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    Screwball Express
    Screwball Express
    Screwball Express
    Ebook490 pages9 hours

    Screwball Express

    By Turner Publishing and Kenneth H. Cassens

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    About this ebook

    A detailed biography of a B-17G Flying Fortress assigned to the 379the Bomb Group at Kimbolton, England, during WWII.
    LanguageEnglish
    PublisherTurner Publishing Company
    Release dateJun 15, 1992
    ISBN9781681621432
    Screwball Express

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      Screwball Express - Turner Publishing

      Development of the B-17 Flying Fortress

      Following much debate early in 1928 between advocates of naval power and air power, Boeing Aircraft Co. initially designed a series of commercial planes with features that were later used in bombers. Although this concept was promoted by the Army Air Corps, Boeing had the responsibility of designing and financing the entire project. Boeing also drew plans for a Model 214 military bomber that was designated the B-9 by the Air Corps in the spring of 1931.

      Engineering was begun in 1933 to determine whether an aircraft capable of carrying a one-ton bomb load several thousand miles could be built. The dream of a flying battleship began to materialize when the Air Corps awarded Boeing preliminary contracts in mid-1934. A production model was ordered: a multi-engined aircraft capable of carrying a ton of bombs at more than 200 m.p.h. over a distance of 2, 000 miles at 10, 000 feet.

      The first of the B-17 predecessors - Model No. 299 - took to the air on July 28, 1935, from Boeing’s field at Seattle, Washington. The aircraft’s dimensions and armament were extraordinary: wingspan 103 feet - fuselage 69 feet - an aluminum body - four Pratt & Whitney Hornet 750 horsepower engines, each with three-bladed propellers - a gun position in the nose, another in the cabin’s rear, one under the fuselage and one at each side of the aircraft. The Seattle Daily News published a picture of the new plane with its five machine guns and called it a Flying Fortress.

      On August 20 the plane was flown to Wright Field, Ohio, for testing. The flight of more than 2, 000 miles from Boeing Field took only nine hours. It was a non-stop flight, much of the way on autopilot at an average altitude of 12, 000 feet and an average speed of 232 m.p.h. - breaking all speed records for the distance. The Boeing 299 surpassed all Army specifications for speed, climb, range and load-carrying requirements. Step by step the bomber that would change the face of the coming war, and also the face of Europe, came into being.

      The Boeing 299, later designated the XB-17, was grandfather of the Flying Fortress - the bomber that later became trail blazer and pacesetter of all heavy bombardment aircraft in World War II. The B-17 Flying Fortress was a 10-man aerial weapon with great defensive firepower and tremendous aerial bombardment capability. It was no surprise that it became a major factor in winning World War II through effective aerial bombardment in the European Theatre of Operations.

      On September 1, 1939, Hitler unleashed his Panzers and Stukas against Poland. Exactly 50 days after World War II began in Europe, the first production versions of the B-17 Flying Fortress were obtained by the Army Air Corps. Boeing built 646 B-17 Flying Fortresses as of September 5, 1941. These included Models YIB-17, YIB-17A, B-17B, B-17C, B17-D and 512 B-17Es.

      The remarkable combat record of the Flying Fortress began on December 7, 1941, at Pearl Harbor. During early months of the war in the Pacific, B-17s were blowing up Japanese ships and shooting down Japanese planes. With the help of the B-17, the United States carried the war to the enemy throughout the South Pacific Theatre of Operations. Fortresses also flew at low level through dense fog and bombed the Japanese out of the Aleutian Islands.

      The B-17 was destined to become a legend in the flak-torn skies over Adolph Hitler’s Third Reich. Beginning on August 17, 1942, Flying Fortresses brought daylight, high altitude, precision bombing to Europe by bombing a strategic target in France. B-17s also flew over deserts to force the Germans out of North Africa and the Mediterranean, and then helped open the way to Rome.

      It had become apparent that wartime production needs could not be satisfied by only one aircraft manufacturer. Consequently, the Army Air Corps decided a consortium of B-17 manufacturers should be developed to produce the F and G models. Boeing made the prescribed arrangement with the Douglas plant at Tulsa, Oklahoma, and the Vega-Lockheed facility at Burbank, California.

