Boeing B-17 Fortress
in RAF Coastal Command Service
Robert M Stitt
Published June 2010 by MMP Books (www.mmpbooks.biz)
ISBN: 978-8389450-88-3
Additions and Amendments: June 30, 2011
Revisions: Jul. 31, 2011, Aug. 29, 2011, Sep. 22, 2011,
Jan. 4 , 2012, Mar. 9, 2012, Oct. 20, 2013, April 20, 2015
The following additions and amendments supplement and correct the above publication. Page numbers
refer to pages in the book except when underlined when they refer to pages in this update. Most images
reproduce well on a computer monitor at 150 to 200% zoom.
Contents (latest additions in red)
Camouflage Schemes for B-17Es Delivered to Britain .... 1
Application of Temperate Sea/Sky on Fortress IIAs ........ 6
Revisiting Fortress FL461/41-9141 ................................. 7
Dupont Color Standards to MAP Colour Standards ........ 8
ASV Installations & Camouflage on Delivery to UK ......... 8
Fortress I Deliveries to the United Kingdom ................. 10
F/O Robert B Fleming, Fortress I Transatlantic Ferry .... 12
th
‘RAF-style’ Camouflage Applied to 97 BG B-17Es ....... 14
Air Ministry Serials Applied to USAAF B-17Fs ............... 16
Camouflage Variations on 59 Sqn Fortresses ............... 18
Fortress Configuration Changes .................................... 19
Ditching of Fortress II FA707 ‘Z’, 220 Squadron ............ 20
S/Ldr Richard C Patrick, pilot, 206 Sqn ........................ 23
F/Lt Cecil W Duffie, test pilot, 218 MU ........................ 25
251 (Met) Squadron .................................................... 27
Artwork ........................................................................ 28
Other Additions and Amendments.............................. 29
Anti-submarine Sqn Allocations and Code Letters ...... 31
RAF Ferry Command Aircrew and Aircraft Cards ........ 36
Other Images ............................................................... 38
F/Sgt John Taplin and Sgt Jack Guppy, 206 Sqn........... 40
Fortress IIA FK212, trials with High Altitude Flight ...... 40
Delivery of Fortress IIA FK192 ..................................... 42
Delivery Captains for FK184, FK191 and FL451 ........... 43
Full Circle and Acknowledgements.............................. 44
Camouflage Schemes for B-17Es Delivered to Britain (pages 28 and 29, and 215 to 220)
The conclusion presented in the book is that the 45 B-17Es ferried to Britain for service with RAF Coastal
Command were painted in one of three camouflage schemes at the time of delivery: the standard USAAF
scheme of Dark Olive Drab/Neutral Grey, the earlier Coastal Command scheme of Temperate Sea (Extra
Dark Sea Grey and Dark Slate Grey)/Sky, and the definitive Temperate Sea/White.
The Temperate Land (Dark Green and Dark Earth)/Deep Sky Blue finish applied to B-17E 41-9141 (pages
218 and 220 and page 4) which matches a Boeing drawing dated July 1941 (page 3) for RAF-bound B-17Es
originally intended for the high-level bombing role was tentatively suggested to be a one-off.
New photographic evidence reveals that, in addition to early deliveries known to have been painted in Dark
Olive Drab/Neutral Grey – FK184 (page 33 and page 4), FK187 (page 28), FK190 (page 42) and FK193 (page
29) – a number of B-17Es were indeed delivered to Britain in Temperate Land/Deep Sky Blue, including
FK185 and FK198 (pages 2 and 5). (Continued page 4).
1
Still from a wartime film showing Fortress IIA
FK185/41-2514 at Dorval en route to Britain. It
wears the Temperate Land/Deep Sky Blue finish
specified for the type’s intended high-level
bombing role (pages 3 and 4). Unlike some early
deliveries it is fitted with an astrodome. FK185
remained at Dorval for nearly a month and is
assumed to have been used for training – note
the civilian ferry crew. After brief service with
220 Sqn, it became the test-bed for the 40mm
Vickers ‘S’ gun modification (pages 69 and 71 to
74). The colour emerging from beneath the
White on the tail (pages 69, 71 and 232) is now
assumed to be Deep Sky Blue rather than Dark
Olive Drab. Victory Films
Fortress IIA FK198/41-9122 spent five months at Wayne County
Airport, Detroit, before being ferried to Dorval for delivery to
Britain. It is believed to have been used as a trainer and hack by
Ferry Command during this period.
Although filters used by photographer Arthur S Siegel might
suggest otherwise, FK198 is painted in the same Temperate
Land/Deep Sky Blue applied to FK185/41-2514 (above), 41-9137
(next photo) and 41-9141 (pages 218 and 220 and page 4) plus
an unidentified example on page 5. Note the Type A1 roundel –
the yellow outer ring is just visible – and early fin flash. The
serial number 19122 is also visible on the fin in the original scan.
th
FK198 was the 15 B-17E to be processed for Britain by the
Cheyenne Modification Center and it is interesting to note that
the aircraft is not fitted with American-designed ASV search
aerials on the fuselage sides. This helps support the conclusion
that around 14 of the early B-17E deliveries to Britain – although
FK198 was not one of these as it was retained at Wayne County
– arrived without ASV radar (see revised ASV installation listing
on pages 8 to 10). The Office of War Information Collection, US
Library of Congress
Boeing advertisement from the July 13, 1942, edition of Life
magazine featuring B-17E 41-9137 in Temperate Land/Deep Sky
Blue. Note the Dark Green and Dark Earth of the Temperate Land
camouflage pattern on the elevator. The photograph, evidently
taken at Seattle given the ‘Boeing’ titling on the mechanic’s
overalls, supports the conclusion that a number of B-17Es
produced over the period February/April 1942 were painted by
Boeing in Temperate Land/Deep Sky Blue with RAF markings in
addition to those painted in Dark Olive Drab/Neutral Grey with
either USAAF or RAF markings. Both 41-9137 and 41-9141 were
delivered to the USAAF on May 1, 1942, and both served
exclusively in the United States.
The stirring text accompanying the advertisement begins: “You
are looking at a silhouette that is fast becoming a legend ... the
majestic sweep of the dorsal fin of the Boeing Flying Fortress ...
known in many skies ... spoken of in many languages.” Google
Books
2
Temperate Land: Dark Earth
Temperate Land: Dark Green
Deep Sky Blue
The same pattern was used when aircraft were repainted at
Burtonwood in Temperate Sea/White with the Dark Earth and Dark
Green becoming Extra Dark Sea Grey and Dark Slate Grey respectively.
Boeing drawing Camouflage and Insignia (British) dated July 2, 1941, defining the finish to be applied to
RAF-bound B-17Es intended for the high-level bombing role and most graphically depicted by 41-9141
(next page). The scheme consists of Temperate Land upper surfaces with Deep Sky Blue fin, fuselage
sides and under surfaces to Pattern No 2. See pages 2, 4 and 5 for examples. The upper disruptive
pattern is identical to that applied to later aircraft finished in Temperate Sea with either Sky under
surfaces to Pattern No 1 or the final White under surfaces to Pattern No 2. via Paul Lucas
3
The reason for both Dark Olive Drab/Neutral Grey and Temperate Sea/Deep Sky Blue being applied to
B-17Es over the estimated period February to April 1942 appears to be that aircraft were prepared by
Boeing at Seattle for an allocation pool for both the USAAF and RAF. Aircraft allocated to Britain were then
flown to the Cheyenne Modification Center, apparently somewhat regardless of finish.
The first Fortress IIA delivered
to Britain, FK184/41-2513,
during
its
stopover
at
Dartmouth, Nova Scotia, en
route from Dorval to Gander
and Prestwick in late March
1942. The finish is Dark Olive
Drab/Neutral Grey (page 33).
The Curtiss P-40 Kittyhawks in
the background belong to 118
Sqn,
RCAF,
while
the
Consolidated
Canso likely
belongs to 116 Sqn, RCAF. via
John Melson
Another stunning colour view
from the series depicting
B-17Es 41-9141 and 41-9131
near Seattle, April 1942. They
were delivered to the USAAF
days apart on May 1 and April
25 respectively, reinforcing the
conclusion that aircraft were
painted by Boeing in both
finishes for a pool of aircraft
allocated to the USAAF and
Britain. The star marking on
the fuselage suggests that
41-9141 had by now been
assigned to the USAAF, as does
an overhead view that shows
the upper wing RAF roundels
over-painted with stars and
oversize red ‘meatballs’ (pages
218 and 220). Boeing
The first confirmed example of a Fortress IIA painted in Temperate Sea/Sky, FK209, arrived at Cheyenne in
mid-May. See page 6 for more discussion on this finish.
Although the general requirement for the final Temperate Sea/White finish dates back to August 1941, the
first known reference to its application on Coastal Command’s Fortresses appears in an Air Ministry
Postagram dated May 25, 1942. This intent was incorporated into AMO A.664/42 on July 2, 1942.
The Author had concluded, based on a partial view of an unidentified Fortress IIA parked at Dorval
(referred to on page 218), that a number of later deliveries of that model were finished in Temperate
Sea/White. However, a complete image of the aircraft has come to hand (next page) and it is now clear that
the aircraft wears the Temperate Land/Deep Sky Blue finish.
4
A glimpse of just the nose from this image, taken at
Dorval, led to the erroneous conclusion by the Author
that later Fortress IIAs were delivered in Temperate
Sea/White. The high demarcation line matches that
scheme but, given that the photo is now known to have
been taken in early-to-mid-May 1942 (two months earlier
than originally thought) and a view of the entire aircraft
is now available, it is clear that the Fortress is finished in
Temperate Land/Deep Sky Blue. FK194, FK196 and FK197
are the most likely candidates. PA-191374
The following aerial view of Dorval, taken around early July 1942, shows at least two Fortress IIAs in
Temperate Sea/Sky. Given that there is no photographic evidence that Mk IIAs were delivered to Britain in
Temperate Sea/White (Delivery Scheme 3: pages 29, 218 and 219) and that the final example was assigned
to Dorval on July 14, 1942, it now seems highly unlikely that any in fact were.
Temperate Sea/Sky
Type A1 Roundel?
The presence of six Fortresses, at least eleven Mitchells and ten Venturas indicates that the photograph was taken around early July
1942. The two Fortresses in the middle distance have distinctly light nose under surfaces, indicating that they are finished in
Temperate Sea/Sky, while the nearer aircraft appears to be marked with Type A1 fuselage roundels (see page 7 for confirmed
example, 41-9234/FL461). At least two of the Fortresses in the foreground appear to have Type B upper wing roundels while the
middle aircraft has an RAF fin flash. Since there were no USAAF B-17s staging though Dorval, all six Fortresses are believed to be
destined for Britain. Ferry Command (Donald McVicar)
5
Application of Temperate Sea/Sky on Fortress IIAs (pages 29 and 212)
At the time of book publication the Author had found no evidence to confirm where the Temperate
Sea/Sky finish was applied to the last 20 or so B-17Es delivered to Britain. The book therefore makes no
definitive statement on the subject, although perhaps implies the finish was applied at the Cheyenne
Modification Center following modification (page 198).
In mid-1943 United Air Lines (as United Airlines was then known) prepared a detailed report on its activities
at Cheyenne. A review of this document reveals that all B-17 modification work over the period February to
September 1942 was conducted on outdoor production lines with fabric ‘nose hangars’ providing a
measure of protection for the
most weather-sensitive part of
each
aircraft
and
for
modification personnel. The
report makes no mention of
paint facilities until the new
#10
Modification
Center
buildings were occupied on
September 1, ten weeks after
modification of the last B-17E
for Britain.
