Tag Archives: Boeing Airplane Company

17 May 1943

May 17, 2021Aviation324th Bombardment Squadron (Heavy), 41-24485, 91st Bombardment Group (Heavy), Aerial Combat, Air Force Station 121, B-17F-10-BO, Boeing Airplane Company, Boeing B-17F Flying Fortress, c/n 3190, Memphis Belle, RAF Bassingbourne, Robert Knight Morgan, VIII Bomber Command, World War II, Wright R-1820-65Bryan Swopes

The crew of the Memphis Belle after their 25th mission: (left to right) Technical Sergeant Harold Loch, Top Turret Gunner/Engineer; Staff Sergeant Cecil Scott, Ball Turret Gunner; Technical Sergeant Robert Hanson, Radio Operator; Captain James Verinis, Co-pilot; Captain Robert Morgan, Aircraft Commander/Pilot; Captain Charles Leighton, Navigator; Staff Sergeant John Quinlan, Tail Gunner; Staff Sergeant Casimer Nastal, Waist Gunner; Captain Vincent Evans, Bombardier; Staff Sergeant Clarence Winchell Waist Gunner. (United States Air Force A–24147 A.C.) — The crew of the Memphis Belle after their 25th mission: (left to right) Technical Sergeant Harold Loch, Top Turret Gunner/Engineer; Staff Sergeant Cecil Scott, Ball Turret Gunner; Technical Sergeant Robert Hanson, Radio Operator; Captain James Verinis, Co-pilot; Captain Robert Morgan, Aircraft Commander/Pilot; Captain Charles Leighton, Navigator; Staff Sergeant John Quinlan, Tail Gunner; Staff Sergeant Casimer Nastal, Waist Gunner; Captain Vincent Evans, Bombardier; Staff Sergeant Clarence Winchell Waist Gunner. (U.S. Air Force photograph)

17 May 1943: The flight crew of the B-17 Memphis Belle completed their combat tour of 25 bombing missions over Western Europe with an attack on the massive Kéroman Submarine Base at Lorient, France. ¹ The bomber was a U.S. Army Air Force Boeing B-17F-10-BO Flying Fortress, serial number 41-24485, assigned to the 324th Bombardment Squadron (Heavy), 91st Bombardment Group (Heavy), VIII Bomber Command, based at Air Force Station 121 (RAF Bassingbourne, Cambridgeshire, England). The aircraft commander was Captain Robert Knight Morgan, Air Corps, United States Army.

The daylight bombing campaign of Nazi-occupied Europe was extremely dangerous with high losses in both airmen and aircraft. For an Amereican bomber crew, 25 combat missions was a complete tour, and then they were sent back to the United States for rest and retraining before going on to other assignments. Memphis Belle was only the second B-17 to survive 25 missions, so it was withdrawn from combat and sent back to the United States for a publicity tour.

The B-17′s name was a reference to Captain Morgan’s girlfriend, Miss Margaret Polk, who lived in Memphis, Tennessee. The artwork painted on the airplane’s nose was a “Petty Girl,” based on the work of pin-up artist George Petty of Esquire magazine. ²

(Morgan named his next airplane—a B-29 Superfortress—Dauntless Dotty, after his wife, Dorothy Grace Johnson Morgan. With it, he led the first B-29 bombing mission against Tokyo, Japan, in 1944. It was also decorated with a Petty Girl.)

Memphis Belle and her crew were the subject of a 45-minute documentary, “Memphis Belle: A Story of a Flying Fortress,” directed by William Wyler and released in April 1944. It was filmed in combat aboard Memphis Belle and several other B-17s. The United States Library of Congress named it for preservation as a culturally significant film.

B-17F-10-BO Flying Fortress 41-24485 (c/n 3190) was built by the Boeing Aircraft Company at its Plant 2 in Seattle, Washington, during the summer of 1942. It was the 195th airplane in the B-17F series, and one of the third production block. Flown by a Boeing pilot named Johnston, the new bomber made its first flight, 1 hour, 40 minutes, on 13 August 1942. Maintenance records indicate, “1st flight OK.”

The B-17 was flown to Bangor, Maine and on 31 August 1942 was assigned to the 324th Bombardment Squadron (Heavy), 91st Bombardment Group (Heavy), then preparing to deploy overseas.

