Boeing B-17 Flying Fortress Pilots Manual

106 Pages·1942·55.66 MB·English

PILOT'SMANUAL
FOR
BOEINCB-17
FLYINCFORTRESS
.
.
- ~ .. = .. =..
,-,
---
~~
SECTION I
-~ .. -~c -
-- . DESCRIPTION
-
- '~)::-~
Figure 1 - B-17F inFlight
1. AIRPLANE. engines, equipped with integral reduction gears through
which the propellers are driven.
a. Model B-17F and G bombardment airplanes are
four-engine-midwing monoplanes. The approximate -
Q. TURBOSUPERCHARGERS. A type B-2 General
over-all dimensions are: length, 74 feet 9 inches;
Electric turbosupercharger is provided for each engine
height,taxying position, 19feet 1 inch; span, 103 feet
to boost manifold pressure for take-off and high-
9inches.
altitude flight. Superchargers are controlled by auto-
Q. ElectricallY operated landing gear, tail gear, matic hydraulic regulators adjusted from the pilot's
wingflaps, bomb bay doors, and hydraulically operated control pedestal.
brakes and cowl flaps are provided.
c. Thecrew includes pilot, copilot, navig:J.tor, bom-
baraier, upper turret gunner, lower turret gunner, ra-
diooperator,side gunner(s),and tail gunner. The air-
plane can be entered either through the main entrance
dooronthe right side of the airplane justforward of the
horizontal stabilizer, or through the front hatch in the
Ibottomof the fuselage below the pilot's compartment.
d. Defensive armament of the B-17F consists of
three turrets, each mounting two .50 calibre machine
guns,and five single flexibly mounted .50 mounted. 50
calibre machine gunS, The B-17G has an additional
powerturret just below the nose ofthe airplane and con-
trolled from the.bombardier's compartment. Figure 3 - Power Plant
e. Provisions are made for loading 2000-pound or
smaller bombs on racks within the bomb bay, and one .!;..PROPELLERS. -The Hamilton standard three-
bomb, up to 4000 pounds may be carried under each blade propeller's are hydromatically controlled with
wing. constant-speed and full feathering provisions.
~
Automatic flight control equipment is provided. g. AUTOMATICENGINECONTROL. -Should en.-
2. POWER PLANT. gine control cables be shot away, four of the controls
-
~'. ENGINES. The Wright model R-1820-97 en- will automatically assume predetermined positions:
giIws are air-cooled, nine-cylinder radial aircraft throttles, wide open; superchargers, 65percent power;
intercoolers, cold; and propellers, 1850 rpm. Func-
tioning of the automatic control at one unit will not
affect placement of controls at other units, or of
similar controls on other engines.
Figure 2
Three-quarter
Rear View
1
3. HYDRAULIC SYSTEM
control panel is in the "AUTO" position, pressure is
automatically regulated by a pressure cut-out switch,
starting the pump when pressure drops to 600 pounds
- and stopping the pump when the pressure builds up to
~. SERVICE SYSTEM. Hydraulic pressure for
800 pounds. In case the automatic pressure switch
operating brakes and cowl flaps is supplied by 1m
electric motor-driven pump, or by an accumulator fails, pressure may be maintained by holding the hy-
draulic pump switch in the "MANUAL" position. A
while the pump is not operating.
relief valve opens if pressure in the system reaches
(1) When the hydraulic pump switch on the pilot's 900 pounds.
,
,-----
,FVENT!!
:~
1
J
I~ ~I /1II~ CVHAELCVKE
'UPPlY TANK , TEST
"mURE 'WITCH I
I
mF "ALING COU'lING /ONN"ITlON
,,-~«,L'J'_-"'_.""""""" ,' , , ~<I~I' "~ l
~ IU".C'ECRUVIMCEUlAV:l~~
-
-'-' ,LI""- - - """- TES,T"..-"-".-"-- ~
~ / HYDRAUL-I;CANEl
DRA-I'N:~ ' RE"RlCTION FITTING ~
rCDWL FLAPVA'"
PRE55URE GAGE
D~ 0 ~ 0
HAND
'UM' 'WHli
i.!Ilf'tjll
If ~'-'---"
-- tjj--~
~,J 'I ,
of"
,"CUMULATOR CCYOLIFNWlADPERJL' / ~~_:; __"~.... -10
--'~'-""'~'-""""='_W""'-'~~"-"'~"-~=="'::::f==il ,
--,_.'-""'~~ rr--('--~ 'i l
I ! t
/
BRAKE
- (~ L~
~,
Lur".",,"
PILOT i-~_w_'- ~CO."LOT
8 l
'HUTTlE VALVE"
.