      The B-17G Model was a combination of many major improvements over the 299 Model: mid-wing monoplane of all metal aluminum alloy, with stressed-skin construction, wing span 103 feet 9 inches, length 74 feet 9 inches, height 19 feet one inch, horizontal stabilizer 43 feet, prop diameter 11 feet 7 inches, four 1, 200 horsepower Wright Cyclone engines of the nine-cylinder, radial, air-cooled type, with turbo superchargers, maximum speed of 300 m.p.h. at 25, 000 feet, cruising speed 160 m.p.h, 3, 600 gallons of fuel with bomb bay tanks, 13.50-caliber machine guns, maximum bomb load of 8, 000 pounds, maximum gross weight of 64, 500 pounds, and a range of 2, 000 miles at 180 m.p.h. at 10, 000 feet. The 1944 price tag of a B-17G was about $300, 000.

      The Chin Turret and 2 nose guns of a B-17G

      Inside view of nose compartment. The Bomhsight is at photo’s center. Navigator used guns at left and right.

      The consortium of Boeing, Douglas and Vega-Lockheed was so effective that in March of 1944 it produced 578 Flying Fortresses in one month. In April of that same year Boeing produced 16 B-17s every day. Flying Fortresses were penetrating deep into Europe and no corner of it was safe from bombing attacks by the 8th Air Force. The BDV consortium built 3, 405 B-17Fs (2, 300 by Boeing), and 8, 680 B-17Gs (4, 035 by Boeing). Of the 12, 731 total (which includes the 646 referred to in an earlier paragraph) 6, 981 were built by Boeing, 3, 000 by Douglas and 2, 750 by Vega-Lockheed by the end of the war. Approximately 169 B-17 models C, E, F and G were delivered to England’s Royal Air Force where the Cs were referred to as Fortress I, the Es and Fs as Fortress II and the Gs as Fortress III.

      Model 299 and the early B-17s up until the E Model were conceived for a specific defensive purpose - the protection of United States coastlines from foreign navies. However, the primary role of the B-17 during World War II was offensive bombing, a function that led to the origin of the name Flying Fortress. It had at various times also been called Queen of the Bombers, The Big Bird, Glory Wagon, The Sky Queen, Mamma Eagle and Battleship of the Skies. Flying Fortress is the name that outlasted all the others.

      The flight crews used their imagination - and their love and respect for the Flying Fortress - when it came to selecting names for the nose art: Adorable, Battle Wagon, Carolina Queen, Damn Yankee, Eager Eagle, Flak Dancer, Green Hornet, Hitler’s Headache, Iron Maiden, Jolly Roger, Kayo, Liberty Run, Man O’ War, Nasty Habit, Outhouse Mouse, Pistol Packin Mama, Quitchurbitchin, Reich’s Ruin, TS, Unmentionable, Vicious Virgin, Wabash Cannonball, X Virgin, Yankee Raider, Zombie - and of course, Screwball Express.

      Such were the names attached to Flying Fortresses by their flight crews … names which in the bitter years of World War II became almost as celebrated as the honorable men who flew in them.

      (Special Credit: Please refer to B-17 Flying Fortress, Part I-Production Versions; B-17 Fortress At War; B-17 Specifications and General Description; Boeing B-17 Flying Fortress, 1935-1985; Flying Forts, The B-17 In World War II; and Flying Fortress, The Illustrated Biography Of The B-17s and The Men Who Flew Them; under Bibliography.)

      Ball Turret—shown in stozved position for takeoff and landing.

      Top Turret. The bomb bay doors are open in this photo.

      Twin Tail Guns. Sighting mechanism is at base of vertical stabilizer.