2nd Lieutenant Morgan first flew 41-24485 on 3 September, and logged nearly 50 hours over the next three weeks. The squadron flew across the North Atlantic Ocean, and 41-24485 arrived at its permanent station, Bassingbourne, on 26 October 1942.

Following its twenty-fifth combat mission, Memphis Belle was flown back to the United States on 9 June 1943.

After the war, Memphis Belle was put on display in the city of Memphis. For decades it suffered from time, weather and neglect. The Air Force finally took the bomber back and placed it in the permanent collection of the National Museum of the United States Air Force at Wright-Patterson Air Force Base, Dayton, Ohio, where it underwent a total restoration.

Survivors. The crew of the Memphis belle after their 25th combat mission, 17 May 1943. (U.S. Air Force) — Survivors. The crew of the *Memphis Belle* after their 25th combat mission, 17 May 1943. (U.S. Air Force)

The Boeing B-17F Flying Fortress was a four-engine heavy bomber operated by a flight crew of ten. It was 74 feet, 8.90 inches (22.781 meters) long with a wingspan of 103 feet, 9.375 inches (31.633 meters) and an overall height of 19 feet, 1.00 inch (5.187 meters). The wings have 3½° angle of incidence and 4½° dihedral. The leading edge is swept aft 8¾°. The total wing area is 1,426 square feet (132.48 square meters). The horizontal stabilizer has a span of 43 feet (13.106 meters) with 0° incidence and dihedral. Its total area, including elevators, is 331.1 square feet (12.18 square meters).

The B-17F had an approximate empty weight of 36,135 pounds (16,391 kilograms), 40,437 pounds (18,342 kilograms) basic, and the maximum takeoff weight was 65,000 pounds (29,484 kilograms).

The B-17F was powered by four air-cooled, supercharged, 1,823.129-cubic-inch-displacement (29.876 liters) Wright Cyclone G666A (R-1820-65) ³ nine-cylinder radial engines with a compression ratio of 6.70:1. The engines were equipped with remote General Electric turbochargers capable of 24,000 r.p.m. The R-1820-65 was rated at 1,000 horsepower at 2,300 r.p.m. at Sea Level, and 1,200 horsepower at 2,500 r.p.m. for takeoff. The engine could produce 1,380 horsepower at War Emergency Power. 100-octane aviation gasoline was required. The Cyclones turned three-bladed, constant-speed, Hamilton-Standard Hydromatic propellers with a diameter of 11 feet, 7 inches (3.835 meters) though a 0.5625:1 gear reduction. The R-1820-65 engine is 3 feet, 11.59 inches (1.209 meters) long and 4 feet, 7.12 inches (1.400 meters) in diameter. It weighs 1,315 pounds (596 kilograms).

Boeing B-17F-10-BO Flying Fortress 41-22485, Memphis Belle, in flight over England, 1943. (United States Air Force 24147 A.C./National Archives and Records Administration NARA Ref 342-FH-3A06286-24147AC) — Boeing B-17F-10-BO Flying Fortress 41-22485, Memphis Belle, in flight over England, 1943. (U.S. Air Force)

The B-17F had a cruising speed of 200 miles per hour (322 kilometers per hour). The maximum speed was 299 miles per hour (481 kilometers per hour) at 25,000 feet (7,620 meters), though with War Emergency Power, the bomber could reach 325 miles per hour (523 kilometers per hour) at 25,000 feet for short periods. The service ceiling was 37,500 feet (11,430 meters).

The original “Petty Girl” pin-up nose art of the B-17 bomber, “Memphis Belle,” during restoration.

With a normal fuel load of 1,725 gallons (6,530 liters) the B-17F had a maximum range of 3,070 miles (4,941 kilometers). Two “Tokyo tanks” could be installed in the bomb bay, increasing capacity by 820 gallons (3,104 liters). Carrying a 6,000 pound (2,722 kilogram) bomb load, the range was 1,300 miles (2,092 kilometers).

The Memphis Belle was armed with 13 Browning AN-M2 .50-caliber machine guns for defense against enemy fighters. Power turrets mounting two guns each were located at the dorsal and ventral positions. Four machine guns were mounted in the nose, 1 in the radio compartment, 2 in the waist and 2 in the tail.