The above photograph of FK209 was taken at Dorval
while the Fortress was awaiting delivery to Britain. The
astrodome and skinning over the original upper
windows were installed at Cheyenne (updating page
29) and on close examination have the appearance of
being individually painted rather than having a uniform
appearance with the rest of the aircraft finish. The
streaking below the astrodome and skinning – not
visible anywhere else on the airframe – suggests that
the uncured paint has weathered in the two months
since the aircraft was modified. These indications
collectively point to the Fortress having been painted
by Boeing in Temperate Sea/Sky prior to its delivery to
Cheyenne. The Air Ministry serial is now also believed to have been applied at Seattle (updating page 29).
The last two B-17Es for the RAF from the 41-2xxx series, 41-2618/FK201 and 41-2526/FK193, arrived at
Cheyenne on March 30 with 41-2526/FK193 known to have been finished in Dark Olive Drab/Neutral Grey.
Three more aircraft, 41-9135/FK205, 41-9136/FK204 and 41-9138/FK200, started arriving twenty-five days
later in late April and adjacent aircraft 41-9137 and 41-9141 are known to have been finished in Temperate
Land/Deep Sky Blue, suggesting that the two-finishes were still being applied mid-to-late April 1942. The
first aircraft from the next batch, 41-9195/FK203 – of which FK209, above, was a part – arrived eighteen
days later on May 15 and it is believed that 41-9195/FK203 may have been the first B-17E finished by
Boeing in Temperate Sea/Sky for the RAF. See pages 9 and 10 for confirmed Fortress delivery schemes.
6
Revisiting Fortress FL461/41-9141 (pages 29, 198 to 212, 216 and 217, and 236 and 237)
Having established that later B-17Es delivered to Britain in Temperate Sea/Sky were painted in the finish by
Boeing at Seattle, it seemed appropriate to go back to the starting point for the Coastal Command Fortress
book, the Author’s transparencies of Fortress IIA FL461/41-9234, to see if they yielded any additional
information on camouflage and markings.
The April 1977 photograph on page
217 clearly shows that 41-9234 was
finished in a true Temperate Sea
scheme of Extra Dark Sea Grey and
Dark Slate Grey.
This image from the same series shows
the demarcation of the Temperate Sea
colours – Extra Dark Sea Grey (left) to
Dark Slate Grey – is visible at the 11
o’clock position above the roundel
while the Type A1 roundel can be seen
to have been applied over the original
USAAF insignia. This reinforces the
conclusion that the aircraft was
painted in Temperate Sea/Sky by
Boeing while further suggesting that a
USAAF insignia was over-painted with
a Type A1 roundel when the aircraft
was allocated to Britain. Author
41-9234 in 1955, 12 years after the
crash-landing. Note the fading star
painted over the RAF roundel. When
shown the Temperate Sea scheme,
pilot Ray Dau told the Author: “I never
flew a B-17 that looked like that...” and
it is believed that 41-9234 was painted
in Dark Olive Drab and Neutral Grey
following major repairs in late 1942.
The Temperate Sea demarcation line is
again visible above the roundel –
suggesting that the Dark Olive Drab, if
indeed applied, has mostly weathered
away – while the British serial FL461,
clearly visible in later years, appears to
be obscured by some of the remaining
field-applied finish. Richard Leahy
The application of Type A1 roundels and early-style fin flash
is puzzling. 41-9234 was among the last B-17Es built, one of
the last allocated to Britain, and was delivered to Cheyenne
some two weeks after FK209/41-9203 (page 6) which was
marked with Type C1 roundels and the later-style fin flash.
See page 5 for another possible example.
7
DuPont Color Standards To Ministry of Aircraft Production Colour Standards
The following reproduction comes from a late 1942/early 1943 document DuPont Color Standards To
Ministry of Aircraft Production Colour Standards. Of particular interest are the Extra Dark Sea Grey and Dark
Slate Grey (the Temperate Sea camouflage scheme), Deep Sky Blue and Sky. Care should be taken in
interpreting the colours as they have been through printing, scanning and file conversion processes and
depend for final accuracy on the calibration of an individual computer monitor and printer.
ASV Installations & Camouflage on Delivery to UK (pages 192 and 193)
The introduction to Appendix H: Air-to Service-Vessel (ASV) Installations states that aircraft are listed
“…in onward assignment sequence from the Cheyenne Modification Center.” In fact, they are listed in
‘assignment to Dorval or Houlton sequence’, prior to their delivery flights to Britain. This accounts for why
five early B-17Es that spent time at various locations in the United States (FK189, FK194, FK198 and FK205)
and Canada (FK192) are listed relatively late in the table.
Placing the aircraft in a more representative sequence – as well as including FK188 which was omitted in
error – helps pin down the ASV radar fit installed at Cheyenne as well as the camouflage schemes worn on
arrival at Cheyenne from Seattle.
The sequences are: Seq. 1: Arrival at Cheyenne from Seattle (relates mostly to the finish applied at Seattle);
Seq. 2: Assignment to Dorval or Houlton (relates to ASV radar installation); and Seq. 3: Arrival at Prestwick.
Revised entries are coded in red. Colour coding in the first column indicates known delivery schemes while
colour coding in the second column indicates alternating groups of aircraft that arrived at Cheyenne on the
same day [clarification].
8
Known delivery schemes:
Dark Olive Drab/Neutral Grey
Temperate Land/Deep Sky Blue
Temperate Sea/Sky
Temperate Sea/White
Alternating same-day delivery blocks:
Serial
Seq.
1
Seq.
2
Seq.
3
To UK no ASV
Fitted
with
ASV in
UK
To UK with Yagi
homing aerials
& American
search aerials
To UK with
Yagi
homing
aerials only
Fitted with
LRASV
from June
1943
Notes
Seq. 1: Arrival at Cheyenne from Seattle
Seq. 2: Assignment from Cheyenne
Seq. 3: Arrival at Prestwick
Fortress IIA (B-17E)
FK184
FK190
1
2
2
6
1
4
X
X
See note
See note
FK188
FK185
3
4
1
4
2
5
X
X
X
See note
FK189
5
5
43
FK187
6
3
3
X
See note
X
FK186
FK191
FK195
FK196
7
8
9
10
7
9
10
12
12
6
7
8
X
X
X
X
See note
X
X
See note
X
X
X
X
FK192
11
8
64
FK198
12
15
42
FK197
13
14
10
See
note
See
note
X
FK199
FK194
14
15
19
13
14
35
X
X
See note
X
X
See note
X
Unconfirmed
See note
X
X
FK200
16
17
11
Unconfirmed
FK193
17
11
9
X
X
FK201
18
23
17
X
Twenty-five-day gap in deliveries Seattle-to-Cheyenne
FK204
19
18
13
Unconfirmed
FK202
20
20
15
X – First
confirmed
FK205
21
16
55
See note 2
See
note
1
Eighteen-day gap in deliveries Seattle-to-Cheyenne
FK203
22
29
20
X
FK211
23
21
37
X
FK209
24
25
40
X
FK208
25
27
24
X
FK210
26
30
21
X
FL458
27
33
30
X
FK206
28
24
18
X
FL451
29
37
26
X
FL453
30
31
23
X
FL457
31
35
25
X
FL456
32
45
34
X
FK207
33
22
16
X
FK213
34
28
19
X
FL460
35
32
28
X
Not used for anti-submarine operations. LRASV not fitted
UK trials aircraft for ‘prototype’ LRASV. Served as a trainer
with 206 Sqn
Omitted from book in error
Assigned to 40mm cannon trials after very short operational
service suggesting ASV never fitted. LRASV not fitted
Trials aircraft at Wright Field, believed for ASV. Likely
delivered to UK with aerials installed
Not used for anti-submarine operations. Fitted with LRASV
but not allocated to a squadron
Photographic evidence suggests never fitted with early ASV
Not used for anti-submarine operations but served as
trainer with 1674 HCU after LRASV modifications
Early sequence number and use in non-operational roles
suggests aircraft was never fitted with ASV. LRASV not fitted
Last confirmed delivery to UK without ASV installed
Fitted with trial installation with LRASV and additional
dorsal aerials. Not used for anti-submarine operations
Lack of operational record until Azores suggests it was not
fitted with early ASV
X
X
X
Lost pre-LRASV modifications
X
X
1. 41-9137 and 41-9141 delivered to USAAF in Temperate
Land/Deep Sky Blue around this time
2. Retained in the US on ‘special duty’, believed to be ASV
trials, so likely delivered with ASV
X
X
Possibly first aircraft finished in Temperate Sea/Sky
Lost pre-LRASV modifications
X
X
X
X
X
Lost pre-LRASV modifications
Under repair and not available for LRASV modifications
X
Lost pre-LRASV modifications
X
X
9
Serial
Seq.
1
Seq.
2
Seq.
3
FK212
FL450
FL455
FL464
FL463
FL462
FL452
FL454
FL459
FL449
36
37
38
39
40
41
42
43
44
45
26
34
36
38
41
43
39
40
42
44
22
41
39
31
32
33
27
29
36
38
55
47
52
61
63
53
46
48
49
50
51
54
56
59
60
64
57
58
62
62
45
50
60
61
51
44
48
49
46
47
52
54
57
59
63
56
53
58
To UK no ASV
Fitted
with
ASV in
UK
To UK with Yagi
homing aerials
& American
search aerials
To UK with
Yagi
homing
aerials only
X
X
X
X
X
X
X
X
X
X
Fitted with
LRASV
from June
1943
Notes
Seq. 1: Arrival at Cheyenne from Seattle
Seq. 2: Onward assignment from Cheyenne
Seq. 3: Arrival at Prestwick
Lost pre-LRASV modifications
X
X
X
X
X
X
Trials aircraft for ‘production’ LRASV
Lost pre-LRASV modifications
X
X
Likely last aircraft in Temperate Sea/Sky (Jul ‘42)
Fortress II (B-17F)
FA699
FA697
FA695
FA696
FA700
FA698
FA706
FA703
FA704
FA701
FA702
FA705
FA709
FA712
FA711
FA710
FA707
FA708
FA713
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Likely first aircraft in Temperate Sea/White (Oct ‘42)
Lost pre-LRASV modifications
X
X
Lost pre-LRASV modifications
X
X
X
X
X
X
X
X
X
X
Fortress I Deliveries to the United Kingdom
While the RAF’s Fortress Is were not originally intended for the maritime reconnaissance role, once
withdrawn by Bomber Command they proved useful to Coastal Command as trainers and hacks with 220,
206 and 59 Sqns (pages 22, 46 and 57) and performing convoy escort duties with 220 Sqn (pages 22 to 25).
Four examples also served with 220 Sqn (Detachment) Middle East, based in Egypt (pages 16 to 20).
An often quoted 1969-vintage sheet attached to the AM Form 59 for AN521 states it was the first example
to arrive in the United Kingdom, accompanied by AN534. In fact, AN534 was the first to land in Scotland,
followed 21 minutes later by AN531. AN521 was the fourth example to arrive, six days after the first pair.
AN534: First to arrive in UK
AN531: First to depart Gander
Extract from the Gander Watch Log,
courtesy Gander historian Darrell Hillier
10
The log ends in December 1941 while a later one picks up again in May 1943. Regrettably, the logs for the
period January 1942 to April 1943, which would include the delivery of the Fortress IIAs and IIs, are missing.
