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B-17 Flying Fortress

*** Shopping-Tip: B-17 Flying Fortress
Image:B-17_on_bomb_run.jpg thumb|300px|A B-17G-30-DL on a bombing run.
''From the [[Maxwell Air Force Base website ([http://www.maxwell.af.mil/au/afhra/wwwroot/photo_galleries/aaf_wwii_vol_vi/Captions/012_B-17.htm original image]).'']] The '''Boeing B-17 Flying Fortress''' was the first mass-produced, four-engine heavy bomber. It was most widely used for daylight strategic bombings of German industrial targets during World War II as part of the United States Eighth Air Force.

Development
The prototype B-17 first flew on July 28 1935 in aviation 1935 as the Boeing Model 299, with Boeing chief test pilot Les Tower at the controls. During a demonstration later that year at Wright Field in Dayton, Ohio, Model 299 competed with the B-18 Bolo Douglas DB-1 and Glenn L. Martin Company Martin Model 146. While the Boeing design was obviously superior, Army officials were daunted by the much greater expense per aircraft. The Army ordered the Douglas B-18 Bolo as it was less expensive than the Boeing Model 299. Development continued on the Boeing Model 299. October 30th of 1935 the Army Air Corps test pilot Ployer Hill took the Model 299 on a second evaluation flight. The flyers forgot to disengage the plane's "gust lock"--a device that holds the bomber's movable control surfaces in place while the plane was parked on the ground--and the aircraft took off, entered a steep climb, stalled, nosed over, and crashed. [http://www.wpafb.af.mil/museum/research/bombers/b2-13a.htm]. In January of 1936 in aviation 1936, the Air Corps ordered thirteen YB-17s with a number of significant changes from the Model 299, most notably that of the engines to more powerful Wright R-1820-39 Cyclones, next to 99 B-18s (successor of the DB-1). The first B-17 went into service in 1938 in aviation 1938. By December 7 1941 in aviation 1941, few B-17s were in use by the Army. Following the attack on Pearl Harbor, production was quickly accelerated. The aircraft served in every World War II combat zone. Production ended in May 1945 in aviation 1945 after 12,700 aircraft had been built. Image:B-17_Flying_Fortresses.jpg thumb|right|200px|B-17 Flying Fortresses over Eastern Europe during World War II

Operational history
The name "Flying Fortress" was coined by Richard Williams, a reporter for the ''Seattle Times'' who gave this name to the Model 299 when it was rolled out showing off its machine gun installations. Boeing was quick to see the value of the title and had it trademarked for use. Among the combat aircrews that flew bombers in World War II, noted aviation writer Martin Caidin reported that the B-17 was referred to as the "Queen of the Bombers." The first use of the B-17 (the B-17C) as the '''Fortress I''' in service with the RAF was against Wilhelmshaven on 8 July 1941. By September the RAF had lost 8 to combat or accidents. They had also uncovered problems with flying it at high altitudes (about 30,000 ft). Before the advent of long-range Fighter aircraft fighter escorts, B-17s had only their machine guns to rely on for defense for the bombing runs over Europe. To address this problem, the United States developed a staggered combat box formation where all the B-17s could safely cover any others in their formation with their machine guns, making a formation of the bombers a dangerous target to engage by enemy fighters. However, the use of this rigid formation meant that individual planes could not engage in evasive maneuvers: they had to always fly in a straight line which made them vulnerable to the German antiaircraft 88mm gun. The plane's extreme durability, and powerful defensive arcs led the Luftwaffe to develop a number of innovative (and costly) methods of combating the bomber. Late in the war, the Me-262 was to see the most (proportional) success against B-17s. However this success did not come from gun to gun combat. While the Me-262 could fly extremely fast, it had to slow down to accurately aim its guns. This endangered the fighter from the B-17's many guns. Instead, Me-262s would engage at long distances firing masses of rockets at the B-17 formations. While this tactic was successful, there were too many B-17s and too few Me-262s to make a real difference. The actual number of B-17s lost to Me-262s using this tactic was low. The B-17 was noted for its ability to take battle damage, still reach its target and bring its crew home. It reportedly was much easier to fly than its contemporaries, and its toughness more than compensated for its shorter range and lighter bomb load when compared to the Consolidated B-24 Liberator or the British Avro Lancaster heavy bombers. Stories from veterans abound of B-17s returning to base with the tail having been destroyed, with only a single engine functioning or even with large portions of the wings having been clipped by flak. The design went through eight major changes over the course of its production, culminating in what some consider the definitive type, the B-17G, differing from its immediate predecessor by the addition of a chin turret with two 0.50 calibre (12.7 mm) machine guns under the nose. This eliminated the aeroplane's main defensive weakness of head on attacks.

