What follows is the raw text from a RareAviation.com document available for download. This text can be helpful if you would like to confirm the document contains specific information you are interested in. Title: Handbook of Flight Operating Instructions - USAF Series B-17G Aircraft Link: https://rareaviation.com/product/handbook-of-flight-operating-instructions-usaf-series-b-17g-aircraft --- RAW UNFORMATTED TEXT BELOW --- AN 01-20EG-1 HANDBOOK FLIGHT OPERATING INSTRUCTIONS USAF SERIES B-17G AIRCRAFTLATEST REVISED PAGES SUPERSEDE THE SAME PAGES OF PREVIOUS DATE Insert revised pages into basic publication. Destroy superseded pages. Appendix I of this publication shall not be carried in aircraft on missions where there is a reasonable chance of it falling into the hands of an unfriendly nation. PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE AND THE CHIEF OF THE BUREAU OF AERONAUTICS _RSXRITD-^ HESS INC. MARION. INDIANA MAT. UM . MO 1 AUGUST 1944 REVISED 22 AUGUST 1949 AN 01-2OEG-1 Reproduction of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service. The policy for use of Classified Publications is established for the Air Force in AFR 205-1 and for the Navy in Navy Regulations, Article 1509. LIST OF REVISED PAGES ISSUED INSERT LATEST REVISED PAGES. DESTROY SUPERSEDED PAGES. NOTE: The portion of the text affected by the current revision is indicated by a vertical line in the outer margins of the page. Page No. i 1 * 3 * 4 * 5 6 7 8 10 14 Date of Latest Revision 1 June 1948 .....15 January 1946 22 August 1949 22 August 1949 22 August 1949 1 March 1948 15 January 1946 15 January 1946 30 April 1945 15 January 1946 .15 September 1944 21 October 1946 .26 September 1946 15 January 1946 1 March 1948 30 April 1945 30 April 1945 1 March 1948 30 April 1945 15 January 1946 15 January 1946 1 June 1948 1 March 1948 22 August 1949 Page No. 87 88 89 90 91 92 93 94 95 96 97 Date of Latest Revision 1 June 1948 1 June 1948 1 June 1948 1 June 1948 1 June 1948 1 June 1948 1 June 1948 15 September 1944 ...15 September 1944 15 January 1946 Deleted 1 March 1948 16 17 18 19 20 20A 20B 21 23 24 25 26 26A 99 100 101 102 103 104 105 106 107 108 109 no 15 September 1944 15 September 1944 15 September 1944 15 September 1944 15 September 1944 15 September 1944 15 September 1944 15 September 1944 15 September 1944 15 September 1944 15 September 1944 15 September 1944 $ 268 27 29 34 34A 35 36 37 40 43 53 54 61 62 63 64 22 August 1949 1 March 1948 1 March 1948 ....5 November 1944 22 August 1949 ..... 22 August 1949 22 August 1949 22 August 1949 22 August 1949 30 May 1945 1 March 1948 1 March 1948 15 January 1946 15 January 1946 15 January 1946 15 January 1946 1 March 1948 77 78 79 80 81 82 83 84 85 86 .15 September 1944 1 June 1948 1 March 1948 1 June 1948 1 June 1948 1 June 1948 1 June 1948 1 June 1948 1 June 1948 1 June 1948 * The asterisk indicates pages revised, added or deleted by the current revision. ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS: USAF ACTIVITIES.In accordance with Technical Order No. 00-5-2. . USAF NAVY ACTIVITIES- Submit reauest to nearest supply point hsted below, using form NavAer-140: NAS, Alameda, Calif.:' ASa Orote, Guam NAS? ^ckJonville, Fla : NAS, Norfolk. Va.; NASD, Oahu; NASD, Philadelphia, Pa.; NAS, San Diego, Calif.; NAS, Seattle, Wash. ..... . . . ... .. , . . . For listing of available material and details of distribution see Naval Aeronautics Publications Index NavAer 00-500. A Revised 22 August 1949 From RareAviation.com AN 01-20EG-1 TABLE OF CONTENTS SECTION PAGE SECTION PAGE I Description................................1 1. Airplane............................... 1 2. Power Plant..............................I 3. Hydraulic System.........................2 4. Fuel System..............................4 5. Oil System...............................6 6. Electrical System........................7 7. Heating..................................8 8. Vacuum and De-icing System .... 9 9. Oxygen System...........................10 10 Communications Equipment.................14 II Pilots Operating Instructions...........15 1. Restrictions..........................15 2. Operational Equipment.................16 | 2A. Minimum Crew Requirements . . . . 25 3. Flight Instructions...................25 III Emergency Instructions..................33 1. Hand Cranks..........................33 2. Emergency Operation of Landing Gear . 33 3. Emergency Operation of the Tail Wheel 34 4. Emergency Operation of Wing Flaps . 34 5. Emergency Operation of Bomb Doors . 34 6. Emergency Bomb Release............34 7. Fire in Flight....................34 8. Warning Signals...................35 9- First-Aid Kits....................35 10. Emergency release of ball turrett ... 35 11. How to bail out of the B-17.......36 12. Crash Landing.....................37 13. How to ditch the B-17G............38 14. Emergency Operation of Radio Equipment.......................42 15. Emergency Ice Removal From Carburetors 43 16. Landing With One Main Gear Retracted 43 17. Emergency Braking Procedure .... 43 IV Bombardiers Compartment...............45 1. Bomb Controls.....................45 2. Bombardiers Guns.................50 3. Interphone........................51 4. Oxygen............................51 5. Bomb-Sight Heating Pad............51 V Navigators Compartment................53 1. Fire Extinguisher.................53 2. Interphone........................53 3. Oxygen............................53 4. Drift Meter Master Switch.........53 5. Radio Compass Receiver ...... 53 6. Gyro Flux Gate Compass........... 53 VI Upper Turret...........................55 1. General.............................55 2. Preflight Check......................56 3. Turret Operation.....................56 4. Adjacent Equipment...................Z7 VII Bomb Bay................................59 1. Lighting.............................59 2. Oxygen...............................59 3. Emergency Equipment..................59 4. Bomb Rack Selector Switches .... 60 5. Relief Tube..........................60 6. Tokio tanks shut-off valves..........60 VIII Radio Compartment......................61 1. Lighting.............................61 2. Emergency Equipment..................61 3 Oxygen Controls.......................61 4. Heating and Ventilating Inlet .... 61 5. Interphone Controls..................61 6. Communications Equipment.............62 7. Frequency Meter......................64 8 Radio Compartment Gun.................64 9. Camera Pit...........................65 IX Ball Turret............................67 1. General..............................67 2. Entering the Turret..................67 3 Preflight Check.......................68 4. Operation............................68 5. Interphone...........................70 6. Suit Heater..........................70 7. Oxygen...............................70 8. Adjacent Equipment...................70 X Side Gunners Compartment..............71 1. Interphone Controls..................71 2. Suit Heater Outlet...................71 3- Oxygen...............................71 4. Emergency Equipment..................71 5. Gun Operation........................7] XI Tail Gunners Compartment..............73 1. Entrance.............................73 2. Lighting.............................73 3- Interphone...........................73 4. Oxygen...............................73 5. Suit Heater Outlet...................73 Appendix I Deleted I March 1948 II Flight Operation Data................77 III Engineering Flight Data..............78 Revised 1 June 1948 1 AN 01-20EG-1 Figure 1B-17G Bombardment Airplane From RareAviation.com Section I Paragraphs 1-2 AN 01-20EG-1 1. AIRPLANE. a. The over-all dimensions of the B-17G airplanes are: length 74 feet 9 inches; height (taxiing position) 19 feet 1 inch; span 103 feet 9 inches. b. The landing gear, tail gear, wing flaps, and bomb doors are electrically operated, and the brakes and cowl flaps are hydraulically operated. c. The crew includes pilot, copilot, navigator, bom- bardier, upper turret gunner, lower turret gunner, radio operator, side gunner(s), and tail gunner. The airplane can be entered either through the main entrance door on the right side of the airplane just forward of the horizontal stabilizer, or through the front hatch in the bottom of the fuselage below the pilots compartment. d. The Gs defensive armament consists of a chin turret, ball turret, and top turret (each mounts two .50 caliber machine guns). There are two single .50 caliber machine guns in the waist compartment, two in the nose compartment, one in the radio compartment, and twin flexible .50 caliber machine guns in the tail. e. The internal bomb racks will carry bombs up to the 2000-pound size and each external rack will carry one 4000-pound bomb. f. Automatic flight control equipment with forma- tion stick control is provided. Figure 2Three-Quarter Rear View Revised 15 January 1946 2. POWER PLANT a. ENGINES.The aircooled Wright engines have integral reduction gears which drive the propellers. b. TURBOS.B-2 or B-22 G. E. Turbos are used to boost manifold pressure for take-off or for high altitude flight. All Gs have the Minneapolis-Honeywell Elec- tronic Turbosupercharger Control System. Figure 3Power Plant c. PROPELLERS.The Hamilton standard three bladed hydromatic propellers have constant speed con- trol and are full feathering. d. AUTOMATIC ENGINE CONTROL.-If engine cables are severed, three controls will automatically as- sume predetermined positions: inter-coolers cold, throt- tles wide open, and propellers for 1850 engine RPM. The turbo setting will usually remain as it was before damage. Functioning of the automatic control for a unit will not affect any other unit. 1 Section I Paragraph 3 AN 01-20EG-1 3. HYDRAULIC SYSTEM. a. SERVICE SYSTEM.The hydraulic system oper- ates the brakes, cowl flaps, and hydraulic gun chargers (systems best operating range 600 to 800 PSI). The pressure cut-out switch regulates the electric pump which supplies system pressure. A relief valve opens if the pressure reaches 900 PSI. The "ON-OFF" switch on the pilot's control panel, when "ON", will override the pressure cut-off switch. [______Z) SUPPLY LINES NOTES: INDICATED METERING VALVE FLOW APPLIES BRAKES. RELEASE REVERSES FLOW PARKING BRAKES OPERATED FROM COPILOTS METERING VALVES. OUAL DUPLEX BRAKES All HYDRAULIC LINES ARE IDENTIFIED BY THIS MARKING RETURN LINES PRESSURE LINES I I II PRESSURE AND RETURN LINES (ALTERNATELY) Figure 4Hydraulic Flow Diagram 2 From RareAviation.com Section I Paragraphs 3-4 AN 01-20EG-1 b. PRESSURE GAGE.The pressure of the service system is indicated by a gage on the pilots instrument panel. c. HAND PUMP.The hand pump on the copilots side wall is used when the airplane is on the ground or when the electric pump fails. 4. FUEL SYSTEM. Each engine has an independent fuel system. The fuel supply for one engine can be used by another if the fuel is transferred to the other engines s tank through the fuel transfer system. Tanks are self-sealing. Fuel Specification AN-F-48 Recommended Grade 100/130 Alternate Grade 91/98 Note For operating limits with alternate grade fuel, refer to paragraph 3j/.(7), Section II. PRESSURE LINEMOT COPILOT APPLIES MAKES PILOT APPLIES BRAKES PILOT RELEASES BRAKES NORMAL BRAKE OPERATION IN OROER TO SIMPLIFY THE BRAKE SYSTEM IT HAS BEEN DE- SIGNED IN SUCH A MANNER THAT PRESSURE TO THE BRAKES IS APPLIED ONLY THROUGH THE PILOT'S METERING VALVES. AND OIL IS RETURNED TO THE TANK THROUGH THE COPILOT'S METERING VALVES. THUS. WHEN THE COPILOT DESIRES TO OP- ERATE THE Brakes. PRESSURE FROM HIS VALVE PASSES THROUGH THE PILOT'S BEFORE REACHING THE BRAKES. CON VERSELY, IF THE PILOT HAS APPLIED PRESSURE TO THE BRAKES. OU WILL FLOW BACK TO THE TANK THROUGH THE COPILOT'S VALVE WHEN THE BRAKES ARE RELEASED WARNING REMEMBER THAT THE ELEVATORS ARE INEFFECTIVE WHEN IAS GETS DOWN TO ABOUT 30 M.P.H. AND LESS. THUS, TROMPING ON THE BRAKES TOO HARD AT LOW GROUND SPEEDS CAN PUT YOUR 8-17 OVER ON ITS NOSE GET THE TAIL DOWN WHILE THE ELEVATORS ARE STILL EFFECTIVE; THEN KEEP IT DOWN BY BRAKING EASY Figure 5Brake Operation Diagram Revised 22 August 1949 3 AN 01-20EG-1 Section I Paragraph 4 FUEL QUANTITY DATA (GAL.) Tanks No. Capacity (each) No. I & 4 ENGINE TANKS 2 425 No. 2 & 3 ENGINE TANKS 2 2'13 INBOARD FEEDER TANKS 2 212 TOKYO TANK CELLS (1-5) 2 270 TOKYO TANK CELLS (6-9) 2 270 BOMB BAY TANKS 2 410 TOTAL CAPACITIES ENGINE TANKS 1276 ENGINE TANKS & INBOARD FEEDERS 1700 ENGINE TANKS, INBOARD FEEDERS & TOKYOS 2780 ENGINE TANKS, INBOARD FEEDERS, TOKYOS & BOMB BAY TANKS 3600 NOTE: USABLE FUEL IS SLIGHTLY LESS THAN QUAN- TITY LISTED a. FUEL BOOST PUMPS. Electrically-driven fuel boost pumps, controlled by toggle switches on the cen- tral control panel, supply pressure required for engine starting, and supplement the engine-driven fuel pumps for take-off and for high-altitude flight. The boost pumps are normally turned off after the climb from take-off is well under way and started again at 15,000 to 18,000 feet to prevent vaporization in the fuel lines to the engine- driven pumps. Booster pump pressure at engine No. Z fuel strainer is used to supply the cylinder head primer. h. FUEL SHUT-OFF VALVES.There are four fuel shut-off valves, controlled by switches on the central con- trol panel, in the fuel lines between each booster pump and fuel strainer. These valves stop the fuel flow if the lines are severed. Figure 6Fuel System Diagram Revised 22 August 1949 From RareAviation.com Section I Porogroph 4 AN 01-2OEG-) c. PRIMER.The primer control is used to prime each of the four engines. In the OFF position the con- trol is locked. To prime, push the handle down, make your selection, and pump the charge to the engine. IMPORTANT Dont leave the primer handle out. Pressure from the No, 3 fuel booster pump is on the suction side of the primer and overpriming will result if the priming operation is not ended with the handle in the locked ("OFF) position. d. FUEL TRANSFER SYSTEM. (1) An electric motor-driven pump and two selector valves transfer the fuel. The motor switch and selector valve controls are below the door at the rear of the control cabin. Transfer of fuel can only be made from tanks on one side to tanks on the other side of the airplane, WARNING Do not use bomb bay valve position unless the bomb bay tanks are installed. It is recom- mended that a 6 inch length of hose, plugged at the outer end, be attached to the bomb bay valve ports. (2) The Tokyo tanks have shut-off valves in the lines leading from each group of cells. The controls for these valves are in the bomb bay or in the radio compartment. Keep the valves "CLOSED except when transferring fuel from Tokyo tanks to main tanks. Do not transfer unless and until the fuel level of the main tanks has dropped to 100 gallons per engine. The valve must be "CLOSED after the transfer is completed. Figure 7Fuel Transfer Diagram Revised 22 August 1949 5 AN 01 20EG-1 Section I Paragraph 5 5. OIL SYSTEM. a. Each engine has a self-sealing oil tank which holds 37 gallons plus about a 10 percent expansion space. The maximum fuel load requires all four oil tanks completely filled (148 gallons). The propeller feathering pump receives its supply from the "IN" line. b. The oil temperature regulator is in the "OUT line. Since the oil cooler shutters are automatic, there are no oil cooler controls in the cockpit. Each tank contains a "hopper" or oil heat accelerator, which allows the cold oil in the tank to gradually mix with the warm oil returning from the engine. c. The oil dilution system allows dilution of the oil with gasoline at the end of any engine operation so that the engine may be started more easily. d. The oil tanks should be filled with engine oil Specification Number AN-O-8, grade 1120, for normal operation. Grade 1100 is suitable for cold weather opera- tion. Figure 8Oil Flow DiagramPROP. FEATHER'G. PROP FEATHER'G. ENGINE ENGINE ENGINE ENGINE 1 2 s. 3 4 Revised 1 March 1948 From RareAviation.com Section I Paragraph 6 AN 01-20EG-1 Figure 9Fuse Location Diagram 6. ELECTRICAL SYSTEM. a. Four engine-driven generators, and three storage batteries in the wing, supply 24 volt DC electrical power. Toggle switches on the pilots panel control the three battery switch solenoids. b. A gasoline engine-driven generator unit stowed either in the side gunners compartment or in the radio compartment may be operated on the ground to re- charge the batteries, operate the radio, or in an emer- gency to start the engine. Revised 15 January 1946 c. Alternating current for the autosyn instruments, power plant control, radio compass, and remote com- pass is furnished by the ' MAIN inverter under the pilot s seat, or the "SPARE inverter under the copilots seat. On early airplanes, the position of the double throw switch on the pilots control panel determines which inverter is in use. Late airplanes have an auto- matic changeover relay to assure continuous AC power. If one inverter fails, the relay automatically turns the other inverter on. 7 AN 01-20EG-1 Section I Paragraph 7 7, HEATING. a. HOT AIR HEATING SYSTEM. (1) DESCRIPTION.Air passing over the tail pipes of each inboard engine is heated in a jacket or heat exchanger. The air then passes through a second heat exchanger and heats, by radiation, the air going to the cabin. The cabin air is taken in through the carburetor air scoop and passes through the secondary exchanger, then to the cabin. Heated air for the cabin is always available as long as one inboard engine is functioning. (2) CABIN HEAT CONTROL.-The cabin heat controls on the forward bulkhead of the radio compart- ment to the right of the door have three positions, HOT ", "COLD , and 'OFF. (3) OUTLET CONTROLS.-Cabin temperature can be controlled at the following outlets: (a) The bombardiers heat outlet and control is at his right; nose defroster control is below the bomb- sight window. (b) The navigators control is on the right side of the airplane opposite the navigators table. (c) The astrodome defroster control is above the entrance way to the nose compartment. (d) The controls for the pilot and copilot are above the rudder pedal stirrups. (e) The windshield defroster is controlled by a knob in the "V of the windshield. (f) Heat control for the radio compartment is at the left of the radio operators chair. (g) The tail gunners heat control is on the left side directly opposite the rear escape hatch. b. SUIT HEATERS.Ten rheostat controlled recep- tacles are provided for electric suit heater plugs. c. AUTOPILOT HEAT.Autopilot units are on electric heating pads connected to receptacles above the tail wheel and on the autopilot bracket in the tunnel below the copilot. d. GUN BREECH HEATERS.Electric heating units are on the breeches of all flexible guns. Figure 10Cabin Air Heating System Diagram Revised 15 January 1946 From RareAviation.com AN 0I-20EG-1 s. VACUUM AND DEICER SYSTEM. The 2 and 3 engines drive the vacuum pumps. The selector valve on the pilot's sidewall, allows selection of either pump to deflate the boots. 1 he other pump Section I Paragraph 8 handles all other vacuum equipment. The deicer con- trol valve, when "ON ", connects the pressure side of the vacuum pumps to the distributor valve and starts its motors. When "OFF, it by-passes the pressure overboard. This stops the distributor motors. rum TURN AND BANK INDICATOR TURN INDICATOR-x VACUUM SELECTOR VALVE CHECK VALVE VALVE PRESS. RELIEF VALVE---------- VALVE OIL SEPARATOR TEST CONNECTION CHECK VALVE TO BATTERY PRESS RELIEF VALVE MANIFOLD (INSTR TUBING) ----FLIGHT INDICATOR SUCTION GAGE VACUUM WARNING SWITCH SUCTION GAGE -CHECK ,------PRESS RELIEF OIL SEPARATOR WING DE-ICER DE ICER CONTROL VALVE ST A. 4 PANEL NO BY-PASS WITH DE-ICERS ON OIL SEPARATOR BY PASS OVERBOARD DRAIN VACUUM k PUMP DE-ICERS "OFF* DE-ICERS ON* Figure 11Vacuum and Deicer Flaw Diagram VACUUM SELECTOR VALVE SHOT OFF VALVE CAMERA OUTLET SUCTION RELIEF VALVE SUCTION RELIEF CHECK VALVE -----TO CRANKCASE PRESSURE RELIEF VALVE DE-ICER PRESSURE GAGE TO DE ICER PRESSURE GAGE ROTARY DISTRIBUTING VALVE TO PUMPS DE-ICER CONTROL VALVE TO SELECTOR VALVE 9 Section 1 Paragraph 9 AN 01-20EG-1 >, 5 Gl OXYGEN CYLINDERS BEHIND THE PILOT ~ CYLINDER CONNECTED TO GROUP 3 ON ALL AIRPLANES HAVING SEPAR /AX ATE BALL TURRET SYSTEM. CYLINDER CONNECTED TO GROUP 4 ON ALL OTHER AIRPLANES. -'"TTy'S GROUP U VJ- J PHOT. 1 2, 4 G-1 OXYGEN CYLINDERS 3 BEHIND THE CO UNDER CABIN FLOOR ZX A FEW B-17G AIRPLANES HAVE A SEPARATE SYSTEM WITH FILLER VALVE JiX ON GROUP 3. MOST B.17G AIRPLANES CONNECT DIRECTLY TO GROUP 4. ( A GROUP 3. 5 OR 6 G I OXYGEN CYLINDERS ALL UNDER THE \ ) COCKPIT FLOOR NOTES / ZT) X GROUP 4. 3 OR 4 G l. OXYGEN CYLINDERS. 3 UNDER V X7 > RADIO COMPARTMENT FLOOR. 1 UNDER CABIN FLOOR. TUBING IDENTIFICATION TUBING IS 3/16 O 0 X 035 ALUM ALLOY TEST SYSTEM TO 400 23 P.S.I NORMAL WORKING PRESSURE 400 P S I TYPE A. 12 REGULATOR O TYPE A A REGULATOR m (SEPARATE BALL TURRET SYSTEM EARLY AIRPLANES) INSTALLED IN ALL AIRPLANES f fj ) BALL TURRET SEPARATE SYSTEM TYPE F-l CYLINDER (EARLY AIRPLANES) FILLER VALVE FOR TURRET AND PORTABLE CYLINDERS 03 MAIN FILLER VALVE LINES NOT EXTRA (EAKLY TYPE F-l CYLINDER FOR BAIL TURRET AIRPLANES) DISTRIBUTION LINE FILLER LINE Figure 12Oxygen Flow Diagram 9. OXYGEN SYSTEM. a. SUPPLY SYSTEM.There are four independent oxygen systems, operating at 400 PSI normal pressure. Each system serves a separate portion of the crew thus preventing a complete loss of supply if a distributor line is severed. A check valve at each cylinder pre- vents loss of system pressure if a bottle is punctured. Eighteen type G-1 bottles (some early airplanes have one or two type F-l bottles for the ball turret) hold the oxygen supply. The system filler valve is just aft of the forward entrance hatch. Late airplanes have the ball turret directly connected to one of the systems through a swivel gland. Brackets are conveniently located for the walk-around bottles which may be re- filled at the recharging valve of any demand regulator or filler station. b. REGULATORS.There are A-12 demand regu- lators and indicator panels at each crew station. Ball turrets have A-9A constant-flow regulators in airplanes having separate turret cylinders. 