      Left Waist Gun — one of two such guns in waist of B-17G. (Armament photos on pip. 12 -13 courtesy of Collings Foundation of Stow, MA)

      379th Bomb Group Photo — December 20, 1943

      SCREWBALL EXPRESS

      379th Bomb Group Photo — Colosne, Germany - May 28, 1944

      Trio of Tributes

      THE MIGHTY EIGHTH

      Following are some of the major developments and achievements of the United States 8th Air Force during World War II. These events span the period beginning with activation of this important air arm in 1942 to the end of World War II in the European Theater of Operations. These impressive highlights are presented here so readers will have opportunity for fuller appreciation of the significant role filled by the 8th Air Force in the fighting and winning of World War II.

      Most certainly, compilation of outstanding accomplishments by other branches of the armed forces in the same and other theaters of operation is also highly appropriate. Because it is widely accepted that the demise of Hitler’s Third Reich is primarily credited to the United States 8th Air Force, only achievements of The Mighty Eighth are included in the following recognition:

      1942 - The Takeoff Year for the 8th Air Force, beginning when it was initially constituted as the VIII Bomber Command on January 19, and its activation in Savannah, Georgia, on January 28. Its first combat mission was August 17, when 12 B-17Es from the 97th Bomb Group attacked the marshalling yards at Rouen, France. Less than two months later, more than 100 B-17s and B-24s attacked airfields in France.

      1943 - A Year of Innovation and Growth. Precision bombing by a formation of 8th Air Force bombers from high altitude first occurred in January. Its first mission to Germany was on January 27, when 91 bombers attacked Wilhelmshaven and Emden. Automatic Flight Control Equipment was used with the Norden Bombsight for the first time in March. The first mission involving more than 200 bombers occurred in May, and P-47s began escorting bombers up to 200 miles during that same month. Five new Groups of Fortresses brought the operational total to 12 Groups. One hundred and two B-24s of the 2nd Air Division (on duty in the Mediterranean Theater of Operations) were dispatched to Ploesti oil fields on August 1, with a loss of 30 B-24s. On August 17, 60 bombers were lost in the attack on Schweinfurt and Regensburg, at a cost to the Luftwaffe of 319 fighter planes. The first use of radar to bomb through clouds was September 27, and over 5, 000 tons of bombs were dropped during that month. Flying Fortress strength was at 17 Bomb Groups and P-47s flew bomber escort up to 325 miles. On October 14, 60 bombers were lost on the mission to Schweinfurt’s ball bearing industry. Over nine percent of all U.S. bombers flying over enemy territory during October were shot down. P-38 fighters become operational in October and escorted bombers up to 520 miles. Five hundred seventy-four bombers attacked Wilhelmshaven on November 3, the first mission with over 500 heavy bombers. At year end, 1, 261 four-engine bombers had been lost to the enemy since the war began.

      1944 - Year of Dominance and the Invasion. More than 10, 000 tons of bombs were dropped during January. P-51s joined fighter escorts in February. Four bombing attacks were made on German aircraft plants and assembly factories February 20-25. The VIII Bomber Command was redesignated the Eighth Air Force on February 22. The first major 8th AF attack on Berlin was on March 6, with 69 U.S. bombers missing in action for the 8th’s largest one-day loss. Over 20, 000 tons of bombs were dropped during March. The first mission with more than 1, 000 bombers was flown on May 7 to Berlin. June 6—D-Day - 40 Bomb Groups were operational; over 2, 500 heavy bombers were dispatched in two raids, and nearly 2, 100 P-47s, P-51s and P-38s provided escort. Personnel of the 8th Air Force totaled 200, 000 by midyear. U.S. fighters encountered 747 enemy aircraft on November 27, largest number in one day, and destroyed 102 of them. The largest bomber mission to date was flown on December 24, when more than 2, 000 heavies attacked the Ardennes Bulge.

