Brewster F2A Buffalo in View

Brewster XF2A-1 fighter in flight during tests, circa 1938-39. Official U.S. Navy Photograph, now in the collections of the National Archives 80-G-3807.

Recently returned from the war zone, Lieutenant Walter A. Haas, USNR instructs students from the cockpit of a Brewster F2A Buffalo at Naval Air Station Miami, April 9, 1943.

A U.S. Navy Brewster F2A-3 Buffalo fighter pictured during a training flight from Naval Air Station Miami, Florida, in August 1942. The plane was piloted by LCdr. Joseph C. Clifton.

U.S. Navy Brewster F2A-3 Buffalo fighters pictured during a training flight from Naval Air Station (NAS) Miami, Florida, 1942/43.

A U.S. Navy Brewster F2A-2 Buffalo at the NACA Langley Research Center, Hampton, Virginia, on 9 February 1943. This F2A-2 arrived at Langley from the factory by truck in 1942, and was sent to NAS Norfolk two years later.

On 19 March 1940 U.S. Navy Lt. John Smith "Jimmy" Thach tipped this Brewster F2A-1 Buffalo (BuNo 1393) onto its nose on the flight deck of the aircraft carrier USS Saratoga [CV-3) Ensign Edward Butch O'Hare also flew this aircraft several times during the summer and fall of 1940.

Brewster F2A-3 "Buffalo" fighter, probably from Marine Fighting Squadron 212 (VMF-212) receives maintenance in a camouflaged revetment at Marine Corps Air Station, Ewa, Hawaii, 25 April 1942.

Fueling a USMC F2A-3 fighter in a camouflaged revetment at Ewa, T.H., May 1942.

A Brewster F2A-3 Buffalo fighter rests in the flight deck gallery walkway after suffering landing gear failure while landing on board the U.S. Navy escort carrier USS Long Island (AVG-1), off Palmyra Island, 25 July 1942. This plane is from Marine Fighting Squadron 211 (VMF-211), the last U.S. Navy or U.S. Marine Corps unit to operate the F2A in a front-line capacity.

The same Brewster F2A-3 Buffalo seen in the previous photo rests in the flight deck gallery walkway after suffering landing gear failure while landing on board the U.S. Navy escort carrier USS Long Island (AVG-1), off Palmyra Island, 25 July 1942. This plane is from Marine Fighting Squadron 211 (VMF-211), the last U.S. Navy or U.S. Marine Corps unit to operate the F2A in a front-line capacity. Note the marking "MF-5" on the plane's fuselage and very weathered paint. The carrier's SC radar antenna is visible atop her stub mast at right.

A U.S. Navy aviation ordnanceman loads the fuselage .50 caliber machineguns of a Brewster F2A Buffalo fighter with ammunition, at Naval Air Station Miami, Florida, 9 April 1943. The F2A was then in use as a training aircraft. Note 3:1 ratio of black-tipped armor-piercing ammunition to red-tipped tracer ammunition.

A Model 339 Brewster Buffalo, Royal Netherlands East Indies Air Force (ML-KNIL) serial number B-3119, in Australia. The aircraft escaped from the Netherlands East Indies and was obviously used by the U.S. Army Air Forces. 1942.

Brewster F2A-1 fighter in McClelland Barclay camouflage design #1, September 1940.

F2A-1 fighter in McClelland Barclay camouflage design #1, September 1940.

F2A-1 fighter in McClelland Barclay camouflage design #1, September 1940.

F2A-1 fighter in McClelland Barclay camouflage design #2, September 1940.

F2A-1 fighter in McClelland Barclay camouflage design #2, September 1940.

F2A-1 fighter in McClelland Barclay camouflage design #2, September 1940.

The U.S. Navy Brewster XF2A-1 Buffalo (BuNo 0451) in the full scale wind tunnel at the NACA Langley Research Center, Virginia, 2 May 1938. NACA Langley's drag-cleanup studies of the Brewster F2A in 1938 were so productive that the U.S. Army and Navy sent most of their prototype and production aircraft to the NACA laboratory for similar examination afterwards.

A U.S. Marine Corps Brewster F2A-3 Buffalo from Marine Fighting Squadron VMF-211 is loaded aboard the USS Curtiss AVP-4 at Pearl Harbor for shipment to Midway Islands, in March 1942. The F2As had previously been operated by VF-2 and arrived at Midway on March 28 1942.

