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JANUARY, 1926
-C'
Wright Apache single-seat fighter for shipboard use, temporarily powered
with Wright Whirlwind 200 h. p.; final power plant will be
Wright Simoon 325-350 h. p. air cooled engine.
�The Wright Apache Single-Seat
Shipboard Fighter
T
HE Wright "Apache," shown in the photograph
on our cover, is our latest development in airplanes. Small, compact, and extremely maneuverable, it is especially suited for shipboard
service with the fleet. Equipped with a single large float
and two wing-tip floats, it can be launched from the
standard navy catapult. Fitted with landing wheels it
can take off from and land on the decks of the aircraft
carriers.
The high performances obtained with the Apache in a
long series of preliminary test flights with the Whirlwind 200 h. p. engine indicate a very high performance
when finally the Wright Simoon 325-350 h.p. is installed.
During the test flights as a land plane with the Whirlwind engine the high speed was 141 m.p.h., climb in ten
minutes 10,300 feet and service ceiling 18,500 feet.
These remarkable figures were obtained while carrying
a useful load of 742 lbs., including the full weight
of the military equipment. The span is only 27 ft. 4 in.
The wings have a decided stagger, giving excellent vision
for deck-landing. The stalling speed is only 50 m.p.h.,
much below the catapult requirement.
The Apache embodies no novel or freak constructional
features, but represents sound and up-to-date engineering
practice in design and in aChoice of materials. The light
weight of its structure is due to careful, simple, straightforward detail design. The fuselage structure and fittings, the chassis struts, the fittings and internal struts of
the wings, the tail skid and the controls are made of
chrome molybdenum steel, the finest material known for
this purpose. The inter-plane struts are of stream line
steel tubing. The tail and control surfaces are of steel
tubing spars with duralumin ribs. The wings are constructed with two "I" section wood spars and plywood
ribs, braced with round swaged wire and steel tubing.
To date the Apache has been flown only with the
Wright "Whirlwind" 200 h.p. air-cooled engine. The
bare weight with this engine, but without useful load, is
about 1,350 lbs. The first flight was made on ovember
6th by our Test Pilot, Mr. F. H. Becker. On November
12th, Lieut. C. C. Champion, U.S. ., of the Bureau of
Aeronautics, took the machine up for a test flight. Later
in the day he flew it to Boston. He said the Apache made
him feel absolutely at home in the air, and handled as
well as any plane he had ever flown.
On the return from Boston, a straight course from
New London to \\1.itchel Field was flown, crossing Long
Island Sound diagonally. A few days later he flew the
Apache to Washington by way of Philadelphia. At
Washington it was flown by ten officers of the Navy,
Marine, and Coast Guard, and on ovember 21st it wa~
flown from Washington back to Mitchel Field by Mr.
Becker without a stop. Since ovember 25th the Apache
has been making frequent flights for performance tests
with official recording instruments. It was during the
last climbing test that Test Pilot Becker was carried oet
over the ocean after reaching an altitude above 20,000
feet, and finally landed near Plymouth; Mass., with his
face frozen but without damaging the plane. On this
flight the strut thermometer registered 14 degrees below
zero, and on another flight the same day the thermometer
registered 24 degrees below zero. This brings out one
of the really remarkable features of the "Whirlwind" aircooled engine, which gives an equally good account of
itself at temperatures well below zero, and in the torrid
temperatures of the southern states and Cuba in summer.
The Apache has already been flown by some of the
most experienced and skillful pilots in the country.
Without exception they have climbed out of the cock-pit
full of enthusiasm. Of all its excellent features, including unusually good vision for the pilot, the one which
strikes the pilots most forcibly is its remarkable maneuverability. It responds to all controls instantlv and
without effort; it remains in perfect balance with· throto effort is
tle open or closed, and diving or climbing.
required to hold it on its course. It has no tendency to
spin and plays no peculiar tricks.
When the present flight trials of the Apache are completed, it will be brought back to the factory to have the
new Wright "Simoon" (R-1200) engine installed and the
new all-metal duralumin floats fitted, after which it will
be put through another series of flight tests, which we
feel certain will be even more successful Lhan , the first.
Eo1ToR's
OTE: See account on page 7 of the successful 50hour test of the Wright Simoon 325-350 h.p. engine.
Boston Aviation Show
DER the auspices of the Boston Chapter of
the National Aeronautical Association, the Aero
Club of New England, and the Boston Aviation
Club, an excellent aviation show was held in Boston in
conjunction with the Army and Navy Bazaar. The show
was held at Mechanics' Hall near the center of Boston.
The Army Air Service had several planes at the show,
including a "Jenny" powered with the Wright Hispano
model A engine, a Sperry messenger powered with the
Wright Gale L-4 engine and a Wright Hispano model E.
The Travel Air Company of Wichita, Kansas, had one of
their planes on exhibition ,t hrough their New England
distributor, the Boston Airport Corporation. This was
one of the three Travel Air planes that had finished with
a perfect score in the Ford Reliability Tour. The Massa-
U
l
chusells Institute of Technology set up a small wind
tunnel which was operated by M.I.T. students from time
to time. They also exhibited a small avy submarine
plane which had been sent to M.I.T. for test purposes.
General Electric had night lighting beacon lamps at the
show, and twice a day the Army Air Service attendantf
folded a parachute which also proved of interest to the
crowd.
The WRIGHT-BELLA CA plane, sleek as a greyhound, was the center of attraction in the aviation show.
Hundreds of visitors asked to see this plane as soon as
they reached the hall. One of the novel features of the
WRIGHT-BELLA CA exhibition was that it was preceded by a display advertisement in the Boston daily
(Conti111U'd on Page JO)
THE WRIGHT AIRCRAFT BUILDER
Published by
VoL VIII.
WRIGHT AERONAUTICAL CORPORATION
for its Employees
No. 1
JANUARY, 1926
Another Hard Cruise with a Wright
Tornado T-3 600-675 H.P.
Lieutenant B. H. Wyatt, U.S. ., Naval Aviator.
The Navy has every reason to be proud of this aviator's determination, skill and courage in conducting one of the most difficult and
dangerous aerial photographic operations ever undertaken.
f
IEUTE A T B. H. WYATT, of the
aval Air
Station at San Diego, Cal., has just completed one
of the most remarkable flying achievements of the
year in a Navy-Douglas-Wright long-distance scouting
plane equipped with a Wright "Tornado" T-3 engine.
During the last few months Lieutenant Wyatt has spent
over 270 hours in the air and has covered more than
25,000 miles, with very few engine troubles, none of a
serious nature. The only forced landing during all this
time was due to the failure of an internal oil line. An
achievement of this kind speaks volumes for the engine,
for the pilot and for the airplane.
Our readers will realize what kind of pilot Lieutenant
Wyatt is, when they read later on of the type of country
over which he has been flying. The photograph of the
determined expression was evidently snapped just beforeLieutenant Wyatt left on this trip.
..1..-J
The greatest credit is also due to Mr .. Donald D~ugl_af
of Santa Monica, Cal., the original bmlder of this aup lane, and of the Army "Around the World" cruisers.
About two years ago, this plane, as built by Douglas,
was turned over to the Wright factory to be remodeled
for long distance flying. A Wright '?ornado" T-3. eno-ine was installed and the fuel capacity was cons1der:bly increased. The SDW-1 plane, as it was called after
the conversion at our plant, has seen long and hard
service. It is therefore doubly significant that the Navy
should have sent Lieutenant Wyatt in the SDW-1 plane
to survey the aval oil shale reserves in Colorado.