Most Fortress Is arrived at Gander from Floyd Bennett Field, New York with a few flying in from Montreal,
Sydney or Moncton. Details of the transatlantic delivery fights follow in United Kingdom arrival sequence:
Serial
Crew (captain and co-pilot first – ranks/roles as recorded in the Gander Watch Log)
Arrival abbreviations: Pwk = Prestwick, SG = Squires Gate, Leu = Leuchars
Departed
Gander (GMT)
Arrived UK
(GMT)
AN534
AN531
AN529
AN521
AN527
AN537
AN533
AN522
AN520
AN523
AN519
AN535
AN526
AN524
AN536
AN528
AN530
AN525
AN532
AN518
F/L Terence M Bullock, F/O Ian C Patterson, F/O Watson, Sgt Douglas, Sgt Lanning, Capt Walsh, Sgt Watson
F/L Donald G Ross, S/P Sherwood, F/L Harrison, Sgt Gallagher, LAC Taylor, Maj Brandt, M/Sgts Akins & Brenner
F/L Clark, P/O Maudsley, PO Proctor, Sgt Waterston, Sgt Gardiner, Mr Connolly, Mr Covington
F/L Bailey, F/O Baudaux, F/Sgt Fenn, F/O Whitting, Sgt Chadwell, Sgt Jackman
F/L Biddle, Sgt Wood, PO Servos, Sgt Caulfield, Sgt Nicholson
P/O Crook, F/O Graham, H Flory, Sgt Bunting, Sgt Margrum
S/L Winn, F/P Penderson, Sgt Pentney, Sgt Unwin, Sgt Edwards
F/L Ring, F/O Gerald R Wooll, F/O Holland, R/O Mennie, Eng Symonds
F/L Womersley, F/O Robert Fleming, F/L Lloyd*, Sgt Alexander, Sgt Hugill. *Fleming’s logbook states F/L Clarke
P/O Fitchen, P/O Summers, P/O Davies, Sgt Dagg, Sgt Elford
F/O Ernest W Tacon, F/O Walter E Edser, P/O Wakefield, Sgt Brocklebank, Sgt Robertson.
Aborted May 14
F/L Barclay, F/O Coles, Sgt Fields, Sgt Craig
F/O James, F/O Long, Sgt Brister, LAC Holloway, Sgt McMillan.
Aborted May 20
S/L Richard T Gates, F/O Rust, Sgt Garrity, AC 1 Cowley
Capt White, F/O Sandford, Nav McBride, R/O Arthur, F/E Benson
S/L Foulsham, F/O Jeremian, Sgt Owen, Sgt Love, Sgt Price
Overshot Prestwick and flew out over North Sea
Capt Hunter, F/O Furoy, P/O Clark, Eng Arkwright, Nav McHardy.
Aborted May 23
F/L Thomas, Sgt Kitson, R/O McCreery, F/E Buchanan
F/O Llewellyn, S/L Cummings, Sgt Hills, Sgt Beveridge, Sgt Crawford
F/O Uprichard, F/O Richards, Sgt Baldwin, Sgt Lanning, Sgt Mottershead
Apr 13: 21:45
Apr 13: 21:29
Apr 15: 21:54
Apr 19: 21:50
May 7: 21:30
May 10: 22:17
May 14: 21:00
May 14: 21:06
May 14: 21:15
May 15: 23.31
May 17: 20:38
May 18: 02:20
May 21: 21:06
May 21: 21:43
May 22: 21:19
May 23: 21:04
May 26: 20:45
May 26: 20:52
May 27: 21:23
Jun 14: 21:37
Ayr: 06:34 (8:49)
Ayr: 06:55 (9:26)
Pwk: 08:00 (10:06)
Ayr: 08:05 (10:15)
Pwk: 09:25 (11:55)
Ayr: 10:00 (11:08)
Ayr: 06:50 (9:50)
Ayr: 07:10 (10:04)
Ayr: 06:55 (9:40)
Pwk: 09:22 (10:01)
Pwk: 07:10 (10:32)
Pwk: 13:01 (10:21)
SG: 07:25 (10:15)
Ayr: 07:35 (9:52)
Ayr: 06:50 (09:31)
Leu: 07:12 (10:08)
Pwk: 06:45 (10:45)
Pwk: 07:10 (10:18)
Pwk: 08:55 (11:32)
Pwk: 09:12 (11:35)
Two unidentified Fortress Is at Gander en route to the United Kingdom. Various sources suggest that some or all of the Fortress Is wore
either a temporary distemper or a permanent Dark Olive Drab/Neutral Grey finish when delivered. According to the following narrative
by AN520’s co-pilot, Robert Fleming, the finish was applied at Wright Field. Ohio. via Darrell Hillier
11
F/O Robert Benvie ‘Ben’ Fleming, Fortress I Transatlantic Ferry (pages 22 to 26 and page 10)
Canadian Robert B Fleming enjoyed a long and distinguished career in the Royal Air Force. After training on
Tiger Moths and Ansons, he joined 220 Sqn at Thornaby on November 26, 1939, flying Ansons then
Hudsons. Fleming completed his first tour on December 31, 1940, having flown 428 hours over 109
operational sorties – his General Reconnaissance piloting ability was assessed as ‘Exceptional’. His son Bob
Fleming kindly forwarded the following (abridged) piece penned by his father.
A number of us who had joined the squadron at the outbreak of war knew we were about to be
“rested” from operations. We heard that the Atlantic Ferry Pool run by Captain D C T Bennett at
Montreal needed pilots so we all volunteered and within a few days found ourselves on a troopship on
our way across the Atlantic to Halifax, Nova Scotia. On arrival it was strange to see the city so well lit up
and the variety of goods available as for the last couple of years we had become used to the blackout
and the shortage of goods. The next morning all 30-plus of us were put on a train for Montreal.
There was some hold up in the supply of Hudsons so we occupied ourselves in seeing the sights, skiing,
going to shows and chasing the girls until we were instructed to report to the local railway station for a
briefing and onward travel. We were informed that we were to proceed to Boeing Field, Seattle, to pick
up B-17 Fortresses for the UK – delighted, we enjoyed the next four days on the train to Vancouver
followed by a coastal boat to Seattle. Practice flying started almost at once as all 30 pilots had to qualify
but this was not difficult as the aircraft had no vices. Circuits and landings were carried out at McChord,
McLelland, Boeing Field and Seattle until all we required was a few night landings to complete
familiarisation. To do this, we left at dusk one evening for Sacramento, completed our landings during
the hours of darkness and returned to McChord at dawn.
On handover day all the aircraft were flown to Portland, Oregon, for the official sign over to the RAF. If I
remember correctly, the move to Oregon saved the Air Ministry some thousands of dollars due to the
differences in state taxes. Our aircraft, Boeing B-17C, AN520, with a crew of two pilots, a navigator and
a wireless operator left Portland on April 21 and we flew in easy stages to Boise, Idaho, Cheyenne,
Wyoming, Patterson Field and Wright Field, Ohio. Here we spent a few days there while our nice shiny
aircraft were painted a dirty brown colour [Olive Drab] and each aircraft was provided with a “72 hour
kit”. This consisted of numerous cardboard boxes containing the best set of tools I had ever seen.
The next stop was Floyd Bennett Field, New York and after a few days swinging compasses we set off
for Gander, Newfoundland. The procedure there was to arrive one day and take off for the UK next
night – this allowed time for any special servicing and the lengthy flight planning. We departed on the
evening of May 14 and after an uneventful trip in good weather arrived at Ayr, Scotland next morning.
After a couple of days at Thornaby we were off again to Montreal on a troopship. The Hudson aircraft
were now arriving and we had to be checked out on the aircraft – my check pilot was a civilian who
didn’t have as much experience on the aircraft as myself!
We were assigned Hudson AM831 and ordered to Moncton to make more space available at Montreal.
The Hudson’s main tanks did not contain enough fuel for the Atlantic crossing so an extra tank was
installed in the passenger cabin – the drill was to take off on main tanks and switch to auxiliary when at
cruising altitude. We departed Gander at dusk on the July 16 with fine weather and 9/10 stratus cloud.
I can’t remember how long the auxiliary tank was supposed to last but about a hour before its
scheduled time both engines cut and a hasty change to main tanks was necessary. All was well and the
Irish coast appeared on ETA in the dawn and after landing at Prestwick we handed the aircraft and its
12
documents over to Scottish Aviation and set off for Thornaby. Things had changed with 220 Sqn having
moved to Wick, Scotland, but as the adjutant at Thornaby said, not to worry, we were now the nucleus
of instructors for a new Hudson Operational Training Unit, 6 OTU.
After five months with 6 OTU, Fleming rejoined 220 Sqn at Nutts
Corner on January 2, 1942, in time to begin flying former 90 Sqn
Fortress Is, including AN520, the aircraft he had ferried from the
United States. Fleming went on to fly five sorties on Fortress Is
AN531 and AN537 before the unit switched to the Fortress IIA. He
was posted to Liberator-equipped 86 Sqn on September 21, 1942, by
which time he held the rank of Squadron Leader. Fleming
subsequently flew with 53 Sqn, 1674 HCU and 547 Sqn during the
war and 120, 502 and 202 Sqns post-war. He also held many staff
postings overseas and in the United Kingdom, his final appointment
being Chairman Selection Board (Officers and Aircrew) at Biggin Hill.
Robert B Fleming DFC, AFC, MID, retired from the RAF in September
1971 with the rank of Wing Commander. He passed away on July 1, 2002.
Top left: Robert Fleming at the controls of a B-17C/Fortress I.
Above: Series of logbook entries documenting Robert Fleming’s flights in American and British B-17Cs in the United States, the
transatlantic delivery of Fortress I AN520, and early Fortress I training flights with 220 Sqn at Nutts Corner. via Bob Fleming
13
‘RAF-style’ Camouflage Applied to 97th BG B-17Es
A significant proportion of the B-17Es operated by the 97th BG from Polebrook, Northamptonshire, from
July 1942 are known to have been painted in a variety of disruptive camouflage schemes with Sky under
surfaces. These aircraft have been described as having originally been destined for the RAF and therefore
painted in ‘RAF-style’ camouflage.
However, none of the 97th BG camouflage schemes appear to match either the standard Air Ministry
pattern (page 3) or colours and, according to a sampling of 19 individual aircraft record cards (IARCs), the
unit’s B-17Es were never assigned to Britain – those aircraft that were assigned to Britain were recorded as
such on their IARCs – nor did they pass through Cheyenne where aircraft destined for Britain were
modified. Instead, almost all were delivered to MacDill AAF, Florida where they were flown on armed antisubmarine patrols as a component of training before the Group moved to Fort Myers AAF to form up for
Europe.
It is believed that some 97th BG B-17Es were painted or over-painted for the anti-submarine role, emulating
the RAF’s experience with disruptive camouflage and Sky under surfaces. The IARC cards suggest they were
painted by Boeing at Seattle, apparently in batches to different standards given the variety of finishes.
th
B-17E 41-9020 PHYLLIS of the 97 BG wearing a disruptive
camouflage scheme similar to the Temperate Sea/Sky
applied to later Fortress IIAs delivered to Britain. However,
the pattern does not match the scheme applied to aircraft
assigned to Britain and the ‘green’ colour could well be
Dark Olive Drab rather than Dark Slate Grey or its American
equivalent.
The star of the national marking has been painted grey in
th
accordance with an 8 Air Force order to reduce its visual
impact. It makes an interesting comparison with the under
surfaces colour which is almost certainly Sky. via
www.britmodeller.com
th
B-17E 41-9043 PEGGY-D of the 97 BG at Polebrook
with a disruptive camouflage scheme and Sky under
surfaces. Note that the camouflage pattern, indicated
by red arrows, does not match the standard Air
Ministry-defined pattern (page 3).
It is believed that a grey, very likely the US equivalent
of Extra Dark Sea Grey, was applied over the Dark
Olive Drab to create a disruptive pattern and the
under surfaces then over-painted in Sky – rather
crudely in this case – to emulate British Temperate
Sea/Sky camouflage for the anti-submarine role. via
Tom Michel
14
th
Additional views of 97 BG B-17Es with
disruptive finishes, top to bottom: 41-9121 THE
BIG BITCH, 41-9154 BAT OUTA HELL and
41-9043 PEGGY-D.
Note the different styles of application of the
under surface Sky and the variable disruptive
schemes on the upper surfaces.
THE BIG BITCH (top) has the closest to an Air
Ministry scheme (page 3) although the upper
camouflage colours appear too contrasting to
be Temperate Sea.
THE BAT OUTA HELL (middle) has a similar but
not identical upper camouflage scheme to
PEGGY-D (previous page and bottom) while the
application of the Sky under surfaces is entirely
different and more like that on THE BIG BITCH.
