The Boeing B-17

By Ben Skipper

The B-17 Flying Fortress, a term coined by a Seattle Daily Times report in 1935, was a quantum leap in offensive air power. Designed for a nation whose foreign policy was still deeply isolationist, and an Air Corps whose in-service bomber fleet was dominated by bi-planes, the B-17, with its four engines, huge wingspan, enviable payload – almost double that of contemporary bombers – and all metal construction, ushered in a new age.

For an aircraft of its size and relative complexity the B-17’s design and development was heralded by a host of key innovations with the unveiling of the XB-15 (Boeing 294), including engine access crawl ways, enhanced endurance and massive load capacity. Within a year the Y1B-17 or Model 299 had refined ideas from the XB-15 and produced a sleek, attractive-looking aircraft. By 1937 all testing had been completed and the first 12 aircraft were delivered to 2nd Bombardment Group for assessment.

At the start of the Second World War the still-new B-17 was just beginning to fill the ranks of US bomber squadron’s and by early 1941 the B-17C, arguably the fastest B-17 built, was flying in RAF Service. The B-17 was soon flying over Europe with the newly-created United States Army Air Forces, as well as taking the fight to the Japanese in the Pacific and to the Axis in the Mediterranean.

When production of the B-17 was halted in April 1945, at which point the B-17 had been supplanted by the B-24 in the Pacific, over 12,700 B-17s had been built. The type would bow out as a bomber not long after the war’s end, though a few would soldier on as SB-17 air-sea rescue aircraft. Ultimately the B-17 would fly with 26 countries.

This Flight Craft title offers the modeler an exciting selection of photographs, illustrations and showcase examples to help build their own version of this icon of the skies.

• Language: English
• Publisher: Pen and Sword
• Release date: Feb 16, 2023
• ISBN: 9781399086479

Ben Skipper

Ben Skipper, a RAF veteran, is an avid modeler and writer of military themes, specializing in 20th century subjects. Skipper’s work has been featured in previous Pen & Sword titles and has, on occasion, won prizes.His interest in British armor was cemented by a visit to the Kings Royal Hussars in the early 90s as an undergraduate in the Territorial Army. Upon graduation Ben Skipper joined the RAF, where he served for five years, clocking up the air miles in a range of RAF transport aircraft including the VC10 and C17.It was while serving with the RAF that his first foray into writing occurred, reporting on his experiences of a Kosovo/FYROM tour for an in-service trade magazine. On leaving the RAF, Skipper continued to develop his writing and research skills working within the third sector and NHS researching military and veteran subculture. Some of this work would be used to shape key government veteran policies.

Book preview

INTRODUCTION

Nose Art B-17G style: Sentimental Journey photographed at Paine Field, USA 2011. (John Veit)

The ‘Flying Fortress’, a term coined by a Seattle Daily Times report in 1935, was a quantum leap in offensive air power. Designed for a nation whose foreign policy was still deeply isolationist, and for an Air Corps whose in-service bomber fleet was dominated by bi-plane types, the B-17 was something from the Flash Gordon films. With its four engines, huge wingspan, enviable payload (almost double that of contemporary bombers) and all-metal construction, the B-17 ushered in a new age. By the time the United States had entered the war in December 1941, the B-17 was already in service with the RAF. Soon after the 8th Air Force arrived and new airfields appeared all over the South of England. In the North African Deserts the Ninth Air Force joined the RAF’s Middle East Command in harrying retreating Panzerarmée Afrika Forces.

When the first USAAF Boeing B-17Es landed at High Wycombe on 12 May 1942 they marked a pivotal moment in the air war over Europe. While the B-17 was no stranger to Britain’s shores, as the RAF had been using the B-17C since mid-1941, it was arriving to fulfil a different mission. Now the B-17 was massing in numbers with it crews, whose way of doing things was very different to the RAF’s. Quickly the USAAF took on the role of daytime bombing raids, led by the sleek B-17, while the RAF was tasked with night bombing led by the business-like Trinity of the Halifax, Lancaster and Sterling. The air war was now operational for twenty-four hours, seven days a week.

A fine underside study of the B-17G in formation. Note the staggered waist gun positions. (USAF)

The B-17 was soon flying over Europe with the newly created United States Army Air Forces, as well as taking the fight to the Japanese in the Pacific and the Axis in the Mediterranean. No matter what enemy air defences threw at the B-17, it soon began to live up to its name and earned a reputation for surviving all but the most catastrophic of damage. The newly formed USAAF crews helped make the B-17 an icon in its own service life, with glistening fuselages replacing the drab-coloured airframes of earlier service life. It also boasts a range of unique finishes including eye-catching nose art, often reflected on both air and ground crew jackets.

An early B-17, possibly at Will Rogers Field, Oklahoma City 1944, prepares for take-off. (Bond Collection/ USAF)

Boeing B-17F All American III of the 97th Bomb Group, 414th Bomb Squadron, in flight after a collision with an Me109. The aircraft returned to base. (USAF)

Ground crew of the 92nd Bomb Group prepares a B-17F Boomerang for operations at RAF Bovingdon. (USAAF)

The youthful crews, marked by relaxed camaraderie on the ground, showed remarkable bravery and élan in the face of growing and vicious assaults by increasingly sophisticated aircraft, including the notorious FW190 ‘Murder Bird’.