Lieutenant Wyatt began his long series of adventures
by a flight from San Diego, Cal., by way of Salt L~ke
City to the town of Rifle, in Western Colorado. Usmg
a field at Rifle as his base, and with two other planes
under his command to assist him, he surveyed an area of
about 400 square miles by means of over lapping photographs taken from the air. Practically all of this work
was clone at altitudes more than 10,000 feet above sea
level with a heavy load in the plane, and ov~r the
roughest kind of country to be foun~ anywhere m the
United States. In the 400 square miles mapped there
was not a single field large enough for landin 9 ~ .Plane
safely; and in most cases there was no poss1b1hty of
saving either the plane or its occupants in th~ case _of a
forced landing. The consequence of engme failure
would have been almost certain death. Because of the
network of deep gulches and ravines ranging in depth
from 1,500 to 3,000 feet all through this country, ther~
was no ht>pe in the use of parachutes in the case of accident. To add to the extreme hazard of this enterprise,
the flyers were exposed to constant thunderstorms and
cloudbursts.
During the summer this SDW-1 Plane
made six non-stop flights covering a
distance greater than one thousand
miles on each flight.
After completing this mapping expedition, Lieute_nant
Wyatt returned with all three planes safely to San ·D1e9~.
Shortly after this, he flew the same SDW-1 plane with
the same T-3 engine from San Diego to ew York, and
then to Baltimore. While he was in the East his T-3
eno-ine was replaced by a new Tornado T-3-A engine.
He° then started back for San Diego. Although he en(Continu erl
011
Page 11)
�4
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
Cominander Wilson Wins Engineering Prize
Wright-Bellanca to Boston and Return
Commander Eugene E. Wilson, U.S. .
D
URI G the ,a nnual meeting of the American Society of Mechanical Engineers held in ew York
City early in December, formal award was made
to Commander E. E. Wilson, Chief of the Engine Section
of the Bureau of Aeronautics, of the prize offered for
the best engineering paper presented during Oil and Gas
Power Week in April, 1925. The award was made by a
ational Committee representing fourteen large national
technical societies, many local societies, technical colleges, and a number of government bureaus.
Among all the papers presented during the week by
ational
members of these various organizations, the
Committee, headed by W. F. Durand, President of the
American Society of Mechanical Engineers, selected
Commander Wilson's paper as the best. This award was
a signal tribute to Commander Wilson's personal achievement as an engineer, to the st,a nding of the Bureau of
Aeronautics Engine Section as an engineering organization, and to the splendid engineering training which
American aval officers receive. With so many interesting developments going on in all branches of oil and gas
power engineering, including the significant development
of the Diesel type engines in marine work~ it is extremely
interesting that a paper on aircraft engines should win a
prize of national importance.
Commander Wilson's paper, which is entitled "Power
Plants for U. S. avy Aircraft," is printed in the October
issue of "Mechanical Engineering," the official journal
of the American Society of Mechanical Engineers. The
paper includes a resume of development of naval aircraft
engines, ,a n analysis of the present situation and an estimate of the future.
After calling attention to the primary importance of
the power plant itself in aircraft development, Commander Wilson points out the significance of considering
the weight per horse power of the entire power plant including the cooling system and the total amount of fuel
carried instead of the weight of the engine alone. This
method brings out the true value of air-cooled engines
and the true significance of fuel economy.
He shows that although the air-cooled engine has not
had nearly as long nor as intensive a development as the
water-cooled engine, it already has gained a distinct
weight advantage and is probably on the verge of more
rapid development.
Commander Wilson then proceeds to discuss some of
the technical features of particular types of engines. The
proper crankshaft speed for an engine depends on the
type of airplane in which it is to be installed. The compression ratio from a service point of view depends to a
large extent on the kind of fuel available; and compression ratios have been held down to about 5.3 to 1 in
service engines because of the difficulties involved in
keeping supplies of special fuel on hand wherever they
might be needed.
A keen analysis is given of cylinder design in both aircooled and water-cooled engines, followed by a discussion of special methods of cooling valves now in current
use.
Pistons are still in the stage of intensive development,
especially as the conditions determining aircraft engine
piston design are different from those determining automobile engine piston design.
Connecting rods seem to have settled down to two
standard types, the forked and the articulated type. Connecting rod bearings both of special bronze and of steel
faced with babbit, have proved quite satisfactory when
used under the proper conditions.
It has been found that crankshafts must be very large
and relatively heavy. Accessory drives are pretty well
standardized, except that the number of drives can be
reduced by the use of a single magneto or other single ignition unit and by combining oil and water pump drives.
The valve actuating mechanism in air-cooled engines is
undergoing rapid development at the present time.
The fly-wheel starter has proved so satisfactory that
it has been adopted for general use in the avy.
In the immediate future water-cooled engines are expected to go to higher crankshaft speeds for the sake of
reducing specific weight, and to use reduction gearing
more frequently to cut down propeller speed for the sake
of efficiency.
The air-cooled engine is not limited to the radial type,
and experiments have proved that where larger air-cooled
engines are needed the V-type and the X-type can be
made successfully.
Unconventional types of internal combustion engines
which have already been constructed experimentally and
have done some running serve to demonstrate that we
dare not believe that we have reached the ultimate fundamental design in our present aircraft engines. Although
the unconventional types have not yet been able to challenge the conventional for service use, developments in
aircraft engines are so rapid nowadays that the only safe
p Ian is for engineers to work on th.e conventional and
unconventional designs at the same time until the merits
of each design can be proven beyond dispute,
5
By C. G. PETERSON
Passengers, pilot, mechanic and luggage jus~ after. the trip ~rom
:\1itche1 Field, Long Island, to the Boston Airport m the WnghtBellanca six-seater cabin plane. Reading from right to left:Mr. C. G. Peterson, Mrs. Porter Adams, Mr. Porter Adams, Mr.
F. H. Becker, and Mr. J. Blumenthal. The Wright-Bellanca used
no more gasoline than a large and comfortable automobile would
have required for the trip.
T
HE WRIGHT-BELLA CA plane again proved itself as an excellent transport plane in the flight
that it made from New York to Boston on Sunday,
November 30. Lieutenant Fred H. Becker was the pilot
and carried Lieutenant Commander and Mrs. Porter
Adams, who had been in ew York attending the ArmyNavy game, Mr. C. G. Peterson and Mr. Blumenthal.
There was considerable baggage, as Mr. and Mrs. Adams
had been down for a week-end visit to 1ew York and
the other passengers were anticipating a 10-day stay
in Boston. The baggage totaled 208 lbs. and the passengers 634 lbs., making the total of 842 lbs. pay load
in addition to the pilot and full tanks, bringing the total
useful load up to 1436 lbs. The plane left Garden City
at twenly-two minutes past eleven and arrived at Boston
Airport at five minutes after one, the elapsed time being
one hour and forty-three minutes including take-off ·a nd
landing time, the direct airline distance being 182 miles,
an average speed of 106 m.p.h.
The trip was probably one of the pleasantest that could
be imagined in an airplane. It was a perfect day with
not a cloud in the sky. Pilot Becker quickly climbed to
9,000 feet in approximately 13 minutes after take-off.
The rest of the trip was made at an altitude of 9,00010,000 feet. The clear atmosphere gave the passengers
a marvelous panoramic view of the ocean, Long Island
Sound and the Connecticut shore. When ew London
was reached Providence could readily be seen. From
Providence Boston was plainly visible.