/;HE~~E~~~;E "W,"~:;:"" -d1
r f U
IDENTIFIED WITH THIS MARKING
7 ALLHYDRAULICLINESARE
'RmURE GAGE
, '._,-,-----_.
r "'E:~:~~E~~~~
PRmURE WARNING SWITCH -~ ~
EM"GENCY
ACCUMULATOR
"- -
RELIEfVALVE
-
= SUPPLLYINES
NOTES - PRESSULlRNE"
- RETULRlNN"
'VALV, NOTINSTALLEDON SO"'E AIRPLANES,
INDICATEDM"'RlNG VALV' flOW APPlIES .RAKES. ""ERG'NCY .RAKE SYSTEM LINES
RELEASE0' .RAKES REVERSES FlOW, PRE55URE AND RETU'N LlN" IALTERNA"'YI
PARKING .RAKES OPE.ATED "OM CO.PILOT'S """RING VALVES, NOTE. 'OR AIRPLANES WITN DUAL DUPLEX .RAK",
-
Figure 4 Hydraulic Flow Diagram
2
.....
WARNING
Shouldleakage occur in the hydraulic system, NORMAL BRAKE OPERATION
the pump must be stopped to prevent loss of
RETURN . PRESSURE
fluid. Remove the hydraulic pump switch fuse, /
in the station 4 fuse panel, or disconnect the LIN'IE LINE
electrical receptacle at the pressure switch.
(2) In some airplanes thehydraulic pump is con-
trolled byan "ON-OFF" switch onthe pilot's control METERING
panel. This switch must be "ON" to maintain pres- VALVE:::::-<
sure automatically.
-
b. EMERGENCYBRAKESYSTEM. A spare ac-
cumulatorandauxiliary metering valves provide emer-
gencybrake operation. A red warning lamp on the
pilot's instrument panel lights when pressure in the
0
emergency system falls to approximately 700pounds "'-.. RETURN
"-BOOST
persquare inch.Tocharge theemergency accumulator,
VALVE
openthe manual shut-off valve. If a selective check
valveis installed, place it in "SERVICING" position,
unlessit is lockwired in "NORMAL"position. (These PILOT APPLIES BRAKES
I
unitsare located onthe right side wall at the rear of'
thecontrol cabin. See figure 5.) Build up 800pounds R.ETURN PRESSURE RETURN
LINE"'" LINE LINE
pressure inthe system, thenreturn the selective check /
valve to "NORMAL" position and close the manual
shut-offvalve.
NOTE
The emergency brake system has been elim-
inatedfrom the later model airplanes.
c. PRESSUREGAGES.- Pressure in the service
anaemergency brake systems is indicated by,two
gagesonthe pilot's instrument panel.
-
d. HANDPUMP. A handpump on the side wall
atflieright of the copilot is used to supply pressure
for ground service operations, and to recharge the
accumulators if the electric pump fails.
CO-PILOT APPLIES BRAKES PILOT RELEASES BRAKES
EMERGENCYBRAKEOPERATION
RETI!RN PRESSURE PRESSURE
LINE LINE LINE
/ /
EMERGENCY
----------
MVAETLEVREING
TO NORMAL
BRAKE
SYSTEM
~ RETURN
~
BVOAOLVSTE
EMERGENCY BRAKES RELEASED EMERGENCY BRAKES APPLIED
-
Figure 5 Servicing Emergency Accumulator 'Figure 6 - Brake Operation Diagram
3
4. rUEL SYSTEM The fuel system consists of four independent single-
engine systems as shown in figure 7. The fuel supply
for one engine can be used for another engine only by
t
transferring fuel from one engine tank to another
~
through the fuel transfer system. All fuel tanks are
I
the r-eU:"sealing type.