10 c. INDICATOR PANELS.A blinker, on the in- dicator panel, opens when oxygen flows from the regulator. The blinker closes when the oxygen stops. If the auto-mix is on and the airplane is on the ground, do not be surprised if the blinker shows no oxygen is flowing as the adjustment does not necessarily add oxygen at ground level. The gage shows the pressure for the cylinders supplying that station. CAUTION EXERCISE EXTREME CAUTION TO IN- SURE THAT OXYGEN EQUIPMENT DOES NOT BECOME CONTAMINATED WITH OIL OR GREASE. FIRE OR EX- PLOSION MAY RESULT WHEN EVEN SLIGHT TRACES OF OIL OR GREASE COME IN CONTACT WITH OXYGEN UNDER PRESSURE. Revised 30 April 1945 From RareAviation.com Section I AN 01-2OEG-1 MAN HOURS OF AVAILABLE OXYGEN BLACK FIGURES INDICATE AUTO-MIX "ON" RED FIGURES INDICATE AUTO-MIX "OFF" CAUTIONTHE AUTO-MIX IN THE OFF POSITION RAPIDLY DIMINISHES THE AVAILABLE OXYGEN SUPPLY. DO NOT USE THIS POSITION UNLESS IT IS NECESSARY TO GET PURE OXYGENI AIRCO REGULATORS TYPE A-12 PIONEER REGULATORS j TYPE A-12 \ Gage \ Pf' l\ Gage ! \ Pre Alt\ 400 350 300 250 200 150 100 50 1 A,,\ 1 F,\ 400 350 300 250 200 150 100 50 41.5 35.6 29 4 23.6 178 12.0 5.8 E 41.5 35.6 29.4 23.6 17.8 12.0 5.8 5.8 40,000 41.5 35.6 29.4 23.6 17.8 12.0 5.8 40,000 41.5 35.6 29.4 23.6 17.8 12.0 E 29.5 25.3 20.9 16.8 12.6 8 5 40 M 29.5 25.3 20.9 16.8 12.6 85 4.0 "O 35,000 29.5 25.3 20.9 16.8 12.6 8.5 4.0 35,000 30.0 25.8 21.3 17.1 12.9 8.7 4.2 M u 21 5 18.5 15.2 12 2 92 6.0 3.0 E 21.5 18.5 15.2 12.2 9.2 6.0 3.0 6 30,000 22.0 18.9 15.6 12.5 10.4 6.2 3.0 30,000 22.5 19.3 15.9 12.8 9.6 6.5 3.1 E o 16.5 14.1 11.5 9.0 7.0 4.7 2.0 R 16.5 14.1 11.5 9.0 7.0 4.7 2.0 25,000 21.0 18.0 14.9 11.9 9.0 6.0 2.9 j 25,000 22.0 18.4 15.6 12.5 9.4 6.3 30 R a. 13.0 11.1 9.2 7.4 5.5 3.7 1.5 G 13.0 11.1 9.2 7 4 5.5 3.7 1.5 D o 20,000 23.5 20.2 16.6 13.3 10.1 6.8 3.2 20,000 39.0 33.5 26.6 22.2 16.7 11.3 5.4 G o 10.0 8.6 7.0 5.7 4.0 3 9 1.4 E i 10.0 8 6 7.0 5.7 4.0 3.9 1.4 >5,000 28.5 24.5 20.2 16.2 12.2 8.2 3.9 15,000 38.0 32.6 26.9 21.6 16.3 11.0 5.3 E 8.0 6.8 5.6 4.5 3.4 2.3 1.1 N 8.0 6.8 5.6 4.5 3.4 2.3 1.1 10,000 48.5 41.7 34.4 27.6 20.8 14.0 6.7 10,000 37.5 32.2 26.6 21.3 16.1 10.8 5.2 N 6.5 5.5 4.6 3.7 2.8 1.8 1.0 c 6.5 5.5 4.6 3.7 2.8 1.8 1.0 5,000 5,000 28.5 24.5 20.2 16.1 12.2 8.2 3.9 C S. L. 5.5 4.7 3.9 3.1 23 1.5 07 Y S. L. 5.5 30.0 4.7 25.8 3.9 21.3 2.3 17.1 2.3 12.9 1.5 8.7 0.7 4.2 Y 33.2 28.6 23.6 19.0 14.2 9.6 4.6 E 33.2 28.6 23.o 19.0 14.2 9.6 4.6 40,000 33.2 28.5 23.6 18.9 14.2 96 4.6 40,000 33.2 28.5 23.6 18.9 14.2 9.6 4.6 E 23.6 20.2 16.8 13.4 10.2 6.8 3.4 M 1 23.6 20.2 16.8 13.4 10.2 6.8 3.4 35,000 23.6 20.3 16.7 13.4 10.1 6.8 3.3 35,000 24.0 20.6 19.0 13.7 10.3 6.9 3.3 M 17.2 14.8 12.2 9.8 7.4 5.0 2.4 E I 17.2 14.8 12.2 9.8 7.4 5.0 2.4 ers) 30,000 17.6 15.1 12.5 10.0 7.6 5.0 2.4 30,000 18.0 15.5 12.8 10.2 7.7 5.2 2.5 E lind 13.2 11.2 9.2 7.4 5.6 3 8 1.8 R 1 13.2 11.2 9.2 7.4 5.6 3.8 1.8 25,000 16.8 14.4 11.9 9.6 7.2 4.8 3.3 25,000 17.6 14.7 12.5 10.0 7.6 7.1 2.4 R 6 10.4 9.0 7.4 6.0 4.4 3.0 1.4 G I 10 4 9.0 7 4 6.0 4.4 3.0 1.4 3. 20,000 18.8 16.2 13.3 10.7 8.1 5.4 2.6 20,000 31.2 26.8 22.1 17.8 13.4 9.0 4.3 G 8.0 6.8 5.6 4.6 3.4 2.4 1.2 E I 8.0 68 5.6 4.6 3.4 2.4 1.2 E 15,000 22.8 19.6 16.2 13.0 9.9 6.6 3.2 15,000 30.4 26.1 21.6 17.3 13.0 8.8 4.2 o 6.4 5.4 4.6 3.6 2.8 18 0.8 N I 6.4 5.4 4.6 3.6 2.8 1.8 0.8 N 3 10,000 38.8 33.4 27.5 22.1 16.7 11.2 5.4 10,000 30.0 25.9 21.3 17.1 12.9 8.7 4.2 5.2 4.4 3.6 3.0 2.2 1.4 0 8 c 1 5.2 4.4 3.6 3.0 2.2 1.4 0.8 5,000 5,000 22.8 19.6 16.2 13.0 9.8 6.6 3.1 C 4.4 3.8 3.2 2.4 1.8 1.2 0.6 Y 1 4.4 3.8 3.2 2.4 1.8 1.2 0.6 S. L. S. L. 24.0 20.6 17.0 13 7 10.3 7.0 3.3 Y 11 Section I Paragraph 9 AN 01-20EG-1 Each crew member has an oxygen mask and an A-12 demand regulator is placed at each crew station. The portable bottles also have regulators. When in "AUTO the A-12 demand regulator sup- plies the proper mixture of air and oxygen. Alti- tude determines the percentage of oxygen. Figure 14Portable Oxygen Bottle The portable oxygen bottles each have a mask hose coupling, a recharge valve, and an A-13 de- mand regulator with an attached suspension clamp. d. USE OF OXYGEN EQUIPMENT. (1) Have your own mask which has been checked for fit by the oxygen officer. (2) Carry your bail-out cylinder charged to 1800 pounds. (3) Check to see that there is a portable "walk- around unit at each station, filled to 400 pounds, and in working order. (4) Check system pressure before flight; it should be 400 pounds. (5) Check function of demand regulator in both "ON and "OFF positions. Flow gage should function when auto-mix is "OFF. (6) Check knurled collar on elbow connecting mask hose to regulator for tightness. (7) Open emergency valve to check flow; then close. This valve should not be open except in case of emergency. 12 From RareAviation.com section I Paragraph 9 AN 01-20EG -1 Figure 16Filling Portable Bottle To recharge portable bottles, connect recharging nipples to the filler valve on any supply hose in the distributing lines. Figure 17Disconnecting from Regulator Remove the end connection of the mask hose from the fitting on the end of the feeder hose coming from the demand regulator. (8) Turn regulator to auto-mix "ON position. (9) Use auto-mix "OFF only WHEN OXYGEN OFFICER ADVISES THE USE OF PURE OXYGEN BEFORE TAKE-OFF, IN WHICH CASE, USE IT ALL THE WAY UP AS PRO- TECTION AGAINST "BENDS WHEN TREATING MEN FOR SHOCK, LOSS OF BLOOD, OR AS PROTECTION AGAINST POISONOUS GAS. (10) Start using oxygen at 10,000 feet. At night use oxygen from ground up, with auto-mix in "ON position. (11) In flight above 10,000 feet, always use "walk- around unit when moving from one station to another. (12) Remember the "walk-around unit can be recharged from any main system filler valve. Figure 18Connecting Portable Bottle Open the spring cover of the regulator connection and snap in the male fitting on end of the mask hose. Clamp portable unit to clothing. 13 AN 01-20EG-1 Section I Paragraph 10 10. COMMUNICATION EQUIPMENT. a. GENERAL.The radio and interphone systems provide communication between the airplane and ground stations, between the airplane and other air- planes, and between crew members in the airplane. The radio equipment also provides for reception of weather, range and marker beacon signals, automatic direction finding, blind landing guidance, and ground and inter- plane identification. b. INTERPHONE SYSTEM.-There are interphone jack boxes at ten places in the airplane. When the se- lector switch at any station is in the CALL position, that station may be heard at all other stations regardless of the position of their selector switches. If all switches are on INTER, any station may be heard at all other stations. Any station may listen to the command or radio compass receivers or transmit on command trans- mitter. All stations except radio operator can listen to VHF but only the pilot, copilot, and bombardier can transmit on this radio. Only the radio operator can receive or transmit on the liaison radio equipment. All stations have throat microphones controlled by PUSH- TO-TALK switches on control wheels, gun handles, or cords. c. OTHER COMMUNICATIONS EQUIPMENT. Instructions for the operation of other equipment will be found in the section covering the compartment where such equipment is installed. Figure 19Communications Equipment 14 Revised 15 January 1946 From RareAviation.com Section II Paragraph 1 AN 01-20EG-1 SECTION II j PILOT S OPERATING INSTRUCTIONS 1. RESTRICTIONS. V V, DON'T lower flops at speed* io com of 147 MPN! & DON'T dive In excel* of 270 or 305 MPH a, placarded WARNING Military power it limited to 5 minute* under normal condition*. Use for longer period* in emer- gency cote* only vb4 1 DON'T exceed 41 5 inches HG manifold pressure! Km | UJW to DONT exceed 30 inches HG below 2100 RPM* DON'T all the airplane! (Except for training purpose* ) DON'T epn! DON'T roll* CAUTION DON'T loopl DON'T attempt inverted flight! Don't fly the airplane at maxi- mum gross weight (64.500 pound*) UNLESS auxiliary wing lank* ore full! All power settings given in this section ore for use with 100 oc- ione fuel only See appendix III for restriction* to be observed when using 91 octane fuel Rsvirsd 15 September l?44 15 Section II Paragraph 2 AN 01-20EG-1 RECOGNITION FUEL BOOST PUMP IGNITION FUEL SHUT-OFF RECOGNITION SWITCHES VALVE SWITCHES LIGHT KEYING SWITCH LANDING LIGHT 1 SWITCHES WING FLAP SWITCH MIXTURE CONTROL manifold PRESSURE SELECTOR COWL FLAP CONTROL VALVES THROTTLE I CONTROL LOCK CONTROLS CONTROL LOCK PROPELLER PITCH CONTROL LOCK THROTTLE CONTROLS Figure 20Engine Control Stand pumps. The^e pumps supply pressure for starting and priming and prevent vaporization due to hot fuel, and high altitude (5) FUEL SHUT-OFF VALVE SWITCHES. Four toggle switches on the aisle stand control the fuel shut-off valve solenoids, and permit the fuel to be shut off at the tank if the line is severed. If the electric power fails, the valves open. (6) IDENTIFICATION LIGHTS.Two switches and a keying button permit signalling with any com- bination of the four lights. (7) PROPELLER FEATHERING SWITCHES. (a) Four red push button switches on the in- strument panel control propeller feathering. When the switch is pushed, the feathering pump supplies oil pressure for the operation. The switch releases when the propeller is feathered and the process may be stopped any time by pulling the switch button by hand. (b) To unfeather, hold the switch button in 2. OPERATIONAL EQUIPMENT. until the propeller is in the governing range. a. CENTRAL CONTROL PANEL AND AISLE STAND. (1) WING FLAP AND LANDING GEAR CON- TROLS.The wing flap motor is controlled by a tog- gle switch on the aisle stand. At 147 MPH, it takes from 15 to 30 seconds to lower the flaps. Do not lower wing flaps at speeds above 147 MPH. WARNING IN RETURNING THE SWITCH FROM DOWN ' TO OFF" BE SURE THE TOG- GLE SWITCH DOES NOT SNAP TO "UP. THIS WOULD IMMEDIATELY RETRACT THE FLAPS. (2) LANDING GEAR.A toggle switch above the salvo switch at the top center of the instrument panel operates the landing gear. The green indicator lamp lights when the landing gear is fully extended. (3) COWL FLAP VALVES.Four valves on the aisle stand control the cowl flaps (one for each nacelle). Turn the valve to "LOCKED when the flap is prop- erly adjusted. The flaps will travel slowly if the valve is slightly "cracked. This aids in making close adjust- ments. (4) FUEL BOOST CONTROLS. Four toggle switches on the aisle stand control the fuel booster NOTE When unfeathering a propeller on a cold engine set the RPM control for minimum governor speed until oil pressure and temper- ature are satisfactory. Turn off ignition after feathering if the engine is to remain inopera- tive any length of time. Dont operate more than one feathering switch at a time, except in emergency. (8) TURBOSUPERCHARGER CONTROLS. (a) GENERAL.The B-17G has the Min- neapolis - Honeywell Electronic Turbosupercharger Control System. A knob, on the pilots aisle stand, controls the manifold pressure and turbo RPM of all four engines at once. If the pilot wishes to reduce the manifold pressure on any engine he may do so by retarding the throttle. 1. The divisions on the manifold pressure selector dial are numbered from "O' -TO. Turn the dial clockwise to close the waste gate and increase the manifold pressure. Under normal conditions the dial range from 0 to 8 will satisfy all requirements. The numbers 9 and 10 are for emergency only. 16 Revised 21 October 1946 From RareAviation.com Section II Paragraph 2 AN 01-20EG-1 AIR TEMPERATURE REMOTE COMPASS MARKER TURN INDICATOR BEACON INDICATOR P.D.I. AIR SPEED RATE OF CLIMB INDICATOR MANIFOLD PRESSURE GAGES FUEL PRESSURE GAGES FUEL QUANTITY GAGE GYRO HORIZON LANDING OIL (FLIGHT INDICATOR) / GEAR PRESSURE GAGES CARBURETOR FILTER SWITCH RADIO HYDRAULIC OIL PROP. FEATHERING CYLINDER HEAD OIL TEMPERATURE COMPASS PRESSURE GAGE ALTIMETER BUTTONS TACHOMETERS TEMPERATURE GAGES STARTER SWITCHES Figure 21Pilot's Instrument Panel b. COPILOT S AUXILIARY PANEL. (1) CARBURETOR AIR FULTER CONTROLS. (a) A. double throw toggle switch on the auxil- iary panel controls the carburetor air filter valve motors. Four amber lights show when the filters are ON and the valves open, and four green lights show when they are OFF. If a lamp fails to light, its valve has not com- pletely opened or closed. (b) Keep the air filters ON for every operation below 15,000 feet. Revised 6 September 1946 (2) OIL DILUTION SWITCHES. (a) The four momentary contact switches oper- ate valves which admit fuel to the oil lines. When oil dilution is necessary after an engine run, do not attempt dilution unless oil temperature is 40C (104F) or be- low. If this limit is exceeded, stop the engine and allow to cool well below 40C. Then restart engine and pro- ceed with dilution. (b) Dilution time chart is on the switch panel. During dilution, move the propeller control from ex- treme increase to extreme decrease RPM slowly several times to fill the propeller feathering system with diluted oil and prevent sluggish operation at next start. 17 Section II Paragraph 2 AN OT-2OEG-1 (3) STARTER SWITCHES.-Two START and two MESH switches control the engine starters. The START switch energizes the starter motor, rotating the inertia flywheel. The MESH switch engages the starter and engine jaws while the START switch is held on. (4) PARKING BRAKES.-The parking brakes use the regular braking system and so must have mini- mum system pressure (400 PSI) to be effective. The handle is at the bottom of the instrument panel. Do not set the parking brake while the brake drums are hot as it may damage the brakes. (5) FUEL INDICATOR.The fuel indicator (liquidometer) on the extreme right of the instrument panel will show the amount of fuel in any of the six main tanks. A six position switch, below the indicator, selects the tank to be checked. Fuel in the Tokyo tanks is not shown until transferred into the main tanks. (6) INSTRUMENT LIGHTING. (a) Three spot lamps light the instrument panel and a fourth on the ceiling lights the compass panel. Two types of light are available: for flood lighting with visible fluorescent light, rotate the shutter to the left; for ultra-violet activation of the luminous pain on the instrument dials, rotate the shutter in the opposite di- rection approximately one-quarter turn. (b) The instrument spot lights are turned on and off by switches on the lamps. Light intensity is con- trolled by an adjustable iris in the lamp. Figure 22Pilot's Ceiling Instruments 18 c. CONTROLS AT PILOTS LEFT. (1) CABIN HEAT OUTLET.-Control for the pilots cabin heat outlet is above the rudder pedal stirrups. (2) VACUUM PUMP CONTROL.The "GYRO INSTRUMENTS selector valve on the side wall per- mits use of either vacuum pump for the gyro instru- ments, suction from the other pump being connected to the surface deicer system. (See figure 11.) (3) DEICER CONTROL.The deicer valve on the floor panel controls the surface deicer boots. When "ON, it starts the deicer distributor and connects the pressure from both vacuum pumps and the suction from one to the distributor valve. When "OFF, the distri- butor motor is stopped, the pressure is by-passed over- board, and the suction from one pump keeps the boots deflated. (4) PROPELLER ANTI-ICER CONTROL.-Two rheostats on the floor panel are used to turn the pro- peller anti-icer pump motors on and off and to control their speeds. (5) EMERGENCY BOMB RELEASE. (a) Early B-17Gs have emergency bomb release handles at the pilots left, and on the front bulkhead in the bomb bay. When either handle is pulled the doors open and the bombs drop in salvo and unarmed. The bomb bay fuel tanks may be dropped by the re- lease handle. (b) Later B-l7Gs have the all-electric bomb control system. Three toggle switches, one on the bom- bardiers panel, one above the copilots instrument panel, and the third on the forward bulkhead in the bomb bay, allow emergency release of the bombs. Any one of these switches opens the bomb doors electrically and releases the bombs when the doors reach 4 inches from full open. The entire operation takes about 12 seconds. In addition a manual bomb door release is pro- vided on the front bulkhead of the bomb bay. The manual release does not salvo bombs or bomb bay tanks. (6) LANDING APPROACH CONTROL.-The landing approach control box is aft of the interphone jack box. The unit controls both the RC-103 localizer and AN/ARN-5 glide path receiver. Revised 15 January 1946 From RareAviation.com GENERATOR SWITCHES PANEL LIGHT SWITCH PANEL LIGHT AMMETER VOLTMETER VOLTMETER SELECTOR SWITCH BELL SWITCH PITOT HEAT SWITCH AMMETER POSITION LIGHTS SWITCHES FORMATION LIGHTS CONTROL SELECTOR SWITCH LIGHT Figure 24Pilot's Control Panel Revised 1 March 1948 BOMBER CALL SWITCH MANUAL HYDRAULIC PUMP d. PILOTS CONTROL PANEL. (1) ALARM BELL.The navigators station, radio compartment, waist compartment, and tail section have alarm bells which are operated by a switch on the pilots panel. (2) BOMBARDIER CALL.A switch on the pilots panel operates the bombardiers call light. (3) GENERATOR CONTROL SWITCHES. Four switches on the pilots panel control the generator relays in each nacelle which connect the generator to the DC power bus. (4) BATTERY SWITCHES.-Three switches on the pilots panel control the solenoid switches in the battery compartments which connect the batteries to the DC power bus. (5) INVERTER SWITCH.-Late airplanes have an automatic changeover relay which switches to the "SPARE inverter if voltage output of the "MAIN inverter falls below 70 volts. The switch should be on "SPARE for relay check when making the battery check-out. If everything is in order, the switch should be turned to "MAIN for the starting procedure. When "MAIN is switched to "SPARE, allow two minutes before returning the switch to "MAIN, allowing relay to cool and thereby prevent its jamming. 19 Section II Paragraph 2 AN 01-20EG-1 (6) HYDRAULIC PUMP SWITCH.This switch automatically keeps the pressure between 600 and 800 PSI. If the automatic pressure feature fails, hold the switch in MANUAL to maintain cutout pressure. e. DEFROSTER CONTROL.A red button, in the vee of the windshield, controls the hot air for defrost- ing the pilots and copilots windshields. f. TRIM TAB CONTROLS. (1) Turn the knob on pilots floor panel 3 3/4 turns for complete aileron tab travel. (2) Turn the wheel on the floor in front of the control pedestal seven turns for complete rudder tab travel. (3) Turn the wheel on the left side of the control pedestal about six turns for complete elevator tab travel. It has a friction brake to prevent creeping. g. LOCKS. (1) AILERON LOCK.A forked pin, clipped to the pilots control column, locks the aileron in a neu- tral position when inserted in the hole in the left con- trol column over the center spoke of the control wheel. (2) RUDDER AND ELEVATOR LOCK.When the left-hand lever in the floor aft of the engine con- trol stand is pulled up, the rudder will lock when moved to neutral and the elevator will lock when placed in the down position. The lever itself has a spring lock to hold it either up or down. (3) When the right-hand lever on the floor aft of the engine control stand is down, the tail wheel will lock when centered. A spring plunger locks the lever in the up position. h. AUTOMATIC FLIGHT CONTROL EQUIPMENT. (1) C-l AUTOPILOT. The autopilot control panel is on the aft side of the lower control stand. To engage the autopilot: (a) Turn "ON master and stabilizer switches. (b) CAREFULLY TRIM AIRPLANE FOR STRAIGHT AND LEVEL FLIGHT. RUDDER PEDAL ELEVATOR TRIM TAS CONTROL WHEEL RUDDER RUDDER TRIM TRIM TAB CONTROL WHEEL TAB INDICATOR TAIL WHEEL LOCK Figure 25Lower Control Stand (c) Turn "ON tell-tale lights. (d) After master and stabilizer switches have been "ON for 10 minutes, switch "ON PDI and servo switches. (e) Center PDI by turning airplane and resum- ing straight and level flight. (f) With PDI on "ZERO, adjust rudder cen- tering knob until both rudder tell-tale lights go out. Immediately turn rudder switch "ON. (g) With wings level, adjust aileron centering knob until both aileron tell-tale lights go out. Im- mediately turn aileron switch "ON. (h) With airplane flying level, adjust elevator centering knob until both elevator tell-tale lights go out. Immediately turn elevator switch "ON. (i) Observe PDI, artificial horizon, and rate- of-climb or altimeter instruments. Then carefully re- trim all centering knobs until airplane is flying as straight and level as possible, with PDI on center. (j) With autopilot engaged, all course cor- rections must be made with turn control ONLY. Al- ways turn knob with a slow steady movement. 20 Reviled 30 April 1945 From RareAviation.com Section II Paragraph 2 AN 01-20EG-1 WARNING Do not engage rudder, aileron, or elevator switches until their respective tell-tale lights go off. (2) FORMATION STICK CONTROL (Late Air- planes).A formation stick for easily maneuvering the airplane through the autopilot is located on the left of the pilot and the right of the copilot. (a) OPERATING PRECAUTIONS. 1. Check the PDI on zero before turning the function selector to "ON SERVO BOOST. 2. When flying with selector at "ON SERVO BOOST the autopilot has no control, and the pilot must fly the airplane with the formation stick just as he would with manual controls. 3. Do not use the autopilot turn control when the function selector is at the "ON SERVO BOOST position. 4. To avoid tumbling the gyro, never bank the airplane more than 40 degrees. But, in an emer- gency if a 40-degree bank has been exceeded, hold the plane in level flight for 10 minutes before turn- ing the function selector away from the "ON SERVO BOOST position. This will allow the gyro to erect itself again. Figure 25A Pilot's Formation Stick i. PILOTS OPERATING INSTRUCTIONS. (1) BEFORE TAKE-OFF.Be sure the autopilot master switch and the formation stick function selector are both in the "OFF position. (2) AFTER TAKE-OFF. Engage autopilot in regular way. (3) COORDINATE BOMBARIERS TURNS. Coordinate bombardiers turns with "TURN COM- PENSATION knob on the autopilot control panel. (4) CHECK TURN COORDINATION.If turn- control turns are not coordinated, adjust the aileron and rudder turn control trimmers on the autopilot control panel. (5) ENGAGE THE FORMATION STICK. Turn the formation stick function selector (figure 25B) to "ON SERVO BOOST, "ON, or "ON ELEV. ONLY, depending upon the type of operation de- sired, press the transfer button on the stick to be used, and then maneuver the airplane by moving the stick as explained in the following paragraphs. (a) "ON SERVO BOOST POSITION.Used when flying a wing position in a tight formation or when quick maneuvering is desired. Move the stick to maneuver the airplane as a manual control stick would be moved. Rudder is automatically coordinat- ed with aileron control. Ratio can be adjusted to coordinate the controls while going in and cut of turns. (b) "ON POSITION.Used when in a wing position of a loose formation, or when very little ma- neuvering is desired, such as for cross-country course corrections. In the "ON position, handle the stick as follows: 1. STRAIGHT - AND - LEVEL FLIGHT. Leave the stick in center, and the autopilot will au- tomatically maintain straight-and-level flight. 2. TO CLIMB OR GLIDE.Move the stick backward or forward as necessary to get the desired change in altitude, and hold it there until ready to re- turn to level flight. 3. TURNS.For a right turn, move and hold the stick to the right for the desired bank (maximum bank is 25 degrees) and return stick to center when turn is complete. Left turn is executed in the same manner except that stick is moved to the left. Note The autopilot gives some up-elevator in a turn automatically, but more elevator action can be accomplished by moving the stick backward or forward. Revised 30 April 1945 20A Paragraph 2 Section II AN 01-20EG-1 (c) TO CHANGE FROM "ON SERVO BOOST POSITION TO "ON OR "OFF" POSI- TION,Hold the airplane level while changing the selector from one position to another. (d) TO CHANGE FROM "ON OR "OFF TO "ON SERVO BOOST.Make sure that the PDI is on zero before changing from any position to "ON SERVO BOOST." (6) ON ELEV. ONLY.Use this position when the bombardier has control. (a) Hold the stick back of center to climb and forward to glide. Movement of the stick to right or left will have no effect. (b) Turns may be made by the directional panel (bombardier) or by the autopilot turn control. (7) "OFF POSITION.To fly the airplane on autopilot without using the sticks, turn the function selector to the "OFF position. (8) TO TRANSFER CONTROL. (a) Only one stick can be engaged at a time. To transfer control from pilot to copilot, press the button on top of the copilots stick. Release the but- ton immediately, as only a momentary contact is needed. 