The comfort of the passengers in the cabin was noteworthy. It was a cold day, and at 10,000 feet altitude
the strut temperature was below zero; yet the heater for
the cabin operated so well that the passengers sat there
in normal clothing in perfect comfort and without the
slightest feeling of chilliness. The muffler on •the engine
worked beautifully and conversation was carried on in
normal tones throughout the entir~ trip.
The high speed of the WRIGHT-BELLA CA is an
important consideration on long cross country flights.
Although we were cruising comfortably at a little over
half throttle, the engine averaging about 1550 r.p.m., yet
we flashed past the end of Long Island in 43 minutes
from Garden City. We crossed the Sound in 5 minutes,
passed Watch Hill in 55 minutes and from Providence
to Boston was only 25 minutes. The fuel economy was
excellent for with this heavy load we were making about
8 miles to the gallon.
After the Aviation Show at Boston the WRIGHTBELLAN CA plane was set up for demonstration flights
at East Boston Airport. Mr. Irving Bullard, Vice-President of the Merchants Trust Company, and Mr. John
Brennan, Vice-President of the First National Bank of
Boston, and Mr. J. P. Scully, were taken for a ride to
Danielson near Hartford. Mr. Bullard is one of the officials of the Colonial Air Transport Line, who have been
awarded a contract for carrying mail from Boston to
ew York. The following day a number of prospective
customers were taken for demonstration flights. Here
again the WRIGHT-BELLA CA demonstrated its worth
as a sight-seeing plane. In one hour twenty-four passengers were taken up for a good long ride over Boston
and environs, three or four passengers being taken at a
trip. The advantage of no special clothing being re•
quired in the WRIGHT-BELLANCA was very apparent,
particularly in the case of lady passengers carried.
The return from Boston was made on Saturday afternoon, December 12, with Lieutenant Becker piloting and
Messrs. Peterson and Blumenthal as passengers. There
was a high wind from the west blowing directly in the
head of the plane. Nevertheless the time from Boston
to Garden City was only two hours twelve minutes. The
wind was blowing 25-35 m.p.h. during the entire trip and
almost directly head on. If the WRIGHT-BELLA CA
had not had a splendid cruising speed the trip would
have been tedious indeed, as it is doubtful if a low
powered plane could have made this trip in the face of
the high wind without stopping for refueliPg.
Santa Claus has just landed in Mechanics Hall, Boston, in the
Wright-Bellanca cabin plane with a load of toys for the kiddies.
Rumor has it that the reindeer will soon become extinct.
�THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
The Curtiss Lark Plane withWright "Whirlwind"
200 H.P. Air-Cooled Engine
Wright Sitnoon (R-1200) Engine Coinpletes
Its Endurance Test
6
NE of the most interesting recent developments in
planes powered with the Wright "Whirlwind" engine is the new Curtiss Lark. In this plane the
Curtiss Company have achieved interchangeability of
parts on a scale hitherto unthought of in airplane con-
0
The Curtiss "Lark" plane purchased by the
Florida Airways, Incorporated, was flown by
Mr. Reed M. Chambers, and Mr. R. T. Freng,
from Garden City, Long Island, to Miami,
Florida, on December 7th and 8th. After his
arrival in Miami, Mr. Chambers sent the following telegram of appreciation to our plant
in Paterson:
•'Arrived Miami sixteen hours fifty minutes. Have never sat behind motor I had
more confidence in. Has never sputtered.
Automobile gas last five hundred miles.
Regards.
(Signed) Reed M. Chambers.
slruction. The wings are interchangeable top and botLom, as there is no center section. All control surfaces,
struts, wires, etc., are also interchangeable. In developing this remarkable feature the makers have had in mind
not only the possible reduction in the cost of making the
airplane, but the simplifying of maintenance of single
planes and fleets of planes.
This new machine has been flown by a number of experienced pilots, all of whom have expressed their pleasure in the fine maneuverabiliLy, excellent climb, and
general common-sense design of the plane.
The Curtiss J-4 Lark has been developed with slight
modifications for three distinct purposes : As a seaplane,
for naval training, as a land plane for military training,
and as a commercial land plane with increased carrying
space in the fuselage and increased fuel capacity. The
performance of these three types so far as has been determined to date is as follows:
Hil!:h s pee d . . . . . . . . . . . . . . . . . . . •
La nding sp eed . . . . . • . . . . . . . . . . .
Cruising sp eed . . . . . . . . . . . . . . . .
Rat e of climb at sea le ve l. . . . . .
Enduran ce, full throttl e. . . . ... .
Se rvi ce ce iling . . . . . • . . . . . . . . . .
Climb in tPn minutPs. ..... . ...
Gas ca p:i city . . . . . . . . . . . • . . . . . .
UsP ful load . . . . . . . . . . . . . . . . . . .
Trainin g
SPa pl a nP
115 m.p .h
50 m.p.h.
100 m.p.h.
900 ft. p .m.
2.1 hrs.
15000 ft.
40 ga ls.
500 lh s .
:\lilita ry
La nd P lan e
120 m .p .h.
50 m.p.h
103 m.p.h.
1350 ft. p.m.
2.1 hrs.
18100 ft.
9800 ft.
40 gal s .
701 lb s.
Comm prc ial
Land Pla ne
117.5 m.p .h .
50 m.p.h .
101 m.p .h.
900 ft. p.111 .
3 .13 hrs.
14200 ft.
6880 ft.
60 gals.
1164 lbs.
Pilots and engineers will readily see that the Curtiss
Lark is an airplane designed for real flying service.
Ease of handling in the air and economical maintenance
have not been sacrificed for sensational performance.
The Curtiss Company are lo be congratulated on the production of one more sound and practical airplane around
the world's foremost commercial engine, the Wright
"Whir 1wind."
r
l
E of the most remarkable tests which has been
conducted here of late was the SO-Hour Endurance Test of the new Wright Simoon (R.1200)
325-350 h.p. 9-cylincler air-cooled radial. These markedly successful tests forecast a rapid increase in the performance of the shipboard fighter and observation planes
for which this engine was especially designed.
The Simoon ran the 50 hours at full throttle without
a forced stop and with only a few minor replacements.
On the disassemblies after 5, 15, 30, and 50 hours the
motor was found to be in excellent condition and was
reassembled almost exactly as found. What is perhaps
the best testimonial of the condition of the engine after
the 50-hour test is the fact Lhat the calibration runs following the test showed an increase in power, whereas the
runs after such a test usually show a considerable decrease in the maximum power of the engine.
The Simoon, which is the latest addition to the
Wright family, is very similar in structure to its aircooled brothers and sisters. The enclosed valve operating mechanism, which has proved itself very successful,
gives it a remarkably clean appearance and reduces the
number of visible moving parts to a minimum. The
nine cylinders have a bore and stroke of 5½ inches, giving a displacement of 1176 cubic inches. The dry
weight is 640 lbs., or 1.88 lbs. per horsepower. Although
its temporary rating is 300 h.p. at 1800 r.p.m. the
Simoon develops 340 h. p.-a remarkable figure when
the displacement is considered. In power it fills in the
gap between the 200 h. p. Whirlwind and the 450 h.p.
Cyclone, answering a long-felt want for an air-cooled
power plant of this size.