-
~. FUEL BOOST PUMPS. Electrically driven
. fuel boost pumps, controlled by toggle switches on the
central 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 engihe-driven pumps. Booster
pump pressure at engine No.3 fuel strainer is used
to supply the cylinder head primer.
Q. FUEL SHUT-OFF VALVES. - Fuel shut-off
valves, controlled by switches on the central control
,
panel, are installed in the fuel lines between each
booster pump and fuel strainer, providing immediate
stoppage of flow to an engine incase a line is severed.
-
Figure 7 Fuel Flow D;agram
~
;;
"" > .0.. -'",...,
"" '".
""""".. 1-:;: "~'..0 0
~~~ ~ ~ """' ~ ~..
,-.,~... ..> .. -"' > ~~ .."'....>
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~~~ ",,~ > ""~ ~ ~~ ","'>~
-,... ~ "".. ""XUJ 0'" 0 .."'...>
"'UJUJ.".~x"",,~o"'-""~~.....~.~ o..~ 0""0 ""--.0.."..
~::~~~~~3~~ffi~ ~E~~~8~=~~
>--NUJ"'""UJ"'U..J~-"""'I~ "'m""-">"~""'" ",..0"..'"""='"
>U<Joz,.o",".Uo"~".J,"m",~.'U"-"",J"~""".,"",""C.'"o""""."'"Im"-".=,""~~"."."".-"m"I'"-xX"~.-"I"~"-'.""Oz""".'"O,-","'", .-=,I0-,=,"'","".
"mu"' "'=-~"""X""'~~""~"'~>"
.,.;
-0m"""""'"'""'"0 ~'-'""~a....o,,
0.0.>...... m N N
....0... .
'" ~~.o"a'"No"N"'o""'"~o=~.o0,
N '"
~z-""""~.-.""""""" "~."~~.~.."".... ~~<.>~3~"";"-""!',-""-"NN "N,N,,,- ......
rn ~~"."-.""ccu1-- ..~....".." ~... ~""u~:"~'N!N!~"N~N~'" ~
~... 0.0.:.-J ~>"0"0'g> 0>>~o""~f""xuf-.i.".=..5'.o".~...3..".~.".:.=0.:.;0.-.".""".. <>~z:.<> ~o>~~ t=b:0.\-t;:9.ffi ~f:..!d..
~~~~~ zr:-;;-~... 1Z0o....--'.eJ'"n",..." -UzUJe"~J"~f-"f"1i"~(">~~'-o~">;:"-!"~u"~">~".~.<=I-j.-";.:,-.,!=.".-.'x.~!.;-1..: j~.:.! ~"..~ '!"!":.!;.~.s..~~..~.!.>..<
~~~'-eN 0d 00~N"; ~ 01Z"':-.,"0..J "">I"""'~,!c.o!"""'e!..::. . O-"N"O"f'f:0i:c-o:o:":a"!"o;":1b,.-~.mbm......
~..- ~--- 0Z0"0.,.Z.. I I~ II I I~ !1
4
Igle-
pply
by c. PRIMER. - The cylinder head primer has posi- WARNING
Ilher tiOitS corresponding to each of the four engines, and
Do not use bomb bay valve position when bomb
are an "OFF" position in which the primer handle is
bay tanks are not installed. It is recommended
locked. To operate, push the handle down, turn the
that a 6-inch length of hose, plugged at the
valve to the engine position required, and then withdraw
outer end, be attached to tne bomb bay valve
iven the handle and pump the charge to the engine.
ports.
Ithe
for
(2) An emergency hand-operated fuel pump,
liven IMPORT ANT
mounted on the rear bulkhead of the bomb bay, can be
19ht. substituted for the electric-driven transfer pump by
the Pressure from No.3 fuel booster pump is on
disconnecting the electric pump lines from the fuel
rted the suction side of the primer and overpriming transfer selector valves at the forward end of the
tion will result, if the handle is left in the withdrawn
bomb bay and connecting the hand pump lines. The
ster position. Therefore, each priming operation
hand pump can also be used as a refueling pump.
must terminate with the handle returned to the
lsed
(See figure 60.)
locked position.