Variants/design stages
{{main|B-17 Flying Fortress variants}} The B-17 went through several iterations in each of its design stages and variants. Of the thirteen YB-17s ordered for service testing, only one was actually used. Experiments on this plane led to the use of a turbo-supercharger, which would become standard on the B-17 line. When this aircraft was finished with testing, it was redesignated the B-17A, and was the first plane to enter service under the B-17 designation. As the production line developed, Boeing engineers continued to improve upon it. To improve performance, the original design was altered to include larger flaps. Most significantly, with the 'E' version the fuselage was extended by 10 feet, a much larger vertical fin and rudder were incorporated into the original design, a gunner's position in the tail and an improved nose were added. The engines were upgraded to more powerful versions several times. Similarly, the gun stations were altered on numerous occasions to enhance their effectiveness. By the time the B-17G appeared, the number of guns had been increased from seven to thirteen, the designs of the gun stations were finalised, and other adjustments were complete. In this the G model incorporated all changes made in its predecessor, the B-17F. The B-17G is generally considered the definitive version of the B-17. Some 8,680 were built, and many were converted for other missions, such as cargo hauling, engine testing and reconnaissance aircraft reconnaissance. Image:B-17dorsalview.jpg 200px|thumb|right|Top view of a B-17H in flight.
''From the Maxwell Air Force Base website ([http://www.maxwell.af.mil/au/afhra/wwwroot/photo_galleries/aaf_wwii_vol_vi/Captions/196_17H.htm original image]).'' Two versions of the B-17 were flown under different designations. These were the XB-38 Flying Fortress XB-38 and the YB-40 Flying Fortress YB-40. The former was an engine test bed for Allison V-1710 liquid-cooled engines, to test the engine should the Wright engines normally used on the B-17 become unavailable. The YB-40 was a modification of the standard B-17 used before the P-51 Mustang became available. Since no fighters had the range to escort the B-17, a heavily armed modification was used instead with an additional power turret in the radio room, a chin turret (which went on to become standard with the B-17G) and twin .50 caliber (12.7 mm) guns in the waist positions. The ammunition load was over 11,000 rounds making the YB-40 well over 10,000 pounds (4,500 kg) heavier than a fully loaded B-17F. Unfortunately, the YB-40s with their numerous heavy modifications had trouble keeping up with empty bombers. The project was abandoned with the advent of the P-51 Mustang and was phased out in July 1943. Late in World War II, at least 25 B-17s were fitted with radio controls, loaded with 12,000 lb (5443 kg) of high explosives, dubbed 'BQ-7 Operation Aphrodite Aphrodite missiles,' and used against U-boat pens and bomb-resistant fortifications. Because few (if any) BQ-7s hit their target, the Aphrodite project was scrapped in early 1945 in aviation 1945. [http://home.att.net/~jbaugher2/b17_14.html History of the BQ-7] During and after World War II, a number of weapons were tested and used operationally on B-17s. Some of these weapons included razons (radio guided), glide bombs, and JB-2 Thunderbugs - the equivalent of the German V-1 Buzz Bomb. Image:B-17formation.jpg thumb|250px|right|American B-17s flew in elaborate formations to concentrate defensive machine gun fire.