The members of the Experimental Test House crew,
who are always the most critical judges of a new motor,
7
0
Commander H. C. Richardson. U.S.N., taking the first live shot
from a pneumatic turntable catapult.
report very favorably on the Simoon. When the test
started they made their usual unfavorable report, saying
that she would break here, there, and clown yonder before the run was half over. As the hours passed and the
motor roared on their pessimism faded and finally they
had to admit their defeat. After forty-five hours Bill
Cooper took his pet dust pan and brush, which had been
standing ready in their accustomed corner by the wind
tunnel door, and tossed them under the bench. When
asked what he had to say about the test and the engine
he replied, " othing-1 didn't have Lo use my dust pan,"
which is praise of the highest order.
" ow, if you don't leave at once, I'll call my husband,
and he used to play football at Harvard."
"Lady, if youse love yer husband, don't; because I
used to play wid Yale."
"How long is i,t to my birthday, Mother?"
"Not very long, dear."
"We11, is it time for me to begin to be a good girl?"
ervous Passengers ( in air taxi,
about 5,000 feet up) : "W-w-what are
you I-I-laughing at, driver?"
Driver: "I'm just laughing at the
superintendent. About this time he'll
be searching for me all over the lunatic
asylum."
Liule Spencer let no grass grow under his feet, when his uncle came for a
visit, before rushing up with this:
" ncle, make a noise like a frog."
"Why?" asked the old man.
"'Cause when I ask Daddy for anything he says: 'Wail Lill your unde
croaks."
Curtiss Lark Commercial (Wright Whirlwind 200 h.p.). This plane differs from the military land training machine in that the
fuel tank is located very low in the front end of the fuselage, leaving a large space available in the fuselage for carrying mail,
baggage, or as many as four passengers. This type carries sixty gallons of gas, which is sufficient for flying at full throttle for
about 3 1/4 hours, or at part throttle for a much longer time. Note waterproof magneto covers.
The British aircraft carrier. Hermes, at anchor near Gibraltar.
"Yis, sor, wurrk i scarce: but Oi gol
a job last Sunday that brought me a
quid."
"What, Pat? You broke the Sabbath?"
"Well, sor it wuz me or the Sabbath.
Wan of us had to be broke."
�8
THE WRIGHT AIRCRAFf BUILDER
THE WRIGHT AIRCRAFT BUILDER
The Sun Never Sets on Wright Engines
The Mutual Benefit Association
advantage of air-cooling. By using a "Whirlwi_nd" in a
Travel-Air Plane he will be able to carry the pilot, four
passeno-ers and baggage, with excellent high speed ~nd
very g~od performance characteristi:::s even when flymg
from landing fields several thousand feet above sea level.
In this case the Travel-Air Company has perform~d
educational work which is of great value to all th_ose airplane builders who have found so far that t~eu most
extensive market was for planes with comparatively low
powered engines. Travel-Air sho~s them how to educate
customers into using modern equipment.
Another High Score in Efficiency
The Vickers "Varuna" Flying Boat on the St. Lawrence River n~ar
Montreal, Quebec, Canada._ The "Yarun~" was built b?' Can~dian
Vickers, Ltd., for the Royal Canadian Air Force, and ~s eqml?ped
with two Wright "Whirlwind" 200 h.p. air-cooled radial engm~s.
She will serve a variety of extremely useful purposes. A _description of this excellent machi.1,ie will appear in an early issue of
the WRIGHT AIRCRAFT BUILDER.
Whirlwinds with the Fleets
TH the return of the Scouting and Battle Fleets
from the Hawaiian Maneuvers and the Australian
Lrip, we have had very enthusiastic reports f~om
many of the Comma?~ing_ O~cers. of t~e Observation
Plane Squadrons participatmg m this ~ruise .. These o_bservation planes were Vought UO-1 s equipped with
Wright Whirlwind engines. Reports show that of the
fifty odd engines in this cruise, two flew ov~r 275 ho~rs,
many flew over 200 hours and the balance m the ne~ghborhood of 150 hours. Practically none of the engmes
had any work done on them during this cruise,_ not even
to grinding valves. Many of the 200-hour e1:1gmes were
pulling as much power at the end of t~e cruise as when
they started, or even slightly more. This record _not only
reflects credit on the men in our shop who built these
engines, but also on the operatin~ personnel of. the
5 quadron-commanding officers, engmeer officers, pilots
and mechanics.
Travel-Air Company Orders
Whirlwind Engine
·THE order we recently received fr~m the Trave~-Air
Company, of Wichita, Kansas, is of exc_eptl?nal
interest because of its evolution. The engme is to
be installed in a plane for a customer who started by
buying a Travel-Air Plane equiRped with a 90 h.p. e~gine. This first plane was $atisfactory except that it
could not carry the desired load. The same customer
proceeded to purchase another Travel-Air Plane powe_red
with a Wright Model "A" 150 h.p. water-cooled engme.
The performance was improved but the customer ?~on
found he wanted still better performance and the ability
to carry a bigger load. By this time h~ was _convinced of
the desirability of usirnr a 200 h.p. engme with the ad<led
T the close of 1925 comes word of anothe~ Efficienc_r
Race won by a Wright air-cooled engme. This
time it is from Italy where the Annual Copp~ del
Mare Race was won by a Macchi plane P?wered with a
WRIGHT GALE 60 H.P. air-cooled engme. The efficiency formula for computing points for ~he Coppa d:✓l
Mare is different from that used for effi_ciency ra~es rn
the United States as it introduces the rnt~o of ma~imum
speed to minimum speed as well as gasolme and oil consumption. This Coppa del Mare Rae~ is p~i1!1arily for
small planes carrying one passenger m addit10n to the
pilot, the formula used being as follows:
Efficiency Score equals Average Speed ( In km/ h) ~
175 ( Constant for weight of pilot ~nd passe1:ger) X
Maximum Speed 7 Total Consumption Gasolme and
Oil and Minimum Speed.
The plane powered with the Wright air-cooled engine
scored 926.29 points. The score for secor:d place was
742.9 points. The Wright air-cooled engme therefore
scored 24% greater efficiency than the second contender.
The efficiency of the Wright-engined_ ~ac~hi is therefore well in line with that of the Whirlwmd-powered
Wright-Bellanca plane, whic? showed ~n efficiency ~~ %
hio-her than its nearest rival m the Efficiency compet1t10n
at the New York Air Races.
The other Efficiency Race in 1925 in which the Wright
air-cooled engine showed its leadership was the "Aro1;1nd
Germany Flight" in which a Wright Gale, 60 h.p. en_gm~,
installed in a Baumer monoplane, scored a sensat10nal
success.
The high score of Wright air-cooled engines in Efl'.iciency Races not only in the United States but a?road is
another proof of the advantages of these engmes for
general commercial work.
Mr. Orville Wright has recently accepted the position
of Chairman of the Advisory Committee in charge of the
School of Aeronautics at New York University.
"Pa, what is preparedness?"
.
"Preparedness, my son, is the act of wearm~ spectacles
to breakfast when you know that you are gomg to hav~
grapefruit."
T
HE members of the Association have been very
pleased with the prompt and businesslike way in
which the affairs of the Association have been
handled by all of the various committees.
All sick reports have been handled by the Relief Committee in a thoroughly capable manner. The following
~ick benefits were paid during November and December:
Harry Edge-Pneumonia.
Otta Fava-Grippe.
Charles Harris-Automobile accident.
The committee also paid the death claim of Nicholas
Orlask.
The Relief Committee wishes to take this method of
extending its thanks for the way in which the men came
through with their subscriptions for Albert Ullman,
when they learned that he was in the Paterson General
Hospital at the point of death from blood-poisoning. In
this case, as in all such cases in the past, the men in the
Wright factory showed their spirit by acting promptly
and generously.
