Tag Archives: Boeing Airplane Company

8 February 1933

Boeing 247 NC13300 (Boeing)
Boeing 247 NC13300 (Boeing)

8 February 1933: Boeing test pilot Leslie R. (“Les”) Tower and United Air Lines Captain Louis C. Goldsmith made the first flight of the Boeing Model 247, NX13300, a twin-engine airline transport, at Boeing Field, Seattle, Washington. The first flight lasted 40 minutes and Tower was quite pleased with the airplane. He took it up a second time later in the day.

The Boeing Model 247 instrument panel used gyroscopic-stabilized instruments for instrument flight. (Unattributed)
The Boeing Model 247 instrument panel used gyroscopic-stabilized instruments for instrument flight. (Boeing)

The 247 is considered to be the first modern airliner because of its all-metal semi-monocoque construction, cantilevered wing and retractable landing gear. It was 50 miles per hour (80.5 kilometers per hour) faster than its contemporaries, and could climb on one engine with a full load.

The airplane was built at Boeing’s Oxbow factory on the Duwamish River, then barged to Boeing Field where it was assembled and tested. The 247 was originally named “Skymaster,” but this was soon dropped.

Two months after the first flight, the first production 247, NC13301, was placed in service with United Air Lines. It was the first of ten 247s bought by United.

This postcard illustration shows the interior arrangement of a Boeing 247 airliner. (United Air Lines)
This postcard illustration shows the interior arrangement of a Boeing 247 airliner. (United Air Lines)

The Model 247 was operated by a pilot, co-pilot and a flight attendant and carried up to ten passengers. The airplane was 51 feet, 5 inches (15.672 meters) long, with a wingspan of 74 feet, 1 inch (22.581 meters) and overall height of 12 feet, 5 inches (3.785 meters). The empty weight was 8,921 pounds (4,046.5 kilograms) with a maximum takeoff weight of 16,805 pounds (7,622.6 kilograms).

The Duralamin skin panels were anodized, rather than painted, for corrosion protection. This saved weight, and resulted in the 247’s characteristic gray-green color.

Boeing 247 NC13301. (Boeing)

The airliner was powered by two air-cooled, supercharged, 1,343.804-cubic-inch-displacement (22.021 liters) Pratt & Whitney Wasp S1H1-G nine-cylinder radial engines with a compression ratio of 6.03:1. The S1H1-G had a Normal power rating of 550 horsepower at 2,200 r.p.m., to 8,000 feet (2,438 meters), and 600 horsepower at 2,250 r.p.m. for Takeoff. They drove three-bladed Hamilton Standard constant-speed propellers through a 3:2 gear reduction. The Wasp S1H1-G was 3 feet, 11.80 inches (1.214 meters) long, 4 feet, 3.61 inches (1.311 meters) in diameter, and weighed 930 pounds (422 kilograms).

The Boeing 247 had a maximum speed of 200 miles per hour (321.9 kilometers per hour) with a cruising speed of 188 miles per hour (302.6 kilometers per hour. It had a range of 745 miles (1,199 kilometers) and a service ceiling of 25,400 feet (7,742 meters).

A contemporary photo post card depicts United Air Lines stewardesses with a Boeing Model 247 airliner. The post mark on the reverse side is faintly visible.
A contemporary photo post card depicts ten United Air Lines stewardesses with a Boeing Model 247 airliner. The post mark on the reverse side is faintly visible. (United Air Lines)

75 Model 247s were built. 60 were bought by Boeing Air Transport.

NC13301, the first production Boeing Model 247 airliner. (NASM)

[Note: the windshield was canted forward to prevent instrument panel lighting from reflecting into the cockpit at night. Unfortunately, ground lighting was reflected instead. This was soon changed to a rearward slant and resulted in a slight increase in speed.]