20B Figure 25BFunction Selector Figure 25CAutopilot Release Switch (b) The pilot can take control from the copilot y pressing the button on the pilots stick. (c) If the pilot and copilot both press at the same time the pilots stick will gain control. Note When autopilot is first engaged the pilots stick has control first, no matter how the se- lector is positioned, and regardless of which stick had control when the autopilot was dis- engaged. The selector can be moved with- out transferring the control from either stick. (9) TO RELEASE THE AUTOPILOT. Press either of the two autopilot release switches momen- tarily; the autopilot servos will disengage immedi- ately and return the airplane to manual control. (10) TO RE-ENGAGE THE AUTOPILOT FOL- LOWING OPERATION OF THE RELEASE SWITCH.Snap the autopilot master switch off; then manually retrim the airplane and re-engage the auto- pilot in the regular way. If the release switch is pressed accidentally, the autopilot can be re-engaged immediately by snapping the master switch off, then Revised 1 March 1948 From RareAviation.com Section II Paragraph 2 AN 01-20EG-I right back on again, and throwing on the remaining autopilot switches without the usual adjustments. This quick re-engagement can be used only if the stick is not moved while the autopilot is disengaged. (11) TO USE THE MICROPHONE.Squeeze the trigger on the front of the stick while talking. (12) LANDING.It is not advisable to use the formation stick for landings unless the manual con- trols are inoperative, because the stick does not provide separate aileron and rudder control and it also limits the range of control surface movement. Note Do not use the formation sticks as a means of support when getting in or out of seats. f. CONTROL AT COPILOT S RIGHT. (1) PRIMER.The primer control has five posi- tions (one for each engine and an OFF position in which the primer handle is locked). To operate, push the handle down, turn the control (valve) to the proper position, and pump the charge to the engine. IMPORTANT Dont leave the primer handle out. Pressure from the No. 3 fuel booster pump is on the suction side of the primer and overpriming will result if the priming operation is not ended with the handle in the locked (OFF) position. (2) CARBURETOR TEMPERATURE CON- TROLS.The intercooler shutters are controlled from a stand in front of the copilot. Each cable is oper- ated by a slide, latching in any desired position. To release the latch, pull handle out. Figure 26Controls at Copilot's Right Revised 30 April 1945 21 AN 01-20EG-1 Section II Paragraph 2 (3) HYDRAULIC HAND PUMP. The hy- draulic hand pump furnishes pressure in case the elec- tric pump fails. (4) KEY CASE.The key case on the side wall contains two keys which fit all locks in the airplane. j. RUDDER PEDAL ADJUSTMENT. Rudder pedal tilt may be varied to any of five positions by a locking pin and sector at the outside corner of each pedal. Figure 27Microphone and Headset Plugs k. PILOTS COMMUNICATION CONTROLS. (1) GENERAL. (a) All communications equipment may be op- erated to some extent from the pilot's compartment. Receiver and transmitter frequency selection may be controlled with the exception of the liaison equipment which must have both its transmitter and receiver fre- quencies set by the radio operator. CAUTION For normal operation equipment, the filter be set at "BOTH. To without possibility of the selector switch to voice without range tor switch to "VOICE of all communications selector switch should receive the radio range voice interference, set "RANGE." To receive interference, set selec- NOTE The head set extension cord should be plugged into the filter selector control box as shown in figure 27, and not into the inter- phone jackbox or the receiver control box. IMPORTANT When the throat microphone is being used for either interphone or radio communica- tion, it must be adjusted so that its two cir- cular elements are held snugly against each side of the throat just above the "Adam's apple." SPEAK SLOWLY, DISTINCTLY, AND IN A NORMAL TONE OF VOICE. Shouting will seriously distort the voice sig- nal. TUNING CRANK VOLUME CONTROL COMMAND RECEIVER LIGHT CONTROL SWITCH AND SELECTOR KNOB VOLUME CONTROL SIGNAL SELECTOR SWITCH A.B CHANNEL SWITCH TUNING CRANK POWER SWITCH CHANNEL SELECTOR SWITCH CONTROL PUSH BUTTON CONTROL INDICATOR LAMP TRANSMITTER POWER SWITCH TRANSMITTER SELECTOR SWITCH (TONE - CW - VOICE) TRANSMITTING KEY LOOP CONTROL SWITCH Figure 28Radio Controls Pilot's Compartment Ceiling (b) A possible means of limiting noise level in all radio equipment, caused by adverse conditions such as rain, snow, ice, or sand, is to direct the radio operator to proceed as follows: 1. Place the antenna change-over switch to the fixed antenna position. 2. Release approximately 50 feet of the trail- ing wire antenna. 22 From RareAviation.com Section II Paragraph 2 AN 01-20EG-1 3. Ground the trailing wire antenna post di- rectly to the airplane structure (for instance, the metal support for the transmitter tuning units). (2) INTERPHONE EQUIPMENT AN/AIC-2. An interphone jack box is provided for both pilot and copilot, (refer to Section I, paragraph 10.) (3) COMMAND SET SCR-274-N.-The command set is designed for short-range operation and is used for comrnunicating with nearby aircraft for tactical pur- poses and with ground stations for navigational and traffic control purposes. (a) RECEIVING.The interphone jack box (figure 23) switch must first be placed in the "COM- MAND position. The receiver control box (figure 28) is divided into three sections, each controlling the par- ticular receiver to which it is connected. Reception of a signal of a specific frequency as indicated on the dial is accomplished by the use of the section of the receiver control box which controls the particular receiver in- volved. The desired receiver is turned on and off by a switch in the left forward corner of the control box section used. This switch, in addition to having an "OFF position, has two selective positions marked "CW and "MCW, which indicate the type of signal which is to be received. The "A-B switch should be left in the "A position at all times and need not be turned off when the receivers are turned off. Note When tuning receiver for a definite frequency, always turn dial a little to each side of the fre- quency calibration mark to find the point where the signal is strongest. (b) TRANSMITTING. 1. Before transmitting, adjust radio receiver to the same frequency as the station with which you desire to talk, and listen in to be sure that the operator is not talking to someone else. If the station is trans- mitting, take advantage of the opportunity to more accurately set the airplane receiver on the assigned fre- quency, and when the other operator is finished, pro- ceed with your transmission. 2. Throw the "OFF-ON switch (figure 28) on the transmitter control box to the "ON position. Select type of transmission desired with switch marked "TONE-CW-VOICE. With the switch in the "VOICE position, the microphone from any interphone jack box switched to "COMMAND position will be operative and voice will be transmitted when the push-to-talk button on the control wheel is pressed. With the switch turned to the "CW position, a continuous wave, or unmodulated signal, will be transmitted. Greatest effec- tive range can be obtained on "CW. Range is most limited when operating on "VOICE. 3. On both the "CW and "TONE positions, the mircophones are inoperative, and signaling by code is accomplished by a key which is located on the for- ward end of the transmitter control box. Note To reduce battery drain and to increase dyna- motor life, the "TONE CW VOICE" switch should be left on "VOICE unless continued use on "CW or "TONE is expected. (4) VHF COMMAND SET SCR-522.-The VHF set is designed for short range, line-of-sight transmis- sion and is used for communicating with near-by air- craft and ground stations. A push button panel on the central control stand provides selection of four crystal controlled frequencies by remote control of the trans- mitter-receiver unit in the camera well. All stations except the radio operator can receive, but only the pilot, copilot, and bombardier can transmit on VHF. (5) RADIO COMPASS AN/ARN-7. (a) Set the interphone jack box switch (figure 27) to the "COMP position, if aural reception of the radio compass receiver is desired. If only visual indi- cation is desired, the switch does not have to be set in the "COMP position. (b) The radio compass equipment is designed to perform the following functions: 1. Aural reception from the fixed antenna or from the rotatable loop. For signal reception during interference caused by precipitation static or proximity of signals, the loop will prove superior. 2. Aural-null directional indication of an in- coming signal with the loop only in use. 3. Visual unidirectional indication of an in- coming signal. (c) The receiving unit is turned on or off by a switch on the face of the remote control box, which in addition to having an "OFF" position, has three other positions: "COMP, "ANT, and "LOOP. 1. With the switch in "COMP position, both rotatable loop and fixed antenna are in use. 2. In the position marked "ANT only the fixed antenna is in use. 3. With the switch turned to the "LOOP position, only the rotatable loop is in use. Revised 15 January 1946 23 Section II Paragraph 2 AN 01-20EG-1 (d) If the green indicator on the face of the con- trol box does not light, depress button marked "CON- TROL to establish control of the set by this unit. Select frequency band desired as indicated in kilocycles on the face of control box and tune by use of the crank to the desired frequency. The loop may be rotated to any posi- tion as indicated on the radio compass azimuth indica- tor by use of switch marked "LOOP L-R. (See figure 43.) This particular operation is possible only when operating on "LOOP position of the selector switch. During periods of severe precipitation static, operate on "LOOP. For best aural reception rotate the loop by means of the "LOOP L-R switch until a maximum signal is obtained. Proper volume may be obtained by use of the knob marked "AUDIO. (6) LANDING APPROACH EQUIPMENT SCR- 570.The landing approach control box on the side- wall beside the pilot controls the RC-103 Localizer and AN/ARN-5 Glide Path receivers under the copilots seat. A visual indicator is on the pilot's instrument panel. (7) LIAISON SET SCR-287.-The liaison equip- ment is to be used for long-range communication. The type of reception and transmission desired must be for- warded to the radio operator, who will in turn put the radio equipment in operating condition. Only the radio operator can receive or transmit on this equipment. (8) RADIO SET SCR-695 (IFF).The remote "OFF-ON switch for this equipment is located on the top of the instrument panel hood. The two destroyer push-button switches are located to the left of the "OFF- ON switch. The destroyer switches should be used only when it is contemplated abandoning the airplane over enemy territory. When both destroyer push-but- tons are pressed simultaneously, a detonator is set off in the received which is located in the waist compart- ment. The explosion of the detonator will destroy the receiver internally. No damage should be done to either the airplane or personnel at the time of destruction of the set, but bodily contact with the receiver at the time of detonation should be avoided. Note Regeneration adjustment of the IFF set must be made on the ground prior to Hight in order to insure correct operation of equipment. 24 (9) MARKER BEACON EQUIPMENT RC-43 Since the operation of the marker beacon equipment is fully automatic, no manual operation is necessary. As the ship passes over a fixed point from which a marker beacon signal is being transmitted, the signal is picked up by the receiver, causing the indicator to flash on, showing the pilot that he has passed over a marker beacon. The marker beacon equipment is simultane- ously turned on when the radio compass is put into operation. The position of the interphone jack box switch does not affect the operation of the marker bea- con equipment. (10) NAVIGATION RADIO AN/APN-9-The navigation aid radio is on a bracket above the naviga- tors table. It is operated entirely by the navigator. Figure 29Pilot's Armor Protection Revised 15 January 1946 From RareAviation.com Section II Paragraph 3 AN 01-20EG-1 2A. MINIMUM CREW REQUIREMENTS. The minimum crew requirements of this airplane are a pilot, copilot, and engineer. Additional crew members as required to accomplish special mission will be added at the discretion of the Commanding Officer. 3. FLIGHT INSTRUCTIONS. a. PILOT S PREFLIGHT. (1) POWER PLANT. (a) Propellers and anti-icer boots. Check for nicks, torn or loose anti-icer boots, if installed, and for leaking anti-icer fluid. (b) Check nacelles for loose fasteners or cowl flaps, and check entire nacelle for oil leaks. (c) Check turbos for freedom of bucket wheels and clearance. (d) Check exhaust system for loose joints. (e) Check waste gate for looseness and full open position. (2) WINGS. (a) Inspect deicer boots for condition. (b) Check for fuel leaks in center section area. Determine that flight engineer has checked gas and oil caps for tightness. (3) LANDING GEAR.Main wheels and assem- blies. Check for worn spots on tires, cracks in rims, con- dition of hydraulic lines, proper inflation of tires, and condition of drag line and drag strut. Check for cleanli- ness of exposed portions that would obstruct pistons. (4) GENERAL EXTERIOR OF THE AIRPLANE. Visually check the following: (a) Pitot tubes for covers removed. (b) Belly, whip and clothes line antennas for condition. (c) Trailing antenna retracted. (d) Lower ball turret in locked position, door fully closed and locked. (e) Doors and hatches, particularly the tail gun- ners escape hatch. (f) Control surfaces and trim tab alignment. Controls in neutral. External locks removed. (g) Tail wheel tire for proper inflation, wear and condition of the entire assembly. (5) AIRPLANE INTERIOR. (a) While going through the airplane, check and clear aerial engineers report to be sure that the C.G. is between 19 percent and 32 percent of the Mean Aero- dynamic Chord. For all normal landings of the airplane, the C.G. will be forward of 32 percent. However, if an excessive load is placed in the rear of the airplane, the airplane will have neutral or negative stability. It is pos- sible to trim the airplane with an unstable loading, but is difficult to fly, especially if instrument flight is neces- sary. It is also much easier to inadvertently stall when flying an unstable airplane on instruments. Loading for forward C.G. positions is preferred because in addition to being easier to fly, it gives a smooth increase in eleva- tor forces required to pull out of dives. An airplane that is made unstable by improper loading has reversed force- velocity relation in dive pull-outs so that a structural failure resulting from improper use of the elevator is more likely to occur than if the airplane were stable. (b) Learn proper application of and use of the LOAD ADJUSTER. Check main passageway, compart- ment doors, turrets, and side guns not obstructed. (c) Check control cables. (d) Check bomb bay tanlss and covers for fumes or gasoline leaks. (e) Check storage of miscellaneous equipment in bomb bay. (j) Check to see that emergency landing gear drop crank is in place. (g) Check bombs for proper installation. (h) Check to see that proper number of para- chutes are on board. (i) Check oxygen masks. See that all personnel are equipped. Check condition of masks, condition of main oxygen system and all walk-around bottles for proper pressure. (6) FLIGHT DECK. (a) Turret caged. (b) Check maps to be sure all necessary maps are aboard. (c) Check copies of instrument let-down pro- cedure, radio facility chart, and radio aid to navigation, for condition, and to be sure they are all current issues. (7) ALTERNATE FUEL GRADE OPERATING LIMITS (91/98). (u) Take-off: 2500 RPM 41 in. Hg at S.L. A.R. Mixture (b) Max. Continuous: 2300 RPM 35 in. Hg at S.L. A.R. Mixture (c) Max. Auto-lean: 1800 RPM 28 in. Hg at S.L. Revised 1 June 1948 25 Section II Paragraph 3 AN OI-20EG-I b. BEFORE STARTING ENGINES. (1) FORM NO. I LOADING AND PASSENGER LIST. (a) List all personnel; name, rank, and ASN be- fore leaving the line. This list should agree with a load- ing list made out and left with the ground crew. Follow instructions inside form cover. 1. Pilot note FORM 1A. 2. Check fuel and oil. Z. Note the status of the airplane and the headings "Explanation" and "Remarks. (Pilot signs name and rank after last entry under "Remarks). (b) Keep the center of gravity between 19 and 35% of MAC. 1. The normal gross weight limit is 54,000 pounds, and the maximum gross weight is 64,500 pounds. (c) Pilot checks crew for knowledge and use of oxygen system and masks. Each crew member checks his station for proper operation. (d) Pilot checks presence of weather charts. (2) ENGINEERS REPORT.The reports, con- taining all items on the Engineers Preflight Report, must be made out by the engineer and checked by the pilot. (3) ADJUST SEAT AND RUDDER PEDALS. (4) PARKING BRAKES.Set parking brakes or the wheels will run up on the chocks and make them difficult to remove; check hydraulic pressure when you set parking brake. (5) CLEAR COMBUSTION CHAMBER. Pull propellers through by hand three complete revolutions ten minutes before starting to clear chambers. (6) PITOT HEAD COVERS.Remove covers. (7) FLIGHT CONTROL CHECK.Make sure ELEVATOR AND RUDDER LOCK lever is flush with the floor and remove and stow the AILERON LOCKING PIN. (Whenever the AILERON LOCKING PIN is in use, a red ribbon must extend from the pin to the engine throttle.) 26 (a) After control surfaces have been unlocked, pilot and copilot should visually check that surface con- trol movement follows operation of each set of surface controls. (8) FUEL TRANSFER VALVES AND SWITCH. Should be in the "OFF position. (9) FUEL SHUT-OFF SWITCHES.All switches must be "ON. (Never turn these switches off except in emergency.) (10) COWL FLAPS.Open cowl flaps regardless of outside temperature. After opening, turn valves to "LOCKED" to prevent creeping of the flaps and loss of hydraulic pressure. (11) TURBO CONTROL.Set manifold pres- sure selector at "0." (12) IDLE CUT-OFF.Mixture controls should be in "ENGINE OFF position. (13) HIGH RPM.Place propeller control lev- ers in full "HIGH RPM position and lock. (14) AUTO PILOT.Place switches in "OFF position. Leave "OFF until after take-off. (15) CARBURETOR FILTERS.Must be "ON for all operations under 15,000 feet. See that warning lights are on. (16) INTERCOOLERS. Turn intercoolers to "COLD. (17) DEICERS AND ANTI-ICERS. WING AND PROPELLERS. Turn all control valves to "OFF position. (18) CABIN HEAT OFF.Cabin heat must be off during ground operation to keep fluid from boil- ing away. (19) GENERATORS.See that generator switches are "ON. (20) HYDRAULIC VALVES.Turn switch to "AUTO. If pressure is below 200 PSI, hold the switch m "MANUAL until pressure reaches 250 PSI. (21) FLIGHT INDICATOR AND GYROS UN- CAGED.The gyros must always be uncaged except when airplane is being taxied over rough ground or when caging is necessary for blind flying procedure. Revised 1 March 1948 From RareAviation.com Section II Paragraph 3 AN 01-20EG-1 (22) LANDING GEAR SWITCH "OFF.DO NOT TURN ON BATTERY SWITCHES UNLESS LANDING GEAR SWITCH IS OFF (23) EXTERNAL POWER.Connect. c. STARTING ENGINES. (1) FIRE GUARD.Post 6re guards at the proper stations for each engine. All propellers must be clear. (2) BATTERY SWITCHES.Turn all three bat- tery switches on pilots panel to "OFF. ("ON if ex- ternal power is not usedthis will be considered an emergency procedure.) (3) IGNITION SWITCHES. (a) Call "Clear the props to ground crew. (b) Move emergency switch to "ON. each battery switch separately for individual battery failure. (c) With "SPARE inverter operating, check each battery switch separately for individual battery failure. (4) INVERTERS.Switch on "SPARE inverter during battery check. Check AC voltage on pilots in- strument panel. Switch to "MAIN inverter and again check AC voltage before continuing with engine start- ing procedure. AC output between 100 and 120 volts is necessary for proper operation of the electronic turbo- supercharger control system. Note If MAIN is switched to "SPARE or "OFF allow two minutes interval before returning switch to "MAIN. The heater coil in the changeover relay must be allowed to cool be- fore the relay can return to its original position. (5) FUEL BOOSTER PUMPS. Turn all fuel booster pumps "ON. Pressure should be 8 PSI. (6) START ENGINES.Sequence is 3, 4, 2, and 1. (a) Set throttles for approximately 800 RPM. (b) Direct copilot to energize and mesh No. 3 starter. After one revolution of propeller, turn magneto (ignition) switch to "BOTH. (c) Prime by hand (mixture control must be in "ENGINE OFF until engine fires). It is best to use short, quick strokes in priming as it atomizes the fuel. (d) If engine fails to start, repeat steps (b) and (c). CAUTION DO NOT ADVANCE THROTTLE. IT LEANS THE MIXTURE AND INCREASES THE CHANCE OF BACKFIRE. (e) When engine fires, move mixture controls to "AUTO RICH, and, if necessary, continue hand priming just enough to keep engine running. Note oil pressure. If not up in 30 seconds, stop engine. (f) COLD WEATHER STARTING. Before starting engine, operate primer with one or two long strokes to expel air and then proceed as per steps (b) through (e). (g) If engine stops, return mixture control to "ENGINE OFF, cut ignition and repeat starting pro- cedure. (b) In case of fire in the nacelle, try to blow out by opening throttle and cowl flaps. If this fails, stop engine and booster pump and close fuel shut-off valve. On airplanes with engine fire extinguishers also close cowl flaps and pull fire extinguisher (both charges if necessary). (7) FLIGHT INDICATOR.As the engine oper- ating vacuum pump (No. 2 or 3) is started, watch flight indicator and check for rapid response. (8) EXTERNAL POWER.Disconnect. | d. BEFORE TAXIING. (I) CHECK INSTRUMENTS.Check at 1800 en- gine RPM. (a) Oil pressure. Note Emergency allowable oil pressure range is 50 to 85 pounds per square inch. If the minimum high altitude oil pressure of 50 pounds per square inch cannot be maintained with a ground setting of 70 pounds per square inch, it will be permissible to raise the sea level relief valve setting to a maximum of 85 pounds per square inch as an emergency measure only. (b) Oil temperature. (c) Cylinder head temperatures. (d) Fuel pressures. (e) Carburetor air temperatures. (f) Free air temperature. (g) Tachometers. (h) Manifold pressures. (i) Hydraulic pressures. (!) Clod:. Revised 22 August 1949 26A Section II Paragraph 3 AN 01-20EG-1 DE-ICING PRESSURE ION OVERHEAD PANEL) OPERATING RANGE..........7 4-9.3 PSI MAXIMUM PRESSURE.........11.8 PSI AIRSPEED INDICATOR MAXIMUM PERMISSIBLE 147 WITH FLAPS DOWN MPH-IAS MAXIMUM 305 PERMISSIBLE......MPH-IA5 TACHOMETER OPERATING RANGE: Auto Lean . . 1400-2100 RPM Auto Rich . 