Units using the B-17
{{main|List of units using the B-17 Flying Fortress}} The B-17 was a versatile aircraft, and it served in dozens of units in theatres of combat throughout World War II. Its main use was in European Theatre of World War II Europe, where its shorter range and smaller bombload relative to other aircraft available did not hamper it as much as in the Pacific Theater of Operations Pacific Theatre. Only five B-17 groups operated in the Pacific, all converting to other types by 1943. Thirty-two groups were stationed in Europe, twenty-six in England and six in Italy. It was also used by the Royal Air Force, though mainly in roles other than those for which it had been designed. The first B-17s, -C and -D models — known to the RAF as "Fortress I"s — used by the Royal Air Force had been unsuccessful, and despite its overwhelming success in American hands, the British were reluctant to use the B-17 for its original mission profile of heavy bombing. They regarded the B-17 as uneconomical, due to its larger crew and relatively small bomb load. Instead, they used them for patrol bombing, and later equipped a number of them with sophisticated radio-countermeasures equipment, where they served in some of the first electronic countermeasures operations with No. 100 Group RAF RAF 100 Group. During World War II, some forty B-17s were repaired by the Luftwaffe after crash-landing or being forced down and put back into the air in the service of the Reich. These were codenamed "Dornier Do 200," given German markings, and used for clandestine spy and reconnaissance missions by the Luftwaffe. When Israel achieved statehood in 1948, the Israeli Air Force had to be assembled quickly to defend the new nation from the war it found itself embroiled in almost immediately. Among the first aircraft acquired by the Israeli Air Force were three surplus American B-17s, smuggled via South America and Czechoslovakia to avoid an arms trading ban imposed by the United States. A fourth plane was captured and confiscated by American officials. In their delivery flight from Europe, the aircraft were ordered to bomb the Royal Palace of King Farouk in Cairo before continuing to Israel, in retaliation for Egyptian bombing raids on Tel-Aviv. They performed the mission (despite some of the crew fainting due to defective oxygen equipment) but caused little damage to the target. The B-17s were generally unsuitable for the needs of the Israeli Air Force and the nature of the conflict, in which long-range bombing raids on large-area targets were relatively unimportant. They were mainly used in the 1948 Arab-Israeli War, flown by 69 Squadron Israeli Air Force. They were withdrawn in 1958 in aviation 1958.