By D-Day the B-17G was the main version in use, flown in natural metal (which saved around two tonnes of paint) and enjoying ever-increasing fighter protection.

The B-17 carried the top secret Norden Bomb Sight which had a phenomenal circular error probable of 75ft which would allow for accurate high-altitude bombing. The Norden was also unique in that it allowed the bombardier to fine tune the aircraft’s flight from auto-pilot once he’d started his bomb run. It was for accurate daylight bombing that the B-17, its crews and ever-upgraded performance and armament, were designed.

The B-17 was employed in a range of vital roles, from the projection of air power to meteorological surveys it was an exceedingly capable aircraft. Operated by the Strategic Air Forces in Europe, who undertook some of the most dangerous daylight bombing missions over enemy territory, the B-17 helped in a concerted effort to disrupt and destroy enemy oil production and rail networks. It was in this theatre that many of the legends and characters of the Eighth were formed, such as the ‘Memphis Belle’.

By the time production stopped in April 1945, the B-17 had become the master of the air in the daylight heavy bomber war over Europe but had been supplanted by the B-24 in the Pacific. It would bow out as a bomber not long after the war’s end with the introduction of the B-29 and the advent of nuclear weapons. A few B-17s would soldier on as SB-17 air-sea rescue aircraft and serve in other nations around the world in the early Cold War era. Ultimately the B-17 would fly with twenty-six countries including Germany, Russia and Japan. By the war’s end over 12,700 B-17s had been built, and with that an evergreen legend.

Design & Development

The First World War’s effect on the advancement of airpower was little short of miraculous. At the start of the war pilots had started observing enemy lines for reconnaissance purpose. By the war’s end the larger bombers were carrying the war far behind the frontlines to areas of civilian residence. The end of the war also saw the establishment of an independent air force. The Royal Air Force (RAF) was forged from the Royal Flying Corps (RFC) and the Royal Naval Air Service (RNAS). It was also the start of the development of airpower doctrine and shone a light on a branch of service that would be characterized by rapidly changing technological development and design. However this new age of technological advancement did not sit well with established figures, branches of service or military thinking.

A wonderfully evocative photograph of the iconic ‘Memphis Belle’ nose art applied to a B-17G. Note the Norden sight. (Ad Meskens)

Despite Alcock and Brown’s Atlantic crossing proving the scope, and danger, that airpower presented, there remained much in-fighting among the military hierarchy, and the inter-branch rivalries continued to grow. The United States of America, the nation which had given the world powered flight, was among the worst offenders of this myopic approach to airpower. Here, airpower, its ownership and development remained contentious. That said, the powers that be were sharp enough to realize that airpower was here to stay, had it uses and as such, should be controlled, lest Pandora lose all control.

SB-17G assigned to the 2nd ERS as a search-and-rescue aircraft, with Stinson L-5. (USAF)

B-17G ‘Shoo Shoo Shoo Baby’ shows off in a shot that more than evokes the elegance and spirit of the B-17. (NARA)

The establishment of the United States Army Air Service (USAAS) was the first step in developing a bespoke aviation service and, while never huge in numbers, set the foundations for a force that could be easily expanded upon. This early force consisted of three groups: 1st Pursuit, 2nd Bombardment, 3rd Attack and the Observation group. To support army co-operation each corps received a squadron of observation aircraft. Overseas support was met by the establishment of three composite groups: the 4th covered the Philippines, the 5th Hawaii and the 6th Panama.

In July 1926 the USAAS became the United States Army Air Corps (USAAC). This, in part, reflected the rapidly changing world of aviation, both military and civilian, as well as the dawning realisation that airpower was no mere fad enjoyed by the larger empires of the world. The role of those manning the aircraft remained pretty much the same; reactive observation, with bombing remaining a recognised but underdeveloped battlefield asset. It was limited to objectives in the area of operations and enemy territory. Use was further curtailed by giving command of aviation assets to ground commanders at one-star appointment and above. This left aviators in the novel situation that they could be commanded by a cavalryman or gunner, with little interest in airpower and no more than a passing knowledge of what it was capable of. This not only limited strategic and tactical options and operations, it also led to conflict between organizational leads, with air officers and their ground-based counterparts unable to agree on the shape and use of military aviation.

Ready-made pulpit: A chaplain conducting a service from a Royal Aircraft Factory F.E.2b night bomber at No. 2 Aeroplane Supply Depot, 1 September 1918. Note only the officers have RAF uniforms at this stage. (IWM)

A Vickers Vimy of the RAF. Note the bomb racks under the fuselage and inboard of the undercarriage. (San Diego Air & Space Museum)

Mount of a pioneer: General William Mitchell’s personal Spad XVI, Headquarters, Chief of Air Service. (USAF)

Clearly the state of affairs was not conducive to the development of airpower – not in terms of doctrine and organisation – and several USAAC officers, led by General Billy Mitchell, sought to establish a separate air force led by airmen, akin to the RAF. The War Department relented, albeit partially, and established General Headquarters Air Force (GHQAF) on 1 March 1935. This would serve both as a defensive and offensive force and was led by Brigadier General Frank