2100-2300 RPM MAXIMUM i TAKE-OFF RPM..... 2500 MANIFOLD PRESSURE OPERATING RANGE: Auto Lean.......28-31 IN. Auto Rich.......31-41.5 IN. MAXIMUM PERMISSIBLE FOR TAKE-OFF .... 47.5 IN WAR EMERGENCY POWER................54 IN FUEL PRESSURE OPERATING RANGE............16-18 PSI MINIMUM PERMISSIBLE............16 PSI MAXIMUM PERMISSIBLE............20 PSI HYDRAULIC PRESSURE OPERATING RANGE .... 575-825 PSI PRESSURE CUT OUT..... 1200 PSI OIL PRESSURE OPERATING RANGE.......45-75 PSI MINIMUM PERMISSIBLE .... 55 PSI MAXIMUM PERMISSIBLE .... 85 PSI OIL TEMPERATURE OPERATING RANGE.......60-88' MINIMUM PERMISSIBLE.....40C MAXIMUM PERMISSIBLE.....95C CYLINDERHEAD TEMPERATURE OPERATING RANGE: Auto Lean . . . 25-218C Auto Rich . . . 218 -232 C MAXIMUM PERMISSIBLE ..... 260 C CARBURETOR AIR TEMPERATURE DESIRED RANGE . . . +15- + 38C ICING DANGER RANGE ... - 10- + 1SC DETONATION DANGER.......+ 50C Figure 29 AInstrument Limitations 26B Revised 22 August 194V From RareAviation.com AN 01-20EG-1 (k) Magnetic compass. (2) VACUUM PRESSURES.Return engines to 1000 RPM and check vacuum on engines 2 and 3. This should be 3Vi" to 4" Hg. (3) ALTIMETER. Turn on radio equipment and call control tower. Ask for: (a) Altimeter setting. (b) Radio equipment check on frequency, and signal strength. (c) Weather information. (d) Taxiing instructions. e. ENGINE RUN-UP. (1) EXERCISE TURBOS AND PROPS.Open cowl flaps and set throttles at 1500 RPM. Set manifold pressure selector at "8." Run propellers to full low RPM and note drop indicated by tachometers. Return propellers to high RPM. Set manifold pressure selector to "0." Check gen- erator voltage. (2) ENGINE RUN-UP.Run <- BOMBARDIER.Parachute mounted in nav- igator s compartment on right-hand wall directly oppo- site navigator about half-way up on wall. Dinghy mounted in naviagtor s compartment near floor on the right-hand side, half the distance forward from bulk- head. Exits second through front entrance door. (4) NA VIGA TOR.Parachute mounted on bulk- head armor plating directly above door, on inner side of navigator s compartment. Dinghy mounted along- side and to rear of bombardiers dinghy. Exits first through front entrance door. (5) UPPER TURRET GUNNER. Parachute mounted on floor just forward of bomb bay bulkhead on left side. Dinghy mounted on forward wall of bomb bay bulkhead in turret compartment, directly below entrance to bomb bay. Exits first through forward end of bomb bay. (9) BALL TURRET GUNNER. - Parachute mounted on aft right-hand side of rear bulkhead of radio compartment, about even with top of door Dinghy mounted directly beneath ball turret gunner s parachute. Exits third through main entrance. (10) TAIL GUNNER.Parachute mounted on right-hand wall immediately aft and slightly above rear gunners escape hatch. Dinghy mounted directly beneath parachute. Exits through small emergency door in tail. 12. CRASH LANDING. a. SIGNAL. (1) Warningspoken warning on the interphone. (2) Warningsix short rings on the alarm bell. (3) Prepare for crash landing-braceone long sustained ring on the alarm bell. b. EGRESS. (1) Before impact pilot should: cut engines, turn OFF master, battery, and fuel shut-off valve switches. (2) Crew members take stations, remove para- chutes and fasten safety belts at interphone and alarm bell warning. (3) Crew will abandon the plane through the assigned exit. (4) The pilots side windows can be used as exits. (5) If it is necessary to exit through a hole in the aircraft structure, be careful of broken glass or metal. (6) If there is imminent danger of fire, all per- sonnel should move away from the airplane at least 50 feet. Revised 22 August 1949 37 Section III Paragraph 1 3 AN 01-20EG-1 13. HOW TO DITCH THE k 170: a. Jettison bombs, ammunition, and loose equip- ment and secure anything that might cause injury. Close bomb doors and lower hatches. If time is too short to release bombs and depth charges, place them on SAFE. Keep enough fuel to make a power landing. c. Heres how to tell wind direction and speed: (a) waves in open sea move downwind: (b) spray direction indicates wind direction; (c) wind lanes (series of lines or alternate strips of light and shade) also show direc- tion; (d) approach on waves should be made into wind at right angles to them; (e) approach on swells should be made along top, parallel to swell and may be exe- cuted in winds not over 10 MPH. h. Navigator gives radio operator position, course and speed. Latter tunes liaison set to MFDF and SOS s position and call sign continuously. R O also turns IFF to distress, remains on intercomm., and clamps down key on order to "take to ditching post". HOW TO DETERMINE WIND SPEED A few white crests Many white crests Foam streaks on water 10 to 20 MPH. 20 to 30 MPH. 30 to 40 MPH. 40 to 50 MPH. Spray from crests d. These positions should best enable crew members to withstand the impact of crash landings on either land or water. On water two impacts will be felt, the first a mild jolt when the tail strikes, the second a severe shock when the nose strikes the water. Positions should be maintained until the aircraft comes to rest. Study them carefully. Emergency equipment for use in the dinghy should be carried to crash positions. Any equipment carried free must be held securely during ditching to prevent injury. Parachute pads, seat cushions, etc., should be used to protect the face, head, and back. 38 From RareAviation.com Section III Paragraph 1 3 AN 01-20EG-1 e. KNOW YOUR DITCHING DUTIES! PRACTICE THEM! DRILL IS IMPORTANT! Each crewman's duty is briefly and clearly indi- cated on next page. These duties should be studied, altered if necessary to agree with any modifications, memorized, and practiced until each member of the crew performs them mechanically. Drill is the respon- sibility of the pilot. The pilot's warning to "prepare for ditching" should be acknowledged by the crew in the order given herecopilot, navigator, bombardier, flight engineer, radio operator, ball turret gunner, right waist gunner, left waist gunner, and tan gunner, i.e., "copilot ditch- ing", "navigator ditching, etc. Upon acknowledgement, crew members remove parachutes, loosen shirt collars and remove ties and oxygen masks unless above 12,000 feet, in which case main oxygen supply or emergency oxygen bottle is used until notification by the pilot. All crew members wearing winter flying boots should remove them. No other clothing should be removed. Releases on dinghies should not be pulled until the plane comes to rest. Beware of puncturing rafts on wing and horizon- tal surfaces after launching. The dinghies should be tied together as soon as possible. Injured men should get first consideration when leaving the plane. Life vests should not be inflated inside the plane unless the crewman is certain that the escape hatch through which he will exit is large enough to accom- modate both him and the vest. When personnel are in dinghy, stock of rations and equipment should be taken by the captain (pilot or copilot). Strict rationing must be maintained. Flares should be used sparingly and only if there is a reason- able chance that they will be seen by sea or aircraft. Dont forget the Very pistol. 39 Section IIJ Porograph 1 3 AN 01-20EG-1 PILOT (1) Warns "prepare for ditching over interphone, gives altitude, sounds ditching bell signal (6 short rings); (2) fastens safety harness, opens right window, using axe if necessary; (3) orders R/O to ditching post; (4) five seconds before impact, orders crew to brace for ditching by giving a long sustained ring on signal bell; (5) when plane comes to rest, releases safety harness, parachute straps, exits through side window; (6) pro- ceeds to left dinghy, cuts tie ropes, takes command. [COPILOT (1) Assists pilot to fasten safety harness; (2) fas- tens own safety harness, opens right window, using axe if necessary; (3) releases safety harness, parachute straps, exits through right window when plane comes to rest; (4) proceeds to right dinghy, cuts ropes, takes command. (1) Switches on liaison transmitter (tuned to MFDF), sends SOS, position and call sign continuously, turns IFF to distress, remains on intercomm, transmits all information given by navigator; (2) obtains MFDF fix, continues SOS, remains on intercomm; (3) on pilot's order clamps key, takes ditching position, in- flating life vest partially, remains on intercomm, re- peating pilot's "brace for ditching" to crew; (4) exits fifth from hatch, goes to left dinghy. (1) Throws his gun (remember in the later B-17Gs the waist gun must be removed from its win- dow mount), ammunition, and loose equipment over- board. Goes to the radio compartment; (2) partially inflates his vest; (3) leaves the airplane sixth and takes his place in the left dinghy. 40 Revised 22 August 1949 From RareAviation.com Section III Paragroph 1 3 AN 01-20EG-1 < 1 > Calculates position, course, speed, giving to R O, destroys secret papers, gathers maps, celestial equipment, proceeds to radio compartment; (2) at- taches rope on emergency radio equipment, signal set (if radio stored in radio compartment) to arm; (Z) sec- ond to exit through radio hatch; goes to left dinghy. (1) Jettisons ammunition, goes forward, collect- ing emergency ration pack (stowed in fuselage), se- cures pack rope to arm, last to enter radio compart- ment; (2) takes position, inflates life vest partially; (3) exits first from hatch, carrying ration pack, goes to left dinghy, assists with dinghy inflation, inspects for leaks, applies stoppers. (1) Jettisons his gun, ammunition, all loose equipment; (2) closes his gun window, goes to radio compartment, attaches emergency radio and signal box to upper arm (if radio not stored in radio compart- ment); (3) takes position, partially inflates vest; (4) exits third from hatch, receives emergency radio from flight engineer, helps inflate right dinghy, inspects for leaks, applies stoppers if necessary. (1) Jettisons ammunition, loose equipment, turns turret guns forward, goes to radio compartment, jettisons radio hatch or lowers radio window, moving to rear of plane, jettisons kx-se equipment, slides back top gun; (2) makes emergency ration pack secure to arm; (Z) hands radio up to r. waist gunner, exits fourth from hatch with emergency ration pack, goes right dinghy. BALL TURRET GUNNER BOMBARDIER (1) Turns his turret and guns aft, closes his tur- ret tightly, and goes to the radio operators compart- ment; (2) pulls both dinghy releases as soon as the aircraft comes to a complete stop; (3) exits from the hatch seventh and takes his assigned place in the right dinghy. (1) Jettisons bombs, closes bomb doors, destroys bomb sight, goes to radio compartment, closing for- ward hatch to radio compartment; (2) takes position, inflating life vest partially by pulling cord one side only; (3) directs, assists exit of men through radio hatch; eighth to exit, goes right dinghy. 41 Section III Paragraph 1 4 AN 01-20EG-1 14. EMERGENCY OPERATION OF RADIO EQUIPMENT. a. PORTABLE EMERGENCY RADIO TRANS- MITTER (TYPE SCR-578-A). (1) GENERAL. (a) A complete self-contained portable emer- gency transmitter is stowed on the right rear side of bulkhead 6 for operation anywhere away from the airplane. It is primarily designed for use in a small boat or life raft but may be used anywhere a kite may be flown or water found. (b) When operated on MCW, signal is trans- mitted and pretuned to the international distress fre- quency of 50(1 kilocycles. A predetermined signal is automatically transmitted. Any searching party can "home on the signal with the aid of a radio receiver. (c) The set has no receiver. (2) REMOVAL FROM AIRPLANE. (a) If the airplane makes an emergency landing on water, remove the emergency set at the same time as the life raft. The set is waterproof, will float, and the only care necessary is to keep it from floating beyond reach. (b) The emergency set can be dropped from the airplane by use of the attached parachute. The airplane should be between 300 and 500 foot altitudes when the set is dropped. Observe the following steps if the set is dropped: I. Tie the base end of the parachute static line to any solid metal structure of the airplane. CAUTION Be sure the static line is in the clear and will not foul. 2 Throw the set out. The parachute will be opened by the static line. CAUTION Dont attach the static line to your clothing or body when throwing the equipment out. (Z) OPERATION.Complete operating instruc- tions are in one of the bags containing the set. They are also on the transmitter itself. h. INTERPHONE EQUIPMENT FAILURE the interphone equipment fails, the audio frequency section of the command transmitter may be substituted for the regular interphone amplifier. To do this, the pilot places his command transmitter control box channel selector switch in channel 3 or 4. Set the inter- phone jack box selector switch on COMMAND to place the interphone equipment in operation. NOTE When the command transmitter control box channel selector switch is set in either the No. 3 or 4 position for emergency operation of the interphone equipment, it is not possible to establish communication with any station or any other airplane. It is possible at all times to resume normal command set operation by placing the channel selector switch of the command transmitter control box in either the No. 1 or 2 position. c. SUBSTITUTION OF RADIO COMPASS RE- CEIVER FOR LOW FREQUENCY COMMAND SET RECEIVER.If the low frequency receiver of the command set fails, the radio compass receiver may be substituted, with the pilot having direct control over the compass receiver. To complete this emergency hook-up, the pilot must set his interphone jack box selector switch in the "COMP" position and then place the radio compass selector switch in the "ANT posi- tion. The radio compass can then be tuned as desired. d. SUBSTITUTION OF LIAISON RECEIVER FOR LOW, MEDIUM, AND OR HIGH FRE- QUENCY COMMAND RECEIVER.In case of the failure of the low, medium, and or high frequency receiver of the command radio equipment, the liaison receiver may be substituted, but the pilot will have only limited control over it. The pilot should first call the radio operator on the interphone system and tell him what frequency he desires to receive, that he is switching the interphone selector switch to the "LIAISON position, and for him (the radio operator) to tune in this frequency and maintain the setting until further advised. e. COMMAND SET TRANSMITTER FAILURE. In case of failure of the command set transmitter, the liaison transmitter may be substituted. The pilot should first call the radio operator on the interphone and have him adjust the liaison transmitter to the frequency 42 From R reAviation.com AN 01-20EG-1 he desires to use. He should then set his interphone selector switch to the "LIAISON position and oper- ate his microphone button in the same manner that he did when the command set was in operation. When he is through using the liaison transmitter, the pilot should place the interphone selector switch in the "INTER position and tell the radio operator to cut the liaison transmitter, off, so as to reduce the load on the electrical system. Note When substituting one receiver for another such as the compass receiver for the command receiver, the pilot must move his interphone selector switch to the "COMMAND or "LIAISON position, as the case may be, in order to transmit. At the end of the trans- mission, he must sw itch back to the position of the receiver being used. This will have to be done every time that the pilot desires to hold a two-way conversation. 15. EMERGENCY ICE REMOVAL FROM CARBURETORS. a. Turn filter on if below 20,000 feet. h. Close intercooler shutters. Do not let carburetor inlet air exceed 38 C < 100.4 F.) except momentarily. c. Below 25,000 feet, add up to 3 inches boost by retarding the throttle and increasing the turbo boost. Below 15,000 feet, more heat can be added by using full turbo boost and part throttle (do not exceed 34 inches manifold pressure at 2200 RPM). Use this for only a short time as excessive carburetor leanness re- sults from high carburetor deck pressures. d. Above 25,000 feet close intercooler shutters only. Do not use filters. Increase to full throttle for rated horsepower and change altitude to change outside air temperature and reduce moisture due to fog, rain, snow, or sleet. Section III Paragraph 14 16. LANDING WITH ONE MAIN GEAR RETRACTED. a. Approach the runway with tail wheel and main wheel extended. b. As soon as the extended wheel touches the ground, retract the wing flaps. c. When the wing of the retracted wheel begins to drop, apply the brake, and continue to use the brake after the wing tip begins to drag. Braking aids in keeping the airplane straight and reduces the tendency of the airplane to ground loop in the direction of the low wing. 17. EMERGENCY BRAKING PROCEDURE. There are two methods of obtaining pressure for em- ergency braking in the B-17. To raise pressure with either method, sufficient fluid must be in the reservoir and the lines must be intact. a. Depress the brake pedals and use the hydraulic Land pump. Hydraulic fluid is sent directly to the de- boost valves and brakes through the open brake meter- ing valves. The hydraulic pressure gage will reveal exact pressure readings when the fluid is pumped with the brake pedals depressed. b. Another method of emergency braking is slower but is satisfactory when sufficient time permits its use. Build up pressure in the accumulator before applying the brakes. There are two disadvantages of this pro- cedure. The correct amount of pressure necessary to stop the airplane cannot be determined and all pump- ing after the first stroke must be done against a mini- mum pressure of 350 PSI, which slows the pumping process. 43 Revised 30 May 1945 From RareAviation.com Section IV Paragraph 1 AN 01-20EG-1 SECTION IV BOMBARDIER'S COMPARTMENT 1. BOMB CONTROLS. a. In the earlier B-17G airplanes bombs are nor- mally released electrically but can, in emergency, be released mechanically. The electrical control releases bombs either singly (selective) or continuously at pre- determined intervals (train). The mechanical controls, which include the bombardiers and the emergency release handles always drop the bombs in SALVO. There are separate bomb control handles for the ex- ternal and internal bomb racks. This division makes it possible to release the external bombs without open- ing the bomb doors. A lug on the bomb door lever pre- vents movement of the internal rack control lever until the bomb doors are opened. (1) The bomb release lever has three positions. (a) In the LOCK position, the bombs can only be released by the emergency release handles. (b) In the SELECTIVE position, the racks are ready for electrical release by either manual operation of the release switch or by automatic operation through the bomb sight. (c) The SALVO position, when the bomb doors are open, releases all bombs at once and unarmed. (2) The bombardiers release switch, on the for- ward end of the control panel, operates in either di- rection to energize the release unit solenoids through the interval release control mechanism. A hinged guard prevents accidental operation of this switch. (3) The interval release control unit on the bot- tom of the bombardiers control panel may be set to provide either "SELECT or "TRAIN release. Four switches on the bombardier's control panel permit se- lection of any external or internal rack for electrical release. Two indicator lamps beside the rack selector switches correspond to the external racks. Two ad- ditional rack selector switches in the bomb bay per- mit elimination of either right or left bomb bay from the release circuit if bomb bay fuel tanks are carried. Bomb release sequence is given in figure 36. Any rack or combination of racks may be eliminated from the release sequence by turning off the respective selector switch on the bombardier's control panel. Figure 35Bombardier's Control PanelElectric 45 Section IV AN 01-20EG-1 BOMB STATIONS BOMB LOAD INDICATORS 300 300 100 500 500 100 100 too 100 100 BOMB RACKS L.H. EXTERNAL INDICATOR LIGHTS-EXTERNAL RACKS EXTERNAL INTERNAL RACK SELECTOR 1000 1000 R.H. EXT. EXT. NOTES: ANY UNLOADED OR UNCOCKED STATION WILL BE AUTOMATICALLY SKIPPED IN THE RELEASE SEQUENCE AND THE REMAINING STATIONS RELEASED ACCORDING TO THE NORMAL SEQUENCE. BOMB BAY DOORS MUST BE OPEN TO DROP ANY INTERNAL BOMBS. ABOVE 1600 1600 R.H EXT L.H. EXT. CAUTION 19 40 2000 2000 RELEASE TWO 2000 BOMBS SELECT 2000 2000 OR TRAIN OF 2. R.H. EXT. 300 500 300 1000 100 300 300 1000 300 1000 300 500 100 300 100 I 300 500 1000 100 300 500 1600 100 500 1600 2000 100 300 1000 500 1600 300 500 1600 300 500 1600 2000 100 300 500 1600 100 300 SOO 1000, LARGE TYPE D 6 SHACKLE MUST BE REMOVED BEFORE RELEASING BOMBS 1000 1600 2000 4000 CLOSING THE BOMB DOORS, RETURNING THE BOMB RELEASE LEVER TO LOCK. OR TURNING OFF ANY RACK SELECTOR SWITCH MAY CAUSE THE RELEASE SEQUENCE TO RESUME AT SOME STATION OTHER THAN THE NEXT IN THE NORMAL SEQUENCE DUE TO THE ACTION OF THE RACK SELECTOR RELAYS. BOMB RACK SELECTOR SWITCHES BOMBARDIER'S PANEL LEFT HAND ON OFF (O RIGHT HAND 1000 200C RH EXTERN Al LEFT HAND ON (5>off RIGHT HAND , AUX. < /FUEL / /TANK / Figure 36Bomb Release Sequence DiagramINTERNAL RACKS ON EXTERNAL RACKS ON | SEQUENCE STATION SEQUENCE STATION g ! i 1 12 28 j 2 R.H. EXT. 13 9 3 22 14 30 4 L.H. EXT. 15 12 5 3 16 33 I 6 24 17 14 7 4 18 35 8 25 19 15 9 5 20 36 10 26 21 17 1 11 7 22 38 L.H. INTERNAL OFF R.H INTERNAL ON EXTERNAL RACKS ON SEQUENCE STATION 1 R.H. EXT. 2 L.H. EXT. 3 28 FIRST STEP 1 INTERNAL RACKS' OFF I | EXTERNAL RACKS ON | SEQUENCE STATION 1 R.H. EXT. 2 L.H. EXT. SECOND STEP THIRD STEP 1 INTERNAL RACKS ON 1 EXTERNAL RACKS OFF 1 SEQUENCE STATION 1 1 12 2 33 3 14 4 35 5 17 6 38 7 19 3 40 46 REAR VIEW {examples] 1 .1/38 pc 36 Ji 5 From RareAviation.com AN 01-20EG-1 Section IV 100 LB. AN-M30 Airplane STA. 1 AND 4 294 2 AND 3 TOT 100 LB. AN-M39 RACK RACK 1 1100 LB. MK. Ill RACK RACK 1000 LB. AN-M65 STA. 34% PERFECTLY 40% 2 AND 3 100 LB. M-38A2 STA 300 LB. M-31 300 LB. MK. 1-MK. IMI 26% 500 LB. AN-M64 1 AND 4 29% 2 AND 3 2 AND 3 CLIMB ANGLE RACK NO. RACK NO. RACK NO. GLIDE ANGLE GLIDE ANGLE GLIDE ANGLE GLIDE ANGLE CLIMB ANGLE RACK NO, CLIMB ANGLE 100 LB. MK. 1-MK IMI.-MK IMII. A 10 CLEARANCE ANGLE MAINTAINED IN THE BOMB BAY THE GLIDE OR CLIMB ANGLE IS THE ANGLE INCLUDED BETWEEN THE EARTH'S SURFACE AND THE FUSELAGE CENTERLINE THE ANGLES LISTED IN THE TAB ULATION ARE THE MAXIMUM AT WHICH BOMBS MAY BE RELEASED WITH ANGLES SHOWN ALLOW 10 FOR SAFETY. HOWEVER, UNDER SMOOTH FLYING CONDITIONS, IF THE AIRPLANE COMMANDER BELIEVES THAT CONDITIONS WARRANT IT. THESE GIVEN ANGLES MAY BE EXCEEDED BY NOT MORE THAN 5. NOTE: THE SAFE GLIDE ANGLES ARE BASED ON AN AIRPLANE GROSS WEIGHT OF 40,000 LBS. WITH POWER OFF AND WINDMILLING PROPELLERS. WITH WHEELS AND FLAPS UP: MAXIMUM ALLOWABLE INDICATED AIR SPEED IS 305 M.P.H SAFE GLIDE ANGLE IS 15-1/4C. WITH WHEELS AND FLAPS DOWN MAXIMUM ALLOWABLE INDICATED AIR SPEED IS 147 M.PH SAFE GLIDE ANGLE IS 13 1/2. WHILE THE MAJORITY OF BOMB STATIONS WILL PERMIT RELEASE OF BOMBS AT AN ANGLE WHICH WILL PRODUCE AN INDICATED AIR SPEED GREATER THAN THAT DESIGNATED FOR THE SAFE GLIDE ANGLE OF THE UNDER NO CONDITIONS SHALL THE MAXIMUM ALLOWABLE AIR SPEED BE EXCEEDED. DIAGRAM - BOMB POSITIONS 19% 14% 10% 39% 29% 22% 30 & 9 37 & 16 40 & 19 42 L 21 19% 15% 11% 27% 22% 57% 4614 1 S, 22 3 8.24 4 & 25 12&33 _LfL&_25. 