THE BIG BITCH, PEGGY-D and PHYLLIS (previous
page) were received by the USAF at Seattle in
mid-March 1942, at the same time as aircraft
were being delivered to Cheyenne for Britain in
Dark Olive Drab/Neutral Grey or Temperate
Land/Deep Sky Blue. THE BAT OUTA HELL was
received in late April, two weeks before the first
known Fortress IIA was delivered to Cheyenne
in genuine Temperate Sea (FK209, page 6) or at
least the US equivalent colours (see next page).
th
Aircraft assigned to the 97 BG passed through
one or more of the Fairfield, Middleton or San
Antonio air depots in advance of their ferry
flights across the Atlantic to Polebrook. It is
believed that these are the locations where the
cheek gun windows were installed. A close look
at PEGGY-D to the left reveals that the paint
around the cheek gun window has been
retouched following modification. via Tom
Michel
15
Air Ministry Serials Applied to USAAF B-17Fs (pages 30 to 32 and 151)
Britain ordered 300 B-17s, ‘nominally B-17Es’, in June 1941 under Defense Aid contract DA-16. They were
allocated Air Ministry serials FA675 to FA823 (149 serials) and FH467 to FH617 (151 serials) but in the end
none of these serials were applied to RAF-bound B-17Es. At least some of the 20 serials from the beginning
of the first series, FA675 to FA694, are known to have been applied to early B-17Fs subsequently operated
by the USAAF while the 19 B-17Fs delivered to Britain were allocated the next serials, FA695 to FA713. The
rest of the FA serials, FA714 to FA823, and all the FH serials allocated to B-17s were never used.
No records for the application of these Air Ministry serials appear to have survived and there is no
indication on their Individual Aircraft Record Cards, as there is for B-17Es assigned to Britain, that these
B-17Fs were ever formerly intended for Britain.
One possible explanation for the application of the Air Ministry serials is that Boeing and Air Ministry
personnel at Seattle initially understood that B-17Fs would follow the 45 B-17Es delivered to Britain after
production of the latter ended. Boeing then applied the first available FA serials to up to 20 early B-17Fs,
leaving FL465 to FL502 from the FL449 to FL502 allocation previously applied to B-17Es unused.
More photographs of the 20 B-17Fs have recently come to hand and an analysis of available images
strongly suggests that all 20 Air Ministry serials FA675 to FA694 were applied in sequence with a contiguous
block of USAAF serials as follows. Interestingly, the 19 Air Ministry serial numbers applied to smaller blocks
of B-17Fs that were delivered to Britain ran in sequence with their respective USAAF serials.
USAAF Serials
41-24360 – 41-24379
Air Ministry Serials
FA675 – FA694 (20)
41-24360 – 41-24362
41-24363
41-24364 – 41-24367
41-24368
41-24369
41-24370
41-24371 – 41-24375
41-24376
41-24377 – 41-24379
FA675 – FA677 (3)
FA678
FA679 – FA682 (4)
FA683
FA684
FA685
FA686 – FA690 (5)
FA691
FA692 – FA694 (3)
Notes
Confirmed match-up
Matchups unconfirmed
Photographic confirmation
Matchups unconfirmed
Photographic confirmation
Photographic confirmation
Photograph indicates this aircraft had an over-painted Air Ministry serial
Matchups unconfirmed
Photographic confirmation
Matchups unconfirmed
Another view of B-17F 41-24369 SPECIAL DELIVERY (page 31),
marked as FA684 and now known to have been photographed at
Biskra, Algeria. The outer yellow ring, added to the USAAF insignia
for ground recognition purposes during Operation Torch, has been
over-painted. USAAF via Tom Michel
16
King George VI climbs aboard 41-24363 BAD PENNY, alias
FA678, during a visit to Chelveston on November 13, 1942. The
camouflage colours are difficult to interpret but the under
surfaces appear to be Neutral Grey. A full image of the aircraft
appears on the following page. USAAF via Tom Michel
Although barely visible in this view, the
original image reveals that B-17F
41-24363 wore a British serial. This was
originally interpreted as FA672, a
Martin Baltimore IV serial applied in
error by Boeing. However the aircraft is
now known to have been marked as
FA678 and was evidently photographed
before the addition of the Operation
Torch yellow outer insignia ring (see
41-24363 BAD PENNY, bottom right on
previous page). USAAF via Steve Birdsall
Close-up of 41-24368 THE MAVERICK
highlighting the outer yellow ring
applied for Operation Torch and Air
Ministry serial FA683.
The Author misidentified the outer ring
as remnants of a British Type A1
fuselage roundel (page 31) which is in
fact visible inside the new ring, as is the
case with FA678, FA684 and the aircraft
below left. USAAF via Steve Birdsall
The application of Type A1 roundels on
these B-17Fs is interesting since most
B-17Es assigned to Britain towards the
end of the earlier model’s production
run were finished with Type C1
roundels.
Left: King George VI walks past a B-17F
during his visit to Chelveston. The recentlyapplied blue of the of the USAAF insignia
over the Type A1 roundel already appears
‘thin’ which likely accounts for why the
yellow of the British roundel is so
prominent on FA683 and FA684 after
service in the harsh desert environment.
USAAF via Steve Birdsall
th
The remains of B-17F 41-24376 HELLZAPOPPIN of the 97 BG, destroyed during an air raid on the airfield at Maison Blanche, Algeria
on November 20, 1942. It carries what appears to be Air Ministry serial FA691 or FA681, lower right. USAAF via Steve Birdsall. The
serial is confirmed as FA691 in the upper right photo of 41-24376 with 1/Lt Clark Garber, to the left, and his crew. via Jan Lindquist
17
Camouflage Variations on 59 Sqn Fortresses (page 221)
As noted in the text, some Fortresses that served with 59 Sqn are known to have been painted with
variations on the Temperate Sea/White scheme – see FK202 (page 58) and FL462 (page 66). The following
two photographs depicting FL464 ‘E’ have come to hand, adding to the body of evidence.
Fortress IIA FL464 ‘E’ of 59 Sqn at Chivenor, Devon. Like other aircraft in the squadron, it features enlarged Temperate Sea
camouflage coverage over the fin and rear fuselage. via John Melson
Fortress IIA FK198 ‘M’ of 59 Sqn after arrival at
Chivenor, late January 1942. It is finished in standard
Temperate Sea/White and is the same aircraft
illustrated in the middle photo on page 2 finished in
Temperate Land/Deep Sky Blue.
As noted earlier, FK198 is known to have been
delivered to Britain without ASV radar and the
absence of a Yagi homing transmit aerial in the
Perspex nose indicates the aircraft was not fitted
with radar in the UK prior to entering service with 59
Sqn. This is confirmed by a February 1, 1943, entry in
the unit’s ORB: “S.E. not fitted.” (S.E. = Special
Equipment). Likely for this reason, it only flew two
operations with the squadron. via Lorenzo del Mann
FK198 was, however, fitted with LRASV prior to
being deployed to the Azores in January 1944 with
206 Sqn as ‘1-W’ (below). IWM AV00993
18
Fortress Configuration Changes (pages 76 and 77)
The upper nose side windows on Fortress IIAs were removed when the astrodome was installed and should
not appear in the Initial, Interim, Definitive or Meteorological reconnaissance profiles for that mark (see
below). Their absence is correctly depicted in the scale drawings (page 140) and in the relevant colour
profiles (pages 230 and 231). Under-wing tandem depth charges have also been added to profiles for the
Definitive Fortress IIAs and IIs and Met Fortress IIAs (also applicable to the Met Fortress II).
Fortress IIA FK193 at Dorval showing signs
of the upper nose window re-skinning
below the newly-installed astrodome.
Finish is Dark Olive Drab/Neutral Grey.
Upper nose windows skinned
over on Fortress IIAs fitted
with astrodomes
Tandem under-wing
depth charges
Courtesy: Juanita Franzi www.aeroillustrations.com
19
Ditching of Fortress II FA707 ‘Z’ of 220 Squadron (pages 118 to 120)
Since publication the Author has been fortunate to make contact with Cleland D ‘Cle’ Lamb, co-pilot of
FA707 when it was ditched off the Azores in the early morning hours of July 26, 1944.
P/O Eric McIlwrick’s crew, back row, left to
right: Sgt T Lyle, Sgt G King, F/Sgt N Ryan,
RAAF, F/Sgt R Taylor, DFC, F/O C Lamb,
RCAF , and Sgt H Cousins, RCAF. Front row:
Sgt S Guest, Sgt H Dominic, RCAF, and P/O
E McIlwrick.
On the night of the ditching, Sgt Guest,
front left, had been replaced by W/O R
Knight, RCAF, while Sgt Dominic, front
centre, was off duty due to sickness. All
images this section via Cle Lamb
The caption on page 120 states that pilot P/O Eric McIlwrick was alone in the cockpit at the time of the
ditching. In fact, F/O Cle Lamb was at his post in the right seat while the other crew members were at their
ditching stations further back in the aircraft. Here are his recollections of that night.
We were returning to base on the night of July 25/26, 1944, after escorting an American troopship west
of the Canary islands. After about ten-and-a-half hours of flying, at 23:10, our No.1 engine had to be
shut down and the propeller feathered due to failure of the constant speed unit. The propeller went
into fine pitch causing a dangerous overspeed which would have eventually resulted in the engine
seizing and the propeller shaft shearing. The prop could then have flung itself into the wing or fuselage.
The depth charges were jettisoned and the aircraft performed as expected on the three remaining
engines.
At 23:25 the No.4 propeller had to be feathered for the same reason and all loose equipment was now
thrown overboard. The air at the time was smooth and with the outer engine on each side shut down
there was no asymmetric power problem. At 23:59 the No. 3 propeller had to be feathered when it also
went into overspeed, leaving only No. 2 engine running. The vacuum pumps to power the flight
instruments were on the No. 2 and 3 engines so we were very lucky that No. 2 engine was able to
provide vacuum as the night was pitch black and controlled flight on one engine in the dark would have
been almost impossible.
We lost height at about 200 feet-per-minute with the remaining engine running at METO (maximum
except take off) power. We had no indication of the condition of the sea or the surface wind so all we
could do was ditch straight ahead. Once again we were lucky: the sea was almost flat and the wind was
calm.
20
We ditched at 00:15, arriving at about 100mph at position 37:47’N, 23:32’W and did not see the water
until we hit. The tail struck first, bringing the nose down, and the aircraft then dove into the sea. The
Plexiglas nose failed and water rushed in, coming up as far as the cockpit floor. The plane then slowly
backed out and the water partially receded.
I left through the starboard cockpit window, climbed up to the top of the fuselage and then moved
towards the rear. While on the top of the fuselage, I could see almost all of the plane as it floated in the
sea. The whole machine was outlined by the greenish glow of phosphorescence and was a sight to
remember. I slid off the fuselage onto the port wing and then into the port dinghy, only getting wet up
to my knees. The starboard dinghy had been punctured on launching but we managed to get everyone
into the remaining one although most of the crew were soaked. There were no casualties or injuries.
The aircraft floated for about ten minutes and then the fuselage buckled at the waist gun ports and she
sank into the sea.
At about 05:00 our flares were sighted by a squadron B-17 returning from patrol and piloted by S/Ldr
H[arry] L Warren. About 07:00 a Hudson of 269 Air Sea Rescue Squadron, based at Lagens, dropped an
airborne lifeboat close by and we wasted no time in moving to it from the raft. Among the supplies on
the boat were seven all-in-one warm survival suits. We had a crew of eight and since we were one
survival suit short and I was the only one relatively dry I didn’t get one. But the air was warm, the sea
flat and the wind calm so we were all in good shape. The boat was equipped with two motors mounted
in the centre of the boat, each fitted through the bottom of the boat. We were never able to get either
motor running but trying to start them gave us something to do.