The Mutual Benefit Association dance, to be held on
the evening of Friday, January 8th, offers an exceptional
opportunity for providing funds in advance to take care
of cases like Ullman's. Patronize the dance now, and we
may not need to call on you for help the next time one
of our comrades is in trouble. And you never know
when Lhe help you give our organization will come
directly back to you.
9
The turkeys which were sold at the plant for Thanksgiving resulted in a net saving of at least $200.00 to those
who bought them. The turkeys were unquestionably of
the best quality and many have repeated their orders for
Christmas.
Can't you members of this Association persuade tho:::e
who are not members what a mighty good thing this i~
for everybody? It should be 100% hut is only 7SC;{ .
Why don't you fellows take some of the load from the
shoulders of the Membership Committee and get these
men to join? It is much easier for you because you
know each one and his reasons, no doubt, for not being
one of us. You fellows who know what a good thing
this is should tell the other fellow, make him understand
it from your point of view and in the end, he'll thank
you.
A man who is not a member wrote in to the Paymaster
of the Wright Company asking him to send his back pay
to him immediately as he was up against it. He was in
an automobile accident and the fellow who hit him wasn't
insured and had no money. So there he is in bed for
three weeks, with big expenses and no earnings coming
in. He had the opportunity to join the Association but
didn't Lake it. $15 a week would give him quite a lift,
wouldn't it?
We wish to extend our heartfelt sympathy to the family
of Nicholas Orlask, who died December 14th.
Industrial Accidents
F
EW people have any conception of the enormous
yearly loss which results from industrial accidents
in the United States. Read the following figures
and you will realize the stupendous task which the
"Safety First" Movement must accomplish before its
goal is in sight:
Based upon incomplete data, the Department of Labor
estimates the Lotal annual number of disabling work
accidents under normal industrial conditions as approximately 2,453,4,00. Of these:
21,230 result in death.
105,620 in permanent partial disability such as the loss
of an arm, foot, finger, etc.
433,000 in temporary disability under two weeks.
540,250 in temporary disability of from two to four
weeks.
1,351,470 in temporary disability under two weeks.
Read those terrible figures over again. Try to realize
what they mean to the American workman and to the
American industry as a whole. Remember that this is
only part of the a'nnual slaughter. Government statistics
are always most conservative. It is highly probable that
if the whole truth could only be known the actual total
would be much greater!
Compare these every-day horrors of peaceful industry
with the casualties of war. The United States was in the
World War for 19 months. Our losses were 50,000 dead
and 200,000 wounded. The world's most frightful war
killed no more men each month than American industry
kil
every month, year in and year out. The war
wounded in over a year and a half only one-tenth as
many men as industry wounds every year!
Watch Your Own Safety
that's PRUDENCE
Watch the Other Fellow's Safety
that's CONSIDERATION
Then you can bet
The Other Fellow Will Watch
Your Safety
that's COOPERATION
�THE WRIGHT AIRCRAFT BUILDER
10
Whirlwind Reliability Helps in Breaking
Service Flying Record
LYI G behind a Wright "Whirlwind 200 h.p. aircooled engine in a Vought UO-1 Seaplane, Lieutenant R. D. Thomas, U.S. .R., Commanding Officer
of the U. S. aval Reserve Air Station at Squantum,
Mass., completed his 700th hour of flying for the year
1925 on December 10th. The last 115 hours were made
in the "Whirlwind" engined Vought which has on_ly-been
available for about two months. All of the flymg has
been done while carrying student pilots or other officers
as part of aval flying work.
Lieutenant Thomas said, "I have had more confidence
in this engine than any othe; I have e_ver flown wi~h for
this lenoth of time. I haven t had a bit of trouble m the
'
W e ' ve on 1y c}ian~en
air, the o motor not even sk'1pprng.
spark plugs once, not because it was necessary but Just
to look them over.
F
1
"The only trouble I have had was breaking so1:lle
exhaust valve springs. We never had any trouble w1~h
sprino-s until one mornino- when we were to make a radio
test ;nd had started th~ engine, the radio equipment
would not function. It was very cold and instead of
stopping the motor, mechani_cs kept ~t 1:llore or less idling
for over an hour. I am satisfied this 1s what caused the
trouble.
"Mr. C. G. Peterson happened to be in Boston at t~e
time. I called him on the phone at ten o'clock in the
morning and we had new springs the firs~ mail next
mornino-. This service is as much to be desued as a reliable ~otor. We did not lose a minute's time of available flying on account of spring~."
Lieut. Thomas won the Schiff Trophy last fall by
flying 583 hours in the year ending July, 1925. He has
now far surpassed this record.
Bowling
Paterson Industrial League Bowling Team Worlc
for 30 Games
Games Played
Won
Lost
Average
Strikes
Spares
Total Pins
30
24
6
824
464
603
24,745
Slanding of Men
Name
Games Played
Sundav . . . . . . . . .
Calamia . . . . . . . . .
Shell berg . . . . . . . .
McGeachie .......
Garell . . . . . . . . . .
Harra . . . . . . . . . . .
Carroll .........
Lambert .........
Gunther .........
Koert . . . . . . . . . . .
King ............
Barhorst . . . . . . . .
Donnelly . . . . . . . .
Trainer . . . . . . . . .
Darragh . . . . . . . . .
9
1
3
2°1
20
6
]2
15
19
]2
10
15
2
l
1
Average
Spares
Strikes
189.5
184
178
176.5
171
170.7
170
162.2
159.7
155.5
154
147.3
129.5
110
108
43
37
4
13
86
75
24
39
40
60
32
24
12
2
0
1
L1
J3
98
86
21
51
40
68
4,5
43
60
7
3
2
The men who received $1.00 for 201 or better are:
McGeachie-$5.00-207-201-223-210-218
Sunday-$4.00-227-216-202-203
Garell-$2.00- 217-203
Carroll-$2.00-206-214
Harra-$2.00-212-212
Lambert- 1.00-220
Gunther-$1.00-220
High team score in the Industrial League 1s 975Post Office.
Wright high team score is 957.
Don't forget, men, we must win al least two out of
three games the halanc-e of thP first half lo ~et in the
'A" Divi.;ion.
THE WIFE
OF A CARELESS MAN
IS
ALMOST A WIDOW
Boston Aviation Show
(Continued jrom Page 2)
papers. Many commen~ed on t~e use of displa_y advertising for airplanes, statrng that it was the first time they
had seen direct appeal in the daily papers for a plane
suitable for private users. The press of Boston were
o-enerous and enthusiastic in their description of the
WRIGHT-BELLA CA. The following extract from the
Christian Science Monitor is a sample of the enthusiastic
descriptions carried in the various Boston papers:
'·To those who 10 or 15 years ago, drew visions of the com•
fortable closed c~rs they would like to ride in, providing _quic_k
transportation to distant points, a return of that . old feelmg _is
due when they 0o-aze upon the Wright-Bellanca six-seater cabm
monoplane. Here is a real aviation delight, s!eek as a greyhound,
with a cozy, heated cabin, a well-muffled motor, and complete
protection from the high winds of the upper ai~ strata.
'· ot in the least a military development, tlus purely commercial plane permits one to enter it without any specfa~ flying clothing and ride with the quiet and comfort charactenst1c of a finely
appointed sedan.