A U.S. Navy Brewster F2A-3 fighter photographed on the ground, circa 1941. The Brewster F2A Buffalo is an American fighter aircraft which saw service early in World War II. Designed and built by the Brewster Aeronautical Corporation, it was one of the first U.S. monoplanes with an arrestor hook and other modifications for aircraft carriers. The Buffalo won a competition against the Grumman F4F Wildcat in 1939 to become the U.S. Navy's first monoplane fighter aircraft. Although superior to the Grumman F3F biplane it replaced, and the early F4Fs, the Buffalo was largely obsolete when the United States entered the war, being unstable and overweight, especially when compared to the Japanese Mitsubishi A6M Zero.

Brewster XF2A-2 Buffalo (0451). The Buffalo was built in three variants for the U.S. Navy: the F2A-1, F2A-2 and F2A-3. (In foreign service, with lower horsepower engines, these types were designated B-239, B-339, and B-339-23 respectively.) The F2A-3 variant saw action with United States Marine Corps (USMC) squadrons at the Battle of Midway. Shown by the experience of Midway to be no match for the Zero, the F2A-3 was derided by USMC pilots as a "flying coffin". Indeed, the F2A-3s performance was substantially inferior to the F2A-2 variant used by the Navy before the outbreak of the war despite detail improvements.

Brewster F2A-3, U.S. Navy.

Brewster F2A-2 Buffalo ‘07’.

Brewster F2A Buffalo in overall neutral gray.

Brewster XF2A-1 (BuNo 0451), maiden flight, December 1937.

Brewster F2A Buffalo.

A U.S. Navy Brewster F2A-1 Buffalo (3-F-18) assigned to fighting squadron VF-3 aboard the aircraft carrier Saratoga (CV-3), 1940. Note “Felix the Cat” insignia.

A U.S. Navy Brewster F2A-2 (2-F-7, BuNo 1412) of fighter squadron VF-2 in flight, 1940/41. This aircraft crashed after a midair collision near Grahams Dairy, Miami, Florida, on 6 February 1943.

A U.S. Navy Brewster F2A-2 (BuNo 1410) of fighter squadron VF-2, circa 1940/41.

A U.S. Navy Brewster F2A-2 Buffalo fighter (2-F-5, BuNo 1410) of Fighting Squadron VF-2 retracting its landing gear. Circa 1940.

A U.S. Navy Brewster F2A-3 Buffalo fighter (BuNo 01516) used by the Ames Aeronautical Laboratory of the National Advisory Committee for Aeronautics (NACA), at Moffett Field, California, for flying qualities, stability and control, and performance evaluations from 21 May 1942 to 1943.

Brewster F2A-3 Buffalo fighter, probably from Marine Fighting Squadron 212 (VMF-212) with a marine signaling the aircraft for takeoff at Marine Corps Air Station, Ewa, Hawaii, in early 1942.

Three U.S. Marine Corps Brewster F2A-3 Buffalo fighters from Marine Fighting Squadron VMF-221 over Midway, in May/June 1942.

Brewster F2A Buffalo, white 24, after nosing over during a bad landing.

Brewster XF2A-2 Buffalo (BuNo 0451) with larger fin.

Brewster F2A Buffalo.

Brewster F2A Buffalo.

Brewster F2A Buffalo.

Brewster F2A Buffalo (2-F-17) of VF-2 after another aircraft’s propeller chewed up the tail in a taxiing accident.

Brewster F2A-2 Buffalo VF-2 accident.

Brewster F2A Buffalos (3-F-17 and 3-F-14) of VF-3, U.S. Army Air Corps hangar, Chicago Municipal Airport, 1930s.

Brewster F2A ‘12’ Buffalo in flight.

Brewster XF2A-1 (BuNo 0451) Buffalo.

Brewster F2A-1 Buffalo (3-F-18) of VF-3.

Brewster XF2A-1 Buffalo (BuNo 0451).

Brewster XF2A-1 Buffalo (BuNo 0451).

The famous XF2A-1 NACA wing tunnels trials, which launched a standard in US aviation.

NACA recommendations to improve the Brewster XF2A-1. LMAL chart of the test arrangements. The two columns of numbers show quantitatively the effects of the configuration variations.

Brewster XF2A-1 Buffalo.

Brewster F2A-1 Buffalo.

Brewster F2A-2 Buffalo.

Wartime plan to build a recognition model of the Brewster F2A-3 Buffalo.

