If ever there was a game-changing aircraft, it was the Boeing B-17 Flying Fortress. In the 1920s and 30s, the European 'great powers' almost all subscribed to the theories of the Italian strategist, General Giulio Douhet. Quite simply, this described how the next war would see the development of the bomber into a 'weapon of mass distruction'. The bombing of the Spanish town of Guernica (as depicted by Pablo Picasso) during the Spanish Civil War by aircraft of the German-manned Condor Legion typified this. European politicians gloomily predicted death and destruction from the skies; indeed, the British Prime Minister, Sir Stanley Baldwin, gave a speech to the House of Commons stating, 'The bomber will always get through'; the authorities in London gloomily prepared no less than 3 MILLION cardboard coffins!
The position of the United States was somewhat different. Protected by the Atlantic on one side, and the immense expanse of the Pacific on the other, attack from the air was technically, in the early 1930's, highly unlikely. However, it was possible for an enemy fleet to approach and bombard the coasts, so it was thought that a long-range, multi-engined bomber, able to strike at enemy battleships and aircraft carriers well out to sea and reinforce distant air bases, would be a 'good thing' to have. Hence the specification for what became the Boeing 299, and, eventually, the B-17 Flying Fortress, so named by a Seattle reporter because the bomber seemed to bristle with defensive guns. The Model 299 first flew on 28th July 1935, but despite its loss soon afterwards (tragically, someone had forgotten to remove the locks on the control surfaces, used to prevent damage whilst the aircraft was parked in the open), orders from the USAAC were soon forthcoming. Production versions dropped the 4 x 750 hp Pratt & Whitney Hornet radials, and substituted Wright R-1820 Cyclone engines, which had greater development potential.
When the Second World War broke out, the Royal Air Force wanted to buy every American aircraft they could, especially large bombers. Huge contracts were let by the U.S. Government (eventually, 12,677 B-17s were built) and the B-17 was soon flowing from production lines not just at Boeing, but also Douglas and Lockheed-Vega. In the Spring of 1941, the RAF acquired 20 B-17C aircraft, a very early version, with no powered turrets and a poor serviceability rate; they were called the Fortress 1. The RAF did everything wrong - they sent the B-17Cs out, usually singly, and at extreme altitude (up to 30,000 feet). The bombsights froze, the guns froze, and little damage was done to targets on the coastal fringes of occupied Europe. The following quote says it all (my italics) "So excellent have its design and construction proved to be, that the Fortress is habitually flown many thousands of feet higher than the operational height at which it was designed to fly." 'Bomber Command', page 79, His Majesty's Stationery Office, London, 1941*
The survivors were given to RAF Coastal Command for use over the Atlantic on reconnaissance missions; the same task was given to Fortress II, and IIA aircraft (B-17E, B-17F) which were supplied under Lend-Lease. When the RAF finally took delivery of the Fortress III (B-17G), they used it at night - not as a bomber, but in No 100 Group, a secret electronic warfare outfit, supporting Bomber Command operations. It would seem that the Fortress in RAF service did everything except its primary mission - high altitude, precision bombing by day, in mass formations!
It was this task which the newly formed 8th Air Force (based in England), and later the 15th Air Force, operating from bases in Italy, excelled at. Initial small scale raids (the 8th hit Rouen, France on 17th August, 1942, with only 12 aircraft) soon gave way to deep penetrations against synthetic rubber plants (Huls, Germany) and submarine construction yards (Vegesack, Germany - the first major use of Automatic Flight Control Equipment, linked to the Norden bombsight, which enable the Bombardier to 'steer' the aircraft). Hard fighting followed and many brave men were lost, particularly until effective long-range escort fighters, such as the P-38 and the incredible P-51 Mustang, made it all the way to Berlin and back, flying alongside great bomber streams which stretched for dozens of miles. For example, on February 3rd, 1945, a massive bomber stream, containing more than 900 bombers, and escorted by 550 fighters, the largest force ever sent against a single target, bombed Berlin. The B-17s, the B-24s, and their fighter escorts had beaten the Luftwaffe in the air, and destroyed many sectors of German industry. Inside three months from that huge Berlin raid, the Nazi regime collapsed, and the European portion of the Second World War was over.
There are B-17s and then there is ‘Sally B’, owned by B-17 Preservation Ltd., and seen here in the bright sunshine on the ramp at the Imperial War Museum, Duxford Airfield. Now the last B-17 flying in Europe, ‘Sally B’ is more than just an aircraft, it is almost as if she is kept aloft by the collective will of Ellie Sallingboe, her dedicated team of engineers, ground crew and flight crew, and thousands of enthusiastic supporters. This Lockheed-Vega built Boeing B-17G-105-VE (serial number 44-85784, British registration G-BEDF) has had a long and varied career, but ever since coming to Britain, she has graced the European air show scene with superb displays. Now, in her natural home of the Imperial War Museum, Duxford Airfield, Cambridgeshire, she is a living memorial to those members of the United States Army Air Corps who came to Britain and fought alongside the other Allied Nations to liberate Europe.
One small point, the color scheme shown on 'Sally B' is uncommon for a B-17G (Olive Drab uppersurfaces, Neutral Grey undersurfaces - although the tones of both paints applied seem to have varied from the ANA Specs.) It is correct for a small number of aircraft and it was applied to ease the maintenance tasks of the engineering team, rather than allow corrosion to build up, which might happen if the aircraft was left in natural metal, as the majority of B-17s were during the latter stages of the war.
The cowling on No. 3 engine is finished in yellow and black chequers - no B-17 ever wore such markings, but this was done as a tribute to Ted White (who had his AT-6D painted in such a fashion, and was killed in it over Malta). Ted was the partner of Elly Sallingboe, and she carried on his great work of aircraft preservation after his passing. The aircraft carries 'Sally B' nose art to port, and 'Memphis Belle' artwork to starboard!
I am very fortunate to be able to call Elly a friend and colleague; long may 'Sally B' continue to fly, in memory of all those who risked everything for our freedom!
* - Own library
http://peoplesmosquito.org.uk
http://shortfinals.wordpress.com