44-83839
Delivered Syracuse 23/6/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Altus 5/11/45.
The B-17G was the latst production model of the “Flying Fortress” and was manufactured in the greates numbers.
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.
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 Syracuse 23/6/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Altus 5/11/45.
Delivered Denver 16/11/43; Pendleton 18/11/43; Gr Island 10/12/43; Assigned 730BS/452BG Deopham Green 4/1/44; with Jim Reynolds, Co-pilot: Mark Liddell, Bombardier: Frank Kottlowski, Flight engineer/top turret gunner: Larry Zaccardi, Radio Operator: George Barzen, Ball turret gunner: Jim Leonard, Waist gunner: Rich Jones, Waist gunner: Ed Zimmerman (9 Returned to Duty); Bombardier: Larry Anderson (KIA- hit by bomb from above aircraft knocking nose off); crash landed Dulverston, UK; Returned to the USA 121 BU Bradley 28/6/45; 4168 Base Unit, South Plains, Texas 21/10/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 24/11/45. SHED HOUSE MOUSE then changed to THE REINCARNATION after rebuild.
Delivered Denver 25/1/44; 1SAG Langley 9/3/44; Greenboro 13/5/44; Dyersburg 1/3/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Walnut Ridge 19/12/45.
Delivered Hobbs 16/4/44; Gr Island 21/4/44; w/Martin Shenk c/l 3017 BU Hobbs 1/8/44; W/O 3/8/44
Delivered Lincoln 10/12/44; Dow Fd 18/12/44; Assigned 600BS/398BG [N8-H] Nuthampstead 29/1/45; landed in field Gt Chishill, Essex in night operation with Allan Ferguson 5/2/45; rep. by 2 SAD Abbotts Ripton & ret. Group 25/4/45; RAF Valley 2/6/45; Returned to the USA Bradley 7/6/45; 4168 Base Unit, South Plains, Texas 10/6/45; 613 BU Phillips, Aberdeen, Ma 6/3/46.
Delivered Sth Plains 4/5/45; Patterson 11/5/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 28/10/45.
Delivered Dallas 28/7/44; Cheyenne 4/8/44; Grenier 2/9/44; Assigned 602BS/398BG [K8-B] Nuthampstead 5/11/44; RAF Valley 26/5/45; Returned to the USA Bradley 24/6/45; Sth Plains 26//6/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 19/12/45.
Delivered Tulsa 19/5/44; Kearney 19/5/44; Dow Fd 4/6/44; Assigned 379BG Kimbolton 19/6/44; Salvaged 13/3/45.
Delivered Tulsa 31/1/44; Grenier 5/3/44; Assigned: 711BS/447BG Rattlesden 7/3/44; 710BS; crash-landed base Pilot: Harry Jennings 29/1/45; Salvaged. 1/2/45.
Delivered Hunter 22/11/44; Grenier 2/12/44; Assigned 569BS/390BG [CC-T] Framlingham 7/12/44; Returned to the USA Bradley 3/7/45; Sth Plains 6/7/45; Reconstruction Finance Corporation (sold for scrap metal in USA) Kingman 8/12/45. THE DIPLOMAT II.
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