Obsolescence
Following World War II, the B-17 was obsolete, and the Army Air Force retired the fleet. Flight crews ferried the bombers back across the Atlantic to the United States, where they were melted down and sold for scrap. A number of B-17s survive in museums and at airports. About a dozen of these still fly, visiting airports or performing in airshows. Since the bombers that served in World War II were sold for scrap, most of these survivors are surplus or training aircraft, which stayed in the U.S. during the War. However, there are few exceptions. The 'Memphis Belle', which flew 25 missions over Europe before touring the United States to advertise war bonds, was preserved in Memphis, TN from 1948 to 2003. The Memphis Belle has been transported to Wright Patterson Air Force base for restoration and display. The Dayton Daily News has more information on this move and how you can view the plane during its restoration. The Swoose, the only surviving example of the narrow-tailed B-17s of the A, B, C and D series, fought in the Pacific Theatre before being converted to an unarmed transport/flying command post used by general officers of the Fifth Air Force in Australia, and was then ordered back to the United States in 1943. The oldest surviving B-17 in the world, The Swoose is presently in storage at the Smithsonian Institution's Silver Hill aircraft storage and restoration facility in Maryland. As of 2000, the Smithsonian was planning to restore her, though whether to full airworthiness or to static display standard had not been determined. Another noteworthy combat veteran is 'Shoo Shoo Shoo Baby', which flew 24 combat missions out of England before being forced to land in Sweden in late 1944. Sweden, which was neutral, interned the crew. About the same time, a deal was made between the Swedish and US Governments to allow about 300 American crewmen to return in exchange for nine B-17F and G that had landed intact in Sweden. Seven of these were converted by SAAB Aircraft into airliners that could take 14 passengers. 'Shoo Shoo Shoo Baby' became SE-BAP, flying for SILA, an airline that eventually became a part of Scandinavian Airlines (SAS). In December 1945 it was one of two B-17s sold to the Danish Air Lines (DDL), and flew as OY-DFA 'Stig Viking' to June 1947. Transfered in March 1948 to Danish Army Air Corps as DAF 672, and in December 1949 to the Danish Navy. Then from October 1952 to the Royal Danish Air Force as ESK-721, and finally retired a year later. In all its service time in the Danish military, her nickname was 'Store Bjørn'. After two years in storage, she was sold as F-BGSP to IGN, ''Institut Geographique National'', a French aerial mapping company based in Creil outside Paris. Last flown in July 1961, the remains of the plane were donated to the U.S Air Force in 1972. A restoration was undertaken between 1978-1988 at Dover Air Force Base, Delaware and the plane can be seen today at the National Museum of the United States Air Force in Dayton, Ohio. It has also been recently discovered that the B-17G at the March Field Air Museum in Riverside, California was delivered to the 15th Air Force and most likely flew combat missions over North Africa and in the Mediterranean (which was confirmed by battle damage found after the plane was paint stripped during restoration). The exact details of that plane's service, though, are not yet known. Two B-17s navigating and acting as mother ships for six P-38 P-38 Lightnings were forced to land on a glacier in Greenland during a ferry flight to the UK on July 15, 1942. None of the crews were lost. By the 1990s, these eight aircraft had been buried under more than 250 feet of ice. One of the P-38s was recovered and restored as 'Glacier Girl'. One of the B-17s was also reached ('My Gal Sal', 41-9032), but it remains dismantled in storage in Cincinnati, OH. None of the 'Lost Squadron' ever saw combat, however. Image:BoeingB17BigYank.gif thumb|right|300px|''Big Yank'', served in [[1945 in aviation|1945.]]

Noted B-17 pilots
* Curtis LeMay * Robert Morgan * Gene Roddenberry * Jimmy Stewart * Paul Tibbets * Robert Webb (pilot) Robert Webb

Notable B-17
* Memphis Belle * Liberty Belle (B-17) Liberty Belle

Operators
* Bolivia, Brazil, Canada, Denmark, Dominican Republic, Israel, Portugal, United Kingdom, United States (Army Air Corps, Army Air Force, Air Force, Coast Guard, Navy),

Specifications (B-17G)
{{airtemp| |plane or copter?=plane |jet or prop?=prop |crew=10 |length main=74 ft 9 in |length alt=22.7 m |span main=103 ft 10 in |span alt=31.6 m |height main=19 ft 1 in |height alt=5.8 m |area main=1,420 ft² |area alt=131.9 m² |airfoil=NACA airfoil NACA 0018 / NACA 0010 |empty weight main=36,135 lb |empty weight alt=16,390 kg |loaded weight main=54,000 lb |loaded weight alt=24,495 kg |max takeoff weight main=72,000 lb |max takeoff weight alt=32,660 kg |engine (prop)=Wright R-1820-97 Cyclone |type of prop=turbosupercharged radial engines |number of props=4 |power main=1,200 hp |power alt=895 kW |max speed main=287 mph |max speed alt=462 km/h |cruise speed main=150 mph |cruise speed alt=240 km/h |range main=1,850 mi |range alt=2,980 km |ceiling main=35,600 ft |ceiling alt=10,850 m |climb rate main=900 ft/min |climb rate alt=4.6 m/s |loading main=38.0 lb/ft² |loading alt=185.7 kg/m² |power/mass main=0.089 hp/lb |power/mass alt=0.15 kW/kg |armament= * 13× M2 machine gun Browning M-2 0.50 calibre (12.11 mm) machine guns (with optional extra nose armament fitted in glazed nose) * 8,000 lb (3,630 kg) of bombs long range * 17,600 lb (7,985 kg) of bombs short range }}