26 & 5 28 & 7 30 & 9 36 & 15 38 & 17 40 & 19 42 & 21 38% 26% 18% 44% 14% 10% 54% 40% 29% 2 & 23 4 & 25 13 & 34 27 & 6 1 & 22 3 & 24 4& 25 12 & 33 14 & 35 26 & 5 28 & 7 30 & 9 36 & 15 38 & 17 40 & 19 42 & 21 1 & 22 3 & 24 4 & 25 12 & 33 14 & 35 26 & 5 28 & 7 30 & 9 36 & J5 38 & 17 40 & 19 42 & 21 Figure 37Bomb Release Angles Chart 2000 LB. AN-M34 RACK NO STA. GLIDE ANGLE CLIMB ANGLE 2 AND 3 31 & 10 0 0 1600 LB. AN-MK1 NO. RACK STA. GUDE ANGLE CLIMB ANGLE I 2 AND 3 7 & 28 26% 12% 10 & 31 9% 4% 18 & 39 1% 0 2 AND 3 STA. GLIDE ANGLE CLIMB Wk ANGLE 1 & 22 4614 45 3 & 24 34',6 . 1 . 4 4 25 I w 12 6. 33 20!* 1 , 14 & 35 16 16% I 26 L 5 54% 52% | 28 & 7 40% 40% 30 & 9 29% 30 I . 36 S 15 22 23 W 38 & 17 17% 19% I 1 40 & 19 13% 14% || 42 & 21 10 10% [ fej 1100 LB. M-33 NO 1 RACK STA. GLIDE ANGLE CLIMB ANGLE 2 AND 3 29 & 8 26 15 37 & 16 11 6% 41 & 20 2 NO. RACK STA. GLIDE ANGLE CLIMB ANGLE 2 AND 3 29 & 8 23% 9 37 L 16 10 1'4 41 & 20 4 0AIRPLANE, INDICATED NO- RACK STA. GLIDE ANGLE CLIMB ANGLE 2 AND 3 29 & 8 25 17 37 & 16 11 8 41 & 20 5 3600 LB. MK. IMI-MK. IMII RACK NO STA. GLIDE ANGLE CLIMB ANGLE 2 AND 3 28 & 7 33 23 31 & 10 18 17T5 39 S. 18 9% 6% 42 & 21 5 7% 600 LB. M-32 RACK 7 NO. STA. GLIDE ANGLE CLIMB ANGLE 1 AND 4 2 & 23 32% 29 W 2 AND 3 28 & 7 34% 29% 31 & 10 18 17% 39 & 18 10 10 42 & 21 5% 6 CLIMB ANGLE \ RACK J NO. STA. GLIDE ANGLE CLIMB ANGLE 1 1 AND 4 2 & 23 37 33% 4 8. 25 23% 22 13 & 34 14% 15 1 2 AND 3 27 & 6 44% 40 30 & 9 27 25 37 & 16 17% 16% 40 & 19 11% 11 % 42 & 21 8 8 RACK NO. STA GLIDE ANGLE CLIMB ANGLE 1 AND 4 2 & 23 33 33% 11 & 32 17 19% 2 AND 3 28 & 7 34% 34 31 & 10 18% 21 39 & 18 10 12% 42 & 21 5% 8 47 Section IV Paragraph 1 AN 01-20EG-1 (4) A switch on the bombardier's panel controls the bomb arming solenoids in the external racks. h. On airplanes Boeing built AAF 42-97173, Doug- las AAF 42-98036, Vega AAF 44-6001 and later, the cable bomb control system is replaced with an all elec- tric system. There are three SALVO switches and lights in this system; one on the bombardiers panel, one on the instrument panel ledge in front of the copilot, and one located in the bomb bay on the upper left hand sidewall. The bomb racks and stations are the same as before but the method of release is entirely electric. (1) The normal release procedure for both in- ternal and external racks is as follows: The bombardier first sets the intervalometer for the number and spacing of bombs to be released. If several bombs are to be dropped in a "stick the SELECT-TRAIN switch is set on TRAIN. If only one bomb is to be dropped, the switch is set at SELECT. Next the bomb formation signal light is set to either BRIGHT or DIM as de- sired and the amber indicator light goes on, but the white tail light does not go on until the master switch is turned on. The bombardier should then turn on the P.D.l. switch and the BOMBSIGHT switch on the bombsight stabilizer, and if the AUTOPILOT is to be used, the SERVO and STABILIZER switches should be turned on. Next the master switch on the bombardiers panel is turned on. This turns on the white formation INTERVALOMETER CONTROL PANEL BOMB INDICATOR EXTERNAL BOMB CONTROL LEVER EMERGENCY REWIND WHEEL Figure 38Bombardier's Panel and Controls 48 From RareAviation.com AN 01-20EG-1 signal light at the tail and the amber indicator light on the intervalometer panel. The pilot director indi- cator (P.O.I.) on the pilots panel will respond to the movement of the bombsight gyro and the stabilizer servo will run, and if the STABILIZER switch is on, the stabilizer gyro will run. (2) The bomb door switch is held in OPEN un- til the red light turns on. The four RACK SELECTOR switches are turned on, energizing the rack selector relays to direct bomb release impulses to the proper racks. NOTE When an auxiliary fuel tank is hung in either side of the bomb bay, turn the rack selector switch for the rack on which the tank is hung to OFF to prevent accidental release. To re- lease such a tank turn the switch ON and turn any of the SALVO switches to ON. (3) The external racks have nose fusing solenoids so that bombs may be released either armed or un- armed. The solenoid is controlled by the NOSE FLSE ONLY switch. When the switch is set to ARM (even though there are no external bombs loaded or no ex- ternal racks) a red light above the switch goes on. The tail fuse is automatically armed for normal and safe for SALVO releast (4) The bombardier should test the bomb load indicator lights by momentarily holding the LAMP TEST switch to "MOM" to see that all bulbs illum- inate, and may then turn the indicator light switch handle to ON momentarily to see which stations are loaded. NOTE The indicator light switch must be OFF and the test lamp switch ON during bomb release. The bombs will be salvoed unarmed as long as either switch is held in the momentary position during a train release. (5) If the light on the intervalometer has been on for at least 60 seconds when the SELECT-TRAIN switch is on TRAIN the bomb release switch may be pressed, or the bombsight actuated to start the release sequence. The bomb release switch is protected against accidental movement by a hinged guard. The switch may be pressed in either direction to release the bombs. The bomb release switch current blinks an Section IV Paragraph 1 amber light on the pilots panel, actuates the forma- tion signal light to turn off the white tail light and turn on the red tail light for five seconds, and oper- ates the rack selector relays to direct the impulses to the proper rack as determined by the bomb release sequence. These impulses energize the bomb rack re- lease allowing both cocked arms to snap to the un- cocked position. One arm locks the hook around which the bomb arming wire is looped and the other arm releases the bomb shackle hooks to drop the bomb. After the bomb is dropped a transfer switch in the release box bypasses the next impulse to the next loaded station. The transfer switch does not operate until after the bomb is released to prevent more than one bomb being dropped by each impulse. When the in- tervalometer is not in use, leave the switch on TRAIN and the dial set at zero to prevent pilot light and tube current drain. (6) All internal and external bombs can be re- leased unarmed by any one of the three salvo switches. A light beside each switch indicates that any one of the salvo switches are ON. When any one of these switches are turned ON, the bomb doors are opened by the bomb door motor. The time required to open the doors is twelve seconds. At the same time the in- dicator light circuit relay closes the circuit to the four rack salvo relays and to the salvo solenoids in the type A-4 bomb rack releases. The salvo relay extends a pin which prevents the arming lever on the type A-4 releases from snapping uncocked while the re- lease lever snaps to the uncocked position. This al- lows the arming wire to pull out of the shackle when the bomb is released so the bomb falls unarmed. (7) When a salvo switch is turned on, the external rack relays close and the bomb drops immediately. The rack selector relays transfer the release impulses from one rack to another to preserve balance. When a rack is empty or a bomb fails to fall and those above it must not be dropped, the relay automatically ex- cludes that rack from the circuit. Any rack can be turned off by its switch on the bombardier's panel. CAUTION If bombs are carried above the 2000-pound bomb, they MUST NOT be released until the D-6 shackle and adapter have been removed. This definitely requires "SELECTIVE" re- lease control for the 2000-pound bomb. 49 Section IV Paragraph 2 AN 01-20EG-1 2. BOMBARDIER'S GUNS. b. FIELD OF FIRE. a. An electrically driven power chin turret mount- ing two .50 caliber M-2 machine guns equipped with recoil absorbing mechanism, firing solenoids, and hy- draulic gun chargers is mounted under the bombar- dier's station and is operated by the bombardier. The gun barrels protrude through zippered fabric covered slots. The turret is faired into the fuselage to reduce wind resistance. AZIMUTH (from centerline). Right 86. Left 86. ELEVATION (from horizontal). Up 26. Down 46. Figure 39Bombardier's CompartmentRight Side Wall 50 From RareAviation.com Section IV Paragraph 2 AN 01-20EG-1 c. CONTROLS.The bombardier is the chin turret gunner and operates the turret from his usual position by lifting a latch and swinging the turret controller from its stowed position against the right hand side of the fuselage. A main power switch and charging button are located on the front of the controller. An open sight is suspended at eye level from the top of the airplane. The direction and speed of the guns are controlled by handle bar type levers, each equipped with a safety brake switch to stop the turret should the gunner relax his grip, a spring trigger switch for firing the guns, and a high speed switch for fast track- ing speeds. The speed of the guns in azimuth and ele- vation can be varied from !4 per second to 12 per second in slow speed and from*4 per second to 33 per second in high speed. The guns may be hand cranked in emergency. Depressing the charger switch on the control column hydraulically charges the guns. The type N-6 open sight is synchronized with the guns through flexible drive shafts. It is equipped with a rheostat to control the intensity of the light of the two concentric circles which project on the sight glass. The center of the field of view is marked by the center of these two circles and is the point on which the guns are trained. d. OPERATING SEQUENCE. (1) Unlock control column latch. (2) Swing controller to combat position and lock. (3) Move power switch to ON position. (4) Adjust intensity of sight reticle. (5) Charge guns by pressing charger switch for not more than 30 seconds. (6) Depress either control handle safety switch to release turret. Avoid contact with trigger switches. (7) To rotate turret in azimuth, rotate control handles about their axis. Swing of guns in elevation follows swing of control handles up or down. For high speed in azimuth or elevation, depress either high speed switch with thumb. (8) Fire guns by depressing either trigger firing switch. e. In addition to the chin turret two .50 caliber ma- chine guns are installed through windows, one on each side of the nose compartment. 3. INTERPHONE. There are two interphone jack boxes on the right side of the compartment. (For operation see Section I, paragraph 10). 4. OXYGEN. The oxygen regulator and indicator panel are on the right wall of the compartment. 5. BOMB-SIGHT HEATING PAD. All airplanes have an electrical bomb-sight heating pad which may be plugged into the bombardiers suit heater receptacle. Figure 40Chin Turret 51 Section IV AN 01-20EG-1 AZIMUTH DRIVE CABLE SIGHT RHEOSTAT & CONTROL ELEVATION DRIVE CABLE TRIGGER SWITCH N-6 SIGHT POWER CABLE 24 VOLTS HI-SPEED SWITCH CHIN TURRET CONTROLLER SAFETY SWITCH MAIN POWER SWITCH (FWD. SIDE) GUN CHARGER SWITCH (FWD. SIDE) RELEASE KNOB CONTROLLER CABLE CONTROLLER ARM BASE Figure 41Chin Turret Controls 52 From RareAviation.com Section V Paragraphs 1-6 AN 01-20EG-1 SECTION V NAVIGATOR'S COMPARTMENT FIRE EXTINGUISHER SPARE LAMPS CHEEK GUN LIGHT OXYGEN PANEL DRIFT RECORDER PAPER CUPS PORTABLE OXYGEN BOTTLE Right Side Aft M OXYGEN REGULATOR Figure 42Navigators Compartment- 1. FIRE EXTINGUISHER. A hand CO., fire extinguisher is clipped to the aft wall of the compartment above the drift recorder. 2. INTERPHONE. The interphone jack box is on the navigation radio bracket above the table. (For operation see Section I, paragraph 10.) 3. OXYGEN. Two oxygen regulators are on the aft bulkhead above the navigators table. The pressure gages and blinkers are on the navigation radio bracket above the table and on the aft bulkhead. (Section I, paragraph 9-) 4. DRIFT RECORDER. A drift recorder is in the aft right sidewall. A panel light and switch are just above. 5. RADIO COMPASS. The navigators radio compass control box is on the bulkhead above the navigator. The radio compass mas- ter indicator is on a panel above the navigators table. (See Section II, paragraph 2.) 6. GYRO FLUX GATE COMPASS. The amplifier is on a shelf below the navigators table. The master indicator is on a panel above the nav- igators table. Compensation of the compass for both variation and deviation has been incorporated in the system so that a true heading is always indicated by the master indicator and the repeater indicator on the pilots panel. a. A switch above the navigators table controls a motor which operates the gyro caging mechanism. A signal light on the caging switch box lights when the gyro is caged. b. After the power has been turned on, wait at least 5 minutes to allow the gyro to reach its normal operating speed. (1) Using Caging Switch Box, Type CQ-1: (a) Throw the toggle switch to the "CAGF position and allow at least 30 seconds for completion of the caging cycle. The warning lamp will light and remain lit as long as the switch is in the "CAGE posi- tion, even after the caging cycle has been completed. (b) Throw the toggle switch to the "UNCAGE position and allow at least 30 seconds for the completion of the uncaging cycle. As soon as the switch is thrown to the "UNCAGE " position, the warning lamp will go out and remain out. Note If the toggle switch is already in the "CAGE position, throw the switch to the "UNCAGE position and, after allowing time for comple- tion of the cycle, go through a complete cage- uncage cycle as instructed above. (2) Using Caging Switch Box, Type CQ-2. (a) Press the momentary contact switch and hold the switch down until the warning lamp lights, then release the switch. (b) With this type of switch box, the caging mechanism cannot be stopped in the caged position and, when once started, it will run through a complete cage- uncage at the conclusion of which the warning lamp will go out and the caging mechanism will stop in the "UN- CAGED position. Revised 1 March 1948 53 Section V Paragraph 6 AN 01-20EG-1 PORTABLE OXYGEN BOTTLE WINDSHIELD WIPER MOTOR RADIO COMPASS CONTROL NAVIGATION RADIO RADIO COMPASS INDICATOR GYRO FLUX GATE COMPASS INDICATOR GYRO FLUX GATE COMPASS CONTROL DESK LIGHT DESK LIGHT CONTROL INTERPHONE JACK BOX OXYGEN PANEL RADIO CONTROL Figure 43Navigator's Controls I c. Compensation is performed only at the master indicator. A screw type cam compensator is designed to completely compensate compass deviation on all headings. This type of compensation does not require compass deviation correction cards. A knob near the top of th indicator permits re- moval of the front bezel ring, which conceals the cam compensator adjustment screws. Compensation of this compass has been made by authorized personnel and it should not require further attention. The readings which show on the master indicator (once compensa- tion for deviation has been introduced) are corrected compass readings which are passed on to the repeater indicator. Compensation is easier with the gyro flux gate than the magnetic compass due to the fact that 54 the master indicator has an underdial which indicates directly the uncompensated reading, while the main pointer and dial gives the compensated reading. Magnetic variation corrections may be made by a knob at the bottom of the master indicator. This will rotate the outer dial with reference to a variation scale graduated from 0 to 56 degrees East and West. The pointer of the master indicator will then give a true reading. The same correction is also passed on to the repeater indicator. A gain control on the amplifier corrects for the difference in strength of the earths magnetic field which occurs with a change of latitude. Increasing gain in northern latitudes gives better results. Revised 1 March 1948 From RareAviation.com Section VI Paragraph 1 AN 01-20EG-1 1. GENERAL a. Elevation of the guns is controlled by lifting or depressing the hand control grips, the direction cor- responding to the direction of the handgrip motion about the horizontal axis. b. The turret is rotated by turning the handgrips about the vertical axis. The range control is on the right grip. Twisting this grip controls the spread of the reticles to span the target and give the computing sight a measure of the target range. c. A self-contained hydraulic system rotates the turret and elevates the guns. d. There is a gun firing switch on the upper end of the left hand grip under the forefinger. This switch, or trigger, is used to fire both guns. A safety switch on the left hand grip, opens the power circuit and stops all operation whenever the gunner releases the grip. Figure 44Upper Turret Controls GUN CHARGING HANDLE GUN CHARGING HANDLE GUN SIGHT SIGHT LIGHT RHEOSTAT CONTROL SIGHT SWITCH Figure 45Inside Upper Turret 55 Section VI Paragraphs 2-3 AN 01-20EG-1 2. PREFLIGHT CHECK. a. Allow hydraulic units and sight to warm up at least 5 minutes before take-off. h. Engage power clutches. c. See that hand cranks are disengaged. (Do not disengage until after power clutches have been en- gaged.) d. Feed ammunition just up to the guns. e. Move main power switch to "ON position. f. Place sight switch in "ON position. g. Close safety switch on handgrip. h. Check response of azimuth and elevation mech- anisms by manipulating the handgrips. i. Turn range knob and observe that reticles move in response. j. Adjust reticle light to approximately the desired brilliance. HAND GRIP AND RANGE KNOB SUIT OUTLET OXYGEN REGULATOR Figure 46Upper Turret Interior MAIN POWER SWITCH SIGHT AND HEAT SWITCHES LEFT HAND GUN SELECTOR SWITCH RIGHT HAND GUN SELECTOR SWITCH Figure 47Upper Turret Switches 3. TURRET OPERATION. a. Charge guns by pulling each handle twice. b. Turn on gun selector switches. c. When target is sighted, set in target dimension on sight. d. Turn hand controls so that reticles frame the target. e. Adjust range knob until reticles frame the target. j. Press firing switch. g. After ammunition has been used, charge guns at least twice to clear out live shells. h. When the turret is not being used, turn it so that the guns point aft and are parallel to the center line of the airplane. i. In event of power failure, the turret may be con- trolled by the azimuth and elevation hand cranks. It is not possible to track a target with the hand cranks, but they may be used for approximate positioning of the turret and guns. 56 From RareAviation.com Section VI Paragraphs 3-4 AN 01-20EG-1 To use the hand cranks: (1) Engage azimuth and elevation hand cranks. (2) Disengage power clutches. (3) Move turret and guns into desired position. (4) When finished, re-engage power clutches. (5) Be sure to disengage hand cranks before op- erating power motor again. Figure 48Hydraulic Panel Installation 4. ADJACENT EQUIPMENT. a. LIGHTING.A panel light and switch are on the wall of the compartment to the left of the turret. A trouble light and switch are inside the turret on the right side looking aft. h. INTERPHONE.An interphone jack box is on the wall of the compartment to the left of the turret. Operating instructions are given in Section I, para- graph 10. c. OXYGEN.The A-12 demand regulator inside the turret is part of the main oxygen system (for opera- tion see Section I, paragraph 9). FUEL TANK SELECTOR VALVES TRANSFER PUMP SWITCH Figure 49Fuel Transfer Controls d. FUEL TRANSFER CONTROLS.The two fuel transfer valves and the transfer pump switch are be- low the door leading to the bomb bay. (See Section I, paragraph 4 for operation.) e. HYDRAULIC EQUIPMENT. The hydraulic pump panel, accumulator , fluid tank, and servicing valves are at the right side of the compartment. Figure 50Top Gunner's Armor Protection 57 From RareAviation.com Section VII AN 01-20EG-1 Paragraphs 1-3 1. LIGHTING. a. On early B-17Gs, a switch on the forward wall of the radio compartment and to the right of the door operates a step light at the forward end of the cat- walk. b. Switches to the right of the door on the aft bulk- head operate the dome lights on either side of the aft end of the bay. 2. OXYGEN. There is a portable recharger to the left of the door on the aft wall of the bomb bay. Figure 51Forward End of CatwalkBomb Bay 3. EMERGENCY EQUIPMENT. a. A hand crank connection for manual operation of each main landing wheel is on the forward wall of the bomb bay. b. A hand crank connection for manual operation of the bomb bay doors is at the forward end of the catwalk. c. Either an emergency bomb release handle is on the step at the forward end of the catwalk and is pro- tected by a hinged guard or a SALVO switch is on the top of the bomb bay near the forward bulkhead. d. For use of emeregncy equipment refer to Section IV. DOME LIGHT RELIEF TUBE EARLY TYPE FUEL SHUT-OFF VALVES TOKIO TANKS PORTABLE OXYGEN RECHARGER Figure 52Bomb BayLeft Side, Aft 59 Section Vn Paragraphs 4-6 AN 01-20EG-1 Figure 53Bomb Rack Selector SwitchRight Side 4. BOMB RACK SELECTOR SWITCHES. Two switches, one on each side of the bomb bay, are used in conjunction with the rack selector switches on the bombardiers control panel. When either switch is OFF," electrical release of bombs or fuel tanks from that rack is impossible. 5. RELIEF TUBE. There is a relief tube behind the dome light in the left bomb bay. Figure 54Tokyo Tanks Shut-off Valves (Type 0-5 ValvesLate B-17Gs) 6. TOKYO TANKS SHUT-OFF VALVES. Remote control handles, operating shut-off valves in the lines from each group of outer wing fuel tanks, are mounted below the door at the aft end of the bomb bay. Refer to Section I, paragraph -i, for operating instructions. NOTE In some installations these valve controls are in the radio compartment. 60 From RareAviation.com Section VIII Paragraphs 1-5 AN 01-20EG-T CABIN HEAT OUTLET TOKYO TANK - INTERPHONE JACK BOX SHUTOFF VALVE---- Figure 55Radio Operator's Table and Controls 1. LIGHTING. There is a lamp above the radio operators table. There is a similar lamp in the aft end of the compart- ment above the liaison transmitter. 2. EMERGENCY EQUIPMENT. a. There is a fire extinguisher on the forward wall of the compartment to the left of the door. b. There are two life raft release handles on the ceil- ing to the right and just forward of the top hatch. c. There are four emergency release handles along the edge of the top hatch. d. An alarm bell is under the radio operators table. e. Two hand cranks and two crank extensions for manual operation of the wing flaps, bomb bay doors, landing gear, tail gear, and fengine starters are clipped to the aft wall of the compartment, above the trans- mitter tuning units. For use of hand cranks refer to Section III. 3. OXYGEN CONTROLS. An oxygen demand regulator outlet and a portable bottle recharger outlet are provided on the left side- wall for the radio operator. Two auxiliary oxygen de- mand regulator outlets and two portable bottle re- charger outlets are located on the right side of the radio compartment. 4. HEATING AND VENTILATING. a. The cabin heat controls are located on the forward bulkhead of the radio compartment to the right of the door. Three positions are provided: "OFF, "COLD" and "HOT. b. The outlet for the compartment is located at the left side just above the floor and is controlled by a push pull knob on the outlet. 5. INTERPHONE CONTROLS. The radio operators jack box is on the left side-wall and the interphone amplifier is below the radio table (see Section I, paragraph 1 for operation). 