The maximum bomb load of the B-17F was 20,800 pounds (9434.7 kilograms) over very short ranges. Normally, 4,000–6,000 pounds (1,815–2,722 kilograms) of high explosive bombs were carried. The internal bomb bay could be loaded with a maximum of eight 1,600 pound (725.75 kilogram) bombs. Two external bomb racks mounted under the wings between the fuselage and the inboard engines could carry one 4,000 pound (1,814.4 kilogram) bomb, each, though this option was rarely used.

The B-17 Flying Fortress was in production from 1936 to 1945. 12,731 B-17s were built by Boeing, Douglas Aircraft Company and Lockheed-Vega. (The manufacturer codes -BO, -DL and -VE follows the Block Number in each airplane’s type designation.) 3,405 of the total were B-17Fs, with 2,000 built by Boeing, 605 by Douglas and 500 by Lockheed-Vega.

Boeing B-17F-10-BO Flying Fortress 41-24485, Memphis Belle, flies home from England, 9 June 1943. (United States Air Force F–24147 A.C./National Archives and Records Administration NARA Ref 342-FH-3A06292-F24147AC) — Boeing B-17F-10-BO Flying Fortress 41-24485, Memphis Belle, flies home from England, 9 June 1943. (U.S. Air Force)

Only three B-17F Flying Fortresses, including Memphis Belle, remain in existence. The completely restored bomber went on public display at the National Museum of the United States Air Force on 17 May 2018.

Boeing B-17F-10-BO Flying Fortress 41-24485, "Memphis Belle," at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio, 14 March 2018. (United States Air Force 180314-F-IO108-012) — Boeing B-17F-10-BO Flying Fortress 41-24485, “Memphis Belle,” photographed 14 March 2018 at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio. (U.S. Air Force)

Memphis Belle ® is a Registered Trademark of the United States Air Force.

¹ VIII Bomber Command Mission No. 58

² The nose art was painted by Corporal Anthony L. Starcer.

³ Later production B-17F and B-17G bombers were equipped with Wright Cyclone C9GC (R-1820-97) engines.

Boeing B-17F-10-BO Flying Fortress 41-24485, “Memphis Belle,” photographed 14 March 2018 at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio. (U.S. Air Force)

14 May 1954

May 14, 2021AviationBoeing 367-80, Boeing Airplane Company, Boeing C-135 Stratolifter, Boeing KC-135 Stratotanker, Boeing Model 707, Boeing Model 720, Dash 80, N70700, Pratt & Whitney Turbo Wasp JT3C, Prototype, Renton Field, Roll OutBryan Swopes

14 May 1954: The Boeing Model 367-80 prototype, N70700, was rolled out at the Boeing plant at Renton Field, south of Seattle, Washington. Boeing’s founder, William Edward Boeing (1881–1956) was present. The prototype made its first flight 15 July 1954 with Boeing test pilots Alvin M. “Tex” Johnston and Richard L. “Dix” Loesch. It is painted yellow and brown.

Originally planned as a turbojet-powered development of the Boeing KC-97 Stratotanker, the Model 367, the 367-80 was the 80th major design revision. It is called the “Dash 80.”

Boeing had risked $16,000,000 in a private venture to build the Dash 80 in order to demonstrate its capabilities to potential civilian and military customers, while rivals Douglas and Lockheed were marketing their own un-built jet airliners. Put into production as the U.S. Air Force KC-135A Stratotanker air refueling tanker and C-135 Stratolifter transport, a civil variant was also produced as the Boeing 707 Stratoliner, the first successful jet airliner. Though they look very similar, the 707 is structurally different than the KC-135 and has a wider fuselage.

Cutaway scale model of the Boeing 367-80 showing interior arrangement. (Boeing)

The prototype Boeing Model 367-80 was operated by a pilot, co-pilot and flight engineer. The airplane’s wing was mounted low on the fuselage and the engine nacelles were mounted on pylons under the wing, as they were on Boeing’s B-47 Stratojet and B-52 Stratofortress. The wings and tail surfaces were swept to 35° at 25% chord, and had 7° dihedral. The Dash 80 was 127 feet 10 inches (38.964 meters) long with a wingspan of 129 feet, 8 inches (39.522 meters) and overall height of 38 feet (11.582 meters). The tail span is 39 feet, 8 inches (12.090 meters). The empty weight of the 367-80 was 75,630 pounds (34,505 kilograms) and the gross weight, 190,000 pounds (86,183 kilograms).

