The First Fort - The Model 299

Boeing received authorization on September 26, 1934, to commence the design and construction of the prototype B-17 - the Model 299, initially backed by $275,000. However, the financial commitment exceeded this initial sum, with well over double the amount expended before the prototype took flight. Guided by Project Engineer E. Gifford Emery and his assistant Edward C. Wells, Egtvedt's design team played a pivotal role in shaping the aircraft.

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In its foundational configuration, the Model 299 boasted a wingspan of 103 feet 9 inches (31.6 meters) and was powered by four Pratt & Whitney Hornet radials, each delivering 750 horsepower. The wing design incorporated Boeing's robust tubular form strutting, with additional strength provided by a corrugated underskin. Aluminum fuel tanks were strategically placed within the wing, between the two engine nacelles.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Model 299 corrugated wing interior

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The streamlined fuselage, spanning 68 feet 9 inches (20.95 meters), featured five compartments, with the central section accommodating up to 4,800 pounds (2,177 kilograms) of bombs in two vertical racks.

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Model 299 port profile showing a slender fuselage

 

Both the main and tail wheels were retractable, although part of the tires remained exposed. Notably, the Model 299 introduced the innovative Hamilton Standard constant-speed propellers, offering automatic pitch control for varying power and altitude requirements. In contrast to the open defensive gun positions common in military aircraft of that era, the Model 299 featured four closed gun cupolas with a teardrop shape, contributing to the aircraft's sleek lines.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Model 299 starboard teardrop waist blister, looking like something out of Buck Rogers...

 

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Model 299 starboard teardrop waist blister interior shot.  Note the spare magazines at bottom left of the photo

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The enclosed nose gun installation, allowing the entire Plexiglas nosepiece to rotate for an extended field of fire, showcased another innovative aspect.

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Model 299 nose turret

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A bombardier's sighting panel was ingeniously integrated into the underside fold of the nose.

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Model 299 Bombardier's aiming window

 

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Model 299 nose interior showing turret (top) and bomb aiming window (bottom)

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The cockpit, designed for side-by-side pilot and co-pilot dual controls, a common feature in Air Corps twin-engine bombers, featured a novel arrangement of throttle levers. This design allowed either pilot to manipulate one, two, or all engines with a single hand. Despite the urgency to complete the aircraft in time for evaluation trials at the Air Corps' experimental establishment at Wright Field, Dayton, Ohio, features were continually added and modified during the design and construction phases.

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Model 299 Cockpit

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On July 17, 1935, the Model 299 was unveiled to the public eye for the first time. Boeing proudly hailed it as the world's inaugural all-metal four-engined monoplane bomber. However, what captivated the attending press was not just its groundbreaking design but its sheer size and aerodynamic allure. Richard Williams, a reporter from the Seattle Daily Times, found himself entranced by the prominent gun positions, coining the term "flying fortress" in his report. A compelling photograph, captioned "15-ton flying fortress," not only caught the attention of Boeing's public relations team but also became the catalyst for adopting the name Flying Fortress as a registered company designation. The resonance of the name lay in the imagery of the United States as a defensive fortress, ever vigilant against potential threats.

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A mere eleven days after its inaugural appearance, the Model 299 took to the skies for its first test flight, piloted by Leslie Tower. The aircraft exhibited exceptional behavior during this and subsequent flights, with the only major hiccup being tailwheel oscillation during taxiing. On August 20, the bomber embarked on a journey from Seattle to Dayton for evaluation by the Air Corps. Completing the flight in an impressive 9 hours and 3 minutes, averaging 233 mph (375 km/hr), undoubtedly left a lasting impression on the examining officers at Wright Field.

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Model 299 on its first flight, testing undercarriage operation

 

Despite its commendable performance, the Model 299 fell short of Boeing's anticipated top speed. Nevertheless, it outshone two other prototypes, from Martin and Douglas, undergoing simultaneous evaluation. The Boeing creation demonstrated superiority in nearly every aspect, save for one significant factor—the price. Priced at $196,730, more than double the cost of its competitors (the Martin 146 at $85,910 and the Douglas DB-1 at $99,150), the Boeing 299 faced a challenge in justifying its higher price tag for what was initially envisioned as a small production run.

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In the twilight of the evaluation program on October 30, disaster unfolded. The Boeing Model 299, taking flight from Wright Field, entered a steep climb, stalled, and narrowly missed leveling out before crashing. Major Ployer Hill, chief of the Wright Field Flight Test Section, lost his life, and Boeing test-pilot Leslie Tower later succumbed to his injuries. Despite the near-complete destruction of the forward section in a fiery blaze, the surviving tail held vital clues to the accident's cause.

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An innovative control surface lock system, operable from the cockpit, was among Model 299's features. These locks, designed to shield ailerons and elevators from wind gusts during parking, proved pivotal. It emerged that Major Hill had neglected to release the lock control, an oversight unnoticed by both him and Tower. The tragedy dealt a severe blow to Boeing, yet a silver lining existed in the revelation that human error, not a flaw in design, triggered the crash.

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The ignominious end of the Model 299.  But from the ashes a phoenix would arise (U.S. Airforce photo)

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Boeing, having invested a substantial share of its resources in the Model 299, faced a grim reality: the outstanding tests could not be completed, jeopardizing the contract against competing manufacturers. While Model 299's undisputed superiority was acknowledged, the Army's consideration of acquiring two Douglas DB-1s for the price of one Boeing became a crucial factor. As the year drew to a close, Douglas clinched a contract for 133 aircraft, the B-18, based on the successful DC-3 transport.

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Despite the immediate triumph for the Douglas B-18, the immense potential of Boeing's grand bomber couldn't be overlooked. A service-test order for 13 Model 299s followed, designated YB-17 for service evaluation. Issued on January 17, 1936, at $3,823,807, the contract covered the 13 aircraft, an additional airframe for static tests, spares, and backup, ensuring Boeing's solvency and factory activity for the next two years.

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In a glimmer of hope, additional contracts trickled in from airlines for individual examples of a transport design inspired by the Model 299's wing form and empennage. Moreover, a sizable flying boat transport, echoing components from the earlier XB-15, found interest. While substantial production orders were yet to materialize, Boeing's future began to take on a brighter hue.