      1945 - Year of Ultimate Victory. On January 14, fighter planes of the 8th Air Force downed 161 enemy aircraft for its largest one day claim. An all-time record total of approximately 2, 800 heavy bombers and 1, 500 fighters were on assignment to the 8th Air Force in January. Six days of highly successful bombing attacks on marshalling yards in Berlin, Dresden and Nurenberg took place during February. The last mission to Berlin, the most heavily bombed U.S. target, was on March 28. March had the largest one-month bombing effort with nearly 74, 000 bomb tons - and 92% of the attacking bombers were effective. German jet aircraft destroyed 24 U.S. bombers in March. The last B-17 was produced at Boeing’s Seattle plant on April 9. U.S. fighters destroyed 752 enemy aircraft on April 16... 34 of our fighters were shot down. On April 25 the 8th Air Force flew its last bombing mission. The Mighty Eighth destroyed more than 2, 000 enemy aircraft during April. VE-Day was May 8, 1945.

      Most 8th Air Force combat groups were located north and northeast of London, and extended from Northampton eastward to the coast. The area is generally identified by drawing a line on a map of England from beneath Ipswich, westward beneath and past Bedford, then north between Bedford and Northampton toward Peterborough, and then northeastward to Cromer. Air bases of the 8th’s bombers and fighters occupied approximately 40, 000 acres of hedgelined, stone-bordered English farmland. Records indicate approximately 130 airfields were jammed into an area about the size of Vermont. Many of the roads leading to these bases were constructed by early Roman settlers centruies ago. Modern airfields were located in sight of structures considered new if less than several hundred years old. The hands of time had generously and ornately sprinkled the surrounding countryside with churches, cathedrals and castles. It was an area of magical charm, filled with sophisticated instruments of aerial warfare.

      The 8th Air Force was comprised of three heavy Bombardment Divisions. The bombers in the 1st Division were all B-17s and the 2nd Division consisted of B-24s. The 3rd Division included bombers of both types, however, records indicate the B-17s and B-24s were never scheduled to fly in the same Groups. In early 1944, the 1st Bomb Division contained 12 Bomb Groups and the 2nd and 3rd Divisions each contained 14, for a total of 40 Bomb Groups. On normal mission days in early 1944, the 8th Air Force could put up approximately 750 bombers at one time by using planes in only three of every four available squadrons. Later, using every squadron on every heavy bomber base as well as all spares, more than 2, 000 B-17s and B-24s frequently filled the air over Europe. One historical source lists eight Groups of P-47s, five of P-51s and five of P-38s, a total of 18 U.S. Fighter Groups. That same source lists 24 B-17 Groups and 21 B-24 Groups, for a total of 45 Bomb Groups (H). The numbers in this paragraph apply to 8th Air Force Fighter Groups and Bomb Groups (H) on combat status as of June 6, 1944. The Mighty Eighth could dispatch as many as 1, 000 fighter planes on a single mission.

      The 8th Air Force was credited with the destruction of 18, 787 Luftwaffe planes during World War II. A breakdown of that number is as follows: gunners on B-17s and B-24s received credit for the destruction of 6, 236 enemy aircraft in the air; another 3, 079 Luftwaffe planes were destroyed on the ground during 8th AF heavy bomber attacks. Fighter planes of the 8th Air Force were credited with the destruction of 5, 222 enemy planes in the air and 4, 250 on the ground.

      Bomb tonnage dropped by all planes of the 8th Air Force during World War II exceeded 725, 000 tons - more than 531, 000 tons of which were dropped on Germany. During operations in the ETO the 8th Air Force launched 266, 565 successful heavy bomber sorties that delivered 686, 406 tons of bombs to enemy targets. For these reasons, the 8th Air Force became known as The Mighty Eighth.

      One-half of all USAAF casualties in World War II were suffered by the 8th Air Force - nearly 50, 000 casualties, with up to 30, 000 killed.

      More than 350, 000 8th AF personnel served on the many bases in England during World War II. Over one million persons have been associated with The Mighty Eighth since it was activated in 1942.

      (Special Credit: Please refer to One Last Look, under Bibliography.)

      THE 379TH BOMB GROUP (H)

      The 379th Bomb Group was activated November 26, 1942, at Gowen Field, Boise, Idaho. It consisted of four squadrons of B-17s–the 524th, 525th, 526th and 527th. The Group was formed at Wendover Field, Utah, in December and trained there and at Sioux City AAB, Iowa, until March of 1943.