Boeing 367-80 N70700, in flight, left front quarter oblique, color. (San Diego Air & Space Museum Archives, Catalog #: 00061762) — Boeing 367-80 N70700. (San Diego Air & Space Museum Archives)

N70700 was powered by four Pratt & Whitney Turbo Wasp JT3C engines. This engine is a civil variant of the military J57 series. It is a two-spool, axial-flow turbojet engine with a 16-stage compressor and 2-stage turbine. The JT3C-6 (used in the first production 707s) was rated at 11,200 pounds of thrust (49.82 kilonewtons), and 13,500 pounds (60.05 kilonewtons) with water/methanol injection). The JT3C is 11 feet, 6.6 inches (3.520 meters) long, 3 feet, 2.9 inches (0.988 meters) in diameter, and weighs 4,235 pounds (1,921 kilograms).

These gave the 367-80 a cruise speed of 550 miles per hour (885 kilometers per hour) and a maximum speed of 0.84 Mach (582 miles per hour, 937 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 43,000 feet (13,106 meters). Its range was 3,530 miles (5,681 kilometers).

Boeing continued to use the 367–80 for testing, finally retiring it 22 January 1970. At that time, its logbook showed 2,346 hours, 46 minutes of flight time (TTAF). It was flown to Davis-Monthan Air Force Base, Tucson, Arizona, and placed in storage. In 1990, Boeing returned it to flyable condition and flew it back it to Renton where a total restoration was completed. Many of those who had worked on the Dash 80, including Tex Johnston, were aboard.

Boeing 367-80, N70700, in storage. (San Diego Air & Space Museum Archives, Catalog #: 00061764) — Boeing 367-80, N70700, in storage. (San Diego Air & Space Museum)

The pioneering airplane was presented to the Smithsonian Institution and is on display at the National Air and Space Museum, Steven V. Udvar-Hazy Center. The Boeing 367-80 was designated an International Historic Mechanical Engineering Landmark by the American Society of Mechanical Engineers.

820 of the C-135 series and 1,010 Model 707 aircraft were built from 1957–1979.

(The Boeing Model 367-80 is on display at the Steven F. Udvar-Hazy center, Smithsonian Institution National Air and Space Museum. (Photo by Dane Penland, National Air and Space Museum, Smithsonian Institution) — The Boeing Model 367-80 is on display at the Steven F. Udvar-Hazy center, Smithsonian Institution National Air and Space Museum. (Photo by Dane Penland, National Air and Space Museum, Smithsonian Institution)

Highly recommended: Tex Johnston, Jet-Age Test Pilot, by A.M. “Tex” Johnston with Charles Barton, Smithsonian Books, Washington, D.C., 1991

12 May 1938

May 12, 2021Aviation2nd Bomb Group, 49th Bomb Squadron, Boeing Airplane Company, Boeing B-17 Flying Fortress, Boeing Model 299B, Boeing Y1B-17, Boeing YB-17, Browning Aircraft Machine Gun Caliber .30 M2, Caleb V. Haynes, Curtis E. LeMay, Frank M. Andrews, Mitchel Field, Robert Olds, S.S. RexBryan Swopes

Interception of the Rex: U.S. Army Air Corps YB-17 Flying Fortresses numbers 80 and 82 fly alongside SS Rex, 620 nautical miles east of Sandy Hook, 12 May 1938. Photographed by Major George W. Goddard, Air Corps, United States Army. (United States Air Force 060512-F-1234S-005) — U.S. Army Air Corps YB-17 Flying Fortresses numbers 80 and 82 fly alongside *S.S. Rex*, 620 nautical miles east of Sandy Hook, 12 May 1938. (Photograph by Major George W. Goddard, U.S. Army Air Corps)

12 May 1938: Three Boeing B-17 Flying Fortress four-engine heavy bombers of the 49th Bombardment Squadron, 2nd Bombardment Group, departed Mitchel Field, Long Island, New York, in heavy rain and headed eastward over the Atlantic Ocean. Their mission, assigned by Major General Frank M. Andrews, commanding General Headquarters, U.S. Army Air Corps, was to locate and photograph the Italian passenger liner, S.S. Rex, then on a transatlantic voyage to New York City. The purpose was to demonstrate the capabilities and effectiveness of long-range bombers.