Boeing 247 NC13300 (aviadejavu.ru)

© 2019, Bryan R. Swopes

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24 January 1963

Boeing B-52C-40-BO Stratofortress 53-400, the same type as 53-406, which crashed on Elephant Mountain, 24 January 1963. (San Diego Air & Space Museum)

24 January 1963: A Boeing B-52C-40-BO Stratofortress, 53-0406, call sign “Frosh 10,” of the 99th Bombardment Wing, Heavy, was conducting a low-altitude training flight using terrain-following radar. Eight crewmen were aboard. Flying at or below 500 feet (152 meters) above ground level (AGL) and at 280 knots (322 miles per hour, 519 kilometers per hour) the bomber encountered wind gusts of up to 40 knots (21 meters per second).

As the turbulence became severe, the aircraft commander, Lieutenant Colonel Dante E. Bulli, began a climb to avoid it. At approximately 2:52 p.m., EST, however, the vertical fin attachment failed and the B-52 began rolling to the right and pitching down. Colonel Bulli, unable to control the airplane, ordered the crew to abandon the bomber.

B-52C 53-0406 crashed into the west side of Elephant Mountain, a 3,774 foot (1,150 meters) forest-covered mountain, 6 miles (10 kilometers) from Greenville, Maine. Only three men, Colonel Bulli, co-pilot Major Robert J. Morrison and navigator Captain Gerald J. Adler, were able to get out of the B-52, but Major Morrison died when he hit a tree. Lieutenant Colonel Joe R. Simpson, Jr., Major William W. Gabriel, Major Robert J. Hill, Jr., Captain Herbert L. Hansen, Captain Charles G. Leuchter and Technical Sergeant Michael F. O’Keefe were also killed.

Large sections of Frosh 10 are still on Elephant Mountain. The crash site is a popular hiking destination.

The Boeing B-52 Stratofortress had been designed as a very high altitude penetration bomber, but changes in Soviet defensive systems led to a change to very low altitude flight as a means of evading radar. This was subjecting the airframes to unexpected stresses. Several crashes resulted from structural failures during turbulence.

Less than one year later, Boeing was conducting flight tests of the B-52 in turbulence, using a highly-instrumented B-52H. That airplane also lost its vertical fin when it encountered severe turbulence in Colorado. The Boeing test pilots aboard were able to save the bomber and landed it six hours later.

Boeing B-52H-170-BW Stratofortress 61-023, "Ten-Twenty-Three", after losing the vertical fin, 10 January 1964. (Boeing)
Boeing B-52H-170-BW Stratofortress 61-023, “Ten-Twenty-Three”, after losing the vertical fin, 10 January 1964. (Boeing)
Colonel Dante E. Bulli, United States Air Force

Dante E. Bulli was born at Cherry, Illinois, 17 July 1922, the second child of Italian immigrants Giovanni Bulli, a salesman, and Anna Gareto Bulli.  He attended Hall High School before working on the aircraft assembly lines of the Lockheed Aircraft Company in California.

Bulli enlisted as an aviation cadet in the U.S. Army Air Corps in 1942. He was commissioned as a second lieutenant, Army of the United States, 5 December 1943, and promoted to first lieutenant, 5 December 1946.

In 1947 Lieutenant Bulli married Miss Evelyn Lewis, also from Cherry, Illinois.

“Dan” Bulli was a combat veteran of World War II, the Korean War and the Vietnam War. He flew B-24 Liberators, the B-29 Superfortress and B-52 Stratofortress. He retired from the Air Force in 1974.

Colonel Dante E. Bulli died at Omaha, Nebraska, 30 December 2016, at the age of 94 years.

© 2018, Bryan R. Swopes

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12 January 1937

Wreck of Western Air Express Boeing 247D NC13315, Los Pinetos Peak, near newhal, California, 12 January 1937. (Santa Clarita Valley History in Pictures)
Wreck of Western Air Express Flight 7, a Boeing Model 247D, NC13315, at Los Pinetos Peak near Newhall, California, 12 January 1937. (Santa Clarita Valley History in Pictures)

12 January 1937: Western Air Express Flight 7, a Boeing 247D airliner, NC13315, had originated at Salt Lake City, Utah, and after a stop at Las Vegas, Nevada, continued on toward Union Air Terminal, Burbank, California. Aboard were a crew of three and ten passengers.