References
* {{cite book | last = Hess | first = William N. | title = Big Bombers of WWII | location = Ann Arbor, Michigan | publisher = Lowe & B. Hould | year = 1998 | id = ISBN 0681075708 }} * {{cite book | last = Jablonski | first = Edward | title = Flying Fortress | location = New York | publisher = Doubleday | year = 1965 | id = ISBN 0385038550 }} * {{cite book | last = Johnson | first = Frederick A. | title = Boeing B-17 Flying Fortress (Warbird Tech Series, Volume 7) | location = Stillwater, Minnesota | publisher = Voyageur Press | year = 2001 | id = ISBN 1580070523 }} * {{cite book | last = Lloyd | first = Alwyn T. | title = B-17 Flying Fortress in detail and scale | location = Fallbrook, California | publisher = Aero Publishers | year = 1986 | id = ISBN 0816850291 }} * {{cite book | last = O'Leary | first = Michael | title = Boeing B-17 Flying Fortress (Osprey Production Line to Frontline 2) | location = Botley, Oxford, United Kingdom | publisher = Osprey Publishing | year = 1999 | id = ISBN 1855328143 }} * {{cite book | last = Thompson | first = Scott A. | year = 2000 | title = Final Cut: The Post War B-17 Flying Fortress the Survivors: Revised and Updated Edition | publisher = Pictorial Histories Publishing Company | id = ISBN 1575100770 }} * {{cite web | title = BQ-7 | work = Encyclopedia of American Aircraft | url = http://home.att.net/~jbaugher2/b17_14.html | accessdate = January 12 | accessyear = 2005 }} Image:FlyingFortressDuxfordJM.jpg thumb|right|250px|B-17 tail gun position, Duxford

External links

- Encyclopedia of American Aircraft
- USAF Museum
- Fantasy of Flight's B17 B-17 Flying Fortress on display at Fantasy of Flight
- Memphis Belle (1990) at the Internet Movie Database
- The Memphis Belle A Story of a Flying Fortress (1944) at the Internet Movie Database
- Combat America:The B-17 Story - Watch real combat footage in color from WWII
- Tony's B-17 page - B-17 stories, images, technical data, etc
- Battle-Damaged B-17s - Photographic chronicle of the horrific damage suffered by Forts in combat
- 'Aluminum Overcast' - A restored B-17G that tours the United States in Spring and Summer months

Related content
{{Commons|B-17 Flying Fortress}} {{aircontent| |sequence= * Military: Martin B-10#XB-14 XB-14 - Boeing XB-15 XB-15 - Martin XB-16 XB-16 - B-17 Flying Fortress B-17 - B-18 Bolo B-18 - Douglas XB-19 XB-19 - Boeing Y1B-20 Y1B-20 * Boeing: P-26 Peashooter 266 - P-26 Peashooter 281 - Boeing XB-15 294 - '''299''' - Boeing 307 307 - Boeing 314 314 - Boeing Y1B-20 316 |related= * Boeing XB-15 * XB-38 Flying Fortress * YB-40 Flying Fortress |similar aircraft= * Avro Lancaster * B-24 Liberator * Handley-Page Halifax |lists= * List of bomber aircraft * List of military aircraft of the United States |see also= }} Category:U.S. bomber aircraft 1930-1939 B-17 Flying Fortress da:B-17 de:Boeing B-17 es:Boeing B-17 Flying Fortress fr:Boeing B-17 Flying Fortress it:Boeing B-17 Flying Fortress he:B-17 מבצר מעופף nl:B-17 Flying Fortress ja:B-17 (爆撃機) pl:Boeing B-17 Flying Fortress simple:B-17 Flying Fortress fi:B-17 Flying Fortress sv:Boeing B-17 Flying Fortress

*** Shopping-Tip: B-17 Flying Fortress