Boeing YB-17 Flying Fortress 36-151, 42nd Bombardment Squadron, 2nd Bombardment Group, Number 80, in flight over New York City, 28 March 1937. (American Air Museum in Britain UPL 31069) — Boeing YB-17 Flying Fortress 36-151, 42nd Bombardment Squadron, 2nd Bombardment Group, Number 80, in flight over New York City, 28 March 1937. The Art Deco skyscraper behind the bomber is the Chrysler Building, 1,046 feet (319 meters) tall. (American Air Museum in Britain)

The flight was led by Major Caleb Vance Haynes, commanding officer of the 49th Bombardment Squadron, flying B-17 number 80. The 2nd Bomb Group commanding officer, Lieutenant Colonel Robert Olds, was aboard Haynes’ B-17, along with an NBC radio crew to broadcast news of the interception live across the country. Reporters from the New York Times and the New York Herald Tribune were aboard the other airplanes.

LeMay, Curtis Emerson, 1st Lieutenant, Air Corps, United States Army. — 1st Lieutenant Curtis Emerson LeMay, Air Corps, United States Army.

The planning of the interception and in-flight navigation was performed by First Lieutenant Curtis E. LeMay. Position reports from S.S. Rex were obtained and forwarded to LeMay as the aircraft were taxiing for takeoff.

The flight departed Mitchel Field at 8:45 a.m. They encountered heavy rain, hail, high winds and poor visibility, but at 12:23 p.m., the Flying Fortresses broke out of a squall line and the passenger liner was seen directly ahead. They flew alongside the ship at 12:25 p.m., 620 nautical miles (1,148.24 kilometers) east of Sandy Hook, New York. They were exactly on the time calculated by Lieutenant LeMay.

The B-17s made several passes for still and motion picture photography while NBC broadcast the event on radio.

Colonel Olds would rise to the rank of Major General and command 2nd Air Force during World War II. He was the father of legendary fighter pilot Brigadier General Robin Olds. Major Hayes served in various combat commands and retired at the rank of Major General in 1953.

Curtis LeMay would be a major in command of the 305th Bombardment Group, a B-17 unit, at the beginning of World War II. He personally led many combat missions over Europe, and would command the 4th Bombardment Wing, then the 3rd Air Division. By the end of the war, he was in command of XXI Bomber Command based in the Marianas Islands. From 1948 to 1957, General LeMay commanded the Strategic Air Command. He served as Vice Chief of Staff of the Air Force., 1957–1961. General LeMay was Chief of Staff, United States Air Force, from 1961 to 1965.

At the time of the interception of the Rex, there were only 12 B-17s in the Air Corps inventory: the original Y1B-17 service development airplanes. By the end of production in 1945, 12,731 B-17 Flying Fortress bombers had been built by three aircraft manufacturers.

Boeing YB-17 Flying Fortress 36-149. (U.S. Air Force) — Boeing Y1B-17 Flying Fortress 36-149. (U.S. Air Force)

The Boeing B-17 (Model 299B, previously designated Y1B-17, and then YB-17) was a pre-production service test prototype. Thirteen had been ordered by the Air Corps. It was 68 feet, 4 inches (20.828 meters long with a wingspan of 103 feet, 9⅜ inches (31.633 meters) and the overall height was 18 feet, 4 inches (5.588 meters).

Boeing YB-17 36-149, front view. (United States Air Force 060512-F-1234S-002) — Boeing YB-17 36-149. (U.S. Air Force)

The YB-17 was powered by four air-cooled, supercharged 1,823.129-cubic-inch-displacement (29.876 liter) Wright Aeronautical Division Cyclone G59 (R-1820-51) nine-cylinder radial engines with a compression ratio of 6.45:1. The R-1820-51 had a Normal Power rating of 800 horsepower at 2,100 r.p.m. at Sea Level, and 1,000 horsepower at 2,200 r.p.m. for Takeoff, burning 100-octane gasoline. A long carburetor intake on top of the engine nacelles visually distinguishes the YB-17 from the follow-on YB-17A. The engines drove three-bladed Hamilton Standard constant-speed propellers through a 0.6875:1 gear reduction. The R-1820-51 was 3 feet, 9.06 inches (1.145 meters) long and 4 feet, 6.12 inches (1.375 meters) in diameter. It weighed 1,200.50 pounds (544.54 kilograms).