A U.S. Marine Corps Brewster F2A-3 Buffalo (BuNo 01552) from Marine Fighting Squadron VMF-221 flown by 2nd Lt. Hank Ellis over Naval Air Station North Island, California, in November 1941. This aircraft was flown by 2nd Lt. Charles M. Hughes during the Battle of Midway and later crashed in a swamp near NAS Miami, Florida, after the pilot bailed out after an engine failure on 13 November 1942.

Battle of Midway, June 1942: Damaged and partially disassembled Grumman F4F-3 Wildcat fighter (Bureau No. 4006) on Sand Island, Midway, circa 24-25 June 1942. This plane, a unit of Marine Fighting Squadron 221 (VMF-221), was flown by Captain John F. Carey, USMC, during the squadron's attack on incoming Japanese planes on the morning of 4 June. Carey was wounded in this action. Several other planes are visible right background, including F2A-3 Buffalo fighters. This view looks roughly southwest from near the foot of the Sand Island pier. The seaplane hangar, which was heavily damaged by Japanese bombs on 4 June, is in the left background. Note truck in the middle distance, following a Marine sentry through a gap in the barbed wire defenses. Official U.S. Navy Photograph, now in the collections of the National Archives 80-G-11636.

Pilots of No. 67 Squadron (RNZAF), who operated from Singapore and later Rangoon, with Brewster Buffalo.

During the campaign in Malaya, preparations were being made behind the lines to prevent equipment from falling into the hands of the advancing Japanese troops. At a Netherlands fighter squadron, a Javanese member of the ground staff closes one of the gun bay panels on a Dutch Brewster Buffalo fighter.

Brewster Model 439 Buffalo (B-3119), Royal Netherlands East Indies Air Force.

The last twenty ML-KNIL 339-23 Buffaloes with the longer fuselage, in the snow at the Brewster plant, early 1942. the Solar exhausts were delayed and the aircraft were shipped to Australia uncompleted. The Aviodrome in Lelystad has recently purchased some remnants of three of these Buffaloes.

Assembly of the second Buffalo (B-396) for the ML-KNIL at Roosevelt Field, Long Island, on 29 January 1941.

Brewster Buffalos of the ML-KNIL.

A whole squadron of Dutch Buffaloes were captured by the Japanese. Add to these the RAF and RAAF Buffaloes captured in Malaya and the IJAAF could have fielded an entire Hiko Sentai. Most Buffaloes went to the GiKen at Tachikawa and Singapore facilities for testing and training purposes.

One of the captured Brewster B-339C Buffalos in Java, evaluated in mid-1942 by the Japanese.

Brewster B-339B Buffalo (export version of the Brewster F2A Buffalo) initially destined for the Belgian Air Force (wearing US civil registration NX56B and Belgian Air Force markings during pre-delivery testing) only to be diverted to France and ultimately captured, tested, and scrapped by the Germans.

Brewster B-339B Buffalo, NX56B, Belgian Air Force.

Mannerheim Cross Knight Vänrikki Lauri Nissinen, Finnish air force, taking off in his Brewster B-239 Buffalo (BW-384), 25 May 1942.

Ilmari Juutilainen and his Brewster B-239 Buffalo (BW-364) during the Continuation War at Tiiksjärvi airfield, Eastern Karelia during the winter of 1942–1943.

Fighter pilot Osmo Kauppinen after returning from a flight in his Brewster B-239 Buffalo, Lentolaivue 24, Finnish air force, Eastern Karelia.

Brewster B-239 Buffalo (BW-368), P.Le Lv 44, Immopla airport, 15 June 1944.

Brewster B-239 Buffalo (BW-357), P.Le Lv 44, 2nd squadron, Hävittälentolaivue 26, Immola airport, 15 June 1944.

Brewster B-239 Buffalo (BW-374), HLeLv 24, Suulajärvi.

Mannerheim Cross Knight Lauri Nissinen of 3./LeLv 24, Finnish air force, in his Brewster B-239 Buffalo in Immola in September 1941.

Lieutenant Wind, Finnish air force, with his Brewster B-239 Buffalo, Suulajärvi, 26 August 1943.

Knight of the Mannerheim Cross, Lieutenant Hans Henrik Wind, Finnish air force, with his Brewster B-239 Buffalo, 12 September 1943.

Finnish Buffaloes (BW-354 in foreground).

Men of Captain Ahola's squadron around his Brewster B-239 Buffalo  in Tiiksjärvi. In the top row: Paavo Koskela, Eero Kinnunen, Heimo Lampi, Eino Peltola and Urho Lehto. In the middle, Väinö Pokela and Lauri Pekuri (Ohukainen). Sulo Lehtiö and Osmo Lehtinen in front. 2/Lentolaivue 24, Finnish air force. 21 May 1942.

