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 Denver 8/12/43; Kearney 24/12/43; Long Beach 2/1/44; Presque Is 5/1/44; Prestwick 15/1/44; Assigned: 561BS/388BG Knettishall 17/1/44; MIA Kiel 22/5/44 Pilot: Jack Glantz, Co-Pilot: Bill Edwards, Navigator: Morton Berger, Bombardier: Jim Finucane, Engineer / Top Turret Gunner: John Hobbs, Radio Operator: Joe Monteith, Ball Turret Gunner: Marcel Bourgoin, Waist Gunner: Ralph Campbell, Waist Gunner: Art Potter, Tail Gunner: Carl Slicker (10POW); flak & Enemy aircraft KOd three engines, crashed Wennemanns Wisch, four miles W of Holstein, Germany. MACR 4955. JAKE’S JERKS.
Delivered Lincoln 9/12/44; Dow Fd 17/12/44; Assigned 8AF 19/12/44; Returned to the USA Bradley 5/7/45; 4168 Base Unit, South Plains, Texas 7/7/45; 613 BU Phillips 6/3/46.
Delivered Cheyenne 18/2/44; Gr Island 9/3/44; Grenier 14/4/44; Assigned 603BS/398BG [N7-P] Nuthampstead 28/4/44; force landed with Lt Ellis at 44ADG Merville, France 2/3/45; taxi accident on base with Carl Schram 9/4/45; Returned to the USA Bradley 26/8/45; 4185 BU Independence 30/11/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 4/1/46. LITTLE MAX or MAY.
Delivered Denver 7/1/44; Savannah 21/1/44; Assigned 358BS/303BG [VK- ] Molesworth 23/2/44; Missing in Action Schweinfurt 13/4/44 with John Viets, Co-pilot: John Bennett, Navigator: Dave Heibert, Bombardier: Burton Rogers, Flight engineer/top turret gunner: Frank Robinson, Radio Operator: Franklin York, Ball turret gunner: Ambrose Holland, Waist gunner: Mike Maderchick, Waist gunner: Don Rademacher (9 Prisoner of War);Tail gunner: Bill Ferrell (evaded capture); enemy aircraft, crashed Kirn Woods, Mattendorf, six miles W of Bitburg, Ger; Missing Air Crew Report 3770.
Delivered Lincoln 26/9/44; Grenier 7/10/44; Assigned 332BS/94BG [XM-F] Rougham 11/10/44; Returned to the USA Bradley 7/7/45; 4168 Base Unit, South Plains, Texas 12/7/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 10/12/45.
590 Comp Gp Roswell Operation Crossroads 15/4/46; sold Brazilian AF 1st & 2nd Sqd 60BG Recife {5400}; back to USA in 1968 as Civil N47780; Chino 1975; Topeka 1980, then to St Petersburg and painted Olive Drab; in 1983 flown in C-5 to Hill AFB Museum, Ogden, Utah, now on display, wearing colours of 860BS/493BG Debach, Sfk, UK, as SHORT BIER.
Delivered Tulsa 18/4/44; Roswell 28/4/44; 3030 BU Roswell 2/6/44; 3018 BU Kingman 3/10/44; 3017 BU Hobbs 24/6/45; 3701 BU Amarillo 7/10/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 23/11/45.
Delivered Lincoln 23/12/44; Grenier 3/1/45; Assigned 8AF 6/1/45; Returned to the USA Bradley 12/7/45; 4185 BU Independence 13/7/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 5/1/46.
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