In fog and falling snow, Captain William Walker Lewis and co-pilot Clifford P. Owens crossed over Saugus, California,

“. . . at 5,200 feet [1,585 meters], aircraft was already 300 feet [91 meters] too low. . . Pilot tried to contact Burbank without any success. Due to low visibility caused by fog, pilot did not realize he was flying at an insufficient altitude. In a descent rate of 525 feet per minute [2.667 meters per second], aircraft hit Pinetos Peak.”

— Bureau of Air Commerce report.

According to statements after the accident, Captain Lewis suddenly saw a ridge immediately ahead, and unable to avoid it, cut his engines and raised the nose in an attempt to reduce the impact. The accident occurred at 11:07 a.m., Pacific Time.

Illustration from the Los Angeles Times, Vol. LVI, Wednesday, 13 January 1937, Page 6, Columns 3–6.

The crash was heard by patients at the Olive View Sanitorium and ranchers on the north side of the mountains. Two hours later, passenger Arthur S. Robinson arrived at the hospital and said, “Get help up there for the twelve others. It was a forced landing—they’re all injured but I believe they’re all alive.”

Boeing 247D NC13315, 12 January 1937. (Santa Clarita Valley History in Pictures)
Boeing 247D NC13315, 12 January 1937. (Santa Clarita Valley History in Pictures)

One passenger, James A. Braden, president of the Braden-Sutphin Ink Co., of Cleveland, Ohio, was killed immediately. The co-pilot, Owens, and three more of the passengers died of injuries within the next several days.

One of those who died was famed adventurer and film maker Martin Johnson. His wife, Osa Johnson, was also aboard Flight 7 and was seriously injured. Another survivor, Robert T. Anderson, would later own Pea Soup Anderson, a famous restaurant in Buellton, California.

Osa and Martin Johnson. (Osa and Martin Johnson Safari Museum)
Osa and Martin Johnson. (Osa and Martin Johnson Safari Museum)

The Boeing Model 247 is considered to be the first modern airliner because of its all-metal, semi-monocoque construction, cantilevered wing and retractable landing gear. It was 50 miles per hour (80 kilometers per hour) faster than its contemporaries, and could climb on one engine with a full load.

The Model 247 was operated by a pilot, co-pilot and a flight attendant and carried up to ten passengers. The airplane was 51 feet, 5 inches (15.672 meters) long, with a wingspan of 74 feet, 1 inch (22.581 meters) and overall height of 12 feet, 5 inches (3.785 meters). The empty weight was 8,921 pounds (4,046.5 kilograms) with a maximum takeoff weight of 16,805 pounds (7,622.6 kilograms).

The Duralamin skin panels were anodized, rather than painted, for corrosion protection. This saved weight, and resulted in the 247’s characteristic gray-green color.

Western Air Express Boeing 247D NC13315. The nose baggage compartment door is open. (Ed Coates Collection)
Western Air Express Boeing 247D NC13315. The nose baggage compartment door is open. (Ed Coates Collection)

The airliner was powered by two air-cooled, supercharged, 1,343.804-cubic-inch-displacement (22.021 liters) Pratt & Whitney Wasp S1H1-G nine-cylinder radial engines with a compression ratio of 6.03:1. The S1H1-G had a Normal Power rating of 550 horsepower at 2,200 r.p.m., to 8,000 feet (2,438 meters), and 600 horsepower at 2,250 r.p.m. for Takeoff. They drove three-bladed Hamilton Standard constant-speed propellers through a 3:2 gear reduction, when installed on the 247D. The Wasp S1H1-G was 3 feet, 11.80 inches (1.214 meters) long, 4 feet, 3.61 inches (1.311 meters) in diameter, and weighed 930 pounds (422 kilograms).

The Boeing 247 had a maximum speed of 200 miles per hour (322 kilometers per hour) with a cruising speed of 188 miles per hour (303 kilometers per hour. It had a range of 745 miles (1,199 kilometers) and a service ceiling of 25,400 feet (7,742 meters).

