Boeing BQ-7 Aphrodite

BQ-7.

Late in World War II, at least 25 B-17s were fitted with radio controls as BQ-7 drones for Operation Aphrodite. Loaded with 20,000 lb (9,100 kg) of Torpex high explosive and enough fuel for 350 mi (560 km), they were to be used to attack Nazi U-boat pens, V-1 flying bomb sites, and bomb-resistant fortifications.

The BQ-7s would be taken up to 2,000 ft (610 m) by two volunteers before transferring control to another B-17 and bailing out while still over England. The controlling B-17 would follow the BQ-7, aim to at the target and set its controls for a collision course, before itself returning. The normal cockpit lost its roof and the fairing behind it was removed.

Because the remote-control hardware was inadequate, Operation Aphrodite was riddled with problems. Between August 1944 and January 1945, 15 BQ-7s were launched against Germany, but none hit their targets, and several crew were killed, many in parachuting accidents. One BQ-7 left a 100 ft (30 m) crater in Britain and another circled an English port out of control. The program was cancelled in early 1945.

Aphrodite missions
Target	Date	Aircraft	Notes
Mimoyecques	August 4, 1944	1 B-17	Mission 515: Pilot Lt. Fain Pool and autopilot engineer "S. Sgt. Philip Enterline" successfully parachuted, and the drone spun out of control.
Siracourt V-1 bunker	August 4, 1944	B-17 39835	Mission 515: Control problems led to drone crashing in wood at Sudbourne ("pilot killed when abandoned aircraft too soon").
Watten, Wizernes	August 4, 1944	2 B-17s	Mission 515: One plane lost control after the first crewman bailed out, and crashed near Orford, making a huge crater and destroying more than 2 acres (8,000 sq m) of the surrounding countryside; the second crewman was killed. The view from the nose of the other drone was obscured as it came over the target, and it missed by several hundred feet. (Alternate sources claim 1 hit 1,500 feet short & 1 was shot down, and that 1 drone crashed killing 1 crew of 2 men).
Watten	August 6, 1944	B-17 30342 B-17 30212 (Quarterback) B-17 31394	Crews abandoned the missiles without complications, a few minutes later one lost control and fell into the sea. Both 30342 and 31394 experienced control problems and crashed into the sea, while B-17 30342 *Taint A Bird* impacted at Gravelines, probably due to flak damage. The other also lost control, but turned inland and began to circle the important industrial town and port of Ipswich. After several minutes, it crashed harmlessly at sea.
Heligoland	August 1944		After modifications to change to a different control system, the second casualty of the operation was suffered during this mission, when one pilot's parachute failed to open. The missile also failed, most likely shot down by flak before reaching the target.
Heide	August 1944	4 drones	Three aircraft failed to reach their target due to control malfunctions, the fourth crashed near enough to cause significant damage and high casualties.
Mimoyecques	August 12, 1944	PB4Y-1 32271 (ex USAAF B-24J 42-110007)	The single US Navy BQ-8 detonated prematurely over the Blyth estuary, England, killing LT Joseph P. Kennedy, Jr. and LT Wilford J. Willy
Mission 549/Le Havre	August 13, 1944	1 B-17	The drone with 2,000 lbs (907 kg) of bombs missed the target and a supporting de Havilland Mosquito is destroyed by the exploding bombs.
Heligoland U-boat pens	September 3, 1944	B-17 63954	Second USN "Anvil" project controller flew aircraft into Dune Island by mistake.
Heligoland U-boat pens	September 11, 1944	B-17 30180	Hit by enemy flak and crashed into sea
Hemmingstedt	September 14, 1944	B-17s 39827 & 30363 (Ruth L III)	Against the Hemmingstedt/Heide oil refinery target of the Oil Campaign (unsuccessfully attacked by conventional bombers on August 4), both drones missed the target due to poor weather conditions.
Heligoland U-boat pens	October 15, 1944	B-17 30039 Liberty Belle B-17 37743	Both drones missed target due to poor weather conditions
Heligoland U-boat pens	October 30, 1944	B-17 30066 (Mugwump) B-17 3438	Mission 693A: 2 of 5 B-17s make an Aphrodite attack on Heligoland Island, Germany; escort is provided by 7 P-47s. Concluding that the BQ-7 was not successful against 'hard targets', United States Strategic Air Forces Headquarters ordered that it be sent against industrial targets instead, and 2 more missions were flown. Bad weather prevented the primary target from being identified, and both aircraft were directed towards Berlin. 3438 soon crashed into water due to low fuel. 30066 flew independently to Sweden where it crashed. The escorting aircraft had previously had to return due to low fuel.
Herford marshalling yard	December 5, 1944	B-17 39824 B-17 30353 (Ten Knights in the Bar Room)	Target not located due to cloud cover, so both directed at alternate target of Haldorf. Both crashed outside town.
Oldenburg power station	January 1, 1945	B-17 30178 Darlin' Dolly and B-17 30237 Stump Jumper	Both shot down by flak before reaching target.