Boeing YB-17 36-149, right front quarter. (United States Air Force 060512-F-1234S-001) — Boeing YB-17 36-149. (U.S. Air Force)

The YB-17 had an empty weight of 24,465 pounds (11,097 kilograms), gross weight of 34,880 pounds (15,821 kilograms) and maximum takeoff weight of 42,600 pounds (19,323 kilograms). The maximum speed was 256 miles per hour (412 kilometers per hour) at 14,000 feet (4,267 meters). Its service ceiling was 30,600 feet (9,327 meters) and the maximum range was 3,320 miles (5,343 kilometers).

The YB-17 could carry 8,000 pounds (3,629 kilograms) of bombs. Defensive armament consisted of five air-cooled Browning .30-caliber machine guns.

Boeing YB-17 36-149. (U.S. Air Force)

15 April 1952

April 15, 2021Aviation49-231, Alvin Melvin Johnston, Boeing Airplane Company, Boeing Field, Boeing YB-52 Stratofortress, First Flight, Guy Mannering Townsend III, Pratt & Whitney Turbo Wasp, Pratt & Whitney YJ57-P-3, Prototype, Strategic Bomber, Test Pilot, Tex JohnstonBryan Swopes

15 April 1952: At 11:08 a.m., Boeing’s Chief of Flight Test, Alvin M. “Tex” Johnston, and Lieutenant Colonel Guy M. Townsend, U.S. Air Force, ran all eight turbojet engines to full power and released the brakes on the YB-52 Stratofortress prototype, 49-231.

With an awesome eight-engine roar, the YB-52 sprang forward, accelerating rapidly, wings curving upward as they accepted the 235,000-pound initial flight gross weight. At V₂ (takeoff speed) the airplane lifted off the runway, because of the 6-degree angle of incidence of the wing, and at 11:08 a.m. we were airborne. The initial flight of the YB-52 had begun.

—Tex Johnston: Jet-Age Test Pilot, by A.M. “Tex” Johnston with Charles Barton, Smithsonian Books, Washington, D.C., 1992, Chapter 13 at Pages 397–398.

Alvin M. "Tex" Johnston, test pilot, after the first flight of the Boeing XB-52 Stratofortress prototype, 2 October 1952. (LIFE via Jet Pilot Overseas) — Alvin M. “Tex” Johnston, Boeing Chief of Flight Test, after the first flight of the Boeing XB-52 Stratofortress prototype, 2 October 1952. (LIFE via Jet Pilot Overseas)

The YB-52 remained over the Seattle area for approximately 40 minutes while Johnson and Townsend ran through a series of systems checks. When completed, they climbed to 25,000 feet (7,620 meters) and flew the new bomber to Larson Air Force Base at Moses Lake, Washington, where they stayed airborne for continued testing. The Stratofortress finally touched down after 3 hours, 8 minutes—the longest first flight in Boeing’s history up to that time. Johnston radioed that the airplane performed exactly as the engineers had predicted.

Boeing YB-52 Stratofortress 49-231. (Boeing)

The YB-52 had actually been ordered as the second of two XB-52s, but modifications and additional equipment installed during building resulted in enough differences to warrant a designation change. The first XB-52, 49-230, should have been the first to fly, but it was damaged during ground testing.

Boeing XB-52 Stratofortress 49-230. (United States Air Force 040315-F-9999G-004) — Boeing XB-52 Stratofortress 49-230. (U. S. Air Force)

The Boeing XB-52 and YB-52 were prototypes for a very long range strategic bomber. Both were built with a tandem cockpit for the pilot and co-pilot, similar to the earlier B-47 Stratojet. The wings were swept and mounted high on the fuselage (“shoulder-mounted”). The eight turbojet engines were in in two-engine nacelles mounted on pylons, below and forward of the wings. This had the effect of preventing the airplane’s center of gravity from being too far aft, and also provided cleaner air flow across the wings. The B-52’s landing gear has four main struts with two wheels, each. They can turn to allow the airplane to face directly into the wind while the landing gear remain aligned with the runway for takeoff and landing. With the landing gear under the fuselage, the wings could be constructed with greater flexibility.