(3) Airplanes equipped with auxiliary wing fuel
-off cells have shut-off valves in the iines leading from
trol Q. FUEL TRANSFER SYSTEM. each group of cells. These valves are controlled by
handles in the radio compartment or in the bomb bay
~ach
iate (1) Fuel is transferred by means of an electric near bulkhead No.5. (See figure 59.) Keep auxiliary
'ed. motor-driven pump and two selector valves. The cell shut-off valves "CLOSED" (handles out) at all
motor switch and selector valve handles are in the times except when transferring fuel from auxiliary to
rear of the control cabin below the door leading to the main tanks. Transfer fuel onlvwhen fuel level ofmain
bomb bay. Direct transfer can only be made across tanks has dropped to 100 I{allons per enl{ine. After
the center line of the airplane. (See figure 8 for fuel transfer, return valve to "CLOSED " (handle out)
transfer procedure.) position.
DESIRED TRANSFER FLOW PATTERN
LEFT HAND TO RIGHTHANDTAN'
EXAMPLE
FROM LEFT HAND BOMB BAY
TO ENGINE NO.' TANK
LEFT HANDTOLEFT HANDTANK
(TWOTRANSFERS REOUIRED)
~~0~-
EXAMPLE.
FROM LEFT HAND BOMB BA'
TO ENGINE NO.I TAN' BY
WAYOF RIGHTHAND BOMB BAY I
::;
TANK :;;
RIGHTHAND TO LEFT HANOTAN'
EXAMPLE.
FROM RIGHTHANDBOMB BAY
TO 'NGINE NO 2 TANK
RIGHTHANOTO RIGHTHAHOTANK
'TWO TRANSFERS REOUIRED1
~
FROM ENGINENO 3 TO
ENGIN' NO.' TANK BYWA<
OF 'NG'NE NO I TANK
Figure 8 - Fuel Transfer Diagram
5
,...
5. OIL SYSTEM
i
ENGINE " CARBURETOR VOAILCUSUEMPASRYASTTOERM, ~
~ R-IB20-~ /, ~7 73 ---
-.. .~ \ ,-~-' - NACELLES 2 ON .F ENG.2
l
PROP. FEATHER. PROP.FEATHER. )1R r;:;] I ~
ENG.I ENG.2 ENG.3 ENG.4 L...Joi o1.JOtf C-) -
ON INSTRUMENT PANEL- PILOT'S 51DE 0 {'-..J ON ENG.4
! ,,) 000 J-r
\
Y1 l~
~((
~1- I ONINSTRUMENT PANEL-CO-PILOT's SlOE
I
~~
V T
I
""-K
I
~~ROP. FEATHER.
~WITCH ~~
(--~r-_~
~1 TO PROP.FEATHER. (1J ~1'7
I X'. I I MECHANISM
I I I / A
~ I "-A
{ (TO FUEL
,:"--STA 4 - k:l PRESSURED STA.4 /' I:
FUSE (- - ."" : GAGE I FUSE
I PANEL y H2:,. t
I
I ~~J ~
I: I N PANEL I
'I ~SOLENOID
:I W/ _~:I:CH\ /--TO OIL I ~H~,J
:=~I: -~,I, '* ~;=:"I--- SUMP DRAIN GROUND~'O"
I
(~: I
T
Jt c./v
1 1 ~G
DRAIN
SYMBOLS COLOR IDENT.
OIL LINES YELLOW
VENTLINES YELLOW& BLACK ~. Each engine is equipped with a self-sealing oil
OIL DILUTIONLINES --RFD
OIL DISCHARGELINES tank having acapacity of 37gallons plus approximately
OIL LINES: HIGHPRES-.---- YFLLOW& BLACK 10 percent expansion space. The total of 148 gallons
ELECTRICALWIRING for all four tanks is required for maximum fuel load
with wing tanks and bomb bay tanks full. The propeller
KEYTO FIGURE9
feathering pump receives its oil supply from the "in"
A - OIL TEMPERATURE I -- TUBEASSEMBLY line. Oil for operating the supercharger regulators
REGtlLATOR J TUBEASSEMBLY is supplied from the engine oil system.
