The planes were unheated and open to the outside air. The crew wore electrically heated suits and heavy gloves that provided some protection against temperatures that could dip to 60 degrees below zero. Once above 10,000 feet they donned oxygen masks as the planes continued to climb to their operational level that could be as high as 29,000 feet. Nearing the target, each crew member would don a 30-pound flak suit and a steel helmet designed to protect against antiaircraft fire. Parachutes were too bulky to be worn all the time, but crewmen did wear a harness that allowed them to quickly clip on their parachute when needed.
Prior to 1944, a crewman's tour of duty was set at 25 missions. As a measure of the hazards they would encounter, it is estimated that the average crewman had only a one in four chance of actually completing his tour of duty.
Aircraft Number 42-4474
Summary: Delivered Cheyenne 5/6/43; Rapid City 19/6/43; Geiger 22/6/43; Gr Isle 28/6/43; Dow Fd 14/7/43; Assigned 346BS/99BG 1/8/43; Missing in Action en Route to Mestre, Italy 6/10/43 with Lee, Alderson, Menchl, Carver, Farley [5 evaded capture reaching Switzerland], Ritter evade & RTD [Returned to Duty]; Dickerson KIA [Killed in Action]; Jones, Cunningham, Kramer [3 Prisoner of War]; Missing Air Crew Report [MACR] Number 929.
The Boeing B-17 Flying Fortress is a World War II bomber used primarily in Europe. B-17s participated in countless missions that often lasted for more than eight hours, and struck at targets deep within enemy territory. Because of their long-range capability, formations of B-17s often flew into battle with no fighter escort, relying on their own defensive capabilities to insure a successful mission.
Between 1935 and May 1945, there were 12,732 B-17s produced. Of these aircraft, 4,735 were lost during combat missions. Missions that penetrated deep into enemy territory could last up to eight hours and be filled with anxious anticipation as all eyes searched the skies for enemy defenders. They could expect attacks by fighters armed with machine guns, cannon and rockets as well as heavy anti-aircraft fire from the ground and even bombs dropped from above. The bombers were expected to maintain their positions at all costs - in order to provide the most effective defensive fire and to assure the most devastating results once their bombs were dropped. In 1940, one B-17 bomber cost a little over $200,000 to produce. That's over $3 million in today's currency.
B-17F Flying Fortress
In 1934 the U. S. Army Air Corps asked for a battleship of the skies. The specifications called for a "multi-engine" bomber that would have a high speed of 200-250 mph at 10,000 feet, an operating speed of 170-200 mph at the same altitude, a range of 6 to 10 hours, and a service ceiling of 20,000-25,000 feet.
Boeing designers figured that with a conventional 2-engine type of airplane they could meet all specifications and probably better them. But such a design probably would not provide much edge over he entries of competitors. They decided to build a revolutionary type of 4-engine bomber.
In July 1935 an airplane such as the world had never seen before rolled out on the apron of the Boeing plant at Seattle, Wash. It was huge: 105 feet in wing span, 70 feet from nose to tail, 15 feet in height. It was equipped with 4 Pratt & Whitney Hornet 750 Hp engines, and 4 Hamilton Standard 3-bladed constant-speed propellers. To eliminate air resistance, its bomb load was tucked away in internal bomb bays. Pilots and crew had soundproofed, heated, comfortable quarters where they could operate efficiently while flying in any kind of climate. And the big bomber bristled with formidable firepower.
"It's a regular fortress," someone observed, "a fortress with wings."
Thus the Boeing 299, later designated the XB-17, was born -- the grandfather of the Flying Fortress that was to become champion and pace-setter of all heavy bombardment aircraft in World War II.
Crew Positions
How to Bail Out of a B-17
Crash Landings
No procedure can be established which will fit all cases. The following is a summary of the steps which should be taken if time permits. The airplane commander will exercise his authority to alter this procedure wherever necessary.
Airplane Commander Will:
Notify crew by interphone or oral communication between crew members that crash landing will be made.
Notify bombardier to release bombs or bomb bay tanks. (If possible, drop them in uninhabited or enemy territory.) Then close the bomb bay doors.
Make a normal slow landing, with flaps down and landing gear up.
The Copilot Will:
Turn master switch and battery switches "OFF" after operation of necessary electrical equipment such as flaps, radio, gear, landing lights, etc., when it is certain that there will be no further need for the operating engines.
Assist airplane commander as directed.
The Bombardier Will:
Check with airplane commander to determine if auxiliary gas and/or bombs are to be dropped.
Release bombs or tanks. Close bomb bay doors.
Proceed to radio compartment.
The Engineer Will:
See that each enlisted man in the radio compartment is properly braced for impact.
See that doors from radio compartment of airplane into bomb bay, and from bomb bay into control cabin, are locked open.
See that all emergency exits are opened, but not freed from airplane. A door that is cast free may damage the control surfaces.
The Navigator Will:
Determine position if time permits.
Proceed to rear compartment.
Direct radio operator to send distress message, giving all pertinent information.
Abandoning Airplane Following Crash Landing on Land
All preparation for abandoning ship has been made during the approach. After landing, little can be done except to get out as quickly as possible.
Crew members will take fire extinguishers, if available, with them when leaving the airplane. This may enable them to put out a small fire and rescue personnel trapped in the airplane. Dispose of all classified material in accordance with Army Regulation 380-5.