75 Model 247s were built. 60 were operated by Boeing Air Transport.

[Note: the windshield was canted forward to prevent instrument panel lighting from reflecting into the cockpit at night. Unfortunately, ground lighting was reflected instead. This was soon changed to a rearward slant and resulted in a slight increase in speed.]

Western Air Express Boeing 247D NC13315, 1933. (SCVhistory.com)
Western Air Express Boeing 247D NC13315, 1933. (Santa Clarita Valley History in Pictures)

© 2019, Bryan R. Swopes

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30 December 1964

A Boeing KC-135A Stratotanker refuels a Boeing B-52E Stratofortress. (U.S. Air Force)

30 December 1964: The United States Air Force accepted the last of 732 Boeing KC-135 Stratotankers: KC-135A serial number 64-14840. The new tanker was assigned to the 380th Air Refueling Squadron at Plattsburgh Air Force Base, New York, 12 January 1965.

As of 14 May 2018, 396 KC-135s were still in service with the United States Air Force: 153 active duty, 72 Air Force Reserve, and 171 Air National Guard. It is estimated that the fleet is 33% through their design lifetime limits.

Built as an aerial refueling tanker to support the U.S. Air Force fleet of B-52 Stratofortress strategic bombers, an initial order for 24 tankers was soon increased to 250. Eventually 732 KC-135As were built by Boeing, and an additional 81 of other versions.

With the company internal designation of Model 717, the KC-135 was developed from the Model 367-80 proof-of-concept prototype, the “Dash Eighty.” The Stratotanker is very similar in appearance to the Model 707 and 720 airliners but is structurally a different aircraft. It is also shorter than the 707 and has a smaller diameter fuselage.

Boeing KC-135R Stratotankers of the 40th Air Expeditionary Group, forward deployed to support B-52 operations. (SMSGT John Rohrer, U.S. Air Force)
Boeing KC-135R Stratotankers of the 40th Air Expeditionary Group, forward deployed to support B-52 operations. (SMSGT John Rohrer, U.S. Air Force)

The Stratotanker was originally operated by a flight crew of four: pilot, co-pilot, navigator and refueling boom operator. Upgrades over the decades have simplified operation and the crew has been reduced to two pilots and the boom operator.

The KC-135R is 136 feet, 3 inches (41.529 meters) long (156 feet/47.549 meters with fueling boom extended), with a wingspan of 130 feet, 10 inches (39.878 meters), and overall height of 41 feet, 8 inches (12.700 meters). Its maximum takeoff weight is 322,500 pounds (146,284 kilograms).

The Stratotanker can carry up to 200,000 pounds (90,718 kilograms) of fuel for inflight refueling. It can also be configured to carry 83,000 pounds (37,648 kilograms) of cargo, or 80 passengers.

Boeing KC-135R Stratotanker 64-14840 at Rickenbacker Air National Guard Base, Columbus, Ohio, 2018. (Ohio Air National Guard)

The KC-135A was originally powered by four Pratt & Whitney J57-P-59W turbojet engines producing 13,750 pounds of thrust (61.163 kilonewtons) for takeoff, using water injection. The fleet has been re-engined with more efficient CFM International CFM56-2B1 (F108-CF-100) engines. Modified airplanes are designated KC-135R. The CFM56-2 is a two-spool, axial-flow, high-bypass turbofan with a single fan stage, 12-stage compressor section (3 low pressure and 9 high pressure stages), annular combustor, and a 5-stage turbine (1 high pressure and 4 low pressure stages). The engine is rated at 21,634 pounds of thrust (96.233 kilonewtons).

The tanker has a maximum speed of 350 knots (402 miles per hour/648 kilometers per hour) below 26,500 feet (8,077 meters), and 0.90 Mach when above that altitude. It has a range of 1,500 miles (2,424 kilometers) when carrying 150,000 pounds (68,039 kilograms) of transfer fuel. The service ceiling is 50,000 feet (15,200 meters).

The newest Stratotanker in service with the United States Air Force, KC-135R 64-14840 is 56 years old. It is presently assigned to the 121st Air Refueling Wing, Ohio Air National Guard.