B - OIL TANK K - OIL PRESSURE
-
C - DRAIN VALVE -TRANSMITTER Q. The oil temperature regulator is in the "out"
D RESTRICTION L OIL TEMPERATURE line. Operation of oil-cooler shfItters is fully auto-
- FITTING ACCELERATING matic and, therefore, no oil-cooler controls are pro-
E OIL DILUTION WELL
- vided in the cockpit. Each tank is equipped with an
VALVE M SUPERCHARGER
F - OIL TEMPERATURE REGULATOR oil heat accelerator or "hopper" which keeps the oil
- BULB N - HEATERRECEPTACLE from circulating through the tank.
G PROPELLER ASSEMBLY
FEATHERINGPUMP 0 - ELECTRICAL f.. An oil dilution system is provided for diluting
-
H PRESSURECUTOUT IMMERSIONOIL the oil with gasoline at the end of an engine run to
SWITCH HEATER provide easier starting.
g. Fill oil tanks with Specification No. AN-VV-O-
446, grade 1120 for normal operations, grade 1100A
Figure 9 -Oil Flow Diagram for cold weather.
6
6. ELECTRICAL SYSTEM the ground to provide auxiliary electric power for
recharging batteries and for limited radio operation.
a. A 24-volt d-c system distributes power from
four engine-driven generators and from three storage ~. Alternating current for the Autosyn instruments,
batteries in the leading edges of the wing, just out- drift meter, radio compass, and warning signals trans-
board ofthe fuselage. Three solenoid-operated battery former is furnished by two inverters under the pilot's
switches are controlled by toggle switches on the and copilot's seats. A double-throw switch on the
pilot's control panel. pilot's control panel selects the inverter to be used:
in "NORMAL" position the left inverter is on; in
b. Agasoline engine-driven generator unit stowed ,"ALTERNATE" position the right inverter is on. Both
in tlie rear fuselage compartment may be operated on inverters are off when the switch is centered.
SHIELD NO30.
LOWERSIDEWALL
STA..A L.H. SHIELDNO.U'
LSETn FARO.TNT5''ODEN
SHIELD NO79
.-9313-2
~
~
'-I..SO
."T. -, ,
SHIELD NO.78 . L - (""."Ln' "'-'OA'
("","" CO", lOA)
CQ:::::::CD
"'- '.'8983-3 7'-7.3'
""-"" "'" ,
NOTE:
FUSES FOR100'
REPLACEMENTCARRIED
SHIELD NO.3 INSIDEOF SHIELDS
STA. 3 R.C.
RECEIVERSUPT.
,<,,"' ".,
(I"'. A.e. SA)
c::c-cJ:::)
~
"'- '.-883'
A.C.FUSE SHIELDNO.8,
SHIELDNO."8
UNDERPILOn SEAT (""", "., lOA)
c::I::):::::CD
e
SHIELD NO.80 ""'- '.-0983-'
(.A.O~
(...",,"""",..)
c::IJ::=CJ:::) /"" .-931'-'
-
Figure 10 Fuse Location Diagram
'1
7. HEATING b. AUXILIARY HEATING SYS-
TEM.- Asimilar glycolsystem, 8
installed in the No.3 nacelle of
-
~. GLYCOL HEATINGSYSTEM. Cabin heat is some airplanes, supplies eight
supplied by a hot air system in which heat is trans- radiator-fan heating and defrost-
ferred to the ventilating air from a glycol system in ing units in various locations in
the No.2 nacelle. Flow of heated air to the cabin is the airplane. Fan motors are
controlled by a damper at the pilot's left. Defroster thermostatically controlled and
air is controlled by ared knob in the "v" of the pilot's the flow ofheating air is regulated
windshield and by a control near the outlet in the by a damper at each unit.
-
bombardier's air duct. Fill glycol tank with approved
c. SUIT HEATER OUTLET. Ten
mixture only; do not dilute with water.
receptacles for plugging in elec-
.
CAUTION tric suit heaters are provided at
various crew stations. The heat
During starting andground operation ofengines,
output of each suit is controlled
the cabin heat control must be in the "OFF"
by a rheostat on the receptacle
or "COLD" position to prevent glycol in the .
system from boiling away. box. Figure 12 -SUitHeater ReceptacIe
.:: " Heat ing &Ventih.t ing
System Ducts
G1yco1 System Lines
Vent
WHENODNTROLHANDL.
