Aircraft History
Built by Boeing at Seattle, WA, constructors number 2257. Accepted by the US Army on December 6, 1941 and flown to Fort Douglas, Utah by Lt. John Haig.

Next, to Sacramento Air Depot for armament installation. Assigned to pilot Frederick 'Fred' Eaton, it was flown from California to Hawaii on December 17 and landed at Hickam Field, then flown to Wheeler Field. Attached to the US Navy and flew search missions around Hawaii. The original bombardier, Sgt. J. J. Trelia had become sick, and Richard Oliver joined the crew instead.

Overseas Ferry Flight
On February 11 departed Hawaii for Australia as part of "A flight" led Major Carmichael flying first to Christmas Island. The next day, it flew eight hours to Canton Island, then landed at Nandi Airfield and were delayed at Fiji one day while the loyalties of the Vichy French in New Caledonia were ascertained.  Once considered safe, they transited through Plaine Des Gaiacs Airfield, and flew to Australia, arriving at Garbutt Airfield on February 20, 1942. Garbutt was considered an easy target for Japanese bombers, so this bomber was dispersed to Cloncurry. The next day it was recalled to Garbutt, for the USAAF's first raid in the South Pacific: a bombing mission against Rabaul. This would be this bomber's first and only combat mission.

Mission History
Part of a planned nine bomber raid, this aircraft took off from Garbutt Airfield, late on the night February 22 to bomb shipping in Rabaul at Simpson Harbor at dawn the next morning, and return via Port Moresby's 7-Mile Drome to refuel before returning to Garbutt Airfield. Only five B-17s made it to Rabaul, the other aborted.

Over the target, Eaton's bomber had to make a second pass, due to a problem with its bomb bay, but finally dropped onto a freighter of 10,000 tons. On this second run, an anti-aircraft shell that passed thru the right wing without exploding. Results of the bombing were hard to observe due to clouds.

Off the target, the bomber was intercepted by fighters over Rabaul, and maneuvered to escape them. The tail gunner claimed one Zero, shot down at 24,000 feet after firing burst of 400 rounds from a range of 200-300 yards. Waist gunner Crawford, claimed two more. Their plane was hit by the attacker's 7.7mm and 20mm fire.

After the battle, they flew as far as the north coast of New Guinea, before running short on fuel. Eaton force landed in a kunai field with the wheels up. He thought it was was dry ground, but actually it was a swamp. As the bomber touched down, it turned slightly, pointing the nose of the bomber slightly SE, at 183 degree heading.

The crew walked away from the crash site, and with the assistance of local villagers, and Australian Resident Magistrate, Alan Champion. They arrived by boat back at Port Moresby on April 1, 1942, 36 days after the crash, and returned to combat. [ Learn more about the crew ]

Discovery & "Swamp Ghost"
Rediscovered in 1972, during an RAAF helicopter exercise in New Guinea. "The Swamp Ghost" nickname was coined by media articles and visitors gave this wreck. (It is not the aircraft's wartime nickname.)  The plane is nearly impossible to locate during the 'wet season', due to the high kunai grass and swamp around, and is half submerged in swamp water. Few visitors and no grass fires have have kept the plane in excellent condition.

Condition of Wreck site
In 1975 the plane was still in incredible condition. All its interior equipment was pre-WWII Air Corps issue. Even the belted .50 Caliber ammunition were manufactured in 1933, 1935 and an occasional 1938 round. Airframe corrosion was negligible and no damage aside from bent propellers during crash landing, and some broken perspex glass. Charles Darby visited the bomber on October 22, 1974. Radios, compasses were still in place and depicted in the book Pacific Aircraft Wrecks.

Recovery of Relics From Wreck
After rediscovery, visitors to the wreck removed instruments, guns and ammunition. Sometime after 1974, the instruments and flight yokes were removed. All of the machine guns were removed by Australians in 1972 visit.  One 50 cal machine gun is displayed at the PNG Museum.

An International Icon
The wreck appeared in National Geographic Magazine (March 1992, page 68-69). Also, in many books and magazine articles, and has been visited by people by foot and helicopter.

Travis Air Force Base
From 1985-1987, a group from Travis Air Force Base wanted to recover the wreck and bring it back to the United States for restoration to flying status (but the plane would be permanently grounded). They presented a plan that included restoring several planes for the PNG Museum. Their plan was eventually rejected by the museum and their effort stalled.

Talichet / Hagen Proposal
Later, in the 1990s, Alfred Hagen began negotiating on behalf of David Talichet / MARC for the right to salvage the wreck in exchange for $100,000 USD. The museum issued a permit in 1999 that expired in five years. Talichet lost interest in the project after more stalls and delays. Alone, Hagen continued with the proposal No action was taken on the permit, and it expired without any salvage undertaken.

In 2003, Robert Greinert advised the PNG Museum's Board of Trustees that the wreck was falling apart and needed to be salvaged. Hagen did not have input or involvement with the reports production, but did fund the visit to the aircraft by Greinert and others on November 21, 2003. The 1999 export permit had expired, but this permit had an automatic renewal clause in the contract.

Salvage
Hagen and Greinert, along with a salvage team from America and Australia began the salvage of the wreck in late April / early May 2006. Salvagers cut off the wings, engines and tail stabilizers. With a hired MI-8 helicopter, the parts were flown to the coast, and loaded aboard a barge, then shipped to Lae.

Impounding at Lae
By the time the barge arrived at Bismarck Shipping at Lae, new of the salvage had spread. The controversy about its salvage and plans were made public in PNG's newspaper coverage. At Lae, the export was hauled. Two 50 Caliber machine guns in the Bendix turret, still present when the wreck was salvaged, were seized.

PAC Investigation
Investigated by the PNG Government's Public Accounts Committee (PAC) during May-September 2006, They found the salvage to be illegal. At present the B-17 remains impounded at Lae from May 2006 - present.

Ongoing
Despite the PNG Government's Public Accounts Committee (PAC) that declared the salvage and sale illegal, the salvagers continue to exert pressure on the PNG government and museum to allow them to export the wreck. During April 2008, the presented virtually the same proposal as originally offered, roughly $100,000 USD, but added the intention to donate a 'display facility' to the museum.

According to PNG newspaper article on September 10, 2008, a vote by the National Executive Council (NEC) has apparently reversed their decision, and accepted the offer for 300,000 Kina (roughly $115,000 USD) plus "display facility, recreation playground and barbecue area". At present, it is unclear if PNG still has custody of the wreck, or the terms of this deal.

References
Pacific Aircraft Wrecks page 7, 56 (middle & lower)
Swamp Ghost DVD the story of the B-17, crew interviews & wreck

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Seeking any info or relatives of: John V. Hall, Howard Sorensen, J. J. Trelia.

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Last Updated
November 8, 2009

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