Boeing YB-52 Stratofortress 49-231. (U.S. Air Force)

The YB-52 was 152 feet, 8 inches (46.533 meters) long with a wingspan of 185 feet, 0 inches (56.388 meters). The prototype’s overall height was 48 feet, 3.6 inches (14.722 meters). The vertical fin could be folded over to the right so that the B-52 could fit into a hangar. The total wing area was 4,000 square feet (371.6 square meters). The wings’ leading edges were swept aft to 36° 54′. Their angle of incidence was 6° and there was 2° 30′ dihedral. The YB-52 had an empty weight of 155,200 pounds (70,398 kilograms) and gross weight of 405,000 pounds (183,705 kilograms).

The YB-52 was powered by eight Pratt & Whitney Turbo Wasp YJ57-P-3 turbojet engines. The J57 was a two-spool, axial-flow turbojet developed from an experimental turboprop engine. It had 16-stage compressor section (9 low- and 7-high-pressure stages), 8 combustors and a 3-stage turbine section (1 high- and 2 low-pressure stages). The YJ57-P-3s had a continuous power rating of 8,700 pounds of thrust (38.70 kilonewtons). The YJ57-P-3 was 183.5 inches (4.661 meters) long, 41.0 inches (1.041 meters) in diameter and weighed 4,390 pounds (1,991 kilograms).

The YB-52 had a cruise speed of 519 miles per hour (835 kilometers per hour) and maximum speed of 611 miles per hour (983 kilometers per hour) at 20,000 feet (6,096 meters). Its range was 7,015 miles (11,290 kilometers).

The two prototypes were unarmed.

The B-52 was produced by Boeing at its plants in Seattle and Wichita from 1952 to 1962, with a total of 744 Stratofortresses built. The last version, the B-52H, entered service with the Strategic Air Command in 1960. The final B-52, B-52H-175-BW Stratofortress 61-0040, was rolled out at Wichita, Kansas, 26 October 1962. This airplane remains in service with the United States Air Force. The newest B-52 in service, 61-0040 is 56 years old and has flown more than 21,000 hours.

All previous versions, B-52A through B-52G, have long been retired to The Boneyard and scrapped. Of the 102 Boeing B-52H Stratofortress bombers, 76 are still in the active inventory. One, 61-007, known as Ghost Rider, was recently taken from Davis-Monthan and after an extensive restoration and update, returned to service.

The YB-52 prototype was retired to the National Museum of the United States Air Force in the late 1950s. By the mid-60s it was determined to be excess and was scrapped.

Captain William Magruder (standing) Boeing Chief Test Pilot Alvin M. Johnston (center) and Lieutenant Colonel Guy M. Townsend with the Boeing YB-52 Stratofortress 49-231. (Boeing) — Left to right: Captain William Magruder, USAF; Boeing Chief Test Pilot Alvin M. Johnston; and Lieutenant Colonel Guy M. Townsend, USAF, with the Boeing YB-52 Stratofortress, 49-231. (Boeing)

8 April 1945

April 8, 2021Aviation322nd Bombardment Squadron (Heavy), 42-31333, 91st Bombardment Group (Heavy), Boeing Airplane Company, Boeing B-17G Flying Fortress, Francis J. McCarthy, James D. Houtchens, Le Moyne Miller, RAF Bassingbourne, Ralph J. Leffelman, Richard D. Proudfit, Robert E. Fuller, William H. Cassiday, Woodrow A. Lien, Wylie McNatt Jr.Bryan Swopes

Boeing B-17G-15-BO Flying Fortress 42-31333, "Wee Willie," is going down after it was hit by antiaircraft artillery over Stendal, Saxony-Anhalt, Germany, 8 April 1945. (American Air Museum in Britain, Roger Freeman Collection FRE 3628) — In one of the most dramatic photographic images of World War II, “Wee Willie,” Boeing B-17G-15-BO Flying Fortress 42-31333, is going down after it was hit by antiaircraft artillery over Stendal, Saxony-Anhalt, Germany, 8 April 1945. (American Air Museum in Britain, Roger Freeman Collection.)