Lieutenant Wind with his Finnish Brewster B-239 Buffalo, Suulajärvi, 26 August 1943.

Brewster B-239 Buffalo, Tiiks air base, 14 February 1942.

Brewster B-239 Buffalo heading out on an interception flight, 12 September 1943.

Knight of the Mannerheim Cross, Lieutenant Hans Henrik Wind, Finnish air force, in his Brewster B-239 Buffalo ready to take off, 12 September 1943.

Kers. Erik Lyly, Finnish air force, Brewster B-239 Buffalo, 1./24.LeLv, 29 June 1941.

Brewster B-239 Buffalo, Tiiksjarvi airport, 25 May 1942.

Knight of the Mannerheim Cross, Lieutenant Hans Henrik Wind, Finnish air force, with his mechanics and Brewster B-239 Buffalo, 12 September 1943. 

Original caption: American fighters for Malaya. RAF mechanics in Singapore are working at top speed to assemble and pilots to test large numbers of Brewster Buffalos, American fighting planes. At one Singapore RAF station hangar after hangar is crammed with assembled, partly assembled and crated Buffaloes. Many of the planes are already in the air over Malaya, flown often by British fighter pilots, who have already bagged German planes (one of them ten) in Europe. Photo shows British and Asiatic RAF workers taking a Buffalo from its crate.

A pilot climbs into the cockpit of his Brewster Buffalo aircraft, AS430. This aircraft subsequently served with the Fleet Air Arm.

Brewster Buffalo Mark Is being re-assembled at Singapore following shipment directly from the USA, February 1941. These particular aircraft equipped No. 67 Squadron RAF, reformed at Kallang in March 1941.

Twelve Brewster Buffalo Mark Is of No. 243 Squadron RAF, based at Kallang, Singapore, in flight over the Malayan jungle in formations of three based at Tengah.

Brewster Buffalo Mk I AS430 prepares for takeoff. This aircraft subsequently served with the Fleet Air Arm. August 1940.

Brewster Buffalo Mark I, AS426, on the ground with engine running at the Aeroplane and Armament Experimental Establishment, Boscombe Down, Wiltshire, during a display of new aircraft types acquired from the USA. AS426 was one of 33 aircraft from a Belgian contract, taken over by the British Government, following the German invasion, most of which were passed to the Fleet Air Arm. 24 February 1941.

Brewster B-339E (AN196/WP-W) of No. 243 Squadron RAF. This aircraft was flown by Flying Officer Maurice Holder, who flew the first Buffalo sortie in the Malayan Campaign on 8 December 1941, strafing landing barges on the Kelantan River. Damaged by ground fire, it was abandoned at RAF Kota Bharu before its fall to the Japanese.

Brewster Buffalo Mark Is for the re-equipment of Nos. 21 and 453 Squadrons RAAF, being inspected by RAF personnel at Sembawang, Singapore.

Blenheim MK I, L1134 'PT-F', No. 62 Squadron RAF, taxiing in front of a line of Buffaloes at Sembawang, Singapore, as another section of Buffaloes flies over the airfield. 

A Bristol Blenheim Mark I of No. 62 Squadron RAF taxies past a line of Brewster Buffaloes of Nos 21 or 453 Squadrons RAAF, at Sembawang, Singapore, 1941.

Lineup of Royal Air Force Brewster B-239 Buffaloes at RAF Sembawang in Singpaore, immediately prewar in November 1941.

Brewster Buffalo, AS430, of the RAAF. A Westland Lysander is in the background.

Brewster Buffalos, RAAF, Malaya.

Brewster Buffalo Mark Is of No. 21 Squadron RAAF, lined up at Sembawang, Singapore, on the occasion of an inspection by Air Vice Marshal C W H Pulford, Air Officer Commanding Royal Air Force Far East.

Brewster B-339E wrecks cannibalized for parts, probably in Singapore circa late January 1942. Two of the Buffalos, serials W8156 and W8207, were operated by 453 Squadron RAAF.

Brewster Buffalo aircraft of No. 21 Squadron RAAF over a Malayan airfield. November 1941.

Sergeant-pilot Theo de Waardt of 1-VlG-V at Singkawang, East Borneo, shortly after war with Japan broke out. His Buffalo was not yet fitted with an armor plate behind the seat and no reflector gun sight. He wears a loose set of headphones and does not have a microphone in the oxygen mask.

 

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.