The B-17 Flying Fortress represented a significant advancement in aviation design. Its inaugural flight on July 28, 1935 marked a substantial leap forward compared to the earlier United States Army Air Corp (USAAC) bombers then in operation.

During the mid-1930s, the majority of the world’s bombers were twin-engined monoplanes. In contrast, the B-17, with its four engines, offered increased range and the capacity to carry larger bomb loads. Initially intended by Boeing for use as a coastal patrol aircraft for the United States military, it quickly evolved into a pivotal aircraft.

While its wartime contributions are well-known, its origins and initial challenges are often overlooked. The B-17 faced opposition from the United States Navy and American isolationists, despite its eventual crucial role in World War II.

This story traces back to the Model 299.

B-17: Big Gamble for Boeing

In the early 1930s, Boeing, then a relatively small company with only 600 employees, found itself in competition with Douglas and Martin for a contract from the United States War Department, the predecessor to the modern Department of Defense. The contract was to manufacture 200 bombers. Despite its modest size, Boeing’s executives took a significant risk, investing $432,034, which would be equivalent to approximately $9.2 million today, during the Great Depression era.

The Model 299, a hybrid of the Boeing 247 passenger airliner and the experimental XB-15 (Model 294), represented a remarkable advancement in aviation design. Despite the company’s relatively small stature at the time, Boeing’s commitment to innovation and investment ultimately paid off.

Record Breaker

Shortly after its inaugural flight, the Model 299 began to set records. On August 20, 1935, it completed a non-stop flight from Seattle to Wright Field, covering 2,100 miles (3,380 km) in nine hours at an average speed of 232 mph.

However, tragedy struck after 40 flight-hours when the sole prototype crashed due to the elevator gust-lock being engaged during landing. Consequently, Boeing’s contract was reduced to only 13 YB-17s instead of the anticipated 60. Meanwhile, Douglas received an order for 133 aircraft, leading to the development of the B-18 Bolo.

Down to South America

Although Boeing did not succeed in securing a larger contract, development of the aircraft persisted, and it continued to set new records. One notable achievement was a goodwill mission to South America, during which six Flying Fortresses departed from Miami and reached Buenos Aires in just 28 hours with a single stop in Lima, Peru. The return journey was equally remarkable, leading to all six aircrews being honored with the prestigious Mackay Trophy for completing the “most meritorious flight of the year.”

The Navy had a dislike for the B-17

Due to concerns among U.S. Navy officials about the potential for the USAAC to adopt maritime patrol duties, there was pressure to limit production of the B-17, particularly the initial series model, the B-17B, which was reduced to just thirty-nine aircraft.

The situation persisted after May 1938 when, in an effort to demonstrate the B-17’s capabilities, three planes from the 2nd Bombardment Group were dispatched to intercept the Italian passenger liner Rex, located 700 miles (1,125 km) offshore.

Despite adverse weather conditions, the B-17 Flying Fortresses successfully intercepted the Rex after a four-hour flight, even conducting multiple passes over the ship for photographic documentation. While the U.S. Navy objected to the mission not being geared toward coastal defense, the U.S. Army capitalized on the opportunity, extensively publicizing the event through news reels and newspaper coverage.

Nonetheless, the War Department restrained further expansion of the Air Corps and its responsibilities, enforcing a restriction that limited all Air Corps aircraft to operating within 100 nautical miles (190 km) off the coast. It wasn’t until January 1939, with growing international tensions, that U.S. President Franklin D. Roosevelt publicly advocated for the expansion of the Air Corps. Gen. George C. Marshall, soon to become the Army’s chief of staff, was personally briefed on the capabilities of long-range bombers by the new Air Corps chief, Gen. Henry H. Arnold.

Fighting the Isolationists

Not only the U.S. Navy initially expressed opposition to the Flying Fortress, but also isolationists wielded significant political influence in the late 1930s, leading to restricted funding for the armed services. Additionally, the War Department doctrine did not permit aircraft to be categorized as offensive weapons.

Furthermore, there was a prevailing belief that a long-range strategic bomber was unnecessary. Fortunately, a similar perspective was held in Nazi Germany during the same period.

Only a bit more than twelve were in service when WWII began.

Only thirteen of the 12,731 B-17 Flying Fortresses built were operational when Germany invaded Poland in September 1939, marking the beginning of the Second World War. However, this initial scarcity allowed the United States to recognize the importance of such a bomber, and the subsequent performance of the B-17 validated its effectiveness in combat missions.