At about 10:30 the Portuguese M/V Lourenco Marques picked us up and we were taken to Ponta
Delgada on São Miguel where we docked at about 16:00 that day. We were interned by the Portuguese
in a large house maintained for rescued sailors. We were treated very well, provided with ill-fitting
‘civvies’ and allowed to roam the city in small groups. On the morning of July 28 we were driven to
Ponta Delgada airport, loaded aboard a US Transport Command Skymaster and flown back to our base
at Lagens.
Cle Lamb – January 22, 2011
Extract from Cle Lamb’s logbook for July 25, 1944. The times for the engine shutdowns and ditching were added from memory and
so the local ditching time of 00:15 in the logbook and above text does not match the 01:36 GMT (one hour ahead) quoted in the 220
Sqn ORB. The Form 1180 accident card for FA707 quotes a ditching time of 00:30 which is assumed to be an estimated local time.
The red ‘x’ in the left-hand column was Cle’s notation for an operational flight, his eighth in this case.
21
The view of the airborne lifeboat on page 119 does indeed, as suggested in the caption, depict P/O Eric
McIlwrick and his crew awaiting rescue.
Close-up of the same view shown
on page 119 with three crew
members identified: F/Sgt R
Taylor, DFC, F/O Cle Lamb, RCAF,
and P/O Eric McIlwrick.
End of “the perfect air sea
rescue.” The crew of FA707 ‘Z’ are
taken aboard the Portuguese
motor vessel Lourenco Marques
from their airborne lifeboat.
Photograph taken from Fortress II
FA699 ‘K’ flown by F/Lt Frank
Melener.
Cle Lamb returned to flying Fortresses with 220 Sqn on August 17, finally departing for St Davids, Wales, in
FA713 ‘F’ on October 12, his 17th operational flight. He was training on Liberators with 111 OTU in the
Bahamas when the war ended. Cle graduated with a degree in Mechanical Engineering in 1949 and
immediately joined Canadian Pacific Airlines (CPAir) as a pilot, finally retiring in 1982. He held several
positions in Flight Operations, ending as Director. During his commercial career he flew the Canadair C-4,
Convair 240, Douglas DC-3, DC-4, DC-6 and DC-8, Bristol Britannia and Boeing 737, 727 and 747.
22
S/Ldr Richard Cecil Patrick – Medals and Azores Experience (pages 45 to 47, 60 and 75)
In one of those pleasurable book-related moments, the Author was contacted by collector John Ferguson in
early 2010. An avid medal collector, John had acquired the medal set of S/Ldr Richard C Patrick who flew
Fortresses with 206 Sqn from both Benbecula and the Azores.
S/Ldr Richard C Patrick’s medals include, from left to right, DFC & Bar, AFC, 1939-45 Star, Atlantic Star, Italy Star, War and
Defence Medal. The right-hand view shows the back of the DFC which has been privately engraved ‘R.C. Patrick. R.A.F. 1941’. John
advised: Of related interest, after the war the Managing Director of the chemists Boots was so outraged that World War Two
medals were issued blank he arranged for engraving equipment to be placed in all major branches so that any serviceman could
have his medals impressed with his name, rank and serial number for the princely sum of 1/6d per medal. John Ferguson
Left: S/Ldr Richard C ‘Butch’ Patrick at Benbecula. Note the DFC
ribbon below his wings. via Simon Nelson
Below: 1941 portrait of Patrick by official war artist Sir William
Rothenstein. RAF Museum via John Ferguson
The connection with John led in turn to a meeting with one of Richard Patrick’s daughters, Charlotte
Harrison, who kindly provided the following piece penned by her father.
23
January 11th, 1944 on the airfield at Lagens in the Azores was much like any other day with a gale blowing
from the south and grey clouds racing past, oozing rain... a normal, rotten morning, our clothes soggy with
moisture and alive with the fleas that lived in the drystone walls. The ‘Azores High’, a term repeated over
and over in the weatherman’s briefings, brought visions of a sun-drenched island with balmy beaches. In
fact it brought a driving southerly wind devoid of any hint of southern warmth.
On the way to the mess at breakfast we could see that the wind was blowing right across the airstrip,
making it impossible for any sane individual to take-off on the steel-planked runway and promising an
unhurried start to the day. However, a call to the ops room to meet the station and squadron commanders
broke the expected routine and postponed our second cup of tea. They explained their dilemma: convoy SL
144 was moving south off the coast of Morocco without air cover into a suspected U-boat area and one of
our Fortresses needed to get airborne to provide the necessary hindrance to the U-boats’ evil intentions.
Running a fully-armed-and-fuelled Fortress down the steel-planked runway with a Force Ten crosswind was
just not on. If, after take-off, the wheels touched the ground while moving sideways at 50 miles-per-hour
they would be wiped off and cause the aircraft to slew sideways in a tangle of steel planking and whirling
propellers. So before we could go back to breakfast, there came the dreaded question: ‘Can you get off any
other way?’ Enthusiasm frequently brings catastrophe but no one wanted the crews in SL 144 to be
exposed to hostile intentions for the lack of trying. There seemed to be only one option, although at first
thought it appeared impossible: take-off into the wind across the dirt side areas and over the runway’s
steel planking.
Normally ‘across the runway’ would be very much too short. As well, the crossways journey ended at the
base of a 500-foot hill which lay south of the airstrip and up which one would have to climb as soon as, or
if, take-off was achieved. Wind flowing across hilly terrain can behave in peculiar ways. Sometimes it climbs
a hill and launches itself skywards. At other times it dips over the hilltop and rushes down again. The
question was: what was happening to the air on the south side of Lagens airstrip? There was some comfort
in knowing that the short run would be compensated to a degree by the gale blowing from that direction...
but was it enough?
There was really only one way to find out so the pilot and his crew of seven climbed into Fortress FA699 to
end any further debate. Every foot of run was vital so FA699 was swung around with the tail nearly
touching the loose stone wall that formed the airfield boundary. The four engines were run up to full
power, holding hard on the brakes, and then it was ‘brakes off’ and the run towards the other side began.
Taking off in a large aircraft is normally a calm affair. Each stage of the takeoff run is accomplished
comfortably and the aircraft is quite happy to lift off when ready. But rushing towards the rock-strewn base
of an unfriendly hill presented an entirely different picture and Hope, which might have been desperate,
gave way to Fate and then to mere resignation. The final rushing yards of airfield were all used before the
aircraft decided to first fly, then crawl its way up the hillside. FA699 was airborne and on its way to the
skies around the convoy.
Who knows what the rest of the crew were thinking as they hurtled towards the rocky wall. What is certain
is that they took the unusual journey in the same way that other unpleasant tasks were carried out and
would be carried out, maybe next week or perhaps next month, in mute acceptance that it had to be done.
Patrick’s logbook for January 11, 1944 reads: DUTY: Convoy Escort to SL144. Diverted to Casablanca then to
Gibraltar. Take off on emergency runway into crosswind. This was the only operational flight from Lagens
that day.
24
F/Lt Cecil William Duffie – Test pilot, 218 Maintenance Unit, RAF Colerne (pages 42-43 and 192-193)
The majority of the surviving Fortress IIAs and IIs were fitted with LRASV at RAF Colerne from mid-1943 in
advance of 206 and 220 Sqns being assigned to the Azores. These aircraft required testing following
modification and the Author was recently contacted by Graham Trueman, grandson of wartime test pilot
F/Lt Cecil W Duffie who flight tested a number of the modified Fortresses.
Duffie was born in 1901 in a working class area of Gateshead and in
the 1920s started a haulage business, converting cars into lorries. He
began accepting flying lessons in lieu of payment and joined the
flying club at Wolsington, now Newcastle Airport, where he became
involved in point-to-point air racing. A connection with Viscount
Runciman, a fellow pilot who became CO of 607 Sqn and who would
later be appointed as the first director general of BOAC, helped
Duffie secure a ‘VR’ commission at the beginning of hostilities in
1939.
Duffie qualified as an instructor at 4 SFIS, Cambridge on October 2,
1940, and served with 16 EFTS at Derby, 19 EFTS at Sealand and 15
EFTS at Carlisle. At some point he was injured in the crash of a Tiger
Moth while flying with a student and was subsequently posted to 218
MU as a test pilot, testing mostly Beaufighters, Mosquitoes and a
number of Fortresses. Of the latter, he flew, in sequence, FK198 (the
first modified at 218 MU with LRASV – see pages 2 and 18), FK202,
FK195, FA695, FA708, FL455 (ferry of production prototype/pattern
aircraft from Colerne to Farnborough), FA701, FA707, FA713, FK210,
FK188, FA697, FL452, FL458, FK199, FK196 and FK187.
Duffie survived a couple of incidents while posted to 218 MU. On
April 5, 1943, he was flying Mustang I AG548 from Colerne when he
experienced an engine failure and fire at 800ft – the aircraft was
assigned to 16 Sqn at nearby Andover at the time and was likely
borrowed for a ‘spin’. Duffie landed with oil and coolant covering the
windscreen and his aircraft struck Oxford R6282 on the perimeter
track. The Mustang was eventually issued to 414 (RCAF) Sqn in 1944.
And on May 17, 1943, Duffie experienced a second engine failure,
this time in Hurricane I P3861, an aircraft he flew regularly from
Colerne on ‘target’ sorties – likely for testing airborne interception
radar fitted to Beaufighters and Mosquitos passing though 218 MU – and occasionally flew to RAF Ouston
for a weekend at home as it was, according to Duffie, easier to get fuel for a Hurricane than for a car.
On leaving Colerne, Duffie was posted in turn to 30 MU at Sealand, 13 MU at Henlow, 54 MU at
Newmarket, and 14 Radio School, later folded into the Empire Radio School, at Debden. Duffie flew many
of the single- and multi-engined British and American types used by the RAF during his flight test postings,
from Magister, Argus and Vengeance to Lancaster, Fortress and Liberator, for a total of 34 types.
But as the war went on, pain from his earlier injuries became more intense and Duffie eventually stopped
flying in 1947, to be discharged from the RAF on medical grounds. It is believed he never flew again.
25
Page from Cecil Duffie’s logbook for mid-to-late July 1943. Entries include several Fortress test flights to evaluate the LRASV
modifications (note the retest of FA713 following an ASV unserviceability on April 26), regular test flights in Beaufighters and
Mosquitoes and regular ‘target’ flights in what appears to be a station Hurricane I, P3861. via Graham Trueman
Logbook extract showing Duffie’s first flight in a Fortress, FK198, and the emergency landing in Mustang I AG548 on April 5,
1943, for some reason mis-entered as ‘LG953’. via Graham Trueman
26
251 (Met) Squadron (pages 134 and 135, 138, 147 to 152, and 224 to 225)
The Author was recently contacted by Reykjavik-based researcher Eggert Norðdahl. Eggert kindly provided
additional information on Fortresses serving with 251 Sqn in Iceland which amends and adds to information
presented in the book. The following is an updated listing of serial-code letter tie-ups.
Air Min
251 Sqn Codes and Notes
Air Min
FK184
FK185
FL464
FA696
‘E’.
‘H’ Hekla Hettie.
FK194
FK196
FK197
FK203
FL451
FL457
‘A’. Believed scrapped at Reykjavik.
‘B’. Former 40mm gun trials aircraft. Confirmed delivered to Reykjavik
with ORB reference ‘received for heavy conversion’ – no details or
record of operational flights. Possibly scrapped at Reykjavik.
‘H’. Believed scrapped at Reykjavik.
‘C’. Scrapped at Reykjavik.
‘E’. Scrapped at Reykjavik.
‘G’.
‘D’.
‘F’. No record of a 251 Sqn Fortress coded ‘P’ as identified in the book.
FA699
FA700
FA701
FA712
HB791
HB792
‘B’ Borganes Bess.
‘K’.
‘J’ Jokull Jessie.
‘C’ Keflavik Cutie.
‘L’.
‘D’
FL459
‘A’.
Legend: Confirmed Added Corrected
Fortress II FA712 ‘C’ Keflavik Cutie of 251 Sqn at the September 15,
1945, Battle of Britain display, Reykjavik (see pages 135 and 225).