      Diagram of 379th Bomb Group’s Air Base, showing squadron hardstands near runways, and barracks areas at upper right & lower right quadrants. (Courtesy of 379th BG WWII Association)

      526th Bomb squadron

      Overseas movement began in April, and in May the 379th arrived at Kimbolton, England, AAF Station 117. Its first combat mission was the bombing of German U-boat pens at St. Nazaire, France, on May 29, 1943. Col. Maurice A. Preston was the original commanding officer until October 10, 1944, when he became commander of the 41st Combat Wing headquartered at Molesworth. Col. Lewis E. Lyle then assumed command of the 379th Bomb Group until May 5, 1945, when he became commander of the 41st Combat Wing. Lt. Col. Lloyd C. Mason was then named commander of the 379th Bomb Group, and was followed by Lt. Col. Horace E. Frink.

      Like many B-17 bases in England, the airfield at Kimbolton was originally a fighter base for the British. When it became evident Germany was not going to invade England, the RAF decided it didn’t need many inland fighter bases and was happy to lease most of them to the United States as airfields for heavy bombers. The runways and perimeter ramps were too thin to accommodate the weight of our Flying Fortresses and Liberators, so the United States paid the British to repair and replace the runways to meet necessary specifications.

      The 379th Bomb Group was one of 12 heavy Bombardment Groups in the First Bombardment Division of the United States 8th Air Force. The following list shows the conventional makeup of Group and Wing bomber formations which attacked the variety of targets described in following chapters.

      All B-17s of every Group within the 1st Bombardment Division had a large triangle painted at the top of the vertical stabilizer. Each Group’s assigned code letter was painted in the triangle. The 379th’s planes were assigned the letter K, and were known as the Triangle K Group. Code letters of other Groups within the 1st Division were as shown in the left column below.

      The 379th Bomb Group flew its first 300 missions in less time than any other heavy Bombardment Group. During all of its 330 bombing missions it dropped 25, 553 tons of bombs on enemy targets, shot down 315 enemy aircraft, and lost 149 of its B-17s to enemy action. Eighty of those 149 Fortresses were shot down between May 29, 1943, and March 31, 1944. The other 69 Fortresses were lost between April 1, 1944 and April 25, 1945. One record lists 308 Flying Fortresses assigned to the 379th Bomb Group during World War II. It is very startling that more than 48% of those 308 Fortresses were lost to enemy fighters and antiaircraft guns.

      Information in the 8th AF News indicates the 379th Bomb Group lost one B-17 to enemy action for every 70 sorties flown by its Fortresses, for a loss rate of 1 bomber for every 2.2 combat missions. This compares to 1 bomber lost per 30 sorties by the Group with the most bad fortune, and 1 bomber lost per 230 sorties by the Group with the least bad fortune. The average loss rate for 40 Bomb Groups listed was 1 bomber per 88 sorties.

      The 379th led the 8th Air Force in bombing accuracy, flew more sorties than any other heavy Bomb Group, and had a lower loss and abortive ratio than any unit in the 8th Air Force for an extended period of time. Some of its other accomplishments include: development of the 12-plane squadron formation and 36-plane integral Group; and use of a straight line approach on the entire bomb run. Both of these techniques considerably increased bombing accuracy.

      In May, 1944, it was announced that the 379th had made an unprecedented 8th Air Force Operational Grand Slam during the preceding month. This meant that during April the 379th was first in every phase of bombing in which Bomb Groups of the 8th Air Force were graded. The 379th Bomb Group was the only unit ever awarded the 8th Air Force Grand Slam, a very unique honor that included recognition of the following achievements:

      1-Best bombing results (greatest percent of bombs on target)

      2-Greatest tonnage of bombs dropped on targets

      3-Largest number of aircraft attacking

      4-Lowest losses of aircraft

      5-Lowest abortive rate of aircraft dispatched

      The 379th received two Presidential Unit Citations for its accomplishments in combat. The Group flew its last combat mission on April 25, 1945. The 379th Bomb Group remained active for two years, seven months and 29 days. During this period approximately 6, 000 personnel were assigned to the Kimbolton airfield. The Group was deactivated on July 25, 1945, at Casablanca, French Morocco, Africa. Currently called the 379th Wing, it is a unit of the Strategic Air Command, made up of B-52s and based at Wurtsmith AFB, Michigan.

