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 Dallas 25/9/43; Harvard 6/10/43; Assigned 708BS/447BG Rattlesden 21/11/43; Missing in Action Berlin 29/4/44 with Hayden Hughes, Co-pilot: Howard Barr, Navigator: Bill Allen, Bombardier: Dick Johnson, Flight engineer/top turret gunner: Walt Zesut, Radio Operator: Ray Small, Ball turret gunner: Jim Boyd, Waist gunner: Barley Hill,Tail gunner: George Bentley (9 Killed in Action); Waist gunner: Roger Hess (Prisoner of War); enemy aircraft KOd #2, crashed near Destedt, seven miles E of Brunswick, Ger. Missing Air Crew Report 4247.
Delivered Cheyenne 26/4/44; Kearney 9/5/44; Grenier 25/5/44; Assigned 603BS/398BG [N7-X] Nuthampstead 13/6/44; battle damaged French V-sites 6/7/44 with Harry Sleaman, Co-pilot: Leon Waring, Navigator: John Allare, Bombardier: Jim Haas, Flight engineer/top turret gunner: Elwood Davies, Radio Operator: Genharo Iorion, Ball turret gunner: Leon Weber,Tail gunner: Bob Adkins (9 Returned to Duty); over target flak KO’d #2 and #3 and other damage, then equipment thrown out and bombs salvoed; six men bailed out near Hastings, Sussex before aircraft crash landed Penshurst, Kent;Sal 2SAD Abbotts Ripton 9/7/44. THE PROWLER.
Delivered Lincoln 18/9/44; Grenier 30/9/44; Assigned 359BS/303BG [BN-C] Molesworth 28/10/44; battle damaged Lutzkendorf 9/2/45 with Jack Bailey, Merwin Hall (2 Returned to Duty); Bill Fisher, Bill McGuire, Carl Muller, Elwin Darden, Don Geng, Ed Bartkoski, Merle Eckert (7 Prisoner of War); enemy aircraft, crash landed St Trond, Bel; Salvaged 17/3/45; Missing Air Crew Report 12230.
Delivered Denver 22/12/43; Gr Island 45/2/44; Presque Is 28/2/44; Grenier 9/3/44; Assigned: 561BS/388BG Knettishall 12/3/44; MIA Pas de Calais 8/7/44 Pilot: Sam Fisher, John Healey, Wilbert Smith, George Webster, Salvaged. Culotta, Beryl Smith, Bob Piner (7KIA); Dick Bunnell (EVD); Jerome Alperin, Gustav Schwark (2POW); flak, crashed St Maclou, Fr. MACR 7361. GYNIDA.
Delivered Lincoln 17/1/45; Dow Fd 6/2/45; Assigned 91BG Bassingbourn 23/2/45; RetUS, Reconstruction Finance Corporation (sold for scrap metal in USA) Walnut Ridge 14/12/45.
Delivered Lincoln 11/12/44; Grenier 20/12/44; Assigned 8AF 24/12/44; Returned to the USA Bradley 6/7/45; Sth Plains 8/7/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 8/11/45.
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