The final Boeing Stratotanker, KC-135R 64-14840, remains in service with the 121st Air Refueling Wing, Ohio Air National Guard, based at Rickenbacker Air National Guard Base, Columbus Ohio. (Ohio Air National Guard)

© 2018, Bryan R. Swopes

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10 December 1941

Captain Colin P. Kelly, Jr., U.S. Army Air Corps, by Deane Keller, 1942.
Captain Colin Purdie Kelly, Jr., Air Corps, United States Army, by Deane Keller, 1942. (U.S. Air Force)

10 December 1941:¹ A single B-17C Flying Fortress heavy bomber, 40-2045, departed from Clark Field, on the island of Luzon, Commonwealth of the Philippines, alone and without escort, to search for an enemy aircraft carrier which had been reported near the coastal city of Aparri, at the northern end of the island. The aircraft was under the command of Captain Colin P. Kelly, Jr., Air Corps, United States Army, of the 14th Bombardment Squadron, 19th Bombardment Group.

Kelly’s Flying Fortress had not been fully fueled or armed because of an impending Japanese air raid. It carried only three 600-pound (272 kilogram) demolition bombs in its bomb bay.

While enroute to their assigned target area, Captain Kelly and his crew sighted a Japanese amphibious assault task force north of Aparri, including what they believed was a Fusō-class battleship. The crew was unable to locate the reported aircraft carrier and Kelly decided to return to attack the ships that they had seen earlier.

A 19th Bombardment Group Boeing B-17C at Iba Airfield, Philipiine Islands, September 1941.
A Boeing B-17C assigned to the 19th Bombardment Group at Iba Airfield, approximately 100 miles (160 kilometers) northwest of Manila on the island of Luzon, Commonwealth of the Philippine Islands, October 1941. (U.S. Air Force Historical Research Agency)

Kelly made two passes at 20,000 feet (6,096 meters) while the bombardier, Sergeant Meyer Levin, set up for a precise drop. On the third run, Sergeant Meyer released the three bombs in trail and bracketed the light cruiser IJN Natori. It and an escorting destroyer, IJN Harukaze, were damaged by near misses.

“. . . The battleship [actually, the light cruiser IJN Natori] was seen about 4 miles offshore and moving slowly parallel with the coastline. . . A quartering approach to the longitudinal axis of the ship was being flown. The three bombs were released in train as rapidly as the bombardier could get them away. The first bomb struck about 50 yards short, the next alongside, and the third squarely amidship. . . A great cloud of smoke arose from the point of impact. The forward length of the ship was about 10 degrees off center to portside. The battleship began weaving from side to side and headed toward shore. Large trails of oil followed in its wake. . . .”

Narrative Report of Flight of Captain Colin P. Kelly, Air Corps, O-20811 (deceased) on Dec 10, 1947, by Eugene L. Eubank, Colonel, Air Corps, Commanding, Headquarters, 5th Bomber Command, Malang, Java, Feb 19, 1942

A Natori-class light cruiser, IJN Yura, photographed circa 1937. (U.S. Navy)

A group of Japanese Mitsubishi A6M2 Type 0 (“Zero”) fighters of the Tainan Kokutai, including the famed fighter ace Petty Officer First Class Saburō Sakai, attacked Kelly’s bomber as it returned to Clark Field, with the first pass killing Technical Sergeant William J. Delehanty and wounding Private First Class Robert E. Altman. The instrument panel was destroyed and oxygen tanks exploded. A second pass by the fighters set the bomber’s left wing on fire. This quickly spread to the fuselage. The two engines on the right wing failed.

坂井 三郎 PO1 Saburō Sakai, Imperial Japanese Navy

Captain Kelly ordered his crew to bail out and though the fire had spread to the flight deck, Kelly remained at the bomber’s controls. Staff Sergeant James E. Halkyard, Private First Class Willard L. Money, and Private Altman were able to escape from the rear of the B-17. The navigator, Second Lieutenant Joe M. Bean, and the bombardier, Sergeant Levin, went out through the nose escape hatch. As co-pilot Lieutenant Donald Robins tried to open the cockpit’s upper escape hatch, the Flying Fortress exploded. Robins was thrown clear and was able to open his parachute.