CONTROL SETTING VANE POSITIONS CONDITION POSiTIDNSAREASSHOWN
BYSOLIOUNES.
* I.FULL OUTPUT OF HEATING SYSTE..
ENTERS CABIN.
2.COLD AIRINLET a.OSED.
3.HOT AIR GIRCULATION INCABIN.
HOT
* I.FULLOUTPUTOFHEATINGSYSTE"
SPILLS OVERBOARD.
2. FULL VOLU"E OF COLD AIR ENTERS
CABIN.
COLD 3. COLD AIR cuiCULATION IN CABIN.
* ,.FULL OUTPUT 'OF HEATING SYSTE"
SPILLS OVERBOARD.
2. COLe AIR INLET a.OSED.
3. NO C'RCULATION IN CABIN.
OFF CABINAI.
*
TM£ G\.YCQI.SYST... """ATES COOTINUOUSLYR",RIX.US OFTHEPOSIYlONOFHEAT'NGCONTROLS. THEFLOWOFHOTAIRIIIISTTHEREFORE BE UN-RESTRIOTED TOPRE-
_T DAMAGETOTHEGLYCOLSYST"'.
-
Figure 11 Heating System Diagram
8
----------
--------
8. VACUUM AND DE-ICING SYSTEM
VACUUMWARNING---
SWITCH 0
/
WING DE-ICER VALVE
/p
o~ o~
\ F C
C", /K 0", / / (00
~
/-:-:;:::;
0
,---
;~_m ~_~-- ~
~Jl/E
O
,i DO" FE \, /' "
6/
1 ~r-o H TO '-TO CRANKCA" . DE-ICVEARLVCEONTRO'
I :: ~
"9 TO I!Jr° :' ""-ICERPRESSUR "N"
BATTERY I" ' ' EGAGE
/
9 STA.4 ",,/ Y ,:Ii I TO PUMP~S'' ' A I TO' SELECTORVALVE
~ I TO\BATTE,R-Y--~'y-'- 1:" "'-
PANEL . - - ~ - -- - VACUUM VACUUM
PUMP PUMP
.."'N --'f~'~-r:""""" .~ ~ """'I1 ') '." -~ ~::~- -"_.....
".Ii ,'-- ---"
," I I
/ ~ L.~ R.
~! I G~
:
I I
, .': I
I I
II II II I INSTRUMENTS
I /1 I \ I
I:
"- BYPASS OVERBOARO " :",- NO'-B~-~; ~I~~~,_.. --) VACUUM SELECTOR
OE-ICERS ON VALVE
-
DE-ICERS "OFF" ~RAIN - DE-ICERS"ON"-
OK"
VACUUMLINES PRESSURLEINES ELECTRICALWIRING
"
Figure 13- Vacuum and De-leer Flow Diagram
KEYTO fiGURE 13 Vacuum pumps are driven by engines Nos. 2 and 3.
The selector valve on the side wall at the left of the
A - SUCT ION GAGE I -- OIL SEPARATOR pdiel-oitcerpermshiotses sealnedctioatntheofseaimtheertimpuempprofovridedseflatthieonusoef
B - DE-ICERPRESSURGEAGEJ MANIFOLD(INSTR.TUBIN~ ofthe other pump for all other vacuum-operated equip-
-
C- SUCTIONRELIEFVALVE K SELECTORVALVE ment. When the de-icer control valve is "ON," it
-
D- CHECKVALVE L VACUUMPUMP directs the discharge of both vacuum pumps to the de-
icer distributor valve and also starts the distributor
E- OILSEPARATOR M - SHUT-OFVFALVE
valve motors. When it is "OFF" the exhaust from
F - PRESSURREELIEFVALVE N- DE-ICERCONTROLVALVE
- both pumps is bypassed overboard, and the distributor
G ROTARDYISTRIBUTING 0 - PRESSUR-ERELIEFVALVE
motor is stopped.
VALVE P - SHUT-OFVFALVE
-
-
H TESTCONNECTION Q VALVE
9