 

BQ-7.

BQ-7 cabin.

BQ-7 cabin. Together with the roof, the cabin lost part of the equipment.

Remote control systems: drive control knobs are visible in the center.

Smoke generator for visual tracking of the projectile.

BQ-7. The smoke generator is visible beneath the fuselage.

Tail fairing with receiving antenna.

Aphrodite drone at takeoff.

Boeing B-17F Flying Fortress 41-24639 "The Careful Virgin" in flight over an airfield in England . It was assigned to the 91st Bomb Group, 323rd Bomb Squadron, which arrived at RAF Bassingbourn, Cambridgeshire), in Nov 1942. After completing 80 missions, this aircraft was transferred to AFSC for "Operation Aphrodite" (BQ-7 flying bomb). It was launched against German V-1 sites at Mimoyecques, Pas-de-Calais (France) on 4 August 1944, but impacted short of target due to a controller error. Control crew, Lt Cornelius A. Engel and T/Sgt Clifford A. Parsons, had baled out over UK.

Last-known photograph of Joseph P. Kennedy Jr., taken before he boarded a modified Consolidated B-24 Liberator, August 1944.

 

Boeing C-108 Flying Fortress

A rare Cargo modification based on the XC-108. This is CB-17G-50-DL, 44-6301, at Patterson Field, Ohio on January 1, 1946. (Bill Larkins)

The Boeing C-108 Flying Fortress was an American transport aircraft used during World War II. Four were converted from B-17 Flying Fortress heavy bombers.

Design and Development

The first C-108 built (designated XC-108) was a B-17E (41-2593) converted to a V.I.P. transport for General Douglas MacArthur in 1943. With the exception of the nose and tail turrets, all armament was removed, as was all armor. The interior of the plane was made into a flying office for MacArthur, with extra windows, cooking facilities, and living space. To facilitate entry and exit, a drop-down door with steps was installed in the rear fuselage. A similar conversion was later made on a B-17F-40-VE (42-6036), which was redesignated YC-108.

Between August 1943 and March 1944, another B-17E (41-2595) was converted to a cargo aircraft and designated XC-108A. Hoping to convert obsolete bombers into cargo aircraft, the United States Army Air Forces initiated a re-manufacturing station at Wright-Patterson Air Force Base. The plane was stripped of armament, armor, and other military equipment. Crew locations were shifted, and the nose was modified to provide space for cargo and/or personnel. The cockpit was accessed via the crawl way under it or through the hinged solid nose cone that had replaced the original glazed bombardier station. To increase cargo space, several bulkheads were removed and the bomb bay doors were sealed closed. This allowed much of the fuselage volume to be used to carry cargo or personnel.

A B-17F 42-30190 was converted (and given designation XC-108B) to tanker service. As in the XC-108A, it was devoid of armor and weapons, and the fuselage was modified to make space for its cargo. The fuselage was filled with fuel tanks.

Operational History

The XC-108 was personal VIP transport aircraft of General Douglas MacArthur in 1943.