61 Revised 15 January 1946 AN 01-20EG-1 Section VIII Paragraph 6 6. COMMUNICATIONS EQUIPMENT. a. The B-17G has the following communications equipment: Command Set SCR-274-N VHF Command Set SCR-522 Liaison Set SCR-287-A Interphone Equipment AN/AIC-2 Radar Counter Measures RCM Radio Altimeters SCR-718 & AN/APN-1 IFF Radio Set SCR-695 Navigation Radio AN/APN-9 Landing Approach Radio RC-103 & AN/ARN-5 Radio Compass Receiver AN/ARN-7 Marker Beacon Receiver RC-43 Emergency Dinghy Radio SCR-578 Figure 56SCR-522 Transceiver-Camera Well 62 Figure 57Radio Compartment Right SideForward b. COMMAND RADIO.There are two command transmitters, three command receivers, and an antenna relay on the right side of the forward bulkhead. The control units are on the ceiling of the pilot's compart- ment. The dynamotor and modulator unit is on the for- ward bulkhead above the radio operators table. c. VHP COMMAND RADIO.-The transmitter-re- ceiver unit of the VHP comand radio is in the aft end of the camera well. The push button controls are on the central control panel in the pilots compartment. The dynamotor is on the right side of the forward bulkhead of the waist compartment. Revised 15 January 1946 From RareAviation.com Section VIII Paragraph 6 AN 01-20EG-1 Figure 58Radio CompartmentLeft Side Aft Liaison Transmitter Figure 59Radio CompartmentRight Side Aft Liaison Transmitter Tuning Units d. LIAISON RADIO.The liaison transmitter and antenna tuning unit are on the left side of the aft bulk- head. Spare transmitter tuning units are on the right side of the aft bulkhead. The dynamotor is on the floor below the transmitter. The liaison receiver and trans- mitter key are on the radio operators table. Two an- tennas are available for use with the liaison set. One is a fixed wire antenna extending from a support on the left side of the fuselage outside the radio compartment to the leading edge of the fin. The other is a trailing antenna aft of the lower turret. The control box for the trailing antenna reel is left of the transmitter and shows the length of antenna out as well as providing control Revised 15 January 1946 for reeling the antenna in and out. Both antennas con- nect to a three-pole, double-throw changeover switch on the left sidewall. One position puts the liaison set on the fixed antenna and the navigation radio on trail- ing antenna. The other position puts the liaison set on the trailing antenna and the navigation radio on the fixed antenna. e. INTERPHONE EQUIPMENT.The amplifier for the AN/A1C-2 interphone equipment is below the radio operators table. A gain control knob on the amp- lifier adjusts the volume in the whole interphone sys- tem. Individual volume controls on the interphone jack boxes can be used to cut down the volume at any station. 63 Section VIII Paragraphs 6-8 AN 01-20EG-1 /, RCM.Some late airplanes have radar counter measure equipment mounted on a rack in the aft right corner of the radio compartment. A control box is on the aft bulkhead beside the door. g. RADIO ALTIMETERS. Transmitter - receiver units for the SCR-718 and AN/APN-1 radio altimeters are under the radio operators table in some late air- planes. The control and indicator for SCR-718 is in the navigators compartment. Controls and indicator for the AN/APN-1 are above and on the pilots instrument panel. Figure 60Radio Compartment Gun Early Airplanes 7. FREQUENCY METER. A frequency meter for checking the frequency of the liaison transmitter is on the floor behind the radio operators chair. 8. MISCELLANEOUS EQUIPMENT. s. TOKYO TANK FUEL VALVES.-Controls for the Tokyo tank fuel shut-off valves are on the lower forward bulkhead of the radio compartment. b. TURBO REGULATOR AMPLIFIF.RS.-Ampli- fiers for the turbo supercharger regulator system are located in the radio compartment as follows: Two amplifiers in the aft camera well. One amplifier on the right aft sidewall. One amplifier on the left aft sidewall. One spare amplifier on the radio operators table to the left of the liaison receiver. 64 c. RADIO COMPARTMENT GUN.-Early air- planes have a .50 caliber flexible machine gun mounted on rails in the top of the radio compartment. It is fired through the open hatch in the aft position or stowed forward. Later airplanes have the gun mounted in a K-6 flexible mount in the hatch. Some airplanes have the gun removed. Figure 61Radio Compartment GunK-6 Mount Late Airplanes Revised 15 January 1946 From RareAviation.com Section VIII Paragraph 9 AN 01-20EG-1 VACUUM VACUUM SYSTEM CONTROL VALVE WING FLAP HANDCRANK CONNECTION I GAGE PROPELLER ANTI-ICER PUMP INTERVALOMETER AND CAMERA POWER RECEPTACLE VIEWFINDER APERTURE INTERVALOMETER (STOWED) Figure 62Camera Pit 9. CAMERA PIT. a. The camera equipment is in a pit under the ac- cess door in the floor. Provision is made for: K-24 or F-24 (BRITISH) Camera and accessories including B-3 Intervalometer, A-17 Camera mount, and A-2 View finder. b. The view finder can be installed forward of the camera. The bracket assembly that supports the inter- valometer and the intervalometer are stowed on the right side of the camera pit. The DC power receptacle for the intervalometer is on the right side of the pit and the vacuum connection is on the left side. c. The double camera doors (Figure 62) and the view finder aperture in the bottom of the fuselage open outwards. They .are operated at the same time by the camera door control handle. The door latches must be released by hand before using the control handle. Four supporting brackets for the camera are above the camera doors on each side of the well. The brackets are adjustable to four different heights by re- movable pins. 65 From RareAviation.com Section IX Paragraphs 1 -2 AN 01-2CEG-1 1. GENERAL. a. There is a Sperry ball type power turret, with twin .50 caliber machine guns in the bottom of the fuselage aft of the radio compartment. h. A self-contained hydraulic unit drives the turret in azimuth and elevation. c. The hand and limit unit controls regulate the output of the azimuth and elevation hydraulic systems. A pair or hand grips control the motion of the turret in azimuth and elevation. Each hand grip has a firing switch at the top end. d. The switch box controls the distribution of elec- tric power to the turret equipment. The gunners' communication system connections are on this box; Figure 64External Manual Controls HAND ELEVATION GEAR HOUSING COMPUTING SIGHT GUNNERS SEAT SPOT LIGHT SWITCH CHARGING HANDLE Figure 63Interior of Ball Turret 2. ENTERING THE TURRET. CAUTION Do not attempt to rotate the turret in eleva- tion while the airplane is on the ground. No crew member shall be in the turret during landing or take-off and the guns of the turret shall be in the horizontal position pointing aft. a. Remove ammunition box cover and load. Push ammunition down to the guns. b. Remove elevation hand crank from its clip and attach it to shaft. Be sure that the hand brake (Figure 64) is locked. c. Move elevation hand clutch to "IN" position. It may be necessary to loosen hand brake and rock hand crank back and forth before hand clutch can be moved to "IN" position. 67 Section IX Paragraphs 2-4 AN 01-20EG-1 d. Move elevation power clutch to "OUT position using clutch handle; then, replace handle in its clip. e. Loosen elevation brake slowly while holding ele- vation hand crank firmly. /. Turn elevation hand crank in down direction un- til turret revolves to low limit of elevation (-90 de- grees). g. While holding elevation hand crank, open tur- ret door, reach inside, and move elevation power clutch to "IN position. b. Move elevation hand clutch to "OUT position, remove hand crank, and replace it in its clip. i. Enter turret. Close door securely. Be sure door handles are pushed all the way up and that the turret door is locked before turning main power and sight switches "ON. RIGHT HAND GUN CHARGING HANDLE MICROPHONE PUSH-TO-TALK SUTTON Figure 65Inside Ball Turret 3. PREFLIGHT CHECK. a. Turn [sower switch "ON. h. Turn sight switch "ON. c. Check response of azimuth and elevation mech- anisms by manipulating the hand controls. WARNING Be sure that the guns are not driven down into the ground. d. Adjust reticle light on sight to desired brilliance (approximately). e. Work range foot pedal and observe if reticles move in response. f. Lift each gun cover plate and pull ammunition down, feeding first shell by hand into magazine of gun; then close gun cover plates. Figure 66Loading Ball Turret Ammunition Boxes 4. OPERATION. a. Load ammunition boxes. (See figure 66.) Enter turret. b. Turn on power switch. c. Turn on sight switch. 68 From RareAviation.com Section IX AN 01-20EG-1 INTERPHONE JACK80X Figure 67Ball Turret 69 Section IX Paragraphs 5-8 AN 01-20EG-1 d. Pull charging handles twice to charge guns. e. Turn on fire selector switches. /. Track the target with the hand controls. g. Operate range foot pedal until reticles frame the target. h. Close either firing key. i. When ammunition is used up, charge guns at least twice to be sure that no live shells are left. 5. INTERPHONE. There is a press-to-talk switch for inter-communi- cation in front of the gunners right foot. 6. SUIT HEATER. There is a rheostat for use with the gunners heated suit. It is on the under side of the seat and is adjusted to give the desired suit temperature. 7. OXYGEN. There is an oxygen regulator on the inside of the ball turret to the right. In a few airplanes the supply comes from an auxiliary bottle above the turret and can be refilled from one of the main systems. On all others the ball turret is connected directly to one of the main systems. 8. ADJACENT EQUIPMENT. a. LIGHTING.A switch to the right of the door to the radio compartment lights the dome light in the ceiling aft of the turret support. b. EMERGENCY RADIOSCR 578. An inde- pendent emergency radio is carried on over water flights. (For operation see Section III, paragraph 14.) c. FIRST-AID KIT.A first-aid kit is clipped to the bulkhead forward of the ball turret and to the left of the door. Figure 68Ball Turret Gunner's Armor Protection 70 From RareAviation.com Section X AN 01-20EG-1 Paragraphs 1-5 1. INTERPHONE CONTROLS. The side gunners interphone jack boxes are beside their oxygen regulators. 2. SUIT HEATER OUTLET-SIDE GUNNERS'. Rheostats control temperature in heated suits. 3. OXYGEN. Each side gunner has an oxygen regulator and a portable oxygen unit. 4. EMERGENCY EQUIPMENT. On the early airplanes each side window can be opened by jerking the emergency bar forward. The side windows in the later airplanes do not open. The main entrance door has an emergency release handle. 5. GUN OPERATION. On early airplanes open the window, loosen the strap and swing the gun into operating position. On the later airplanes unsnap the two stowage straps and the gun is free for operation. Figure 69Side Guns Slowed K-6 Mount (Late B-17Gs) 71 From RareAviation.com Section XI Paragraphs 1-5 AN 01-20EG-1 1. ENTRANCE. 4. OXYGEN. The tail gunner's compartment is entered either through the tail wheel compartment, or through the side door. The side door is an emergency exit and has an emergency release handle. 2. LIGHTING. A dome light and switch are above the gun handles behind the armor plate. 3. INTERPHONE. The jack box is above the aft end of the ammunition box. (See Section I, paragraph 10 for operation.) EMERGENCY RELEASE Figure 70Tail Gunner's Compartment Door There is an oxygen regulator on the side wall. (See Section 1, paragraph 9 for operation.) 5. SUIT HEATER OUTLET. A rheostat on the right side wall controls the tem- perature of the gunners heated suit. Figure 71Tail Gunner's Compartment 73 Section XI AN 01-20EG-1 Figure 72Tail Gunner's Armor Protection Figure 73Tail Gunner's Seat Adjustment 74 From RareAviation.com Appendix II AN QI-20EG-I APPENDIX II PILOT'S FLIGHT OPERATING DATA 1. GENERAL. The tabular charts in Appendix II are for pilot's use in flight planning. Although each page appears to be "crammed with figures, a few minutes study of the tables and examples will demonstrate how easy it is to 'put in the question and "take out the answer. 2. SPECIFIC ENGINE FLIGHT CHART. (See figure 74.) This is a short summary of engine ratings and limits when using grade 100/130 fuel (100 octane). Fuel flows given are approximate values for critical altitude only and should not be used for long range planning. Use of Military Power is to be held to 5 consecutive minutes, if possible, but may be used at any time. War Emergency Power limits are for 5 minutes (maximum) use, but only in combat emergencies. Extensive use of War Emergency Power will materially shorten engine life and time be- tween overhauls. For detail engine settings and fuel flows, refer to Flight Operating Instruction Charts. (See figures 76 to 88.) 3. PERFORMANCE CHARTS. (See figure 75.) The small charts at the top of the page show (a) pitot correction, (b) stalling speeds, (c) bomb capacities, and (d) sample loading. The Take-Off Distance Table shows the take-off dis- tance for varying gross weights, headwinds, and runway altitudes and surfaces. Both the ground run and the total distance to clear 50-foot obstacle are given. The Climb Data Table shows indicated air speed mph, time and fuel used, and distance covered at best rate of climb in ft/min for single airplane, not in formation. Rated power climb is shown throughout and all figures are based on cowl flaps full open. The Landing Distance Table indicates ground roll and total distance over 50-foot obstacle (normal use of brakes) for different runway altitudes and surfaces. Ap- proach speeds are indicated for each weight. 4. FLIGHT OPERATING INSTRUCTION CHARTS. (See figures 76 to 88.) These charts are most essential in flight planning. For maximum range, the "old rule of thumb of cruising by indicated air speed according to gross weight works fine on B-17 airplanes. Engine settings are simple; but pre- dicting fuel flow and range is another matter, unless these charts are used. Thirteen tables are presented to cover all gross weight brackets, and external configurations. The first thing to do is make sure you have the right chart. After selecting the proper table for take-off weight and configuration, the next step is to subtract the fuel allow- ances for warm-up, take-off, and climb (fig. 75) and for wind, combat, and reserve. ( See Operations Officer or "ole man Experience.) Subtracting the total allowance from the usable fuel on board gives the fuel available for cruis- ing. Run the finger horizontally across right or left from the cruising fuel figure to the desired range figure or the next larger. Now, in the same set of columns, directly below, are the engine settings that will give the desired range with the cruising fuel. At any altitude, read off rpm, manifold pressure, mixture position and approxi- mate values for gallons per hour and true air speed. In a given column (except column 1) range is the same and altitude may be chosen according to mission and weather. For long flights, higher altitudes mean shorter time in the air. When 5000 pounds of fuel are burned (800 gallons) or maybe sooner, the B-17 will be in a new gross weight bracket. Turn over to the next chart, same column, and read new engine settings for original range. Keep turn- ing over to new charts as the weight changes and the engines will keep turning over until you reach the base. Notice two things about these tables: (1) In columns II, III, and IV any setting in the lower half gives any range in the upper half of the same column. In general, engine power must be reduced as weight decreases, as previously described. Revised 15 Sepfember 1944 77 Appendix II AN 0I-2OEG-I (2) For a given altitude, range decreases at higher speeds. All conditions in tables 76 to 88 ^are for higher speeds and shorter ranges than absolute maximum range conditions. For B-17G maximum range, see Flight Oper- ating Charts, figure 90 and associated Range Table, fig- ure 91. On Flight Operating Chart (figure 90) select external configuration box and long range column. Slide down opposite proper gross weight bracket and altitude to read True Air Speed and the range index letter. On figure 91, select head wind condition and move down under range index letter to range opposite cruising fuel. Re- member to subtract allowances as described before. One more thing, all these range tables are about 5 percent conservative to allow for differences between airplanes and pilots. But dont count on that 5 percent. Dont throw it away unless you are sure that your car- buretor and your engine and your technique are better than the test articles. Appendix II closes with a summary of operating in- structionshow to get the most out of your B-17G. TABLE OF CONTENTS, APPENDIX II Specific Engine Flight Chart................... p. 79 Performance Charts.............................. p. 80 Flight Operating Instruction Charts Sheet 1 of 1365,000 to 60,000 lbno external load .......................................... p. 81 Sheet 2 of 1360,000 to 55,OOP lbno external load .......................................... p. 82 Sheet 3 of 1355,000 to 50,000 lbno external load ........................................ p. 83 Sheet 4 of 1350,000 to 45,000 lbno external load .......................................... p. 84 Sheet 5 of 1345,000 to 40,000 lbno external load ....................................... p. 85 Sheet 6 of 1355,000 to 50,000 lb.one propel- ler feathered.................................. p. 86 Sheet 7 of 1350,000 to 45,000 lbone propel- ler feathered..........................-. p. 87 Sheet 8 of 1345,000 to 40,000 lbone propel- ler feathered.................................. p. 88 Sheet 9 of 1360,000 to 55,000 lbtwo 20001b bombs ......................................... p. 89 Sheet 10 of 1355,000 to 50,000 lbtwo 2000- 1b bombs ...................................... p. 90 Sheet 11 of 1350,000 to 45,000 lbtwo 2000- 1b bombs ..................................... p. 91 Sheet 12 of 1360,000 to 55,000 lbtwo 4000- 1b bombs ...................................... p. 92 Sheet 13 of 1355,000 to 50,000 lbtwo 4000- 1b bombs .................................. p. 93 Flight Operations Charts (use for long range) .. p. 94 Range Table .................................... p. 95 B-17G Operating InstructionsSummary...... p. 96 78 Revised 1 June 1948 From RareAviation.com w CL 2 Q O 00 Figure 74Specific Engine Flight Chart FORM A5C-5I2A AIRPLANE MODELS SPECIFIC ENGINE ENGINE MODELS MS FLIGHT CHART CONDITION FUEL PRESSURE ILB/SQ. IN.) OIL PRESSURE ILB/SO. IN.) OIL TEMP. COOLANT TEMP. MAX. PERMISSIBLE DIVING RPM: ?7S0 c f c F CONDITION ALLOWABLE OIL CONSUMPTION DESIRED 17 70 70 158 NORMAL RATED (MAX. CONT.I ... .1.1... U.S.OT/HR.. .23 ... IMP. PT/HR MAXIMUM IS 75 88 190 MAX. CRUISE .... .8.. .U.S.OT/HR.. .1.3 .. .IMP.PT/HR MINIMUM IS 65 MIN. SPECIFIC .. .7.8.. .U.S.OT/HR.... .IMP.PT/HR IDLING 12 25 OIL GRADE: (SI IJ2P (W). .. ,I.IPO?A SUPERCHARGER TYPE: GE TYPE B-22 TURBOSUPERCHARGER FUEL GRADE: 100/130, Specification AN-F-18 OPERATING CONDITION RPM MANIFOLD PRESSURE (BOOST) HORSE- POWER CRITICAL ALTITUDE BLOWER USE LOW BLOWER BELOW: MIXTURE CONTROL POSITION FUEL FLOW (GAL/HR/ENG.) MAXIMUM CYL. TEMP. MAXIMUM DURATION (MINUTES) WITH RAM NO RAM U.S. IMP. F TAKE-OFF 2500 17.5 1200 32,700 AUTO RICH 138* 115 260 500 5 WAR EMERGENCY 2500 51 1380 26,700 AUTO RICH 165* 110 260 500 1 Fl CAT 1 OR) MILITARY 2500 17.5 1200 32,700 AUTO RICH 138* 115 260 500 5 NORMAL RATED (MAX CONT.| 2300 11.5 1000 35,200 AUTO RICH 100 81 232 climb 218 150 CLIMB 121 CONTINUOUS MAXIMUM CRUISE 2100 31 650 OVER 35,000 AUTO LEAN S3 52 205 100 CONTINUOUS MINIMUM SPECIFIC CONSUMPTION (HOVERING) 1100 21 370 11,000 AUTO LEAN 26 21 205 100 CONTINUOUS REMARKS* 1 For Called CRUISING DATA, ee FLIGHT OPERATING INSTRUCTION CHARTS following, * Horeepower and Fuel Flow for 15,000 Feet Altitude 2. AIR INTAKE FILTERS MUST BE OFF ABOVE 15,000 FEET in order to obtain maxinun power at altitude. NOTE: Critical Altitude 1, that at which Maxinun Power 3. Do not manually lean. Auto lean gives maximum range. is obtained with Full Throttle under conditions shown. 1. Do use excessive part throttle above 25,000 feet because of power surge. AN 0I-20EG-I Ra reAvi ati on. co m o PITOT CORRECTION POWER-OFF STALLING SPEEDS INTERNAL BOMB LOADING INDICATED STALLING SPEEDS GROSS WEIGHT FLAPS 'JP FLAPS 15 FLAPS FULL 70,000 118 114 104 60,000 110 105 97 50,000 100 96 88 40,000 89 86 79 CLASS NUMBER TOTAL WT. 100 LBS. 24 2400 LBS. 300 16 4800 500 12 6000 500 (SEMI A.P.) 16 8000 600 (A.P.) 16 9600 1000 6 6000 1000 (SEMI A.P.) 8 8000 1600 8 12,800 2000 & 1000 2 EACH 6000 EXTERNAL BOMB LOADING FUEL GRADE 100/130 1000 LBS. 2 2000 LBS. 1600 2 3200 2000 2 4000 4000 2 8000 rot wakm.jp ano take opp TAKE-OFF, CLIMB & LANDING CHART )A.$. *=- INDICATED AIRSPEED TAKE-OFF DISTANCE (3 POINT WITH 1/3 FLAPS) GROSS WEIGHT (LBS.) (MPH) HARD SURFACE RUNWAY SOD-TURF RUNWAY SOFT SURFACE RUNWAY AT SEA LEVEL AT 3000 FT. AT 6000 FT. AT SEA LEVEL AT 3000 FT. AT 6000 FT AT SEA LEVEL AT .3000 FT. AT 6000 FT. GmmmI Obi Ground ToCUor Rva SO^OtT Ground 30 Ground SO'^ObT Ground Ground 30 ^OW JO^Obr 30,CQr HEAVY WT. 0 3350 4400 3900 5050 4575 5800 4350 5400 5050 6200 6975 8950 10000 20 2200 3150 2750 3700 3275 4300 2950 3900 3700 4650 5375 6750 7700 65.000 LK 40 1375 2050 1750 2500 2050 2900 2025 2700 2550 3300 3950 5325 6000 AV. WT. 0 2050 2800 2300 3100 2775 3600 2450 3200 2800 3600 3525 4350 3650 4500 4500 5300 6175 7000 20 1400 2000 1550 2200 1925 2550 1700 2300 1850 2500 2525 3150 2650 3250 3150 3800 4625 5300 55,000 Uh. 40 850 1300 950 1400 1150 1650 1050 1500 1200 1650 1600 2100 1750 2200 2150 2600 3250 3750 LIGHT WT. 0 1225 1800 1350 1950 1575 2200 1325 1900 1550 2150 1825 2450 1725 2300 2050 2650 2575 3200 20 800 1250 975 1450 1125 1550 850 1300 1025 1500 1225 1750 1150 1500 1375 1850 1725 2250 45.000115. 40 400 750 500 850 600 1000 500 850 600 950 700 1100 700 1050 850 1200 1050 1450 NOTE; INCREASE DISTANCE 10% FOR EACH 10* C. (IB* F.) ABOVE 10' C (50 F.) ENGINE LIMITS FOR TAKE-OFF 2500 RPM & 46 INCHES MERCURY CLIMB DATA COMBAT MISSIONS USE 2300 RPM & 38 INCHES MERCURY FERRY MISSIONS USE 2300 RPM 8 38 INCHES MERCURY GROSS WEIGHT (LBS.l TYPE OF S-L. TO 3000 FT ALT. 10.000 FT. ALT 13,000 FT. ALT 75.000 FT. ALT 30.000 FT. ALT MkS- Min v- 1 ri Tas- fi US* Time 1 DIM-1 Fuel US* Min. Min Time 1 Vi,'. I Fvel Ten, S.L. HEAVY WT 65,000 LBS (omdol 135 290 36 100 135 230 34 83 220 135 145 58 155 375 AV. WT. 55.000 LBS (ombol ferry 135 620 18 45 135 580 16 37 100 135 500 26 66 165 135 210 54 151 340 LIGHT WT 45.000 LBS. (omdol Ferry 135 980 11 35 135 940 10 24 75 135 870 15 37 95 135 580 27 78 165 135 320 38 113 240 COWL HAM FULL OPEN LANDING DISTANCE GROSS WEIGHT (LBS.) BEST 1 AS HARD DRY SURFACE FIRM. DRY SOD SLIPPERY AT SEA LEVEL AT 3000 FT AT 6000 FT. AT SEA LEVEL AT 3000 FT. AT 6000 FT AT SEA LEVEL AT 3000 FT. AT 6000 FT Ground To Cloor Ground So^Gbi Ground To Cleor Obi Ground *5-4 SO Obf *5*- 90'L(i S.F.B.) sv 10 0Ivlot 91 12. WAR EMERG. 