      (Special Credit: Please refer to Air Force Combat Units Of WWII, Shades Of Kimbolton and The Mighty Eighth, under Bibliography.)

      Inscription by Lt. Gen. Doolittle reads: "The 379th conducted more sorties—delivered more bombs with greater accuracy — had lower aborts than any GP—& maintained a lower loss rate than any B-17 GP in the 8th Air Force... Inscription by Lt. Gen. Eaker reads: I never observed a better bombardment organization in WWII." (Courtesy of 379th BG WWII Association)

      The Memorial Wall at U.S. Air Force Academy, Colorado Springs, Colorado, with 379th Bomb Group’s Plaque in center. (Courtesy of 379th BG WWII Association)

      SCREWBALL EXPRESS

      This very special aircraft - a B-17G Flying Fortress -came off the assembly line of Boeing’s Seattle, Washington, plant on January 30, 1944, and was accepted by the U. S. Army Air Corps the following day. Serial number 42-97128 was painted on its vertical stabilizer, stamped in a metal plate on its fuselage and officially identified this metallic-finish aircraft. It was one of a block of 115 B-17Gs manufactured with modifications that were identified by the number 40. The Flying Fortresses in this block of heavy bombers carried serial numbers 42-97058 to 42-97172.

      On February 2, 1944, it arrived at Cheyenne, Wyoming, where it was equipped with special armament, starting with 13 .50-caliber machine guns. These included three twin turrets: one in the nose section, one on top of the fuselage behind the cockpit, and one under the fuselage behind the bomb bay, for a total of six guns in turrets; the other seven guns included: a pair in the tail section, one on each side of the waist section, one on each side of the nose compartment and one above the radio room. The machine guns were tested by firing them at tow targets over the Gulf of Mexico while the aircraft was temporarily stationed at Alexandria, Louisiana, between February 15 and March 1. The bomber’s armament also included manual and electrical bomb release racks in the bomb bay, and a gyro-stabilized Norden Bombsight connected electrically to the Automatic Flight Control Equipment. The Norden Bombsight was credited with much of the very successful precision formation bombing from high altitude during the air war over Europe.

      On March 4 this aircraft arrived at Presque Isle, Maine. It departed the United States on March 5 to begin its service with the 8th Air Force. This Flying Fortress, like thousands of other B-17s before and after, entered the European Theatre of Operations by flying the northern route from the United States to Newfoundland, Iceland, and finally to Prestwick, Scotland. It was delivered to the 379th Bomb Group at Kimbolton, England, on March 23, 1944, and was assigned to the 526th Bomb Squadron. Kimbolton is 11 miles north of Bedford, which is approximately 50 miles north of London.

      Screwball Express was the 168th B-17, the 64th B-17G, and the 30th B-17G made by Boeing to be assigned to the 379th Bomb Group. It was code-named Mystic M for Mike and its original flight crew named it Screwball Express. Its nose art included a white cumulus cloud, with the letters in its name appearing thereon in a variety of bright colors. A large baseball was painted at the lower corner of the cloud and in its center was a bright red screw. The design was originated by Frank Craig, the crew’s top turret gunner. Screwball Express received its unique name because its baseball-loving flight crew believed that, with the capabilities of this sophisticated, heavily armored aircraft, it could deliver a screwball pitch the enemy would be incapable of hitting, and that it could do so with express dispatch. A bit corny? Perhaps - but we understood the meaning, and we liked it.

