In effect, the B-17G was the B-17F with the powered Bedinx chin turret fitted under the nose section. Design modifications included the Minneapolis-Honeywell electric turbo-supercharger regulators allowing manifold pressure, or boost, to be controlled by one control knob for all four engines. the pilot no longer had to worry about over-revving turbines or having to constantly tweak power controls to stop oil in regulator lines becoming sluggish. Another major difference was that the waist gunners were given anenclosure that protected them from the icy temperatures of high altitude with the position of the guns staggered to give them more room to manoeuvre. The tail gun position was also improved allowing a wider field of fire, a reflector sight, and hand held guns.
However, the new model B-17 also experienced its own operating difficulties. When fired at maximum elevation, the chin turret guns had a tendency to crack the plexiglass nose; a problem was solved by fitting blast barrels to each gun. The oil cooler regulator often failed to operate and could result in complete engine seizure. The ability to feather the propeller blades, in event of engine failture, was lost in the B-17G because the standpipe that held back sufficient oil to work the feathering tank was sacrificed in the quest for a lighter aircraft. This was a major design error and meant that, by the winter of 1943, the lack of feathering was a major reason for bomber loss. Urgent request were made by Groups for special modifications kits but it was only in September 1944 that B-17G’s arrived with these modifications built-in.
Fatal Error
Another serious problem on the B-17G was the lack of an engine fire extinguisher system. Designers had believed that it was ineffective so had left it out of the new model. In reality, the system had worked well and it was requested by Bomber Groups that it be re-introduced as soon as possible.
The B-17G was still tail heavy with the same centre of gravity problems as earlier models. However, by May 1944, when long-range fighter esort was effective defensive protection, gunners were not as busy as before and it was decided that one waist gunner be dispensed with. The radio romm gun, the least used in action, was got also rid of and the quanity of ammunition carried reduced. All these measures brought the centre of gravity nearer th a more acceptable position. In the las month of the war, when there was little enemy fighter activity, some Combat Wings flew without waist guns, ball turrets or chin turrets. Operational reports revealed an estimated 25mph increase in airspeed with the improved streamlining. In this period of the war flak batteries were a greater hazard than fighters and unneccesary gunner armor plate was removed to be replaced with laminated steel and canvas plates called “flak curtains”.
In total, the 8th Air Force received 6,500 B-17G’s. In March 1945, it could send 2,370 of them into combat operations. At the end of the war a total 1,301 B-17G’s had been shot down or reported missing in action.
Delivered Long Beach 28/8/43; Scott 16/9/43; Assigned 526BS/379BG [LF–F] Kimbolton 21/10/43; Missing in Action Bremen 29/11/43 with Eldon Planalp, Co-pilot: Jim Lincoln, Bombardier: Don Roesch, Flight engineer/top turret gunner: Chas Budzius, Radio Operator: Don Waldram, Ball turret gunner: Ed LeBlanc, Waist gunner: Tony Kolich,Tail gunner: Doug Johnson (8 Prisoner of War), Navigator: Ben Nordeen, Waist gunner: Ken Smith (2 Killed in Action); flak, crashed Grossenging, near Lindern nine miles W of Cloppenburg, Ger. Missing Air Crew Report 1331.
Delivered Hunter 31/12/44; Dow Fd 18/1/45; Assigned: 549BS/385BG [XA-Y] Gt Ashfield 30/1/45; MIA Zwickau 19/3/45 Pilot: Paul Lowry, Max Curtis, Dick Eshelman, Roger Hendrick, Giovanni DeGiovane, Ira O’Kennon, Henry Niemcyk, John Matthews, Bill Georgeine {tg}, Glenn Barnes {rcm} (10POW); Tom Smith {weather obs} (KIA); flak, crashed Frankfurt, Germany. MACR 13148.
Delivered Cheyenne 14/11/43; Syracuse 9/12/43; Presque Is 11/12/43; ass 338BS/96BG Snetterton 16/12/43; MIA Evreux 6/2/44 Pilot: Jake Kurfzberg, Co-Pilot: Bob Miner, Navigator: Bill Frank, Bombardier: Bill Weiner, Engineer / Top Turret Gunner: John Roever, Radio Operator: Bob Huhtala, Ball Turret Gunner: O.S. McIver, Waist Gunner: Ed Majeska, Tail Gunner: Walt Swietoniowski (9KIA); Waist Gunner: Jose Pino (POW); Enemy aircraft hit gas tank in left wing which blew up, the collided with FW190 and crashed Pisseleux, a mile W of Villers-Cotterets, Fr; MACR 2342.
Delivered Cheyenne 13/3/45; Hunter 25/3/45; Grenier 12/4/45; 1103 BU Morrison 18/10/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Walnut Ridge 20/10/45.
Delivered Hunter 15/1/45; Dow Fd 28/1/45; Assigned 447BG Rattlesden 1/2/45; Returned to the USA Bradley 6/7/45; 4168 Base Unit, South Plains, Texas 7/7/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 14/2/46.
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