2500 51 A.R. b MILITARY POWER 2500 86 A.R. 5 260 565 COLUMN 1 FUEL U.S. UAL. COLUMN 11 COLUMN III COLUMN IV FUEL U.S. GAL. COLUMN V RANGE IN A 1 RM 1 LES (2) RADGE R AIRMILES RANGE IN AIRMILES RANGE IN Al RM 1 LES RANGE 1N AIRMILES STAUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL' STATUTE NAUTICAL 1*70 1350 1270 1170 2520 2900 2200 1600 I960 1270 :UEL ^l^WANCES I 1740 (OT AW^ABLE FOI 1500 (t) CRUISING 2160 1900 1880 1720 2520 2900 2200 1230 HOC 980 1060 96C 850 2000 1800 1600 1330 1200 1060 1150 1090 920 1580 1920 1260 1370 1230 1090 1800 1620 1990 570 910 250 2000 1800 1600 REFER TO FLIGHT OPERATIONS CHARTS FIG. 90 4 91 860 790 610 790 690 530 1900 1200 IOOO 930 8"0 6l j 810 690 570 1 100 950 790 960 820 680 1260 1080 900 1100 940 780 1900 1200 IOOO 990 370 250 930 320 210 800 600 900 530 900 270 960 350 230 630 970 310 550 910 270 720 590 360 630 970 310 800 600 900 MAXIMUM CONTINUOUS PRESS ALT. FEET (66 STAT.(.57 KAUT.) HI./GAL.) (.79 STAT.(.68 NAUT.) HI./GAL.) (.90 STAT. (.78 NAUT.) HI. / SAL.) PRESS MAXIMUM AIR RAMGE R.P.M. M.P. INCHES MIX- TORE APPROX. R.P.M. M. P. INCHES MIX- TWE APPROX. R.P.M. M.P. INCHES MIX- TURE APPROX. R.P.M. M. P. INCHES MIX- TURE APPROX. ALT. FEET JLP* M.P. INCHES MIX- 1URE APPROX. Ton j GH. T.A.S. TOV.' T.A.S. rb. T.A.S. TOV. GPM T.A.S. TOT. GPM T.A.S. MPH XT5. HPM xrs. MPH KTS. HPH- KTS. mph KTS. 2300 38 A.R. 420 267 232 40000 35000 30000 2250 38 A.R. 383 258 224 40000 35000 30000 2300 2300 2300 38 38 38 nor? A.R. A.R. 423 422 420 260 252 242 226 219 210 25000 20000 15000 2200 2200 2200 34 34 33 A.R. A.R. A.R. 364 356 346 242 237 230 210 206 200 2100 2100 2100 31 31 31 A. L. A. L. A. 1. 281 281 268 222 222 212 191 191 184 2050 2050 29 29 A. L. A. L. 232 226 209 203 182 1 76 25000 20000 15000 SEE DTE A! OVE 2300 2300 2300 38 38 38 A.R. A.R. A. R. 416 408 393 232 221 210 202 192 182 10000 5000 S.L. 2150 2150 2150 33 S3 33 A.R. A.R. A.R. 315 296 280 209 197 186 182 171 161 2100 2100 2100 31 31 31 A. I. A. L. A.L. 256 243 226 202 192 179 175 167 165 2050 2050 2050 28 28 28 A. L. A. I. A. L. 214 201 187 193 181 168 168 157 146 10000 5000 S. L. SPECIAL NOTES lr) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF A CLIMB (SEE Fie.7 9) PLUS ALLOWANCE FOR WIND.RESERVE ANO COMBAT AS REQUIRED. (21 RAN6ES IN THIS COLUMN ARE FOR 29.000 FT. ONLY. tjl FUEL FIO5 (O.F.N.I ARE ,, CONSERVATIVE. DATA AS OF 7-1-9, BASED M: FLIflHT TESTS E X Al AT ooo LB.GROSS WEIGHT (AFTER DEDUCTING TOTAL AL TO FLY 9>0 STAT.AIRMILE MAINTAIN 2150 RPM ANO p WITH MIXTURE SET! A, FUEL GRADE 100/130 IPLE LEGEND WITH 1400 GAL.OF FUEL ALT. : PRESSURE ALTITUDE F.R. : FULL RICH LOWANCES Of 120 GAL.) M.P. : MANIFOLD PRESSURE A.R. : AUTO-RICH S AT 9000 FT.ALTITUDE GPM t U.S.GAL.PER HOUR A.L. : AUTO-LEAN IN.MANIFOLD PRESSURE TAS : TRUE AIRSPEED C-L. : CRUISING LEAN KTS. : KNOTS M.L. : MANUAL LEAN S.L. : SEA LEVEL F.T. : FULL THROTTLE MEO FIGURES ARE PRELIHIHARY BATA,SUBJECT TO REVISION AFTER FLI6HT CHECK AN 0I-20EG-I co LU 3 77 Figure 79Flight Operating Instructions (Sheet 4 of st-.sets) 8 . -' AIRCRAF1 8-178 ENGINE IS): R.|82 MODEL(S) 1-65 t -87 FLIGHT OPERATION INSTRUCTION CHART CHART HEIGHT LIMITS: so.000 TO 15.000 POUNDS EXTERNAL LOAD ITEMS NONE HUMBER OF ENGINES OPERATING: 1 LIMITS R?M M.P. IN.KG. BLOWER POSITION MIXTURE POSITION TIME LIMIT CYL. TEMP. TOTAL G.P.H. FOR- DETAILS SEE POWER PLANT CHART F IG.T INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN EQUAL TO OR LISS THAN AMOUNT OF FUEL TO BE USED FOR CRUISIN'! MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES TO 8k FLOWN. VERTICALLY 6 E LOW AND APPOSITE VALUE NEARES* DESIRED CRUISING A LT 1TUDE ( A LT.)RE A 0 RPN. MANIFOLD PRESSURE (M.P.)aND MIXTURE SETTING REQUIRED. NOTES: COLUMN | IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.COLUMNS II,III.IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE IN SPEED. AIR MILES PER GALLOW 0II./GAL)(rO WINO) .GALLONS PER HR. (G.P.H.) ANO TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (no WIND/." TO obtain BRITISH IMPERIAL GAL (or G. P. H.) t MULT I PLY U.S.aLL(o~ G.P.H.) BY 10 THE, OIV IOC BY 12. WAR EMERO. 2500 51 A.R. 5 MILITARY POWER 2500 46 A.R. 5 260 555 COLUMN FUEL U.S. GAL. COLUMN I 1 COLUMN 111 COLUMN IV FUEL U.S. GAL. COLUMN V RANGE IN AIRMILES (2) RANGE IN AIRMILES RANGE IN AIRMILES RANGE IN AIRMILES RANGE IN AIRMILES STAUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL 1010 880 870 760 1700 1600 1100 140 000 9rTRiCT 860 UEl. ^(^WANCES 1 1200 lT a||^aBL FOI 1040 crw" 1130 1120 1210 1700 1600 1100 750 630 500 650 550 440 1200 1000 800 850 710 570 710 620 190 1020 850 680 890 710 590 1230 1020 820 1070 890 710 1200 1000 800 REFER TO flight operations CHARTS FIG. 90 t 91 380 250 120 330 220 110 600 100 200 120 280 110 70 10 20 510 310 170 110 390 110 610 110 200 530 150 70 600 100 200MAXIMUM CO TINUOUS PRESS ALT. FEET (71 STAT.(.61 NAUT.) H1./GAL.) (.86 stat.(.71 NAUT.) HI. / GAL.) (1 .03STAT. ( 89 NAUT. 1 HI./GAL.) PRESS ALT. FEET MAXIMUM AIR RANGE R.P.H. M.P. INCHES MIX- TV RE APPROX. R.P.M. M. P. INCHES MIX- TORE APPROX. R.P.M. M.P. INCHES MIX- JURE APPROX. R.P.M. M. P. INCHES MIX- JURE APPROX. R.P.M. M.P. INCHES MIX- TORE APPROX. TOT. T.A.S. TtffJ T.A.S. TOT. 1 T.A.S. TOV? GRH. T.A.S. TOT. T.A.S. KPW. NTS. MPH. kts. MPH. NTS. mPk KTS. MPH KTS. 2300 2300 38 38 A.I A. . mo 420 279 277 242 240 40000 35000 30000 2250 2250 36 35 A. R A.R. 380 372 270 264 234 229 2100 31 A. L. 284 241 209 40000 35000 30000 2300 2300 2300 38 38 38 A. R. A. R. A.R. 423 422 420 268 2 59 247 232 225 214 25000 20000 15000 2200 2200 2 150 34 34 33 A.R. A.R. A.R. 356 3 40 321 253 241 228 219 210 198 2100 2100 2100 31 30 30 A.L. A.L. A.L. 279 270 255 237 229 217 205 198 188 2000 2000 1950 28 28 28 A.L. A.L. A.L. 226 206 194 233 212 20U 202 184 173 25000 20000 15000 SEE NOTE ABOVE 2300 2300 2300 38 38 38 A. R. A.R. A.R. 416 408 393 235 226 212 205 196 184 10000 5000 S. L. 2150 2150 2150 32 32 32 A.R. A.R. A.R. 301 285 265 214 202 188 185 175 163 2100 2100 2100 30 30 30 A. L. A. L. A. L. 240 228 212 204 194 180 177 168 156 1900 1900 1900 28 28 28 A. L. A. L. A. L. 180 168 166 185 173 160 160 150 139 10000 6000 S. L. SPECIAL MOTES (1) MAKE ALLOWANCE FQR WARM-UP.TAKE-OFF A CLIMB (SEE FIG.? 5) PLUS ALLOWANCE FOR WINO,RESERVE ANO COMBAT AS REQUIRED. (2) MANGES IN THIS COLUMN ARE FOR 25,000 FT. ONLY. (JI FUEL FLOWS IG.F.N.I ARE JI CONSERVATIVE. BATA AS OF 7-1-44 BASED ON: FLIGHT TESTS EXAMPLE AT 90OOO LB.GROSS WEIGHT WIT (after deducting TOTAL allowa TO FLY 1100 STAT.AIRMI LES AT MAINTAIN 2150 RPM AND 32 IN WITH MIXTURE SET. A.*. FUEL GRADE 100/130 LEGEND 1600 GAL.OF FUEL ALT. : PRESSURE ALTITUDE F.R. : FULL RICH NCES OF 100 GAL.) M.P. : MANIFOLD PRESSURE A.R. : AUTO-RICH 10000 FT.ALTITUDE GPM : U.S.GAL.PER HOUR A.L. i AUTO-LEAN .MANIFOLD PRESSURE TAS : TRUE AIRSPEED C.L. : CRUISING LEAN KTS. : KNOTS M.L. : MANUAL LEAN S.L. : SEA LEVEL F.T. : FULL THROTTLE RED FIGURES ARE PRELIMINARY. DATA. SUBJECT TO REVISION AFTER FLIGHT CHECH AN 0I-20EG-I 50 RANGE AT A SACRIFICE IN SPEED. AIN HUES PEN GALLO. fol./GAL) (0 MINO).GALLONS PEN MN. (G.F.H.) ANO THUE AINSPEEO (T.A.S.) ANE APPROXIMATE VALUES FOR REFERENCE., RANCE VALUES ANE FOR AH AVERAGE AIRPLANE FLYING ALONE WAR EMERG. 2500 51 A.R. 5 MILITARY POWER 2500 46 -- A.R. 5 260 555 s POWER FIG.,7 (NO Minor. TO 087. IN BRITISH IMPERIAL UAL 10R U U.S.GAL (or G.P.H.) 8Y 10 THEN OIVIOE SV 12.COLUMN FUEL U.S. GAL. COLUMN 11 COLUMN III COLUMN IV FUEL U.S. GAL. COLUMN V RANGE H AIRMILES(2) RANGE IN AIRMILES RANGE IN AIRMILES RANGE IN AIRHILES RANGE IN AIRMILES STAUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL 510 380 450 340 000 800 600 670 500 SUBTRACT 1 570 430 UEL ALLOWANCES 1 750 560 OT AVAILABLE FOf 650 990 CRUISING 0> 890 630 730 550 1000 800 600 250 120 220 110 900 200 330 170 290 mo 380 190 330 160 920 210 360 180 900 200 REFER TO FLIGHT OPERATIONS CHARTS FIG. 90 A 91PRESS ALT. FEET ( STAT. (,7| HAUT.) HI./SAL.) (.99 STAT. (.82 HAUT.) Ml./GAL.) 11.05 STAT491 NAUT.) Ml./GAL.) PRESS ALT. FEET MAXIMUM AIR RANGE R.P.M. M.P. INCHES MIX- TUNE APPROX. R.P.M. M.P. INCHES MIX- APPROX. M.P. MIX- APPROX. R.P.M. M.P. INCHES MIX- TORE APPROX. R.P.M. M.P. INCHES MIX- TORE TOT. GPK toM? TOT 9 GuPH. TOtJ T. hire TOT? T.A .s. KTS. R.P.M. INCHES TORE MRH KTS. MPH KTS. MPH KTS. 2300 2300 38 38 A.R. A. R. *09 *20 290 285 251 2*7 *0900 35000 30000 2150 2150 33 32 A.R. A.R. 320 31* 28* 259 229 225 2100 2100 31 30 A.L. A. L. 269 267 253 251 219 218 2000 28 A.L. 217 228 198 *0000 35000 30000 SEE NOTE 180VE 2300 2300 2300 38 38 38 A.R. A.R. A.R. *23 *22 *20 273 263 251 237 228 218 25000 20000 15000 2100 2100 2100 31 31 31 A.L. A. L. A. L. 298 287 27* 2*6 237 226 21* 205 196 2050 2050 2050 30 30 30 A.L. A.L. A. L. 255 2*5 232 2*0 230 218 208 199 189 2000 2000 2000 28 28 28 A.L. A.L. A.L. 216 209 200 227 219 210 197 190 182 25000 20000 15000 2300 2300 2300 38 38 38 A.R. A.R. A.R. *18 *08 392 2*0 227 215 208 197 187 10000 5000 S.l. 2100 2100 2100 31 31 31 A. L. A. L. A. L. 280 2** 228 21* 201 187 188 17* 162 2050 2050 2050 30 29 29 A.L. A.L. A.L. 21 8 202 189 205 190 178 178 160 15* I960 I960 I960 28 28 A.L. A. L. A. L. 186 171 158 195 179 166 1 69 155 1** 10000 5000 S. L. SPECIAL NOTES (1) MAKE ALLOWANCE FOR WARM-UP,TAKE-OFF A CLIMB (SEE FIG. 7 -) PLUS ALLOWANCE FOR WIND,RESERVE ANO COMBAT AS REQUIRED. (21 RANGE VALUES IN THIS COLUMN APPLY ONLY AT -,.000 PT.ALT. <31 EUEL FLORS IG.F.R.I ARE - CONSERVATIVE EXAMPLE LEGENO AT <0000 LB.GROSS WEIGHT WITH 00 GAL.OF FUEL ALT. : PRESSURE ALTITUDE F.R. : FULL RICH (AFTER DEDUCTING TOTAL ALLOWANCES OF TOO GAL.) M.P. : MANIFOLD PRESSURE A.R. : AUTO-RICT TO FLY 665 STAT.AIRMI LES AT 2,000 FT.ALTITUDE VPH : U.S.GAL.PER NOUR A.L. : AUTO-LEAN MAINTAIN 2100 RPM AND 31 IN.MANIFOLD PRESSURE TAS : TRUE AIRSPEED C-L. : CRUISING LEAN WITH MIXTURE SET: A.L. "8. - OTS -A- - MANUAL LEAN S.L. : SEA LEVEL F.T. : FULL THROTTLE 1 RATA AS OF y.i.iag BASED ON: FLlSNT TESTS FUEL GRADE 100/130 E FIGURES ARE PRELIMINARY. OATA.SUBJECT TO REVISION AFTER FLIGHT CHECH1-9302-10 NV 3 Figure 81Flight Operating Instructions b AIRCRAFT MODEL (S) 8-170 ENGINE (S): R1820-65 t -97 FLIGHT OPERATION INSTRUCTION CHART CHART HEIGHT LIMITS: 55000 TO 50000 POUNDS EXTERNAL LOAD ITEMS ONE PROPELLER FEATHERED NUMBER OF ENGINES OPERATING. 3 LIMITS ARM. M.P. IN.MG. POSITION MIXTURE POSITION TIME LIMIT CYL. TEMP. TOTAL G.P.H. FOR DETAILS SEE POWER PLANT CHART FIG. INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISIN^" MOVE HORIZONTALLY TO RIGHT OR LEFT AWD SELECT RANGE VALUE EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES TO BE FLOWN. VERTICALLY BELOW AND OPPOSITE VALUE NEAREST DESIRED CRUISING ALTITUDE (ALT.)READ RPM. MANIFOLD PRESSURE (N.P.)AND MIXTURE SETTING REQUIRED. NOTES: COLUMN 1 IS FOR EMERGENCY HIGH SPEED CRUISING ONLY, co LUMS 11,111,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE IK SPEED. AIR MILES PER GALLON (Ml./GAL)(NO WIND).GALLONS PER HR. (G.P.H.) ANO TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO WIND?" TO OBTAIN BRITISH IMPERIAL GAL (or G.P.H.): MULTIPLY U.S.GAL (op G.P.H.) BY 10 Then divide by 12. WAR EMERG. 2500 51 -- A.R. 5 MILITARY POWER 2500 46 A.R. 5 >60 916 COLUMN FUEL U.S. GAL. COLUMN 11 COLUMN 111 COLUMN IV FUEL U.S. GAL. COLUMN V RAN BE IN A I RM 1 LES (2) RANGE IN AIRMILES RAMGE IN AIRMILES RANGE IN AIRMILES RAM66 IM AIRMILES STAUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL 1550 1420 1350 1290 2520 2900 2200 1700 1560 SUBTRACT 1480 1350 :UEL ALLOWANCES JOT AVAILABLE F0 ! CRUISING 1290 1160 1030 1120 1010 900 2000 1800 1600 1920 1280 1190 1230 1110 980 REFER TO FLIGHT OPERATIONS CHARTS FIG. 90 1 91 910 780 610 780 670 560 1900 1200 1000 990 850 710 860 790 620 520 390 260 950 390 220 800 600 900 570 930 280 980 370 250 MAXIMUM CONTINUOUS PRESS ALT. FEET k.71 STAT. ( NAUT.) HI./GAL.) ( STAT.( NAUT.) HI./SAL.) ( STAT. ( MAUT.) HI./SAL.) PRESS ALT. FEET MAXIMUM AIR RANGE R.P.M. K.K INCHES MIX- TUNE APPROX. ILP.M. M.P. INCHES MIX- TURE APPROX. R.P.M. M.P. INCHES MIX- TURE APPROX. R.P.K. M. P. INCHES MIX- TURE APPROX. R.P.M. M.P. INCHES MIX- TURE APPROX. TOT.1 T.A.S. TOT. GRH. T.A.S. TOT. GPH. T.A.S. TOT. GPH T.A.S, TOT. GPH T.A.S. MEN. RTS. HPN. KTS. HPK. KTS. KPH KTS. MPH KTS. 40000 35000 30000 40000 35000 30000 SEE MOTE i BOVE 2 300 2 300 38 38 A. R. A. R. 317 315 205 204 25000 20000 15000 25000 20000 15000 2 300 2300 2 zoo 38 38 38 A. R. A. R. A. R. 3 12 307 294 197 189 180 10000 5000 S.L. 2200 2200 2200 34 34 34 A. A. A.R . 256 . 212 - 228 182 171 182 10000 5000 8. L. SPECIAL NOTES (1) MAKE ALLOWANCE FOR WARK-uP.TAKE-OFF A CLIMB (SEE FlG.7 s) PLUS ALLOWANCE FOR W1 NO.RESERVE ANO COMBAT AS REQUIRED. (2) RAMIES IN THIS COLVNN ARE FOR 20.000 FT. ALT. ONLY (J> FUEL Flows 10.PR., ARE 51 CONSERVATIVE. EXAMPLE LEGEND AT 55.000 LB.GROSS WEIGHT WITH UDO GAL.OF FUEL ALT. : PRESSURE ALTITUDE F.R. : FULL RIO (AFTER DEDUCTING TOTAL ALLOWANCES OF 0 GAL.) M.P. : MANIFOLD PRESSURE A.R. : AUTO-RICH TO FLY 1 2 fl OSTAT.AIRMILES AT 5000 FT.ALTITUDE GPH ; U.S.GAL.PER HOUR A.L. : AUTO-LEAN MAINTAIN 2200 RPM AKO jn IM.MANIFOLD PRESSURE TAS : TRUE AIRSPEED C.L. : CRUISING LEAN WITH MIXTURE SET! *.*. KTS. : KNOTS M.L. : MANUAL LEAN SATA AS OF 7-19-99 BASED ON: FLIGHT TEST FUEL GRADE 100/130 S.L. : SEA LEVEL r.T. : FULL THROTTLE RED FIGURES ARE PRELIMINARY DATA.SUBJECT TO REVISION AFTER FLIGHT CHECK AN 0I-2OEG-I PQ kd Figure 82Flight Operating Instruction* - AIRCRAFT MODEL(S) 8-178 ENGINE (S): R-1820-65 4 97 FLIGHT OPERATION INSTRUCTION CHART CHART WEIGHT LIMITS: 50,000 TO 95,000 POUNDS EXTERNAL LOAD ITEMS ONE PROPELLER FEATHERED NUMBER OF EMCINES OPERATING: 3 LIMITS UPM M.P. IN.MG. BLOWER POSITION MIXTURE POSITION TIME LIMIT CYL. TEMP. TOTAL G.P.N. 1 FOR DETAILS SEE ! POWER PLART CHART INSTRUCTIONS FOO USING CHANT: SFUCCT Clause I. FUEL COLUHH EQUAL TO- OS LSS T MA K AMOUNT OF FUEL TO 3E USED FOR CRUISIMC HDVk HORIZONTAL LT TO RIGHT OR LEFT AHO SELECT RANGE VHLIIC EQUAL TO OR CREATES THAN THE STATUTE OR NAUTICAL.AIR HILES TO HE FLOHR. VERTICALLT SELOM AHO ORFOSITE VALUE NEAREST MOTES: COLUMN | IS FOR EKRGENCY HIGH SPEED CRUISING ONLY.COLUS 11,III,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE IN SPEED. AIR MILES PER GALLON (Ml./GAL)(NO WIND).GALLONS PER HR. (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO wmofpTQ OBTAIN BRITISH IMPERIAL GAL (or QuP.H.):multiply U.S.ML(m ILP.H.) 8V 10 THEM DIVIDE >v 12. WAR EMERG. 2500 SI A.R. 5 military PWER 2500 96 A.R. 5 260 916 DESIRED CROISUC A LT 1TUOE (ALT. ) R E AO RFH. MANIFOLD PRESSURE (N.R.)a.O MIXTURE SETT INC REQUIRED. COLUMN 1 FUEL U.S. GAL. COLUMN II COLUMN 111 COLUMN IV FUEL U.S. GAL. COLUMN V RANGE IN AIRMILES (2) RANGE IN AIRMILES RANGE IN AIRMILES RANGE IN AIRMILES RANGE IN AIRMILES staute NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL* STATUTE NAUTICAL no 970 960 840 1700 1600 1900 1200 1050 SUBTRACT 1090 960 UEL 1 ^owances 1 190 OT AVAILABLE FOR 1180 1030 (II C"W 1330 1320 1150 1700 1600 1900 830 690 550 720 600 980 1200 1000 800 900 750 600 780 650 520 1020 850 680 890 790 590 1190 950 760 990 820 660 1200 1000 800 REFER TO FLIGHT OPERATIONS CHARTS FIG. 90 i 91 920 280 190 360 290 120 600 900 200 950 300 150 390 260 130 510 390 170 990 290 150 570 380 190 990 330 160 600 900 200MAXIMUM CON T1 MU OU 3 PRESS ALT. FEET ( .75 STAT, l BAHT.) HI./SAL.) ( .85STAT. ( XAUT.l HI. /SAL.) t .95 STAT. ( HAUT.) Ml. /GAL.) PRESS ALT. FEET MAXIMUM AIR RANGE R.P.M. M.P. INCHES MIX- Mik APPROX. R.P.H. M.P. INCHES MIX- TVRE APPROX. R.P.H. M.P. INCHES MIX- TJRE APPROX. R.P.M. M.P. INCHES MIX- TURE APPROX. R.P.M. M.P. INCHES HIX- TURE APPROX. TOT* Toft1 T.A.S. TOP.1 T.A.S. iW. T.A.S. TOT. T.A.S. NTS. MPH KTS. M. KTS. MPW KTS. MPM KTS. 40000 35000 30000 40000 35000 30000 SEE IOTE A IOVE 1 SOO 2 3 00 2 3 00 38 38 38 A. It. A. R. A.R. 317 317 315 220 219 212 5000 0000 5000 2200 2200 34 34 A.R. A.R. 268 262 201 198 2100 31 A. I. 206 175 -- 25000 20000 16000 2 300 2 300 2 3 00 38 38 38 A.R. A.R. A.R. 312 307 294 204 195 184 10000 5000 S. L. 2200 2200 2200 33 33 33 A.R. A.R. A.R. 258 238 226 194 178 169 2100 2100 2100 31 SI 31 A. L. A.L. A.L. 201 192 1 80 171 163 153 2050 2050 2050 29 29 30 A.L. A. L. A. L. 171 165 151 162 157 143 10000 5000 S. L. SPECIAL MOTES (1) MAKE ALLOWANCE FOR WARM-UP.TAKE-OFF A CLIMB {SEE FIG.T ,) PLUS ALLOWANCE FOR WINO,RESERVE AND COMBAT AS REQUIRED. 42 RANGES IN TRIS COLUMN ARC FOR 2J.000 FT. ALT. ONLY. HI FUEL FLOWS I8PNI ARE CONSERVATIVE EXAMPLE LEOEHO AT joooo LB.GROSS WEIGHT WITH 800 GAL.OF FUEL ALT. : PRESSURE ALTITUDE F.R. : FULL RICH (AFTER DEDUCTING TOTAL ALLOWANCES OF 0 GAL.) M.P. : MANIFOLD PRESSURE A.R. : AUTO-RICK TO FLY 5J0 ST AT. Al RM 1 LES ATj >0 0 OFT. ALTITUDE GPw : U.S.GAL.PER HOUR A.L. : AU TO-LEAN MAINTAIN 8300 RPM AND 3 IN.MANIFOLD PRESSURE TAS : TRUE AIRSPEED C.L. : CRUISING LEAN WITH MIXTURE SETJ A.R. KTS. : KNOTS M.L. : MANUAL LEAN S.t. : SFA LEVEL F.T. : FULL THROTTLE DATA AS OF 7-19-99 BASED OR: FLIGHT TESTS FUEL GRADE 100/130 REQ FIGURES ARE PRELIMINARY, DATA,SUBJECT TO MEV1S1 OH AFTER FLIGHT CHECK AN 01-20EG-1 OD s Figure 83Flight Operating Instruction h s i AIRCRAFT MODEL (S) 8-178 ENGINE IS): R1820-85 A -97 FLIGHT OPERATION INSTRUCTION CHART CHART WEIGHT LIMITS: 95.000 TO 90,000 POUNDS EXTERNAL LOAD ITEMS ONE PROPELLER FEATHERED NUMBER OF ENGINES OPERATING: 3 LIMITS RJM. M.P. IN.MG. BLOWER POSITION MIXTURE POSITION TIME LIMIT CVL. TEMP. TOtAL G.P.M. FOR DETAILS SEE POWER PLANT CHART FIG. 7H INSTRUCTIONS FOR USING CHART: SELECT FIGURE N FUEL COLUMN TO NOTES: COLUMN I is FOR EKRGENCY HIGH SPEED CRUISING ONLY.COLUMNS 11,111,1V ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE IN SPEED. AIR MILES PER GALLON (Ml./ML) (0 W1 NO) .GALLONS PER HR. (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE < MHof! TO 08THI. MUTISM IMPtrnSl 8>L(m Ml.) I MULTI IM u.s.GKL (DR G.P.M.) BY 10 THEN DIVIDE BY 12. WAR EMERG. 2500 51 A.R. 5 > V VW LUJ 1 WWW AMOUR I Vf FULL IV 81 U3LU r ON CwU 15 1 MU MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE EQUAL TO ORGREATER THAN THE STATUTE OR NAUTICAL AIR MILES TO BE FLOWN. VERTICALLY BELOW ANO OPPOSITE VALUE NEAREST DES FRED cruising ALTITUDE(ALT.)READ RPM, MANIFOLD PRESSURE (M.P.)anO MIXTURE SETTING REQUIRED. MILITARY POWES 2500 A.R. 5 260 816 COLUMN FUEL U.S. SAL. COLUMN 11 COLUMN 111 COLUMN IV FUEL U.S. GAL. COLUMN V RANGE IN AIRMILES (2) RANGE IN AIRMILES RANGE IN AIRMILES RANGE IN AIRMILES RANGE IN AIRMILES STAUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL 590 990 510 380 IOOO 800 600 650 990 SUBTRACT 560 920 rUEL ALLOWANCES 750 560 SOT AVAILABLE EOT 650 990 ' CRUISING " 880 660 760 570 1000 800 600 300 150 ISO 30 WO 200 320 160 280 190 380 190 330 160 990 220 380 190 8 REFER TO FLIGHT OPERATIONS CHARTS FIG. 90 A 91MAXIMUM CONTINUOUS PRESS ALT. FEET (.81 STAT. ( RAUT.) HI./RAI.) (.99 STAT. ( OUT.) Ml./SAL.) (1.10STAT. ( RAUT.) Ml./SAL.) PRESS ALT. FEET MAXIMUM AIR RANGE ILP.lt It p. INCHES MIX- TORE APPROX. R.P.M. M. P. INCHES MIX- TURE APPROX. R.P.M. M.P. INCHES MIX-. TURE APPROX. R.P.M. M.P. INCHES ' MIX- TURE APPROX. R.P.M. M.P. INCHES MIX- TORE APPROX. TO?? GPH T.A.5. tM! T.a.S. TOT. GPM. T.A.8. TOT." T.A.S. TOT. GPH T.A.S. kfK NTS. MPH. NTS. MFX KT$. MRM XTS. NTS. 2300 38 A.R. 315 238 90000 35000 30000 90000 35000 30000 SEE OTE AS OVE 3900 2900 2300 89 39 39 A. R. A.R. A. R. 317 317 315 239 227 218 25000 20000 15000 2200 2200 2200 3 H 33 33 A. R. A. R. A.R. 268 262 217 217 212 200 2100 2100 31 31 A. L. A. L. 210 202 198 190 2000 28 A. L. 156 171 - 25000 20000 15000 2900 2300 2300 38 38 38 A.R. A.R. A.R. 312 307 299 209 198 189 10000 5000 8.L. 2150 2150 2150 38 32 32 A.R. A.R. A.R. 228 216 205 185 176 168 2100 2100 2100 31 31 31 A. L. A. L. A L. 190 181 169 178 170 158 2000 2000 2000 28 23 27 A.L. A. 1. A. L. 195 1 92 126 160 156 139 10000 5000 S.L. SPECIAL NOTES (1) MAKE ALLOWANCE FOR WARH.(|P, TAKE-OFF * CLIMB (SEE FIG. 7 j) PLUS allowance for WINO.RESERVE ANO COMBAT AS REQUIRED. (21 ranges in this column are fm 25,000 ft. ALT. only. <31 FUFI FLOWS (6.P.N.I ARE h CONSERVATIVE '" " 0F ! FLIGHT IESI EXAMPL *T ,000 LB.GROSS WEIGHT Wl (AFTER DEDUCTING TOTAL ALLOW TO FLY -00 STAT.AIRMI LES A MAINTAIN 22C0 RPM ANO I WITH MIXTURE SET! A.R FUEL GRADE 100/130 E. LEGE FH too GAL.OF FUEL ALT. : PRESSURE ALTITUDE INCES OF 0 GAL.) M.P. : MANIFOLD PRESSURE 1JD00 FT.ALTITUDE GPH ; U.S.GAL.PER HOUR 8. MAN IFOLD PRESSURE TAS : TRUE AIRSPEED NTS. 5 KNOTS S.L. : SEA LEVEL RED FIGURES ARE PRELIMINARY, DATA,SUBJECT TO REV D F.R. : FULL RICH A.R. : AUTO-RICH A.L. : AUTO-LEAN C.L. : CRUISING LEAN M.L. : MANUAL LEAN F.T. : FULL THROTTLE SION AFTER FLIGHT CHECK > Q 2. H AN 0I-20EG-I 70 .l. / w*n boobs are KTS. : KNOTS M.L. : manual LEAN l'c change chartsJ. S.L. : SEA LEVEL F.T. : FULL THROTTLE FUEL GRADE 100/130 red figures are preliminary data,subject to revisiok after flight check AN 0I-2OEG-I 00 Figure 85Flight Operating Instructions i -J AIRCRAFT MODEL(S) 8-176 ENGINECS): R1820-65 i -97 FLIGHT OPERATION INSTRUCTION CHART CHART WEIGHT LIMITS: 55,000 TO 50,000 POUNDS EXTERNAL LOAD ITEMS 2 - 2000 LB. EXT. BOMBS NUMBER OF ENGINES OPERATING: 9 LIMITS RRM. M.P. IN.MG. $LOWER POSITION MIXTURE POSITION TIME LIMIT CYL. TEMP. TOTAL G.P.H. - POWER PLANT CHART | FIG.? - INSTRUCTIONS FOR USING CHART: SELECT figure IN FUEL column EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISING MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE ^QUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES TO BE FLOWN. VERTICALLY BELOW AND OPPOSITE VALUE NEAREST NOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRU*ISING ONLY.COLUMNS II,III,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE IN SPEED. AIR MILES PER GALLON (MI./QAL)(nO WIND} .GALLONS PER HR. (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO vnoff TO O8TI BRITISH IMPERIAL GAL. (D MIXTURE SETTING REQUIRED. COLUMN FUEL U.S. GAL. COLUMN 1 1 COLUMN 111 COLUMN IV FUEL U.S. GAL. COLUMN V RANGE N AIRMI LES<2> RANGE IN AIRMILES RANGE IM AIRMILES RANGE IN AIRMILES RANGE IN AIRMILES STAUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL 930 820 810 710 1700 1600 1900 1020 890 SUBTRACT 880 770 =UEL ALLOWANCES N 1190 1090 3T AVAILABLE FOI 1030 900 CRUISING 1,1 1370 1200 1 laO 1090 700 580 960 610 500 400 1200 1000 800 760 630 510 660 550 440 890 790 590 770 690 510 1030 850 680 890 790 590 REFER TO FLIGHT OPERATIONS CHARTS FIG. 90 I 91 350 230 110 300 200 100 600 900 200 380 250 120 339 220 110 990 290 198 380 250 130 510 390 170 440 290 150MAXIMUM CONTINUOUS PRESS ALT. FEET (.63 STAT. ( HAUT.) Ml./GAL.) (-79 STAT. ( HAUT.) Ml./GAL.) ( *85 STAT. ( HAUT.) HI./GAL.) PRESS ALT. FEET MAXIMUM AIR RANGE R.P.M. M.P. INCHES MIX* TUNE APPROX. R.P.M. M.P. INCHES MIX- TURE APPROX. R.P.M. M.P. INCHES MIX- 'D RE APPROX. R.P.K. M. P. INCHES MIX- TURE APPROX. R.P.M. M.P. INCHES MIX- TURE APPROX. TOtV T.A.S. totO T.A.S. TOT"' T.A.S. TO?] * T.A.S. TOT. GPH T.A.S. M.PH KTS. KPK. KTS. MflH. KTS- HPW KTS. MPR. KTS. 2300 38 A.R. -20 2-8 -0000 35000 30000 -0000 35000 30000 SEE N TE ABI VE 2300 2300 2300 38 38 38 A.R. A. R. A.R. -23 -22 -20 2-7 2-0 229 5000 0000 5000 2200 2200 2200 3- 3- 3- A.R. A.R. A.R. 357 351 332 227 223 211 2100 2100 31 31 A. L. A. L. 278 268 206 199 2060 28 A. L. 217 186 25000 20000 15000 2300 2300 2300 38 38 38 A. R. A. R. A.R. -16 -08 392 219 207 198 0000 5000 S. L. 2150 2150 2150 33 33 33 A.R. A.R. A.R. 313 29- 278 199 187 177 2100 2100 2100 31 31 31 A. L. A. L. A. L. 259 2-- 228 192 181 169 2000 2000 2000 28 28 28 A.L. A. L. A.L. 200 188 173 171 161 1-8 10000 5000 S.L. SPECIAL NOTES sr- HAKE ALLOWANCE FOP WARH-UP,TAKE-OFF A CLIMB (SEE FIG. 7 5) *T V00 l0-GROS PLUS ALLOWANCE FM WINO,RESERVE ANO COMBAT AS REQUIRED. (AFTER DEDUCTING 121 RANGES IN THIS COLUMN ARE FOR 2),000 FT. ALT. ONLY T0 FL*10* STAT FUEL MILEAGES <6PHI ARE ) CONSERVATIVE. MAINTAIN 2100 RF WITH MIXTURE SET. drotPcd, ehan EXAHPLf LEM S WEIGHT WITH 1*00 GAL.OF FUEL ALT. : PRESSURE ALTITUDE F.R. : FULL RICH TOTAL ALLOWANCES OF2O0GAL.) M.P. : MANIFOLD PRESSURE A.R. : AUTO-RICH .AIRMILES AT 1)000 FT.ALTITUDE GPW : U.S.GAL.PER HOUR A.L. : AUTO-LEAN M AKO )1 IN.MANIFOLD PRESSURE TAS : TRUE AIRSPEED C.L. : CRUISING LEAN *.1. ffU ho.bs ar. "S. : n<0TS : gt charts). S.L. : SEA LEVEL F.T. : FULL THROTTLE RED FIGURES ARE PREL1 HI MARY. DATA,SUBJECT TO REVISION AFTER FLIGHT CHECK DATA AS OF 7-19-99 BASED OX: FLIGHT TEST FUEL GRADE 100/130 AN 01-20EG-1 Figure 86Flight Operating Instructions i 7 5 ' AIRCRAFT MODEL(S) 8-176 ENGINE(S): 8-1820-65 I -97 FLIGHT OPERATION INSTRUCTION CHART CHART WEIGHT LIMITS: 50,000 TO 45,000 POUNDS EXTERNAL LOAD ITEMS 2 - 2.000 LB. EXT. BOMBS NUMBER OF ENGINES OPERATING: * LIMITS RRM IN.MG. SLOWER POSITION MIXTURE POSITION TIME LIMIT CYL. TEMP. TOTAL G.P.H. FOR DETAILS SEE POWER PLANT CHART F|GJ V INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISIN^ MOVE HORIZONTALLY TO RIGHT OR LEFT ANO SELECT RANGE VALUE EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL A 1R NILES TO BE FLOWN. VERTICALLY BELOW AND OPPOSITE VALUE NEAREST DESIRED CRUISING A LT 1TUOE (ALT.)READ RPN, MANIFOLD PRESSURE (M.P.)a*D MIXTURE SETTING REQUIRED* NOTES: COLUMN 1 IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.COLUMNS 11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE IN SPEED. AIR MILES PER GALLON (MI./GAL)(NO WIND).GALLONS PER HR. (G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO wind/.0 TO obtain BRITISH IMPERIAL GAL (or G.P.H.): MULTI PLY U.S.6AL(O8 G.P.H.) ST 10 THE, OIVIOC 9Y 12. WAR EMERG. 