"Eight miles to a gallon at 100 miles an hour, a maxim~m speed
of 132 miles per hour, and yet the rem_arkably slow l~ndrng_ spee_d
of 42 miles an hour, are the outstandmg pomts achieved m this
machine through fine engineering. The gliding angle is 12~ to 1,
·which means that if the motor stops, and one has any altitude at
all, a forced landing sho ~ld be comparatively safe, as in mos,~
loralitie's a temporary landmg field of some sort could be spoiled.
THE WRIGHT AIRCRAFT BUILDER
11
Don't Miss the Motor Boat Show
T
HE twenty-first annual Motor Boat Show will open
January 22nd, 1926, in the Grand Central Palace,
Lexington Avenue and 45th St., New York City.
So many applications have been received for space in
this show that the Committee has been unable to accomodate nine important manufacturers whose applications
were not received early enough.
Wright employees and their friends will be particularly interested to learn that Mr. Richard F. Hoyt's
"Teaser," the world's fas-test displacement motor boat,
and winner of the 1925 International Speed Trophy, will
be on exhibition with its Wright Typhoon Marine Engine
at our stand. The "Trnser's" chief speed rivals will also
be on exhibition at ·1earby stands. The show is expected
to he the finest exhibition ever seen of the achievements
of the American motor boat industry and to reveal a
great many interesting developments in motor boat design.
We are sure that anyone interested in motor boats and
engines will feel more than repaid for a visit to the
show, which will be open for one week.
A Remarkable Achievement
(Continued from Page 3)
countered all kinds of bad weather, lost
his radiator shutters, and as a consequence ran with his outlet water as low
as 110 degrees, he reached San Diego
safely without any serious engine trouble whatever, having totaled more than
270 hours in one plane.
It is expected that the Navy Department will use this SDW-1 plane with
Wright Tornado engine for the proposed Alaskan mapping expedition next
summer, and that Lieutenant Wyatt will
be put in command of the expedition.
We believe this choice of the avy Department will assure the success of the
expedition and will do a great deal to
demonstrate publicly the real efficiency
of aerial photography as a method of
surveying.
It is in the cemetery at South Bethlehem, Pennsylvania, by the way, that the
sign appears: "Persons are prohibited
from picking flowers from any but their
own graves."
1:his is not a picture of an airplane pilot's nightmare. It is an actual aerial
view of the aval Oil h 1 reserves in Colorado, surveyed from the air by
Lieut. Wyatt.
"Tornados" in Winter Maneuvers
0
January 10th the Aircraft Squadrons, Scouting
. . Fleet, will fly southward from Hampton Roads to
Jorn other naval forces for the winter maneuvers. It will,
of cour~e, be necessary for them to wait at various points
for theu- supply vessels to catch up with them. They
are expected to reach Guantanamo, Cuba, about January
26th. They will engage in torpedo dropping, bombing.
and scouting exercises and during the winter will take
part in joint maneuvers with other naval units. These
VS and VT Squadrons form the latest and finest combined torpedo, bombing, and scouting squadrons now in
~ervice for any avy in the world. They are composed
entirely of avy SC-type three-purpose planes powered
with Wright "Tornado'' engines, and fulfill each of their
three functions with great effectiveness. Manned by a
highly efficient personnel, they are expected to reach a
still higher pitch of efficiency as a result of the winter
practice.
A Contrast
SOME of our readers may wonder why Fred Becker
. happenc;1 to take the Apache up for an altitude flight
without putt~ng on a ~ace mask. They will realize, however, that this was qmte natural when they stop to think
that Becker has been flying the Wright-Bellanca which
has a ti?ht cabin comfortably warmed by the exhaust of
the e~gm_e and does not even require the use of flying
clothmg m zero weather. He failed to foresee the tremendous difference between the Bellanca cabin and the
ope1; coc½pit of a fighting plane. Moreover, the altitude
attarned rn the Apache was unexpectedly hio-h" as the
Apache was designed, not for the Whirlwind, bu~ for the
350 h.p. Wright Simoon engine.
One thing that Becker has to be thankful for besides
the existence of the State of Massachusetts is' the dependabilitY: and _ec~nomy_ of the Whirlwind e~gine which
succeeded m hrmgrng him hack to land in the face of
tremendously high winds and bitter cold without running out of fuel.
�THE WRIGHT AIRCRAFT BUILDER
PUBLISHED BY THE
WRIGHT ABllONAUTICAL CORPORATION
FOR ITS EMPLOYEES
PATERSON,
N.
J.
�End of this
document
�MARCH. 1926
The Naval Oil Shale Reserves in Colorado
As seen from the SDW-1 plane, powered with a Wright Tornado T-3 engine, piloted by
Lieutenant B. H.Wyatt, U.S. N.
U. S. Navy official photograph, Naval Air Station, San Diego, Cal.
No. 3
�The Wright "Simoon" Radial Air-Cooled Engine
I
OUR January issue we related the story of the
fifty-hour endurance test of the Wright "Simoon"
engine, and in the February issue we showed the
Wright "Apache" airplane after this engine had
been installed. In this issue we are showing two views
of the engine itself, from which ,our readers can judge
for themselves of the remarkably clean appearance and
the location of the external parts.
The valve gear of the "Simoon" is completely enclosed. The push rods work inside of steel tubes which
The Wright "Simoon"
of the crankcase, and the starter, which may he of any
type, is mounted directly above it. The fuel pump, oil
pump, and gun control drives are mounted also on the
rear section. A low altitude supercharger of the centrifugal type is used, and is driven through gearing from
the crankshaft.
The cylinders, which are ,of the most advanced design,
have cast aluminum heads screwed and shrunk on to
forged steel barrels with integral machined fin!!.
The large, rugged crankshaft is mounterl on two large
THE WRIGHT AIRCRAFT BUILDER
P ublished by
VoL. VIII.
roller bearings. The master connecting rod ie e'.imilar in
design to those used on other recent models of Wright
engines. The articulating rods are of "H" eection.
Ribbed pistons are used, made of a heat-treated aluminum alloy. The bore and stroke are b·oth 5½-inch, giving a piston displacement of 1,176 cubic inches.
The size and weight of this engine adapl it especially
for fighting and observ~tion planes designed for use on
aircraft carriers and other ships of sea, which must of
necessity be smaller than fighting and observation planes
used on land only. The utility of the engine, however,
extends into a great many fields, where a radial aircooled engine somewhat larger than the Wright "Whirlwind" 200 h.p. is wanted.
for its Employees
MARCH, 1926
No. 3
Flight Tests of the Wright "Apache" Airplane
With the Wright "Simoon" Engine
ine-Cylinder Air-Cooled Radial Engine.
also serve as supports for the forward end of the rocker
arm housing. The latter are aluminum castings, serving
both to house and to support the rocker arms. They are
provided with sheet aluminum covers which protect the
rocker and rocker roller bearings from dust and spray
and help to maintain the lubrication of these bearings.
Grease is forced into the rocker bearings through the
Alemite fitting. In addition to giving complete protection and unusual quietness, this form of rocker support
construction gives excellent compensation for the expansion and contraction of the cylinders which result from
changes in temperature.
The magnetos are mounted on the crankcase front section where they are readily accessible for adjustment.The carburetor is mounted at the rear of the rear section
WRIGHT AERONAUTICAL CORPORATION
Another view of the Wright "Simoon" engine, now undergoing flight tests as the
powerplant of the Wright "Apache" single-seat fighter.