Boeing B-17C 40-2045 crashed approximately three miles (4.8 kilometers) east of Clark Field. The bodies of Captain Kelly and Sergeant Delehanty were found at the crash site.

The wreckage was found along a rural road 2 miles west of Mount Aryat (Mount Aryat is about 5 miles east of Clark Field). The tail assembly was missing. Parts . . . were scattered over an area of 500 yards. The right wing with two engines still in place remained almost intact although it was burning when the search party arrived. The fuselage and left side of the plane were badly wrecked and burned. T/Sgt Delehanty’s body was lying about 50 yards north of the wreckage. Capt Kelly’s body . . . was found very near the wreckage with his parachute unopened. . . .

Narrative Report of Flight of Captain Colin P. Kelly, Air Corps, O-20811 (deceased) on Dec 10, 1947, by Eugene L. Eubank, Colonel, Air Corps, Commanding, Headquarters, 5th Bomber Command, Malang, Java, Feb 19, 1942

Captain Colin Purdie Kelly, Jr., Air Corps, United States Army. (The New York Times)

Colin Purdie Kelly, Jr., was born in Madison County, Florida, 11 July 1915. He was the first of two children of Colin Purdie Kelly, a fresco artist, and Mary Eliza Mays (“Mamie”) Kelly. He had a younger sister, Emmala Mays Kelly. Kelly attended Madison High School, graduating in 1932.

Kelly was appointed to the United States Military Academy at West Point, New York. His stated intention was to become a bomber pilot.

Cadet Colin Purdie Kelly, Jr., United States Military Academy, circa 1937. (The Howitzer)

According to his West Point yearbook, “C.P.” Kelly,

“. . . has not devoted all his effort to study and consequently not achieved high academic rank, but he has participated in sports and other activities and has found additional time to enjoy thoroughly West Point. He’s positive in his opinions; vigorous in his actions. All-around ability and a knack for making friends bespeak a bright future for him. . . .”

The Howitzer of 1937, United States Military Academy, West Point, New York, 1937, at Page 218.

Cadet Kelly participated in football, boxing, cross country and track, and sang with the Cadet Chapel choir. Colin Purdie Kelly, Jr., graduated from West Point and was commissioned a second lieutenant, Infantry, United States Army, on 12 June 1937.

On 1 August 1937, Lieutenant Kelly married Miss Marion Estelle Wick. The ceremony was held in the Cadet Chapel at West Point. They would have a son, Colin Purdie Kelly III, born at Riverside, California, 6 May 1940. In 1963, “Corky” Kelly would also graduate from the United States Military Academy.

2nd Lieutenant Kelly was assigned to flight training at Randolph Field, Texas. He graduated 13 January 1939, was awarded his pilot’s wings and was transferred from Infantry to the Air Corps. Kelly was then ordered to join the 19th Bombardment Group (Heavy) at March Field, near Riverside, California. He was promoted to first lieutenant 4 June 1940.

A Boeing B-17B Flying Fortress at March Field, Riverside, California, 1940. (LIFE Magazine)

Lieutenant Kelly was assigned to the 11th Bombardment Group (Heavy) at Hickam Field, Oahu, Territory of Hawaii, in April 1941. At about this time, he was promoted to the temporary rank of captain. Kelly served as a squadron operations officer and B-17 check pilot. Nine B-17s of the 14th Bombardment Squadron of the 11th Group were sent to Clark Field in the Philippine Islands, to join the 19th Bombardment Group. Flying to Midway Island, Wake Island, Port Moresby, New Guinea, and Darwin, Australia, they traveled approximately 10,000 miles (16,093 kilometers), 5–12 September 1941. For his actions during this transoceanic flight, Captain Kelly was awarded the Distinguished Flying Cross.

During a reconnaissance mission to Formosa (Taiwan) on 5 December 1941, Captain Kelly observed a large number of Japanese ships steaming toward Luzon. His squadron was then relocated to Del Monte Field on the island of Mindanao.

