backed by our 30-day, money-back guarantee, send no money now. Simply fill in and post the Reservation Application.

YES! Please reserve the Defender of the Skies Watch for me as described in this advertisement. I need SEND NO MONEY NOW!

Certificate of Authenticity and 30-day Money-back Guarantee Name (Mr/Mrs/Miss/Ms) ______________________________________ (PLEASE PRINT)

Address____________________________________________________ ___________________________________________________________ Postcode ______________ Telephone__________________________ Email Address ______________________________________________

If ordering online, please quote reference code P274292 *Offer applies UK only and is subject to availability. Full Terms and Conditions are available on request. The Bradford Group, 1 Castle Yard, Richmond, Surrey TW10 6TF.

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MID-LIFE CRISIS AVERTED! Buying a sports car is so cliché. Climb into the cockpit and take control of the legendary P-51 Mustang. Log flight time with a highly skilled instructor pilot and experience the outstanding maneuverability and performance of this incredible fighter aircraft. Regardless of your flight experience, the first-class team at Stallion 51 makes flying a Mustang the adventure of a lifetime Our world-class Mustang facility is located at the Kissimmee Municipal Airport, Kissimmee, Florida – just minutes from Disney World Resort.

ORIENTATION FLIGHTS. CHECKOUT TRAINING. S tallio n 51 C o rp o ra t i o n • 3 9 5 1 M e r l i n D r. • Ki s s i m me e , FL 34741 P ho n e 001-407-846 - 4 4 0 0 • Fa x 0 0 1 - 4 0 7 - 8 4 6 - 0 4 1 4 • www.st a llio n 51.c o m

www.STALLION51.com