2500 51 A.R. 5 MILITARY POWER 2500 46 A.R. 5 260 555 COLUMN FUEL U.S. GAL. COLUMN II COLUMN III COLUMN IV FUEL U.S. GAL. COLUMN V RANGE IK AIRMILES (2) RANGE IK AIRMILES RANGE IN AIRMILES RANGE IN AIRMILES RANGE IN AIRMI LES STAUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL' STATUTE NAUTICAL 600 480 520 410 1000 800 650 530 SUBTRACT 570 460 :UEL ALLOWANCES 770 610 40T AVAILABLE FO 670 530 (t) CRUISING 912 730 790 630 360 240 120 310 210 100 600 *00 200 00 .60 30 3X0 230 no *60 310 150 *00 270 130 5*0 360 180 *70 310 150 REFER TO FLIGHT OPERATIONS CHARTS FIG. 90 I 91MAXIMUM CONTINUOUS PRESS ALT. FEET (.65 STAT. ( OUT.) HI./GAL.) (.77 STAT.( MAUT.) HI./gal.) (.91 STAT. ( KAUT.) HI./GAL.) PRESS ALT. FEET MAXIMUM AIR RANGE R.P.M. M.P. INCHES MIX- TURF APPROX. R.P.M. M.P. INCHES MIX- TURE APPROX. R.P.M. M.P. INCHES MIX- TIRE APPROX. R.P.M. M.P. INCHES MIX- TURE APPROX. R.P.M. M.P. INCHES MIX- TURE . APPROX. roiP GW. ' t.a.s. TOT0 T.A.S. TOT1. GW. T..s. TOT .3 GW. ' T.A.S. TOT. GPM T.A.S. KPH. NTS. MPH. ATS. KPH. KTS. MPH KTS. MPH KTS. 2300 2300 38 38 A. R. A. R. 410 420 260 260 -- 40000 35000 30000 2250 38 A.R 382 252 -- -- -- - *' * 40000 35000 30000 SEE NOTE BOVE 2300 2300 2300 38 38 38 A. R. A.R. A. R. 423 422 420 263 245 234 25000 20000 15000 2200 2200 2150 34 34 31 A.R A. R A.R 361 350 329 238 231 217 2100 2100 2100 31 31 31 A.L. A. L. A. L. 290 281 269 223 216 207 2050 2050 2050 29 29 29 A. L. A. L. A.L. 228 226 208 208 206 190 25000 20000 15000 2300 2300 2300 38 38 38 A.R. A.R. A.R. 416 408 393 224 212 200 10000 5000 S. L. 2160 2150 2150 31 32 32 A.R A.R A.R 312 292 274 206 193 181 2100 2(00 2100 31 31 31 A. L. A. L. A. L. 256 242 226 197 186 174 2000 2000 2000 28 28 28 A.L. A. L. A.L. 200 186 173 182 170 1 57 10000 6000 S.L. SPECIAL NOTES tl) KAKE ALLOWANCE FDR MARK-UP,TAKE-OFF A CLIMB (SEE FIS,1 -) PLUS ALLOWANCE FOR WIND,RESERVE ANO COMBAT AS REQUIRED. t 31 RANGES IN THIS COLUMN ARE FDR JJ.OOO FT. ALT. OMIT. 01 FUEL FLOWS lGFlN ARE 5* CONSERVATIVE. DAT ft AS OF 713UM 8mD 0|l; FLIGHT TESTS EXAMPLE LEGEND AT 50,000 LB.GROSS WEIGHT WITH fl 00 GAL.OF FUEL ALT. ; PRESSURE ALTITUDE F.R. : FULL RICH (AFTER DEDUCTING TOTAL ALLOWANCES OF 20 <^GAL.) M.P. : MAN(FOLD PRESSURE A.R. ; AUTO-RICH TO FLY 5)0 STAT.AIRMILES AT JO,000 FT.ALTITUOE GPH ; U.S.GAL. PER HOUR A. L. : AU TO-LEAN MAINTAIN 2250 RPM AND IN.MANIFOLD PRESSURE TAS : TRUE AIRSPEED C.L. I CRUISING LEAN WITH MIXTURE SET! A.R. (When bonbs art KTS. : KNOTS M.L. : MANUAL LEAN aropbed, Chang* charts). S.L. : SEA LEVEL F I. : FULL THROTTLE FUEL GRADE 100/130 red figures are preliminary data,subject to revision after flight check AN 0I-20EG-I 3 Figure 87Flight Operating Instructions ] 2 * AIRCRAFT MODE LIS) 8-178 ENGINE IS): R-1820-65 S -97 FLIGHT OPERATION INSTRUCTION CHART CHART WEIGHT LIMITS: 60,000 TO 55,000 POUNDS EXTERNAL LOAD ITEMS 7 - 9000 L8. BOMBS NUMBER OF ENGINES OPERATING: 9 LIMPS RPM. M.P. IM.ML. BLOWER POSITION MIXTURE POSITION TIME LIMIT CYL. TEMP. TOTAL G.P.H. TAILS SEE PLANT CHART INSTRUCTIONS FOR USING CHART; SELECT FIGURE IN FUEL COLUMN EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUlSIN^0 HOVE HORIZONTALLY TO RIGHT OR LEFT ANO SELECT RANGE VALUE EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES TO BE FLOWN. VERTICALLY 8 E LOW AMI) OPPOSITE VALUE NEAREST NOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED "V IS ING ONLY.COLUMNS 11,1 II, IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE IN SPEED. AIR MILES PER GALLON RANGE N AIRMILES range in airmiles RANGE IN AIRMILES RANGE IN AI RM 1 LES STAUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL' STATUTE NAUTICAL 970 870 890 750 2000 1800 1100 990 SUBTRACT 950 860 UEL allowances IOT AVAILABLE FOI CRUISING M 770 680 580 670 590 500 1600 1900 1200 880 770 660 760 670 570 REFER TO FLIGHT OPERATIONS CHARTS FIG. 90 & 91 180 390 290 920 390 250 IOOO 800 600 550 MO 330 980 380 290 190 90 ISO 80 900 200 220 110 190 90 MAXIMUM CONTINUOUS PRESS ALT. FEET (.55 STAT.( HAUT.) HI./6AL.) ( STAT. ( HAUT.) Ml./CAL.) ( STAT. ( HAUT.) MI./OAL.) PRESS ALT. FEET MAXIMUM AIR RAH8E R. P.K. M.P. INCHES MIX- TURE APPROX. R.P.M. H.P. INCHES MIX- TORE APPROX. R.P.M. M. P. INCHES HIX- HIRE APPROX. R.P.M. M. P. INCHES HIX- TURE APPROX. R.P.K. M.P. INCHES MIX- TORE APPROX. rot!1 T.A.S. TOT.' ' T.A.S. TOT. GPM. T.A.S. TOT. GPH, T.A.S. TOT. GPH T.A.S. MP* KTS. KPH, KTS.. MEH, KTS. MPH KTS. MPH. KTS. 40000 35000 30000 40000 35000 30000 SEE NOTE BOVE 2300 2300 38 38 A,. R. A. R. 422 420 204 198 - 25000 20000 15000 2200 34 A. R. 360 198 25000 20000 15000 2300 2300 23OL 38 38 38 A. R. A.R. A. R. 416 408 393 208 |S7 186 10000 5000 S.L. 2200 2200 2200 34 34 34 A.R. A. R. A.R. 348 332 309 191 183 170 10000 5000 S. L. SPECIAL MOTES (1) MAKE ALLOWANCE FOR WARM-uP,TAKE-OFF A CL IMO (SEE FIG 1 PLUS ALLOWANCE FOR WINO.RESERVE ANO COMBAT AS REQUIRED. (2) RANCES IN THIS COLUMN ARE FOR 20,000 FT. ALT. ONLY.. FUEL FLOWS IGPHI ARE CONSERVATIVE OAT AS OF 7-17-9* 9ASED 0H; FLISHT TEST EXA AT 60000 LB.GROSS WEIGHT (AFTER DEDUCTING TOTAL Al TO FLY 7 70 STAT.AIRMILE MAINTAIN 2 2 0 0 RPM ANV J WITH MIXTURE SET! A.R. dro^Ped, change cha FUEL GRADE 100/130 4PLE LEGEND WITH 1*00 GAL.OF FUEL ALT. : PRESSURE ALTITUDE F.R. - FULL RICH LOWANCES of UOOGAL.) M.P. r MANIFOLD PRESSURE A.R. : AUTO-RICH S AT 10000 FT.ALTITUDE GPH : U.S.GAL.PER HOUR A.L. : AUTO-LEAN N IN MANIFOLD PRESSURE TAS r TRUE AIRSPEED C.L. : CRUISING LEAN men boOs are "S. - >TS ML* : """" rts), S.L. : SEA LEVEL F.T. : FULL THROTTLE SEO FISIHES ARE PRELIHIRARY. DATA,SUBJECT TO REVISION AFTER FLISHT CHECK AN 01-20EG-1 Appendix II AN 0I-20EG-I Figure 88Flight Operating Instructions NOTE: This book contains no Figure 89 Revised 1 June 1948 93 Ra reAvi ati on. co m B 1 7 G FLIGHT OPERATIONS CHARTS i 8 2. 3. USE THESE CHARTS TO DETERMINE RANGE, OPERATING AIRSPEED. ENTER RANGE CHART AT GALLONS OF FUEL AVAILABLE CONDITIONS, AND AVERAGE AND GO TO COLUMN CON- TAINING RANGE DESIRED. READ LETTER AT TOP OF THIS COLUMN OPPOSITE HEAD- WIND CONDITION. NOTE WEIGHT OF AIRPLANE AND CONDITION (CLEAN, EXTERNAL BOMBS, ENGINES OUT, ETC.) AND ENTER OPERATION CHART. DESIRED RANGE CAN BE ACCOMPLISHED O P E R A T I O NO EXTERNAL BOMBS ALL ENGINES OPERATING MILL TART POWER CLIMB I HIGH POWER CRUISE CRUISE CRUISE CRUISE R P M. SN 23M 200 2i eo rvoo MANIFOLD PRESSURE 47.ST a- 34' 31- ir MIXTURE AUTO RICH AUTO RICH AUTO RICH AUTO LEAN AUTO LEAN APPROX GAL PER HR 555 400 335 255 190 MAX.CYL. WO CUM8 nr ill rit LONG RANGE JIS REQ. BELOW 2100 R.P. M. *5 h * S L 4. 5. N 1 ENGINE OUT Mll . CLIMB AU 4 HIGH POWER CRUISE CRUISE LONG RANGE 2500 j 2300 2200AUTO AUTO AUTO RICH RICH RICH AUTO LEANAS REQ.BELOW 2100 ^6AN *UT0 ULANBY OPERATING WITH POWER CONDITION INDICATED WHEREVER RANGE LETTER AP- PEARS. IF DESIRED RANGE LETTER DOES NOT APPEAR, USE NEXT LETTER IN ALPHA- BETICAL ORDER IF OPERATION IS BETWEEN "A" AND "M." LETTERS "R" THROUGH "W" ARE FOR SPECIAL CASES OF LONG RANGE CRUISING. ENGINE OPERATING CONDITIONS NECESSARY TO ACHIEVE SPECIFIED RESULT ARE INDICATED AT TOP OF EACH COLUMN OF OPERATION CHART. "X" IN SPACE ON OPERATION CHART INDICATES POWER CONDITION NOT SUFF- ICIENT FOR FLIGHT AT SPECIFIED WEIGHT AND ALTITUDE. CHART 2-2000 LB. EXTERNAL BOMBS 2-4000 LB. EXTERNAL BOMBS 2 ENGINES OUT MH I CL,MB TAB* 4 H,QH POWER POwER rOWtn CRU|SE LONG RANGE 2500 2300 AS REQ.j | 36" BELOW 2100 RICH MCM AUT0 ULAN nlvn nivnALL ENGINES OPERATING ALL ENGINES OPERATING MILI. CLIMB TART CRUISE CRUISE CRUISE LONG RANGE POWER CRU)st 2500 2300 2200 2100 2000 AS REQBELOW 2100 AUTO AUTO AUTO RICH RICH RICH 300 250555 400 335260 | CLIMB AUTO AUTO .|rTO ...... LEAN LEAN AUTO LEAN BELOW 2100 AUTO LEAN MIXTURE MANIFOLD PRESSURE APPROX. GAL. PER HR. 2500 2300 MIL!- CLIMB TART CRUISE CRUISE CRUISE LONG RANGE P0WER cruiIe 2100 2000 ! AS REQ. AUTO AUTO RICH RICHSEA LEVEL B 220 0 202 l 1 86 X X u 154 1 55 C 197 X X X S 154 X X * A 218 D190 E 176 X X T 164 A 206 C 182 E 166 X X S 164 SEA LEVEL h * 5.000 B 239 E 2.1 4 F 1 9S X X U IBS U 179 0 204 X X X S 188 X X * o a 0 201 E 184 X X T 166 A 216 C 191 X X X S 166 5.000' X O.OOO- B 249 k 223 F 206 X X D 210 X X X R 170 X X X O 210 E 191 X X S 179 A 228 199 X X X R 179 10.000' is.ooo c 257 k232 t 210 X X T 194 O 2 11> X X X R 194 X X X B 243 E 218 X X X S 104 8 232 X _x X X R 194 16.000' 20.000 c264E238 X X X 7211 X X X X X X X x C 249 E 222 X X X S 211 R 238 X X X X R 211 20.000- 25.000 0271 X X X X 7 229 X X X X X X X X D 254 X X X X 8 229 X X X X X x 26.000' F S 5* 20.000' XXX X X X X X X X X X X X X X X X X X X X X X X X 30.000' 35.000 XXX X X X X X X X X X X X X X X X X X X X X X X X 35.000' SEA LEVEL B 233 E 209 f 195 179 Ki 60 W146 0 205 F 180 H 163 X V 148 X X X A 221 O198 F 186 H 18r) X K 146 A 211 190 E 167 H161 X V 146 SEA LEVEL 5.000' B 243 E 222 F 208 193 X * 1 68 D 214 G 189 H 172 X V 168 X X * B 232 0210 F 198 H 181 X X 158 il A 222 0 200 F 188 H 173 X V 158 wz Off 5.000' 8 < 10.000' C 256 F234 G 21 9 204 X W) 70 s O 222 G 197 X X V 170 X X X 8 242 E 220 F 206 H 102 X K 170 8 233 0211 F 108 X X U 170 10.000' b; 15.000 cassf244223>212 X W 1 84 H t E228G 204 -X.. X U 184 X X X C 252 E 230 F 217 1 200 X V 184 ft B 241 E 220 F 206 X X U 184 2141 193 M131 E 230 G 200 1 194 K 180 M 101 G 183 X H 181 C 247 E 227 G214 1 203 K 187 Miei B238E 218F 206 1 103 K170 L 161 10.000- h S 0 15.000 0 271 7 251 0 239 1 226 I 209 X 1 75 o E 238 H 219 1 203 K 188 M 176 Q G 183 X G 176 C 257 F238 G 226 l 214 L 198 M175 o C 248 E 228 G 218 ' 203 X L 175 a 15.000' 20.000- D283G264H251 J 237M2 18M190 E 248 H 226 1 211 X L 190 x X X 0 268 F 249 G 237 1 224 M 190 C 267 F240G226 1 214 X L 190 20.000 26.000' E 295 G274H260 K246 M226 M207 F 268 H 233 x X W207 X X X 0 279 F 280 H 246 J 233 x L 207 0 259 F248G235 1 231 X K 207 26.000- 30-000 t 307 2B41 237 "253 X *227 F 263 X X X V/227 X X X E 291 G 270 H 253 J 237 x K 227 D 278 F 258 H 240 X X V 227 30.000- 36.000' 7 306 H 2901 269 X X I 248 X * * X X X X X F 289 G 273 X x V 248 E 278 X x X G 248 36.000' AN 01-20EG-1 WARNING! 1. MILITARY POWER IS LIMITED TO 5 MINUTES UNDER NORMAL CONDITIONS. USE FOR LONGER PERIODS IN EMERGENCY ONLY. Figure 90Flight Operating Chart 4 Figure 91Range Table UEl QUANTITIES ARE RANGE TABLE N U. 5 GALLONS (12 U. S GALLONS 10 IMPERIAL GALLONS) RANGES ARE APPROXIMATELY 5% CONSERVATIVE NO HEAI WIND A | B C j D E F G H J K L ] M R S T U V | W NO HEADWIND HEADWIND 10% OF T. A. S. B C D E F o H J K L M I S | T u v | w | HEADWIND 10% OF T. A. S. HEADWIND 20% OF T. A. S. C D E | F j G H | 1 U K L M T V w HEADWIND 20% OF T. A. S. HEADWIND 30% OF T. A- S- O E F G H J K - M j u j V w I HEADWIND 30% OF T. A. 8. HEADWIND 40% OF T. A. S. E F G H 1 J K u M V I w 1 1 HEADWIND 40% OF T. A. S. MAINS + 200 70 1 75 85 95 105 115 125 135 145 160 175 190 210 90 100 110 120 140 160 200 F U E L A V A 1 L A B L E J L O N S _ FULL MAINS <1700 GALS.) MAINS + - OUTBOARDS 2780 GALS. F 400 145 155 170 | 190 210 230 250 275 300 330 360 390 I 430 180 200 220 250 280 320 400 U 600 E 220 240 265 290 315 345 380 415 455 495 540 590 645 280 310 340 380 430 490 600 L 800 295 320 350 385 425 450 515 560 615 670 730 800 870 380 420 470 520 590 670 800 A 1000 370 405 440 485 535 585 645 705 770 850 920 1010 1095 480 530 590 660 750 860 1000 V 1200 445 490 535 590 650 710 780 855 935 1025 1115 1220 1330 580 640 720 820 930 1060 1200 * 1400 520 570 625 685 760 830 915 1005 1095 1205 1310 1430 1560 690 770 860 970 1110 1270 1400 L 1600 600 I 655 720 790 870 955 1050 1150 1260 1380 1505 1650 1800 800 890 1000 1130 1290 1480 1600/ A 1800 B l_ 2000 675 740 810 895 985 1080 1185 1300 1425 1565 1700 920 1020 1150 1300 1490 1700 1800 750 825 905 995 1095 1205 1320 1445 1585 1740 1900 1030 1160 1300 1480 1690 1920 2000 E 2200 830 910 1000 1100 1210 1330 1460 1600 1750 1930 2100 1160 1300 1470 1670 1900 2150 2200 2500 GALS.) MAINS + OUTBOARDS \2400 910 1000 1090 1210 1330 1450 1600 1750 1920 1 2110 2300 L_ 1300 1450 1640 1870 2120 2400 2400 2600 990 1090 1200 1310 1440 1580 1740 1910 2090 ! 2300 2510 1440 1620 1830 2080 2350 2650 2600 2800 1070 1170 1290 1420 1550 1700 1870 2050 2250 2470 2700 1590 1790 2030 2300 2590 2910 2800. G 3000 1150 1260 1380 1520 ,1670 1830 2010 2210 2420 2660 2910 1750 1970 2220 2520 2830 3170 3000 L 3200 1230' 1350 1480 1630 1790 1960 2150 2360 2590 2850 3120 1920 2170 2450 2760 3090 3460 3200 L 3400 o 1300 1430 1570 1730 1900 2090 1 1 1 2110 2370 2670 I 3000 3400 + BOMB BAY- 3600 GALS.) N i 3600 1380 1520 1670 1840 2020 2220 2310 2590 2900 3250 3600 S 3800 1460 1610 1770 1950 2140 2340 2510 2810 | 3140 I 3510 3800 4000 1540 1700 1870 2050 2250 | 2470 2730 3040 3390 3770 4000 RANGE DESI FLIGHT ALTIT FROM CLIMB CHA AND TAKEOFF. F NOTE RANGE OF ON OPERATION C APPEAR BUT THE 31 INCHES MANI AND POWER AT EXAMPLE 1COMPLETE MISSION EXAMPLE II TYPICAL RETURN TRIP !ED (ALL ENGINES OPERATING) 1,000 MILES FUEL 1,600 GALS. RANGE DESIRED 350 MILES FUEL REMAINING 600 GALS. UDE 10,000 FT. AVERAGE WEIGHT APPROX. 60,000 LBS. NO HEADWIND FLIGHT ALTITUDE 20,000 FT. RT OBTAIN 145 GALS. REQUIRED FOR CLIMB, ALLOW 40 GALS. FOR WARMUP ALL ENGINES OPERATING OBJECTIVE REACHED AND BOMBS DROPPED. AIRPLANE WEIGHT ESTI. UEL AVAILABLE FOR FLIGHT IS THUS 1,415 GALS. ENTER RANGE CHART AND MATED AT 50,000 LBS. HEADWIND = 25 MPH - ESTIMATED 10% OF DESIRED TRUE AIRSPEED. 1,005 MILES CAN BE ACCOMPLISHED WITH 1,400 GALS. AT CONDITION "H." ON RANGE CHART OPPOSITE 600 GALS. READ 380 MILES AT CONDITION "H" WHEN 10% HEAD- HART OPPOSITE AVERAGE WEIGHT AND 10,000 FT. CONDITION "H" DOES NOT WIND EXISTS. CONDITION "H" APPEARS UNDER 2,200 RPM AND 34 INCHES MANIFOLD PRESSURE. NEXT HIGHER LETTER "I" APPEARS UNDER POWER SETTING-2100 RPM AND TRUE AIRSPEED 251 MPH. THIS IS MAXIMUM SPEED AND POWER AT WHICH THIS RETURN TRIP 'OLD PRESSURE, AVERAGE TRUE AIRSPEED 204 MPH. THIS IS MAXIMUM SPEED CAN BE MADE. MHICH THIS MISSION CAN BE ACCOMPLISHED. AN 0I-20EG-I CH From RareAviation.com B-17G OPERATING I N S T R U C T I O N 5-S U M M A R Y TAKEOFF On runup at full throttle, set turbo boost selector at position 8 for 47.5 inches. Takeoff at 47.5 inches and 2500 RPM. For shortest takeoff use one-third flops and hold three-point position until airplane leaves ground. CLIMB For best climb performance, climb at 38 inches, 2300 RPM, auto-rich, cowl flaps open, and 135 MPH pilot's indicated airspeed. Never climb below 135 MPH. On instrument climbs below 20,000 feet, climb at 160 MPH pilot's I.A.S. Use full throttle and set power with turbo regulator. LEVEL FLIGHT Use full throttle when possible and set power with turbo regulator. Cowl flaps closed or set to proper cylinder temperature. Mixture auto-rich above 2100 RPM, 31 inches manifold pressure. LONG RANGE CRUISING For long range cruising fly to target at 155 I.A.S. and return at 140 MPH pilot's I.A.S. Hold speed constant and adjust power to maintain altitude. Set power by adjusting RPM while holding the manifold pressure at 28 inches. If speed cannot be obtained with 2000 RPM and 28 inches, use higher RPM's and recommended manifold pressures. Use auto-lean mixture when at or below 2100 RPM. Close cowl flaps. For long range climb, use above climb instructions. MAXIMUM ENDURANCE Fly at 130 MPH, pilot's I.A.S. above 50,000 lbs. gross weight and 120 MPH below 50,000 lbs. Hold speed constant and adjust power to main- tain altitude. Use 1400 RPM or higher as required to maintain altitude without exceeding 28 inches manifold pressure. For maximum endurance fly at low altitude. FOR FORMATION FLYING ONLY Lead Plane use recommended engine operating conditions. Wing Plane set 100 RPM higher than lead plane. With full throttle set power with turbo at 3" above recommended manifold pressure. Reduce power im- mediately with throttle. Maintain formation with throttle only. LANDING Move turbo boost selector to position 8 and propeller controls to 2100 RPM. Land three point with full flops. EMERGENCY OPERATION AT HIGH ALTITUDES Always use 2500 RPM.Manifold pressure 47.5 inches. ENGINE FAILURE When one or more engines fail on TAKEOFF or when a GO-AROUND must be made on 3 engines: \. Retract flaps and landing gear immediately. 2. Feather propeller and close cowl flaps on dead engine. 3. Do not try to climb or hold altitude at any speed below 120 MPH I.A.S. If at lower speed, dive (even when near ground) to reach 120 I.A.S. as soon as possible. Never attempt a go-around on two engines. See Long Range Cruising for level flight procedure on three or two engines. CARBURETOR ICING In the event of suspected icing: 1. Move intercooler controls to full hot position, temperature not to exceed 38C. 2. Turn air filters "on". 3. Increase power to 2300 RPM and 38" if possible. 4. Use full turbo boost and part throttle to original manifold pressure. 5. Climb out of icing conditions. CAUTION 1. Carburetor air filters must be "off" above 15,000 feet in order to obtain maxium power at altitude. 2. Full throttle must be used above 15,000 feet to obtain maximum power. 3. Do not manually lean. Auto-lean gives maximum range. 4. When flying in heavy weight condition, do not exceed placard air- speeds. Avoid violent maneuvers or turbulent air. Limit load factor at 65,000 lbs. is 2G. AN 01-20EG-1 Appendix III AN 0I-2OEG-I APPENDIX III ENGINEERING FLIGHT DATA 1. GENERALIMPORTANTPLEASE NOTE. Appendix III of this handbook is designed for use by engineering personnel and persons with qualified engi- neering background. These precise, but complex curves contain a wealth of information, if properly used. Mis- used, they can give false and dangerous solutions to problems. Moreover, these curves contain no allowances or safety factor. They are prepared for aerodynamic an- alysis and theoretical range calculations. Do not use these charts unless thoroughly familiar with them. For pilots, practical operating data, Appendix II is recommended. TABLE OF CONTENTS Chart Page Engine Flight Calibration Curve ................................................ 100 Take-Off Control Chart.............................................. 101 Climb Control Charts.............................................................................. 102 Rate of Climb vs. Indicated Air SpeedFour Engines, 25,000 Ft........ 103 Rate of Climb vs. Indicated Air SpeedFour Engines, Sea Level.......... 103 Endurance Control ChartFour Engines, No External Bombs.........____________ 104 Absolute Ceiling vs. Gross WeightTwo Engines, Military and Rated Power 104 Rate of Descent vs. Indicated Air SpeedOne Outboard Engine Operating.... 104 Stalling Speed vs. Degree Bank_________................................._______ 105 Composite Cruising Control Chart __................................_____ 106 Tactical Range Charts................................................ 107 Tactical Range Charts................................................ 108 Ferry Range Charts______________________________............................................. 109 Fuel Consumption ChartFour Engines Operating......................________ no Revised 15 September 1944 99 Figure 92Engine Flight Calibration Curve SEA LEVEL CALIBRATION TO FIND ACTUAL H.P. WHEN GIVEN PRES. ALT. R.P.M. MANr PRES., AND FREE AIR TEMP. 1. MANIFOLD PRESSURES GIVE APPROX. HORSE- POWER ONLY. 2. POWERS SHOWN ARE FOR STANDARD DAY. 3. CORRECT H.P. IN AC- CORDANCE WITH FREE AIR TEMP. BY APPLYING THE FOLLOWING: (A) ADD 1% FOR EACH 6 C DECREASE FROM Ts (fl) SUBTRACT 1% FOR EACH 6C INCREASE FROM Ts (Ts=STD. ALT. TEMP.)0 f- 1-z r/j *\4 15 S .43 .42 46 S 5' PEC FIC :UEl CC NSl IMP1 ION -LB/ BHP /HR20 24 28 32 36 40 44 1400 1200 1000800 600 J O S o 400 200 15 0 p i -25 -50 ALTITUDE CALIBRATION 50000 20000 15000 10000 5000 L +30 5 0 v -30 L g 25000 30000 3 5000 0 MANIFOLD PRESSURE e SEA LEVEL ALTITUDE - FT. Appendix III AN 0I-20EG-I 6114 Figure 93Take-off Control Chart Revised 15 September 1944 101 Appendix III AN 0I-20EG-1 ALTITUDE-FEET Figure 94Climb Control Charts 102 Revised 15 September 1944 From RareAviation.com Figure 95Rate of Climb vs. I.A.S.Four Engines, o 25,000 Ft. AN 01-20EG-1 Figure 96Rate of Climb vs. I.A.S.Four Engines, Sea Level Appendix III AN 01-20EG-1 Figure 97Endurance Control ChartFour Engines, No External Bombs Figure 98Absolute Ceiling vs. Gross Weight Two Engines Military and Rated Power, Cow/ Flaps Open and Closed ARROWS POINT TO SPEED FOR Figure 99Rate of Descent vs /.A.S.One Outboard Engine Operating 104 Revised 15 September 1944 * From RareAviation.com zO < s tn Z 1 5 Ck g 1 1. X o 'A; 1 RICH TACTICAL RANGE c e 6,000 LBS. BOMBS < 5 INITIAL GROSS WT.-56J00 LBS. EXTERNAL BOMBS NONE GALLONS OF FUEL 1,700400 800 0 1200 1600 2000 2400 2800 3200 3600 4000 4400 4800 5200 NOTE: 1. THESE RANGE VS. TRUE CRUISING CONDITIONS TAKEOFF, CLIMB, DESCENT OR DISTANCE OF FLIGHT. RANGE - MILES AIRSPEED CURVES SHOW ABSOLUTE RANGES AND ARE COMPUTED FROM INSTANTANEOUS OF ALTITUDE, POWER,AND FUEL FLOW. 2. NO ALLOWANCE MADE FOR WARMUP, HEADWINDS. 3. BOMBS ARE CONSIDERED CARRIED HALF THE Figure 103Tactical Range Charts Revised 15 September 1944 From RareAviation.com L u> 0 20 QU3 -v 380 340 300 260 220 180 140 100 60 20 1a? PA O** Or/I L' Oft.FERRY RANGE INITIAL GROSS WT 50,700 LBS. INTERNAL BOMBS NONE EXTERNAL BOMBS NONE GALLONS OF FUEL 1700 CARGO NONE420 380 340 300 260 220 140 1400 2000 200 800 RANGE (MILES) 180 100 60 20? & "i. os .1 // A.nFERRY RANGE INITIAL GROSS WT. 58,000 LBS INTERNAL BOMBS NONE EXTERNAL BOMBS NONE GALLONS OF FUEL 2,780 CARGO 820 LBS.380 340 2000 2600 3200 2600 1400 RANGE (MILES) NOTE: 1 2. 420 300 260 220 180 140 100 60 203? <4 V/ y Oo ^Oo, 2? r tFERRY RANGE INITIAL GROSS WT. 65,000 LBS. INTERNAL BOMBS NONE EXTERNAL BOMBS NONE GALLONS OF FUEL 3600 CARGO 2900 LBS.2000 3200 2600 3800 1400 RANGE (MILES) 3800 THESE RANGE VS. TRUE AIRSPEED CURVES SHOW ABSOLUTE RANGES AND ARE COMPUTED FROM INSTANTANEOUS CRUISING CONDITIONS OF ALTITUDE, POWER, AND FUEL FLOW. NO ALLOWANCE IS MADE FOR WARMUP, TAKEOFF, CLIMB, DESCENT, OR HEADWINDS. AN 01-20EG-1 o o Appendix III AN 0I-20EG-I GALLONS/HOUR - FOUR ENGINES Figure 105Fuel Consumption ChartFour Engines Operating 110 Revised 15 September 1944 From RareAviation.com