Ása Magnúsdóttir via Eggert Norðdahl
Fortress IIA FL457 ‘F’ of 251 Sqn taxiing for take-off, summer
or fall 1945. Eggert Norðdahl collection
At least two and as many as five 251 Sqn Fortresses
were scrapped at Reykjavik in the early post-war years.
Both FK196 and FK197 are recorded on their Form 78s
as assigned to a Repair and Salvage Unit (R&SU) and a
photograph of FK196 (not reproduced here for copyright
reasons) shows the aircraft at Reykjavik without its fin.
Fortress fuselages
Fortress wing sections
251 Sqn Codes and Notes
PBY-5A TF-ISJ or TF-ISK
FK184 has no relocation entry following service with
251 Sqn while FK194 has an R&SU entry and a Gosport
entry for the same date. These records suggest that
both aircraft were likely scrapped at Reykjavik. FK185
appears to have been assigned to Gosport although no
departure record from Reykjavik has been found.
This poor quality but interesting aerial view of scrapped
airframes at Reykjavik includes two Fortress fuselages
and some wing sections. Eggert Norðdahl collection
Correcting the book, the photos of FA712 and HB792 on page 135 were taken at Reykjavik, not Keflavik.
27
Artwork (pages 224 to 227)
Close examination of the following photograph helps confirm that some Fortresses serving in the antisubmarine role were, contrary to the conclusion on page 224, painted with artwork.
Line-up of 220 Sqn Fortresses at
Lagens, headed by Mk II FA699.
It was among a number of 206
Sqn aircraft transferred to 220
Sqn after the former unit left the
Azores in March 1944 to reequip with Liberators – the 206
Sqn coding ‘1-O’ is visible
beneath the 220 Sqn markings
‘2-K’. The photograph was taken
after the aircraft had returned
to Lagens in early June 1944
following overhaul at Thornaby.
Tom McGhie via John Lowe
The nose artwork matches the Vargas-styled
Kitty illustrated on page 225 and reproduced to
the left. Note the pitot tube and ASV homing
aerial masts and the position of the code letter
‘K’ between the nose windows.
The enlarged view of the artwork on the far left
is much clearer in the original scan and Word
document used to create this PDF file – the two
photographs undoubtedly depict the same
artwork.
Further research has confirmed that the artwork photographs on pages 225 to 227 were taken by a
member of 220 Sqn, most likely in August 1944. The cartoon character Lucy Lastic, also illustrated on page
78, is FK213 ‘2-L’ while Cleopatra is FL464 ‘2-C’ – note how the original individual code letter ‘C’, illustrated
on pages 98 and 104, has been over-painted and moved forward to accommodate the artwork. Of the
remainder Gna[?], obviously modelled on the Popeye character Olive Oyl, is FK210 ‘2-G’, Suzy is FA706
‘2-S’, Nanette is FL456 ‘2-N’, Elizabeth is FA713 ‘2-E’, Ferdinand is FA701 ‘2-F’ and Queenie is FL458 ‘2-Q’.
The 521 (Met) Sqn crew photo on page 137 shows that FL456 retained its Nanette artwork – and very likely
the individual aircraft code ‘N’ – when allocated to the unit following overhaul at Thornaby and storage at
Gosport.
28
Other Additions and Amendments
Page 16 – amendment: Then, on November 5, 1941, the US Army Air Forces (USAAF)...
Page 16 – amendment: ...since President Franklin D Roosevelt had authorised...
Page 17 – addition: Delivery of the four Fortress Is of 90 Sqn Detachment M.E. to Egypt was via Malta.
[Source: aircrew logbook]
Pages 36 and 154 – addition:
Dismantled remains of Canadian-built Mosquito
B.25 KA970 following its belly landing at
Prestwick on April 17, 1945, with a substantial
hole in the rear fuselage caused by an in-flight
explosion. Its Ferry Command pilot was Arthur G
Sims. Mosquito (Sharp and Bowyer)
Pages 39, 118 and 195: S/Ldr Hugh L Warren should read S/Ldr Humphrey L Warren. References to the 220
Sqn officer on pages 68, 69 and 242 are correct.
Page 51 – additions: First names of crew members in the crew photo were P/O Donald E Bryan; and, front
right, F/Sgt Norman H Wright.
Pages 63, 99, 101 and 180 – amendment: The statements that 206 Squadron employed ‘stickleback’
Fortress IIA FK190 as a dedicated trainer are not quite correct. In fact FK190 flew two Creeping Line Ahead
(CLA) sorties with the unit in April 1943, an ASR sortie in June, and one Met flight from the Azores in late
October, all of which qualified as operational flights.
Pages 64 and 241 – amendment: Richard Thomas, a former WOP/AG with 206 Sqn, advised the Author he
does not have a middle initial ‘E’ – it appears incorrectly in the squadron ORB and in at least one reference
book.
Page 84 – addition: Viscount Trenchard’s visit to Lagens took place on January 6, 1944.
Page 100 – amendment: Terms ‘flame float’ and ‘smoke float’ are reversed. Text should read: ... unstraps a
flame float – or a smoke float if it is daytime...
Page 101 – caption addition: Note the traces of White along the wing leading edges back to the roundels
and along the upper fuselage, remnants of an earlier wrap-around application of the under surface colour
(see page 63).
Pages 110, 166, and 240 – amendment: ‘S/Ldr’ Ralph Brown should read F/Lt Ralph Brown.
Page 110 – caption addition: The photo was taken on December 13, 1943, ... [Source: Ferry Command ferry
flight dates as they relate to Liberator B.VI BZ978, compiled by Peter Berry]
29
Page 111 – caption addition: Photo caption update: Douglas C-54A Skymaster 41-37280 of the USAAF taxies
past a flooded section of Lagens airfield in December 1943. Transiting British and American transport
aircraft such as the Skymaster, together with aircraft on delivery to the Allies like the RAF-bound Liberator in
the background, were common visitors once the steel plank runway was completed. The civilian-crewed
Skymaster had a short but busy career, undertaking many North and South Atlantic crossings as well as
being a regular participant in the shuttle between Prestwick and Marrakech, Morocco. It was consigned to
the Reconstruction Finance Corporation in January 1946 for storage and eventual scrapping. [Source: Ferry
Command ferry flight dates as they relate to C-54A Skymaster 41-37280, compiled by Peter Berry]
Page 113 – amendment: It now appears that Fortress IIAs FK199 and FL451 were not transferred to the
Azores in March 1944 to join 206 Sqn following service with 220 Sqn. The text related to former 206 Sqn
aircraft being ferried to Bircham Newton from the Azores should read: ‘Beginning the night of March 19,
seven others – Mk IIAs, FK211 and FL455 and Mk IIs FA695, FA696, FA699, FA700 and FA707...’
Page 115: The Hudson IIIA of 233 Sqn lost on December 13, 1943, was FK735 crewed by F/Sgts George F
Handel, Anthony H Severn, Willis E R Machan and John H Yorke. The aircraft crashed six miles west of
Lagens after acknowledging a diversion to Santa Ana airfield on the island of São Miguel. The Hudson that
successfully landed at Santa Ana fifty-five minutes later was FK738 captained by F/Sgt B H Curtis.
Page 129 – amendment: Paragraph 1 should read: ... one died two days later, the second on February 12.
Page 136 – caption addition: .... although the upper camouflage scheme is still, with the exception of the
repainted upper cowlings, Temperate Sea rather than the specified Extra Dark Sea Grey.
Page 137 – caption addition: 521 (Met) Sqn crew with Fortress IIA FL456 Nanette...
Appendix A: Individual Aircraft Histories
Additional text under the Fortress I (B-17C) table:
Air Ministry records for AN518 and AN532 indicate transfer back to the USAAF occurring on December 1, 1942, while
USAAF records state September 25. Since Air Ministry Form 78s were routinely updated months after events overseas,
the December 1 date is thought to be arbitrary and the American records more accurate.
Individual Aircraft Histories:
FK197:
FK198:
FK200:
FL455:
FL456:
FL464:
FA705:
Amended text: trial installation special wireless LRASV trials
Amended captain’s name: (Steuart A Reiss)
Added captain’s name: (Asabel F J Scouten) [Source: Darrell Hillier]
Amended captain’s name: (Steuart A Reiss)
Amended captain’s name: (Steuart A Reiss). Added code: 521 Sqn, likely ‘N’ 22.1.45.
Added date: 220 Sqn ‘Y’, Benbecula 17.4.43.
Amended rank: S/Ldr Anthony J Pinhorn, DFC
Page 139 – upper caption amendment: FL463 is fitted with the LRASV version of ASV Mk II radar.
Page 158 - amendment:
Son of Clarence and Mildred Fretter of Broughton Astley; husband of Joan Fretter of Countesthorpe.
Page 161 – amendment: Survivor P/O D H ‘McLaren’ should read McLean.
Page 177 – amendment: Paragraph 3: ... joined 13/KG 40 on January 20, 1943.
Page 183 – confirmed identities: Rear L-R: Sgt W J Arnold, W/O R G Montgomery, W/O F Spino and F/Sgt G
Cojocar. Front L-R: W/O C L Copping, F/O R J Weatherhead and F/O W C Zapfe, all Canadians. Sgt A Phillips,
RAF, also lost. [Kelvin Youngs, Lorenzo del Mann, Herb Montgomery, Marian McKiernn and Judith Copping]
Page 194: The correct date for the sinking of U-450 is, as noted elsewhere in the book: November 9, 1943.
30
Page 196 – map additions: Lower reference ‘S.8’ by the Azores should be S.9. Map should also indicate a
Fortress base at Nutts Corner, just east of Loch Neagh, visible on the map.
Page 204 – lower caption amendment: …18 days after the crash-landing.
Page 210 – additional paragraph after ‘...in northern California’: Robert Albright and Albert Cole were the
most critically injured members of 41-9234’s crew and were initially treated at the 9th Evacuation Hospital
at Port Moresby. Albright was in the bed next to Cole’s when he died on January 14. Six months after his
return to Grand Rapids, Michigan, Cole received the Silver Star, America’s third highest gallantry award. He
became a television director and producer in Hollywood.
Page 210 – caption addition: Examination of the upper nose section reveals the circular repair and addition
of a non-standard window, installed at Cheyenne following removal of the astrodome...
Page 212 – upper caption amendment: ... late August to November 1942.
Page 212 – lower photo amendment: The Dark Olive Drab finish, believed applied as late as December
1942, has mostly weathered away...
Page 213 – addition: With reference to the blue under surface colour applied to Fortress Is in service with
90 Sqn, the Author has learned that the late Geoff Thomas compiled compelling evidence from files held at
The National Archives at Kew that the final operational
under surface colour worn by 90 Sqn’s Fortress Is was
indeed PRU Blue and that it was manufactured by the
Titanine company under the proprietary name Cosmic.
Page 213 – addition: This photograph of a 220 Sqn Fortress I, taken
at Nutts Corner on June 26, 1942, appears to confirm that the Dark
Earth of the Temperate Land scheme applied at Burtonwood was
over-painted with what is believed to be Dark Sea Grey while the
aircraft was in service with 90 Sqn. The differing sheens of the two
colours – note the matt finish of the grey to the right versus the
more glossy Dark Green to the left – suggests that 90 Sqn aircraft
were not completely repainted in the uniformly matt Temperate
Sea finish. via Stuart Best.
Dark Earth overpainted
with what is believed
to be Dark Sea Grey
Page 213 – caption amendment: ...not yet fitted with LRASV radar, installed on FL462…
Page 215 – addition: The text in note 2 states: ‘The official term for the so-called ‘Type A1’ roundel is not
known.’ It has since been confirmed with reference to Air Diagram No. 2001 that the official term for this
fuselage roundel was National Marking III, the same as that used for the latter ‘Type C1’ roundel referred to
on pages 215 and 218.