The Distinguished Service Cross

General Douglas MacArthur later said, “It is my profound sorrow that Colin Kelly is not here. I do not know the dignity of Captain Kelly’s birth, but I do know the glory of his death. He died unquestioning, uncomplaining, with a faith in his heart and victory his end. God has taken him unto Himself, a gallant soldier who did his duty.”

Colin Purdie Kelly, Jr. was awarded the Distinguished Service Cross, posthumously. The medal was presented to Mrs. Colin P. Kelly, Jr., by Major General Barney McKinney Giles, U.S. Army Air Corps.

Following the war, Captain Kelly’s remains were returned to the United States, and interred at the Oak Ridge Cemetery, Madison, Florida.

Kelly’s B-17 was the first Flying Fortress in U.S. service to be lost in air combat in World War II.

Boeing B-17C 40-2049, similar to Colin Kelly's 40-2045. (U.S. Air Force)
Boeing B-17C 40-2049, similar to Colin Kelly’s 40-2045. (U.S. Air Force)

The Boeing Model 299H, designated B-17C, was the second production variant ordered by the U.S. Army Air Corps. 38 were built by Boeing, however 20 of these were transferred to Great Britain’s Royal Air Force, designated Fortress B.I. They were initially assigned to No. 90 Squadron.²

The B-17C was 67 feet, 10.6 inches (20.691 meters long with a wingspan of 103 feet, 9 inches (31.633 meters) and the overall height was 15 feet, 5 inches (4.699 meters). The B-17C had an empty weight of 29,021 pounds (13,164 kilograms), gross weight of 39,320 pounds (17,835 kilograms) and maximum takeoff weight of 49,650 pounds (22,521 kilograms).

A Boeing B-17C assigned to Wright Field in pre-war natural metal finish. (LIFE Magazine)
A Boeing B-17C assigned to Wright Field in natural metal finish, circa 1940. (Rudy Arnold Photographic Collection, National Air and Space Museum Archives, NASM-XRA-0119)

It was powered by four air-cooled, supercharged, 1,823.129-cubic-inch-displacement (29.875 liter) Wright Aeronautical Division Cyclone 9 C666A (R-1820-65) nine-cylinder radial engines. These engines were rated at 1,000 horsepower at 2,300 r.p.m., and 1,200 horsepower at 2,500 r.p.m., for takeoff. They drove three-bladed Hamilton Standard Hydromatic constant-speed propellers through a 0.5625:1 gear reduction. The R-1820-65 was 3 feet, 11.59 inches (1.209 meters) long, 4 feet, 7.12 inches (1.400 meters) in diameter, and weighed 1,315 pounds (596 kilograms).

The maximum speed of the B-17C was 323 miles per hour (520 kilometers per hour) at 25,000 feet (7,620 meters). Its service ceiling was 37,000 feet (11,278 meters) and the maximum range was 3,400 miles (5,472 kilometers).

The B-17C could carry 4,800 pounds (2,177 kilograms) of bombs. Defensive armament consisted of one .30-caliber air-cooled machine gun and four .50-caliber machine guns.

According to one source, all eighteen B-17Cs in service with the Army Air Corps were returned to Boeing in January 1941 to be upgraded to the B-17D configuration.

A Boeing B-17C Flying Fortress, similar to 40-2045. (U.S. Air Force)
A Boeing B-17C Flying Fortress, similar to Colin Kelly’s 40-2045. The Air Corps began camouflaging its B-17s in olive drab and neutral gray during Spring 1941. (U.S. Air Force)

¹ 10 December in the Commonwealth of the Philippines, which is west of the International Date Line. This would have been 9 December in the United States of America.

² A 1941 book, War Wings: Fighting Airplanes of the American and British Air Forces, by David C. Cooke, published by Robert M. McBride & Company, New York, refers to the B-17C in British service as the “Seattle,” which is in keeping with the R.A.F.’s system of naming bombers after cities.

© 2018, Bryan R. Swopes

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