P
RELIMI ARY flight tests of the Wright "Apache"
single-seat shipboard fighter with its new engine, the
Wright "Simoon" air-cooled radial, were conducted
at Garden City, Long Island. The plane was then taken
to the Na val Air Station, Anacostia, D. C. Further preliminary tests were conducted at Anacostia in the presence of representatives of the Bureau of Aeronautics,
and have demonstrated that the "Apache" is just as
stable, maneuvera·b le, and easy to handle in the air with
the Wright "Simoon" engine as it was when the Wright
"Whirlwind" engine was used for the powerplant.
The "Apache" was then turned over to the
avy's
Trial Board, by whom official performance tests are being
conducted. The trials of the "Apache" as a land machine
have been completed, with very interesting results. The
wheels have been removed and the floats attached, and
it is expected that the trials as a seaplane will be carried
out promptly. On account of the military importance of
the "Apache" plane, the results of the official tests are
not being made public but it can be said its fighting
characteristics are excellent.
To the eye-witness on the ground the "Apache" is a
graceful, alert-looking machine, with clean lines and no
frills. It always looks thoroughly at home in the air. It
starts and warms up quickly, takes off with a short run,
and climbs at an astounding rate of speed. Every
maneuver in the air seems to be executed with rapidity
and ease. It is a pleasure to watch it perform.
�4
T
THE WRIGHT AIRCRAFf BUILDER
THE WRIGHT AIRCRAFT BUILDER
The Byrd Arctic Expedition
Our Air Chiefs
HE lure of the Arctic regions seems to be becoming stronger. Coincident with the departure of
the Wilkins-Detroit Arctic Expedition from
Seattle comes the announcement that Commander
Richard Evelyn Byrd, Jr., U.S . . , will command a second
expedition for aerial exploration of the polar regions.
Commander Byrd's qualifications for commanding an
expedition to explore the polar regions from the air are
best evidenced by his naval record, which we are giving
in the briefest possible form:
from New York City on the Chan.tier, a Shipping Board
vessel, late in March, for King's Bay on the Island of
Spitzbergen where a preliminary base will be established.
From there test flights will be made and the equipment
thoroughly tested for a flight of 400 miles to Cape Morris
Jessup on the Continent of Greenland. Here a permanent
base will be established, from which it is hoped numerous flights to the North Pole can be made. The North
Pole is only 408 miles from Cape Morris Jessup and,
unless insurmountable difficulties arise, it is expected that
Graduated from the U.S. Naval
this trip will ·b e made sevAcademy, class of 1912.
eral times. It is an interestServed on two battleships and
ing fact that Commander
two cruisers up till 1916.
Inspector - Instructor of
aval
Byrd's base at Cape Morris
Militia, 1916.
Jessup
is approximately
Organized avy comm1ss1on on
1,000 miles nearer the Geotraining camps, 1917.
graphical
orth Pole than
Designated a Naval Aviator,
aval Air Station, Pensacola,
Point Barrow, the starting
Fla., April, 1918.
point of the Detroit-Arctic
Commanding Officer, U. S.
Expedition. Not only does
Naval Aviation Forces of Canada,
this base seem desirable
August, 1918, including command of Naval Air Stations at
from its proximity to the
Halifax and North Sydney, ova
Pole, but also from the fact
Scotia.
that it can be reached withMade navigational preparations
out undue difficulty or risk
for trans-Atlantic flight of NC
boats in 1919.
to men or equipment. ComAfter this he had a short
mander Byrd is now giving
period of airship service and
careful consideration to the
later was on duty with the
selection ·of his personnel,
Bureau of avigation of the
but it is yet too early to
avy Department until Sepmake final announcement on
tember, 1922, when he enthis point. The expedition
tered the Bureau of Aerowill be equipped with the
nautics. Here he has had a
latest development in shortleading part in the organizawave radio apparatus, by
tion of naval reserve air stawhich it is expected to keep
Commander Byrd's
tions.
in constant communication
pioneering work includes the
with the preliminary base at
first night flying over water
King's Bay.
and the first out-of-sight-of"Our expedition," Byrd
land flying.
His official
said, "has been conservativerecord contains seventeen cily planned. We are not goLieutenant Commander Richard E. Byrd, U. S. N., who will
tations for service performed
ing to make any wild dashes
command the latest aerial expedition for
over and above the call of
exploring the Arctic regions.
to the Pole, but we hope to
duty. Four of these citations
Photograph by courtesy of the Bureau of Aeronoutics, Navy Dept.
reach that objective if it is
are for bravery and two for
possible to do so. Our hope
saving life. He holds the Congressional Medal ·o f Honor
is to show that aerial navigation of the Polar region is
for life saving and the Portuguese Military Order of Avis
possible. With this accomplished, we will have made a
for invention of navigational instruments. He was in
great advance in the development of commercial aviacharge of the United States avy's participation in the
tion."
MacMillan Polar Expedition during the summer of 1925
As in the case of the Detroit Arctic Expedition,
and thus gained the widest and most up-to-date experithorough provision is being made to insure the satisfacence in the conditions and difficulties attendant to the
tory •operation of the engines under extreme cold weather
use of airplanes in the north polar regions.
conditions. The Wright Corporation has designed, and
The primary object of the present expedition is exis now constructing, the cowling for all three engines, inploration •o f the Arctic regions, with the hope of finding
cluding exhaust heaters for warming the air entering the
hitherto undiscovered land, but aerial photographic surcarburetor, special lining to hold the heat in the oil tanks
veys will be made of a large area of known lands whose
and oil pipes, and special priming systems to assist in
boundaries have not been definitely located up to the
starting the engines. Many of the problems facing waterpresent time.
cooled engines during cold weather are eliminated in the
Plans for the present expedition call for departure
(Continued on Page 8)
5
As Seen by Men Who Have Served Under Them
Major General Mason M. Patrick
Rear Admiral Wm. A. Moffet,U.S.N.
Chief of Air Service, U.S. Army
Chief of the Bureau of Aeronautics
RACTICALLY all of General Patrick's Army
career had been in the Engineer Corps. He had no
previous aeronautical experience when he became
Chief of the Air Service, A.E.F., in May, 1918, in one of
the most critical periods of the whole war. Yet General
Patrick held the command of the Air Service A.E.F. until
July, 1919, and organized a highly efficient force of
78,000 men. It was his conspicuous success in this post
which led to his being appointed Chief of the Army Air
Service in October, 1921.
In an appreciative study of General Patrick's character
in the December, 1925, issue of the National Aeronautic
Association Review, H. A. Toulmin, Jr., formerly Lieutenant Colonel of the Air Service, and Chief of the Coordination Staff, sums up General Patrick's strength as
follows:
"He asks questions. I have been quizzed by every arm
of the law, from village policemen to Justices of the
Supreme Court of the United States, but I do not know
any person who can ask as many questions on any given
subject as General Patrick and never have a single question seek for an immaterial answer.
"It is no less than amazing that any man can ask as
many questions on such an infinite variety of subjects as
I have heard General Patrick deal with and not, at some
time, ask a question that was immaterial.
"When you live with a man day by day under the
greatest nervous strain in the handling of thousands of
men of an army in the field during a process of reorganizing such a great group dealing in an almost entirely
new subject, you are pretty likely to find out the true
nature of the man in command.
"General Patrick's habit of asking questions is the
basis of his success and the foundation of his character.
He is essentially a just man. If he had been a lawyer,
he would have been a great judge. If he had been a
physician, he would have been an amazing diagnostician.
The reason is apparent. He seeks the facts, the material
facts, and is never content with less.