Page 225 – addition : Nanette (see also photo page 137) is also known to have been retained as artwork on
Fortress IIA FL456 of 521 (Met) Sqn.
Page 237 – upper profile amendment: ...as marked late August to November 1942.
Anti-submarine Squadron Allocations and Code Letters – July 1942 to December 1944
The charts on the following pages are based on a spreadsheet used by the Author to record and
analyse squadron and code letter allocations. They have been augmented to give an indication of
when each Fortress flew operations and which aircraft sank or damaged U-boats. The primary sources
were Air Ministry Form 78 aircraft movement cards and squadron Operations Record Books (ORB), crossreferenced with aircrew logbooks.
31
Anti-submarine Squadron Allocations and Code Letters – July 1942 to October 1943
Jul
42
FK184
Aug
42
14 K
FK185
14 E
FK186
23 S
Sep
42
?
Oct
42
Nov
42
Dec
42
Jan
43
Feb
43
Jul
43
Oct
43
20 ?
21
26 ?
18 J
J
13 N
9 P
29
16 H
2
D
18 L
SS
6
30
FK198
9M
8
15
23 R
30 B
25
FK201
23 T
FK202
2
13 B
25 N
D
B
18 K
FK207
25 J
FK208
1 P
12
21
11
S
4 B
FK209
31 J
FK210
25
11
FK205
FK206
4 L
24
M
25
W
31
11 B
FK204
9
30
13 C
FK203
9
H
27
21 M
FK195
23
12 E
2
FK211
20 G
3 Z
31 V
FK213
14
4C
FL449
26 O
FL450
15 A
FL451
FL452
Sep
43
12 X
29
11 S
FK194
FK212
Aug
43
Modified to carry Vickers 40mm ‘S’ gun
15 ?
FK191
FK200
Jun
43
23
FK190
FK199
May
43
Used by 206 Sqn for training – last known sortie Sept. 11, 1942 – and was not detached to the Azores
FK189
FK196
Apr
43
26
FK188
FK193
Mar
43
7 U
30 G
30
S
4 D
12
D
Aircraft omitted that did not serve with anti-submarine squadrons: FK187, FK192, FK197 and FA712.
4 ........... Date taken on/off squadron strength
220 Sqn
206 Sqn
59 Sqn
A .......... Individual aircraft code letter (?: Code letter not known)
14 I ....... Aircraft lost or damaged beyond repair this date
S or D ... U-boat Sunk or Damaged that month

Darker date/serial blocks indicate the aircraft flew at least one operational flight those months

Non-operational periods typically indicate assignment to training, maintenance, repair or modification
Fortress IIA
32
Azores Deployment:
October 18 – 25, 1943
Anti-submarine Squadron Allocations and Code Letters – November 1943 to December 1944
Nov
43
Dec
43
Jan
44
Feb
44
Mar
44
Apr
44
May
44
Jun
44
Jul
44
Aug
44
Sep
44
Oct
44
Nov
44
Dec
44
FK184
FK185
FK186
X
FK188
?
FK189
?
19 X
15
10 Z
29
5Y
FK190
J
FK191
P
FK193
H
15 W
18
S
18
27
27
8
17
31
18
FK194
FK195
FK196
FK198
W
19 R
24
19
FK199
FK200
22 L
25
B
25
FK201
FK202
FK203
FK204
FK205
FK206
K
4
FK207
FK208
B 29
FK209
FK210
G
FK211
Z
23
31
FK212
FK213
C
FL449
O
19 L
22
17
FL450
FL451
FL452
G 21
Initial Fortress Deployment to the Azores – October 1943
220 Squadron
Serial
FA710
FA707
FA711
FL460
FK208
FA700
FA699
FL452
Code
M
S
E
H
B
R
O
F
Transit
Oct 18
Oct 23
"
"
"
"
Oct 24
"
Serial
Code
Transit
FA705
U
Oct 24
FK213
C
"
FA695
V
“
FK190
J
“
FK211
Z
Oct 25
FA696
Y
"
FK198
W
Jan 14*
*Dmgd Thorney Is. Oct 1, 43
206 Squadron
Serial
FK206
FA701
FK202
FA708
FL464
FK210
FK193
FA706
33
Code
K
F
L
D
C
G
H
S
Transit
Oct 18
Oct 23
"
"
"
"
Oct 24
"
Serial
FL462
FA697
FL449
FA713
FA709
FK200
FL459
Code
W
T
O
E
A
B
J
Transit
Oct 24
"
"
Oct 25
"
"
"
Anti-submarine Squadron Allocations and Code Letters – July 1942 to October 1943
Jul
42
FL453
Aug
42
Sep
42
Oct
42
Nov
42
30 A
FL454
Dec
42
Jan
43
Feb
43
Mar
43
Apr
43
May
43
Jun
43
Aug
43
Sep
43
Oct
43
14
15 J
6
FL455
12 N
FL456
FL457
Jul
43
S
20 N
12
S
30 F
D
FL458
D
23 A
FL459
20 J
FL460
12 H
12
S
25 J
FL462
31 C
7W
FL463
31 D
21 D
FL464
31 E
17 Y
FA695
4
12
5C
28 V
FA696
9Y
FA697
26 T
12 26 V
FA698
FA699
8O
FA700
27 R
FA701
15 F
FA702
12 P
FA703
27
18 A
28 T
FA704
7 R
FA705
27 O
FA706
17 R
6A
29
S 30
15 U
4
10 S
24
FA707
30
27 S
FA708
9?
23 D
18
FA709
17 B
A
FA710
5 M
FA711
20 E
FA713
23 E
HB786
HB791
HB792
Fortress IIA
Fortress II
Fortress III
Azores Deployment:
October 18 – 25, 1943
Only one code letter was identified for which a serial could not be confirmed. The 220 Sqn ORB makes
reference to one operation by an unidentified aircraft coded ‘X’ in July 1943. Since ORBs often contained
serial or code errors, this single reference may be incorrect.
34
Anti-submarine Squadron Allocations and Code Letters – November 1943 to April 1945
Nov
43
Dec
43
Jan
44
Feb
44
Mar
44
Apr
44
May
44
Jun
44
Jul
44
Aug
44
Sep
44
Oct
44
Nov
44
Dec
44
Jan
45
Feb
45
Mar
45
Apr
45
FL453
FL454
FL455
N
31
FL456
FL457
18 N
F
4
29
FL458
22 A
5Q
25
FL459
JS
S
18
FL460
H
19 D
15
FL462
W
18
FL463
FL464
C
FA695
V
31
FA696
Y
31
FA697
T
17
19
FA698
FA699
O
31
8K
FA700
R
31
17 R
FA701
F
23
18
3
FA702
FA703
A
18
FA705
U
6D
FA706
S
FA707
S
FA708
D 30
FA709
A
FA710
M
FA711
E
FA713
E
FA704
2
31
14 Z
26
18
9
19 M
20
25
HB786
9T
26
HB791
29 U
25
HB792
29 V
30
Fortress IIA
Fortress II
Fortress III
35
RAF Ferry Command Aircrew and Aircraft Cards
No 45 (Atlantic Transport) Group, located at Dorval Airport, Montreal, Quebec, created assignment cards
for each aircrew member involved in ferrying aircraft from Dorval and collection points in the United States
to overseas locations, including Britain, North Africa, the Middle East and beyond.
The cards are now in the care of the Directorate of History and Heritage (DHH) in Ottawa and may be
viewed by researchers. The so-called Series III cards include background details for each aircrew member,
their previous flying experience if a pilot, their Ferry Command category (such as pilot, navigator and radio
operator), a listing of all flights with dates, aircraft serial numbers and types (for both delivery and return
flights), the mode and date of return to Dorval if not by air, and, if still attached to the card, a passportstyle photograph. The less numerous Series I cards contain a summary of the flights for each aircrew
member with departure date and type information only. Neither series is complete.
Ferry Command aircrew assignment cards for American
civilian pilot Steuart Adgate Reiss of Arlington, Virginia. Reiss
delivered three Fortress IIAs from Dorval to Prestwick via
Gander, in sequence: FL456, FL455 and FK198 (highlighted
below and illustrated on pages 2 and 11). His last delivery
before he became an instructor in the UK was Fortress III
KJ118.
The card to the left comes from Series I while the two below
are from a set of five Series III cards.
Note below (ringed in yellow) that Reiss returned to Dorval,
Montreal (M) as a passenger (PASS) in Liberator II AL627 of
the Return Ferry Service after delivering Fortress IIA FK198 to
Prestwick (UK) on October 29, 1942. Six days after his return
to Montreal he took a train to Elizabeth City (EC), North
Carolina, departing five days later to deliver PBY-5B FP271 to
Britain via Bermuda (B).
The two intriguing references to Russia relate to Russian
Navy-bound Naval Aircraft Factory PBN-1 Nomads, the NAFbuilt version of the Catalina. Reiss delivered the first, BuNo
02828, via Gander as far as Reykjavik, and the second, BuNo
02892, via the South Atlantic route as far as Cairo. DHH
36
Cards are filed alphabetically and, since there is no aircraft serial/aircrew cross-reference, it is necessary to
review the approximately 9,400 Series III cards to confirm which crew members delivered a particular
aircraft. A good friend took on this momentous task for me in order to confirm as many Fortress delivery
dates and ferry flight captain names as could be found. We wondered many times if there was ever such a
thing as an individual aircraft movement card for the ferry flights but could find no evidence that there was.
Then, while browsing a file marked ‘Misc.’, my friend found a handful of documents: movement cards for
seven Dakotas and, to the delight of the Author, B-17E/Fortress IIA FK185. A subsequent search by DHH
failed to discover any additional cards and it is assumed that the rest were at some point destroyed.
According to staff, cards in their care had originally come from what was the Public Records Office at Kew.
RAF Ferry Command movement card for
Fortress IIA FK185. The aircraft arrived at
Dorval from Wayne County Airport,
Detroit, on March 24, 1942, and, as noted
in the photo caption at the top of page 2,
remained at Dorval for almost one month
prior to departing for Gander on April 21.
It left Gander on April 23, arriving at
Prestwick the following morning. The ferry
captain was RAFFC staff pilot S/Ldr
Donald Garth Ross while the co-pilot was
American civilian George Insley Bliss
(pages 35 and 156 to 157) – Wissman’s
role is unknown. Three passengers were
dropped off at Gander while a further
two, including a Lieutenant Colonel in the
USAAF, travelled on to Prestwick. DHH
Identification and Competency card belonging to
former 206 Sqn Fortress pilot S/Ldr Richard C Patrick
(page 23). This was one of three such cards issued to
Patrick during his tenure with 45 Group, Transport
Command at Dorval. The types he was competent to
fly are listed on the back of the card. via Charlotte
Harrison
Ferry Command was folded into the new Transport
Command on March 25, 1943, being reduced to
Group status as 45 Group.
37
Other Images
The following images were acquired during or after the book project and relate to aircraft, events and
personalities described in the text.
Fortress III HB788 (42-102439) being readied for
delivery to Britain at Seattle. It served with 214 Sqn as
‘BU-B’, undertaking 'Jostle' jamming, windowing and
‘Big Ben’ patrols seeking V-2 rocket control signals. It
was lost over Gravenhorst on November 6, 1944.
Broadly representative of the three examples
delivered to 220 Sqn in the Azores – HB786, HB791
and HB792 (page 116) – it does not, unlike those
three examples, have a USAAF serial number on the
tail and is not equipped with the boomerang-shaped
nose-top antenna for the SCR-570 Landing Approach
Radio system (page 236). The three 220 Sqn examples
had their ventral ball turrets replaced by a radome
housing the antenna for the ASV Mk III radar. Boeing
One of the two surviving Fortress Is from 220 Sqn
Detachment, Middle East (pages 16 to 20) following
transfer to the Tenth Air Force, USAAF, in India in
September 1942. Note the disruptive British
camouflage, over-painted 220 Sqn code ‘MB’ forward
of the fuselage gun window, USAAF insignia painted
over the individual aircraft letter and partially
obscured RAF fin flash. As noted on page 146, there is
some confusion over the serial numbers assigned to
the two aircraft following their return to the USAAF.
via Tom Michel
Shattered remains of Mosquito VI HJ665 after passing
between two trees during a forced landing on
approach to Hullavington, Wiltshire (page 64).
