b 17 variants

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The following is a comprehensive list of the variants and special elements unique to each variant and/or design level of the Boeing B-17 Flying Fortress heavy bomber. For a larger article on the history of the B-17, see B-17 Flying Fortress.

B 17 Variants

The Boeing 299 was the original bomber design built by Boeing to fulfill the United States Army Air Corps' request for a bomber capable of carrying 2,000 lb (907 kg) of bombs 2,000 mi (3,218 km) at 200 mph (322 km/h). In 1935, the Boeing 299 competed with several bids from other companies in an evaluation at Wright Field.

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On its flight from Seattle to Wright Field for the competition, the 299 set a non-stop speed record of 252 mph (406 km/h). Although it happened during the show, the crash was the result of pilot error, not a defect in the aircraft. Despite the disaster (and more importantly, the much higher cost per unit), Air Corps leaders were very happy with the 299. Boeing received a development contract. Since then, the aircraft has been known as the XB-17, but the designation is neither modern nor official.

Although still committed to the Boeing design, the Army Air Corps decided to reduce its YB-17 service test order from 65 to 13 after the crash of the original Model 299. funding to supply "F-1".

Unlike its predecessor, which had used Pratt & Whitney R-1690 Hornet radial engines, the Y1B-17 used the Wright R-1820 Cyclone that would become standard on the B-17. Several changes were made to the weapon and the crew was reduced from seven to six. Most of the changes were minor: the most significant was the change from a two-scissor landing gear to a single riser.

On December 7, 1936, five days after the Y1B-17's first flight, the plane's brakes failed on landing and it crashed. Although damage was minimal, the cumulative effect of this event and the crash of the Model 299 prompted a transportation investigation. After the crash, the Army Air Corps was notified: another crash would mean the end of the program.

A Closer Look At The Legendary B 17 Flying Fortress

Although they planned to test it, the head of Army Headquarters (Air Force), Major General Frank Andrews, decided to assign twelve Y1B-17s to the 2nd Bomb Group at Langley Field, Virginia. Andy thought it would be best to develop heavy bombing techniques as soon as possible. Of the thirteen taken, one was used for stress testing.

A Boeing Y1B-17 in a camouflage paint scheme, assigned to the 20th Bomb Squadron, 2nd Bomb Group, based at Langley Field, Virginia.

By 1937, the dozens of Y1B-17s with the 2nd Bombardment Group at Langley Field represented the entire US heavy bomber fleet. Most of the time spent with the planes was troubleshooting problems with the aircraft. The most important development was the use of a checklist, to be reviewed by the pilot and co-pilot before take-off. It was hoped that this system would prevent accidents similar to those that led to the loss of the 299.

In May 1938, Y1B-17s (now renamed B-17s) of the 2nd Bombardment Group, led by Pilot-in-Chief Curtis LeMay, took part in a demonstration in which they captured a ' Italian carrier Rex. Communicating with the ship while it was still 610 mi (982 km) out to sea, the demonstration was intended to demonstrate the B-17's range and navigational excellence. He also demonstrated that the bomber would be an effective tool to attack an invading force before it reached the United States. The Navy was furious when the Army interfered with their mission and forced the War Department to issue an order restricting the Army Air Corps from operating more than a hundred miles from the American coast.

Boeing B 17g Flying Fortress > National Museum Of The United States Air Force™ > Display

After three years of flying, there were no major incidents with the B-17s. In October 1940, they were transferred to the 19th Bombardment Group at March Field.

The aircraft that became the Y1B-17A was originally ordered as a static test bed. However, when one of the Y1B-17s survived an unexpected violent spin during electronic flight, Air Corps leaders decided that the aircraft was extremely robust and that static testing would not be necessary. Instead, it was used as a test bed for engine types. After examining several configurations, the use of an underbody supercharger was settled on. This turbocharging became standard on the first production model and allowed it to fly higher and faster than the Y1B-17. When testing was completed, the Y1B-17A was renamed the B-17A.