8 April 1945: Wee Willie, a Flying Fortress heavy bomber, left its base at Air Force Station 121 (RAF Bassingbourne, Cambridgeshire, England), on its 129th combat mission over western Europe. The aircraft commander was 1st Lieutenant Robert E. Fuller, U.S. Army Air Forces.

Wee Willie was a B-17G-15-BO, serial number 42-31333, built by the Boeing Airplane Company’s Plant 2, Seattle, Washington. It was delivered to the United States Army Air Forces at Cheyenne, Wyoming on 22 October 1943, and arrived at Bassingbourne 20 December 1943. It was assigned to the 322nd Bombardment Squadron (Heavy), 91st Bombardment Group (Heavy), 1st Air Division, 8th Air Force. The identification letters LG W were painted on both sides of its fuselage, and a white triangle with a black letter A on the top of its right wing and both sides of its vertical fin.

Boeing B-17G-15-BO Flying Fortress 42-31333, Wee Willie, December 1944. (U.S. Air Force) — Boeing B-17G-15-BO Flying Fortress 42-31333, LG W, Wee Willie, December 1944. (U.S. Air Force)

On 8 April 1945, the 322nd Bombardment Squadron was part of an attack against the locomotive repair facilities at the railroad marshaling yards in Stendal, Saxony-Anhalt Germany. The squadron was bombing through clouds using H2S ground search radar to identify the target area. Antiaircraft gunfire (flak) was moderate, causing major damage to four B-17s and minor damage to thirteen others. Two bombers from the 91st Bomb Group were lost, including Wee Willie.

The Missing Air Crew Report, MACR 13881, included a statement from a witness:

We were flying over the target at 20,500 feet [6,248 meters] altitude when I observed aircraft B-17G, 42-31333 to receive a direct flak hit approximately between the bomb bay and #2 engine. The aircraft immediately started into a vertical dive. The fuselage was on fire and when it had dropped approximately 5,000 feet [1,524 meters] the left wing fell off. It continued down and when the fuselage was about 3,000 feet [914.4 meters] from the ground it exploded and then exploded again when it hit the ground. I saw no crew member leave the aircraft or parachutes open.

This photographic image precedes the one above. The Boeing B-17G-15-BO Flying Fortress 42-31333, Wee Willie, is engulfed in flame. The left wing has separated and is crossing over the fuselage. (American Air Museum in Britain)

The pilot, Lieutenant Fuller, did escape from the doomed bomber. He was captured and spent the remainder of the war as a Prisoner of War. The other eight crew members, however were killed.

1st Lieutenant Robert E. Fuller, O-774609, California. Aircraft Commander/Pilot—Prisoner of War

2nd Lieutenant Woodrow A. Lien, O-778858, Montana. Co-pilot—Killed in Action

Technical Sergeant Francis J. McCarthy, 14148856, Tennessee. Navigator—Killed in Action

Staff Sergeant Richard D. Proudfit, 14166848, Mississippi. Togglier—Killed in Action

Staff Sergeant Wylie McNatt, Jr., 38365470, Texas. Flight Engineer/Top Turret Gunner—Killed in Action

Staff Sergeant William H. Cassiday, 32346219, New York. Ball Turret Gunner—Killed in Action

Staff Sergeant Ralph J. Leffelman, 19112019, Washington. Radio Operator/Top Gunner—Killed in Action

Staff Sergeant James D. Houtchens, 37483248, Nebraska. Waist Gunner—Killed in Action

Sergeant Le Moyne Miller, 33920597, Pennsylvania. Tail Gunner—Killed in Action

In the third photograph of the sequence, Wee Willie has exploded and fragments of the wings and fuselage streak downward in flame. (American Air Museum in Britain, Roger Freeman Collection FRE 694) — In the third photograph of the sequence, Wee Willie has exploded and fragments of the wings and fuselage streak downward in flame. (American Air Museum in Britain, Roger Freeman Collection)

Wee Willie was the oldest B-17G still in service with the 91st Bomb Group, and the next to last B-17 lost to enemy action by the group before cessation of hostilities. The War in Europe came to an end with the unconditional surrender of Germany just 30 days later, 7 May 1945.

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