The XC-108A was used to fly material and personnel over the Himalayas to the B-29 base in Chengdu, China. Due to chronic engine difficulties, it proved an impractical cargo aircraft. In October 1944, it was returned to the United States. By the end of the war, it was disassembled and left in a junkyard in Maine, where it suffered from some parts being scrapped and others salvaged from the airframe. Since then it has been rescued and is under restoration back to B-17E configuration.

Variants

XC-108: B-17E converted to VIP transport standard for General Douglas MacArthur. Originally B-17E s/n 41-2593.

YC-108: B-17F converted to VIP transport standard for General Douglas MacArthur. Originally B-17F s/n 42-6036.

XC-108A: B-17E converted to cargo or troop transport standard. Originally B-17E s/n 41-2595, known as "Desert Rat".

XC-108B: B-17F converted for service as a tanker. Originally B-17F s/n 42-30190.

Two other cargo transports and VIP transports were made from the B-17.

CB-17G:  Troop transport version capable of carrying up to 64 troops, 25 built.

VB-17G: VIP transport version for high level staff officers, 8 built. 

Operators

United States: United States Army Air Forces

Details (XC-108)

Role: Military transport aircraft

Manufacturer: Boeing / Lockheed-Vega / Wright-Patterson AFB

First flight: 1943

Introduction: 1943

Retired: 1945

Primary user: United States Army Air Forces

Number built: 4 conversions from B-17

Developed from: Boeing B-17 Flying Fortress

Crew: 5

Capacity: 64 troops or 8,000 lb (3.63 t) cargo

Length: 74 ft 4 in (22.66 m)

Wingspan: 103 ft 10 in (31.65 m)

Height: 19 ft 1 in (5.82 m)

Wing area: 1,527 sq ft (141.9 m2)

Empty weight: 32,250 lb (14,628 kg)

Gross weight: 40,260 lb (18,262 kg)

Maximum takeoff weight: 53,000 lb (24,040 kg)

Powerplant: 4 × Wright R-1820-65 9-cyl. turbo-charged air-cooled radial piston engines, 1,200 hp (890 kW) each

Maximum speed: 274 kn (315 mph, 507 km/h)

Cruise speed: 169 kn (195 mph, 314 km/h)

Range: 2,900 nmi (3,300 mi, 5,300 km)

Service ceiling: 36,600 ft (11,200 m)

Armament: 4 × 0.5 in (12.7 mm) M2 Browning machine guns in nose and tail turret

Survivors

XC-108A, 41-2595, "Desert Rat", survived in a New England junkyard and is undergoing restoration in McHenry County, Illinois, by a private individual to B-17E configuration.

Bibliography

Jablonski, Edward. Flying Fortress. Doubleday, 1965.

Johnson, E. R. (2013). American Military Transport Aircraft Since 1925. Jefferson, North Carolina: McFarland & Company, Inc.

Wagner, Ray. American Combat Planes. Doubleday, 1982.

Encyclopedia of American Aircraft

USAF Museum

Andrade, John M. . U.S Military Aircraft Designations and Serials since 1909. Leicester : Midland Counties Publications, First edition 1979.

The first C-108 built (designated XC-108) was a B-17E (41-2593) converted to a V.I.P. transport for General Douglas MacArthur in 1943. With the exception of the nose and tail turrets, all armament was removed, as was all armor. The interior of the plane was made into a flying office for MacArthur, with extra windows, cooking facilities, and living space. To facilitate entry and exit, a drop-down door with steps was installed in the rear fuselage. (Bill Larkins)

Boeing XC-108, the transport version of the B-17 Flying Fortress bomber, used as transport by General MacArthur, 29 November 1943. (USAAF)

Boeing XC-108 Flying Fortress (41-2593), the only one of its type modified from a B-17E, was the personal transport of Gen. MacArthur.

XC-108 41-24537 transported General Douglas MacArthur to observe a paratroop drop on Markham Valley.

XC-108A, serial number 41-2595, was a B-17F converted into a cargo transport.

YC-108 Flying Fortress (42-6036), used by Gen. Frank D. Hackett, India.