Miraculously, former 206 Sqn Fortress pilot F/Lt
Lawrence Nelson survived. Below: The same location
in 2004. via Simon Nelson
38
Dr Mike Diprose, rear right, with helpers at the crash
site of Fortress IIA FL455 (pages 128 to 130).
Mike has chronicled the loss of FL455, spearheaded
the building of a memorial to Met crew members lost
while based at Wick and championed the restoration
of one of the Fortress’s engines.
Notable on this surviving panel are the Light Slate
Grey ‘Z9’ code letters for 519 Sqn – FL455 was ‘Z9-A’
– and the Extra Dark Sea Grey upper surface finish
along the top edge. Mike Diprose
Co-pilot Sgt John ‘Jonny’ Walmsey of 206 Sqn at
Benbecula. The aircraft is almost certainly FK190 ‘J’
with its predominantly White finish (page 63). Of note
is the narrow band of Temperate Sea camouflage
running along the centre of the fuselage and top of
the nose, just visible at the wind screen dividing frame
(see also page 68 FA704 ‘R’). The finish is believed to
have its origins in an August 1941 instruction to
Coastal Command that all surfaces 8: below the
horizontal should be White. via Simon Nelson
206 Sqn pilot F/O Adrian Christopher Ian Samuel at Benbecula. Samuel
was captain of Fortress IIA FK195 ‘L’, below, when it was involved in the
sinking of U-169 on March 27, 1943 (page 65), two days after F/Lt
William ‘Willis’ Roxburgh and crew sank U-469 in the same aircraft. Ian
‘Sammy’ Samuel died on December 26, 2010, age 95. via Simon Nelson
Fine art print by book illustrator Juanita Franzi depicting Fortress IIA
FK195 ‘L’ of 206 Sqn.
39
F/Sgt John Taplin and Sgt Jack Guppy, 206 Sqn (pages 49-51, 159 and 175-176)
John Lowe, host of the 206 Sqn web site www.coastalcommand206.com, passed along the following image
from Rolf Winkler, nephew of Sgt John F ‘Jack’ Guppy, RAAF. Guppy, right, and F/Sgt John B Taplin, RAAF,
left, died on October 6, 1942, in the pre-dawn crash of Fortress IIA FL454 ‘J’ at Benbecula. They are buried
alongside their captain, F/O Jack E Delarue, RAAF.
This image, likely of a Hudson crew, was taken at 1 Operational Training Unit, Silloth.
Left to right: F/Sgt John Taplin, Sgt Charlie Neill (pages 56 and 160), ‘Clarrie’ Waterbury – believed to be American citizen
P/O Claire M Waterbury (note the variety of badges on his cap) – and Sgt Jack Guppy. via John Lowe
Fortress IIA FK192, Trials with the High Altitude Flight, A&AEE Boscombe Down (pages 36-37 and 40-41)
The book makes brief reference on page 40 to Fortress IIA FK192 serving with the High Altitude Flight (HAF)
at Boscombe Down in the high altitude meteorological research role. More details have become available
in the form of Met Research Paper No 169: Air Ministry, 1944, prepared by research meteorologist Alan W
Brewer and kindly supplied by Brian Brooks.
With aircraft operating at ever-increasing altitudes there was a clear need for an instrument that could
record accurate measurements of humidity at high altitude and low frost points, thereby allowing more
reliable forecasting of condensation trail formation. Researchers Alan W Brewer and Gordon M B Dobson,
aided by Polish émigré Bohdan M Cwilong, developed a new hygrometer over 1942/3 and initial
development and testing was conducted by the HAF using Douglas Boston IIIs AL480, AL481 and, possibly,
W8291.
40
The instrument operated by passing sample air across the surface of a thimble that was cooled until a
deposit of frost just started to form. The thimble temperature and air sample temperature were measured
using two platinum resistance thermometers – the temperature of the thimble at which the amount of
frost forming is the same as the amount dissipating is the true hoarfrost point. To observe this the thimble
was illuminated and viewed by an instrument operator.
Since the Boston was limited to an altitude of around 27,000ft (8,230m), the type was replaced by Fortress
IIA FK192 which had the potential to operate in the lower stratosphere at around 37,000ft (10,700m). The
Fortress was allocated to the HAF on June 11, 1943, and assigned to three tasks: continued development of
the Brewer-Dobson hygrometer; investigation of the formation of condensation trails; and the study of the
water content of the upper troposphere and lower stratosphere. The condensation and water content
trials were completely new areas of research.
As received at Boscombe Down, the FK192 was capable of reaching 34,000ft (10,365m). This was increased
to 37,000ft (10,700m) by removing all guns, armour and turrets and by reducing the fuel load from 1,000
gal (4,550l) to 700 gal (3,180l). Some 90 hours of flying were completed by February 1944, of which around
70 were connected with testing the hygrometer. Flying time was restricted by unserviceabilities, including
the apparently spontaneous break-up of a wheel while the aircraft was at rest and when an unidentified
aircraft struck the Fortress’s fin while taking off.
The four-man crew consisted of a pilot, a flight engineer, an observer to monitor trails and operate the
radio, and a Meteorological Officer. Considerable difficulty was experienced in finding crew members who
could withstand the physical strain of an uninterrupted one-hour initial climb to 36,700ft (11,185m)
followed by a further 1½ hours at mostly above 30,000ft (9,145m). The intense cold and physical exertion
were compounded for the pilot by freezing of the elevator trimmers. These challenges and various
equipment failures meant that an appreciable amount of the 70 hours was lost to abandoned climbs.
The hygrometer installation consisted of two versions of the instrument built into the navigator’s table on
the port side of the nose with an external air scoop and pitot head installed in the two nose windows. The
starboard side of the nose featured two strut thermometers, a Mk II and a Mk V, almost identical to those
illustrated on page 41. Observations were made every 20mb during the descent between 200mb and
300mb and at a range of larger intervals down to 900mb.
The new dew point hygrometer was found to operate at all atmospheric temperatures, allowing reliable
humidity measurements to be recorded in the stratosphere for the first time. As well as allowing greatly
improved forecasting of condensation trail formation, the work added substantially to the knowledge of
the lower stratosphere, building up a data set on humidity and other elements such as ozone that is still
widely used today.
The Fortress was found to make contrails in three ways: the familiar exhaust trails, condensation from the
propeller tips and condensation from the upper surface of the wings. The latter two are normally shortlived but were shown to be persistent when the aircraft was flying in supersaturated air.
The Fortress entered the stratosphere during five of the ascents. On each occasion a sudden and intense
fall in relative humidly was observed and on the two occasions the aircraft climbed more than 3,000ft
(915m) into the stratosphere the air was dry beyond the range of the hygrometer. On one occasion the
Fortress climbed 6,000ft (1,830m) into the stratosphere, the minus 80:C hygrometer thimble temperature
implying a humidity of 1% or less.
41
These groundbreaking trials naturally raised as many questions as they answered and the HAF set aside the
Fortress in favour of the de Havilland Mosquito B.XVI which could achieve another 8,000ft (2,440m) of
altitude. Two examples, MM174 and PF391, were on strength with the HAF from the summer of 1944.
Fortress IIA FK192 is recorded as being transferred from the HAF to Scottish Aviation at Prestwick for
modifications on September 7, 1944, but saw no further service and after passing through the Gosport Pool
and 51 and 34 MUs was struck off charge on September 18, 1945.
Delivery of Fortress IIA FK192 (page 37)
Page from the logbook of RAF Ferry Command pilot
William VanDerKloot covering the delivery of Fortress
IIA FK192 to the United Kingdom. It appears the entry
was originally made for a ‘B-25’, then changed to ‘B17A’, possibly in reference to the Mk.IIA Air Ministry
designation for the B-17E.
The page includes three delivery flights to the United
Kingdom and one to North Africa.
Courtesy of the The VanDerKloot Family
42
Delivery Captains for FK184, FK191 and FL451 (pages 28, 33, 35, 147 and 148)
The only crew information originally found for the delivery of the first Fortress IIA to the UK, FK184, was for
co-pilot George Insley Bliss and radio operator Henry Walter Newby. The Author located Bliss’s son but no
records had survived.
A friend well-versed in using online genealogy sites recently located Newby’s offspring in the United States.
Son Keith Newby kindly sent the following page from Henry Walter Newby’s ‘delivery trips’ log – Ottawabased researcher Hugh Halliday then looked up the names of the Fortress captains in the aircrew
assignment cards.
The first page from radio operator Henry
Walter Newby’s delivery trip log. For some
reason the years in the right-hand column are
incorrect – they may have been added later –
and should read 1941 and 1942 respectively.
Entries are as follows:
1. Hudson V AM779 (del. Jun 14-15, 1941)
2. Hudson III V9170 (del. Aug 9-16, 1941)
3. Liberator II AL541 (del. Oct 19-Nov 3, 1941)
4. Fortress IIA FK184 – Captain: F/L Baily [sic]
F/L Hugh Collison Bailey, RAF
(del. Mar 25-Apr 1, 1942)
5. Fortress IIA FK191 – Captain: Andrews
Assignment card for ‘Andrews’ not located.
(del. Apr 25-28, 1942)
6. Liberator III FK221 (del. May 29-31, 1942)
7. Mitchell I FL170 (del. Jun 25-26, 1942)
8. Fortress IIA FL451 – Captain: Van Camp
S/L William Charles Van Camp, RCAF
(del. Jul 10-12, 1942)
43
Full Circle
Mid-June 2011 marked the first anniversary of the publication of Boeing B-17 Fortress in RAF Coastal
Command Service. By a happy coincidence former 220 Sqn flight engineer Ted Hedges, whose contribution
and friendship were so vital to the preparation of the book, touched down at Lajes Field on the island of
Terceira in The Azores on June 22, 2011, nearly 68 years after his arrival in Fortress IIA FK210 on what was
then the grass airfield of RAF Station Lagens.
Ted’s visit was sponsored by Heroes Return, a program supported by the United Kingdom’s Big Lottery
Fund. Over 50,000 people have made commemorative trips to a wartime service location since the
program’s launch in 2004. Ted hoped to tour the modern Lajes Field, revive his memories of his 9½ months
on Terceira and visit the graves of his friends in the British War Cemetery. I am pleased to say that all Ted’s
wishes were fulfilled.
Thank you for everything, Ted.
Former 220 Sqn flight engineer Ted Hedges pays his respects to wartime friend
‘Rocky’ Boudreault at the Lajes War Cemetery, June 2011. Boudreault was lost in the posttake-off crash of Fortress IIA FK206 in the early morning hours of December 4, 1943. Eva Jones
F/Sgt Frederick W J ‘Ted’ Hedges
(top) and W/O Joseph E R ‘Rocky’
Boudreault
Compiled by Robert M Stitt – robstitt@brookhouse.bc.ca
The Author welcomes any feedback on the book and this amendment.
With thanks to:
Richard Barber, Stuart Best, Steve Birdsall, Bob Bolivar, Steve Brooking, Brian Brooks, Terence Burns, Ruth Cook,
Judith Copping, Archie DiFante (AFHRA), Mike Diprose, John Ferguson, Bob Fleming, Juanita Franzi, Hugh Halliday,
Charlotte Harrison, Ted Hedges, Darrell Hillier, Ian Hunt, Eva Jones, Cleland Lamb, Joss LeClercq, Michael Lombardi
(The Boeing Company), John Lowe, Paul Lucas, Lorenzo del Mann, John Melson, Tom Michel, Simon Nelson,
Keith Newby, Eggert Norðdahl, Dave Osborne, Richard Thomas, Graham Trueman, Tim Vincent and Bryan Yates.
44