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 Cheyenne 6/12/43; Kearney 24/12/43; Nutts Corner, Belfast, N.I. 14/1/44; Assigned 322BS/91BG [LG-V] Bassingbourn 1/2/44; 77m Missing in Action Merseburg 2/11/44 with Leroy Hare, Co-pilot: Bob Casey, Navigator: Theo Herrick, Bombardier: Roy Cook (4 Prisoner of War); Flight engineer/top turret gunner: Tom Harris, Radio Operator: Frank Holman, Ball turret gunner: Bill Oxby, Waist gunner: Floyd Callen,Tail gunner: George Hanson (5 Killed in Action); riddled by formation of enemy aircraft, tailplane broke away and ship crashed Gnotsch, Ger; Missing Air Crew Report 10144. MAN ‘O WAR II – HORSEPOWER LTD.
Delivered Ft Myers 14/4/44; Buckingham 15/6/45; 3036 BU Yuma 16/6/45; 3017 BU Hobbs 24/6/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Walnut Ridge 8/1/46.
Delivered Cheyenne 21/7/44; Kearney 31/7/44; Grenier 9/8/44; Assigned 849BS/490BG Eye 11/8/44, the 34BG Mendlesham; Returned to the USA Bradley 9/7/45; 4168 Base Unit, South Plains, Texas 13/7/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 19/11/45.
Delivered Cheyenne 7/6/44; Kearney 19/6/44; Grenier 1/7/44; Assigned: 832BS/486BG [3R-J] Sudbury 2/7/44; forced landing Woodbridge EMG Pilot: Merle Dibble 3/1/45; {52m} MIA Grafenwohr 8/4/45 w/Bill Wood, Chas Strong (2KIA); Walt Doerschlag {wia}, Dick Witt, Bill Martin, Bill Rosoe, Harry Parmley, Horace Houd, Jack Marlar (7POW); flak hit #3 engine which caught fire, then went into spin, lost a wing then exploded, crashed Rehau, Germany. MACR 13739. FLIPPY aka THE BLUE FAIRY.
Delivered Cheyenne 26/2/44; Kearney 16/3/44; Grenier 2/4/44; Assigned 337BS/96BG [AW-U] Snetterton 8/4/44; Missing in Action Berlin 8/5/44 with Milton Fancher, Co-pilot: Olin Kuhn, Navigator: Sam Archer, Bombardier: Clifton Dover, Flight engineer/top turret gunner: Ed Mathis, Radio Operator: Gerald Amon, Waist gunner: Cecil Ruder (7 Killed in Action); Ball turret gunner: Jim Young, Waist gunner: George Parkinson,Tail gunner: Leon Greco (3 Prisoner of War); enemy aircraft, crashed Hiddesdorf, six miles W of Verden, 19 miles SE of Bremen, Ger. Missing Air Crew Report 4570.
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