      Ours was the original flight crew of Screwball Express, but we flew our first mission in another bomber on March 24, 1944, in an attack on an aircraft engine component plant at Frankfurt, Germany. Screwball Express flew its first combat mission - the second mission for our crew - on March 26 to a fly-bomb site at Wizernes, France. This Flying Fortress was a home away from home base for its original flight crew on all but four of our 33 combat missions. On 14 occasions it carried our crew in lead positions, four times as Low Squadron Lead, six times as High Squadron Lead and four times as Group Deputy Lead. Our crew also flew three other Fortresses in Lead positions, once in a High Squadron, once in a Low Squadron and once as Group Deputy, for a total of 17 Lead positions.

      Records of the 379th Bomb Group indicate Screwball Express flew its first 107 combat missions over enemy-occupied Europe without an abort, and reveal only two aborts by this aircraft. Its first abort is recorded as taking place on January 3, 1945, on the 260th mission of the 379th Bomb Group and was caused by the pilot’s stuck mike button and malfunctioning of the ball turret and chin turret. Its second abort resulted from a runaway prop on April 3, 1945, during the Group’s 315th mission. It was on operational status for 376 of its 431 days of existence. During that period the 379th Bomb Group flew 229, nearly 70 percent, of its 330 combat missions. The other 55 days of this airplane’s existence were spent being preflighted, armed, ferried to the European Theatre of Operations, being repaired for damage caused by flak or enemy fighters, or stood down when not flying a combat mission.

      This amazing B-17 flew 12 combat missions in only 16 days during the period beginning July 4, 1944. And then, after only one day on the ground, it flew 10 more consecutive missions in the 15-day period beginning July 21, 1944. These two time periods include 22 combat missions in only 32 days. Additionally, this outstanding aircraft flew another 12 consecutive combat missions during the 24-day period October 9 through November 1, 1944.

      Many times it was so riddled with holes caused by enemy machine gun bullets and antiaircraft shell fragments that flight was nearly impossible. It brought its crew back to England on many occasions when hope for a safe return to its home base at Kimbolton seemed very unlikely.

      This B-17 — like all B-17s — was a verifiably tremendous aircraft.

      The United States 8th Air Force, 1st Bombardment Division, 41st Combat Wing, 379th Bomb Group, 526th Bomb Squadron, Lt. Howard E. Towers’ flight crew, Screwball Express. The sound of those names generates a feeling of great respect within me. I am especially proud to have been a part of each of them.

      The story of Screwball Express and details about its early combat missions would be incomplete without relating numerous incidents involving its original combat flight crew. Some of those incidents were happy - some were sad - a lot of them were funny - too many of them were horrifying. In addition to its engines, fuselage, instruments and armament, its original flight crew was an integral part of this B-17.

      (Special Credit: Please refer to Fortresses Of The Big Triangle First, under Bibliography; and Mission Reports Of The 379th Bomb Group; and the Individual Aircraft Record Card at the National Air And Space Museum, Archival Support Unit Of The Smithsonian Institute, at Suitland, Maryland; under Reference Sources.)

      Original Crew of Screwball Express

      Assembly of our crew began in October of 1943, at the B-l7 Combat Crew Training Station at Ardmore, Oklahoma. The pilot, bombardier, engineer, radio operator and most of the gunners were the first ones assigned. In November, less than five months before our first combat mission, the crew reached its full compliment of 10 members when our co-pilot and navigator became fellow crew members.

      The crew represented a somewhat narrow range of ages, from 21 to 25 years, at the time our crew was first formed. Howard was the oldest, having been born May 27, 1918. It was appropriate he should be the oldest crew member. He was the pilot and our crew’s commander. When we called him the old man, it was a literal fact stated in figurative reference. As if by some plan of seniority ranking, co-pilot Jim Moore and our crew’s second-in-command was the second oldest. Jim was born September 29, 1919. Bob Keller, our navigator, was born August 20, 1920. To the best of my knowledge, the other crew members were born in 1921 and 1922 and most of us were 21 or 22 years old at the time. Tom Kiblin, our ball turret gunner/engineer, was born on November 10, 1922, making him the youngest in our crew. I was second youngest with a birthdate of May 23, 1922.

      Our nationalities, on the other hand, were not so closely related. Our crew’s paternal and maternal

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