The B-17B (299M) was the first production model of the B-17 and was actually a B-17A with a longer rudder, larger wings and redesigned nose and 1,200 hp engines ( 895 kW) R-1820-51. The small gun turret was replaced by a 0.30 in (7.62 mm) machine gun in the upper nose bubble, its barrel passing through a flexible ball container. the separate bombardment window in the lower center of the nose was replaced by a flat Plexiglas panel. During Army Air Corps service, the compressed machine gun fairings were replaced by the more aerodynamic side windows used on the B-17C/D.

Inside the aircraft there was a reorganization of the crew members. Many internal systems have been overhauled. The most notable of these was the change from pneumatic brakes to hydraulic brakes.

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In October 1942 all B-17B aircraft were redesignated RB-17B, R- indicating "restricted". The RB-17B was used for training, transport, courier and liaison duties. it was really a sign of old age.

The "B" series made its first flight on 27 June 1939. 39 were built in a single production run, but the Army Air Corps serial numbers were spread over several lots. This was due to limited funding: the Army Air Corps could only purchase a few B-17Bs at a time.

The B-17C was a B-17B with many improvements, including more powerful R-1820-65 engines. To enhance the safety of the crew, the mid-mounted gun pods flush with the fuselage, and the ventral gun pod with a metal housing called "turret tub", were replaced with teardrop-shaped sliding panels, similar in appearance and general position on fuselage. on the Bola ventral nacelle which was then used on the He 111. Some of the most important things that were added were self-sealing fuel tanks and protective armor.

For use with B-17. At the time, the Army Air Corps was suffering from a shortage of B-17, but unfortunately

Wwii Icon: A Closer Look At The Legendary B 17 Flying Fortress

Agreed to supply 20 aircraft to the RAF. Although the Army Air Corps did not consider the B-17C combat-ready, it was badly needed in Britain. B-17Cs manufactured by Boeing were modified, with the company designation Model 299T. The changes were the addition of self-sealing tanks and the replacement of the single-barreled gun with 0.5-inch Brownings.

In Britain, the plane did very well. By September 1941, 39 sorties had flown 22 missions. Almost half of the tours were canceled due to mechanical problems. Eight of the twenty were destroyed in September, the other half in accidents. Their guns tended to freeze at high altitude and were generally unable to defend the forts effectively. Their success as a bomber was also limited, mainly because they could not hit anything at the altitudes they were flying at.

The first "C" series was flown in July 1940. 38 were built. The remaining eighteen after the twenty were transferred to the RAF were converted to the configuration used on the B-17D. However, one of these, B-17C 40-2047, crashed during transfer from Salt Lake City, UT, to Mather Army Air Force Base, CA, on November 2, 1941.

Although design changes led the Army Air Corps to decide that the B-17D deserved a new designation, the B-17C and B-17D were very similar. In fact, both received the same footnote (299H) from Boeing. A number of minor changes have been made, both inside and out. Externally, the engines received a set of shrouds for better cooling and the external bomb devices were removed. Inside, the electrical system was overhauled and another crew member was added. In the dorsal and tuba turrets, the guns were doubled, bringing the total armament to one 0.30 in (7.62 mm) machine gun and six 0.50 in (12.7 mm) machine guns. The B-17D also featured more extensive armor protection. A total of 42 were built and the remaining 18 B-17Cs were converted to the B-17D configuration. The only surviving example of this Flying Fortress model - originally nicknamed Ole Betsy by its crew - is being restored at the National Museum of the United States Air Force in Dayton, Ohio and is It is known as "The Swoose". Former crew member Frank Kurtz named his daughter Swoosie Kurtz after this flight.

Building The B 17 Flying Fortress

The B-17E (299-O) was an extensive redesign of the one used on earlier models up to the B-17D. The most obvious change was a redesigned vertical stabilizer, originally developed for the Boeing 307 by George S. Schairer. The new fin had a typical shape at the time.

Because experience had shown that the plane

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