"His decisions are based on facts. His facts are taken
from current live events. His mind is unprejudiced so
that he arrives at unbiased decisions. His discipline for
others and for himself is just but vigorous. He never
deceives himself and, therefore, never deceives others."
General Patrick seems to live in the incessant activity
of his own mind. He is practically indifferent to the
petty things of life which surround him. His versatility
is amazing. He took up dictation in foreign languages
after he was fifty, and learned to make speeches in
French. He learned to fly after he was sixty. His selfcontrol is almost perfect and he is always calm in a tight
place.
The success of the Army's Air Service will unquestionably be directly proportional to the extent to which control of its policy and administration is left entirely in
General Patrick's hands without any outside interference.
HE following abstract is taken from an article
printed in the " ational Aer_onautic A~so_ciation Review" for January, 1926, m appreciation of the
leadership ,o f Admiral Moffett. It is signed by a "Joe
Gish" who seems to be particularly well informed on
his subject:
A fundamental requirement of success in any organization is loyalty. In the military and naval establishment
the presence or absence of loyalty in subordinates, as
well as in those in authority, marks the difference between success and failure. Loyalty, both to those above
and to those below him, is inherent in the character of
Rear Admiral William A. Moffett, Chief of the Bureau
of Aeronautics, and is responsible for his striking success in every undertaking of his career.
Initiative is another fundamental requirement in any
organization, but even initiative must be loyal. Loyal
initiative is an essential part of the Admiral's character
and is responsible for his personal success. He demonstrated this as an ensign with Dewey at Manila. He
showed it again at Vera Cruz, where, as Commanding
Officer of t:he U.S.S. Chester he won the Medal of Honor.
He demonstrated it once more when, as Commandant of
the aval Training Station at Great Lakes, Illinois, he
built up an organization of twenty-one regiments of bluejackets, fifty thousand men in a~l, w_hose spirit an~ efficiency have never been excelled m history. As Chief of
the Bureau of Aeronautics, loyal initiative has characterized his every action arid is responsible for the tremendous strides in naval aviation.
o finer tribute to Admiral Moffett's qualities of
leadership can be had than the fact that the Bureau of
Aeronautics immediately began to function smoothly and
that throughout all the strife and agitation that has
characterized aviation in national defense, it has continued loyal to the Navy, loyal to itself, and loyal to its
chief.
In developing avy aviation the Admiral was confronted with the stupendous task of building up both
personnel and material. His enthusiasm, his initiati_ve,
and his ability to create in ·others the same loyalty which
inspired himself brought him through this task with flying colors.
The Admiral saw that aviation must be developed to
go to sea and become an i°:tegral pa_rt of _the fleet. _At
that time there were no a1rplanes m existence which
could be handled aboard combatant ships and there were
no means of handling them. Under the Admiral's direction the Bureau of Aeronautics developed in turn the
necessary airplanes, the catapults and the airc.raft carriers.
Throughout all this intensive development, Admiral
Moffett has been in the thick of things and has been an
inspiration to the whole service. His _loyalty has been _a
splendid example to t~ose under his co~m~nd.. His
initiative has placed Umted States naval aviat10n m the
van.
P
T
�6
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BuILDErr
The "Whirlwind" in Kansas
Stalls and Spins
The airplane really runs over more people than the
automobile.
Flapper (to aviator): Mister, would you take me for
a little fly?
Aviator: Why, not at all. You look more like a little
girl.
T
J
Pilot (to test-pilot just getting out of a nasty spin with
a pursuit ship) : "The Lord was sure with you that
time!"
Test Pilot: "Oh, no, my dear fellow-single-seater."
Another thought that depresses us is what kind of
homes the home-made pies you buy downtown must come
from.
Lady: "Are your eggs fresh?"
Clerk: "Mam, the hen doesn't realize I've got them
yet."
THREE-QUARTER REAR VIEW OF THE
EW TRAVEL AIR BIPLA E.
The two photographs on this page show the first of the new series of commercial biplanes constructed by the
Travel Air Manufacturing Company, of Wichita, Kansas, powered with the Wright Whirlwind 200 h.p. aircooled engine. The performance figures obtained by the manufacturer from the first test flights are as follows:
Speed ........................................... 130 m. p.h.
Rate of climb, sea level. . . . . . . . . ............ 1,300 ft. per min.
Climb from ground to 6,000 ft. .......... - ........... 6 minutes
Climb to 10,000 ft ................................ 12 minutes
Service ceiling .................................... 20,000 feet
Take-off 5 m.p.h. wind, pilot and passenger, 50 gal. gas .... 160 feet
Speed range ................................. 38 to 130 m.p.h.
All tests run with 50 gallons gas, pilot and observer
This story is related by a person connected with the
White House:
One Sunday after the President had returned from
church, where he had gone alone, Mrs. Coolidge inquired:
"Was the sermon good?"
"Yes," he answered.
"What was it a'bout?"
"Sin."
"What did the minister say?"
"He was against it."
A lady sent her "dumb" chauffeur to a theatre with
instructions to buy three orchestra seats on the aisle, as
she had invited two friends to the matinee. When she
and her two friends were ushered in, they found that the
three seats were li,t eraliy "on the aisle," one in front
of the other. They started to make the best of it, when
she happened to notice that the man alongside of her
seemed to be alone and might agree to change places
with one of her friends.
The show had started, so she whispered, "Are you
alone?"
The man showed no signs of hearing her. She leaned
a little nearer, and repeated, "Are you alone?"
Without changing his expression, but turning his head
slightly towards her, he responded, "Fly away, birdie,
the whole damn family's with me."
The First Assistant Postmaster General has advised
all postmasters that the twenty-five-cent special handling
charge is to be compulsory for shipments of baby aligators. To date, he has made no ruling on half-grown
alligators under six feet in length.
Some men hold a good hand at cards. Others are more
successful in the moonlight.
FRONT VIEW OF THE TRAVEL AIR COMMERCIAL BIPLANE
"Do you believe in sleeping out of doors?"
"~ot while I can pay the rent."
7
Mr. Spendix: "Any instalments due today?"
Mrs. Spendix: "No, dear, I think not."
Mr. Spendix: "Any payments due on the house, the
radio, the furniture, the rugs, or the books?"
Mrs. Spendix: "No.''
Mr. Spendix: "Then I have ten dollars we don't need.
What do you say we buy a new car?"
Prospeotive Guest: "Why, this room reminds me of a
prison."
Assistant Hotel Manager: "Well, sir, it's all a matter
of what one is used to!"
Magistrate: "Are you married?"
Prisoner: " o. I got this black eye from a friend."
Housewife: "What do you work at, my poor man?"
Tramp: "At intervals, ma'am."
"Waiter, I came in yesterday for steak."
"Yes, sir. Will you have the same today?"
"Why, I might as well, if no one else is using it."
"Mac, would you like a little of something Scotchthe real thing?"
"Well, now-I never-"
"Of course you would. Mary, bring out that pot of
Dundee marmalade."
"I want a dress to put on around the house," said the
lady in the department store.
"How large is your house, madam?" inquired the new
clerk.
A pretzel is a doughnut gone crazy.
"Your honour, I was not intoxicated."
"But the officer says you were trying to climb a lamppost."
"I was, your honour. A couple of cerise crocodiles
had been following me around all day, and I don't mind
telling you that they were getting on my nerves."
Magistrate: "You are charged with being drunk.
Have you anything to say?"
Culprit: "I've never been drunk in my life, sir, and
never intend to be-it always makes me feel so bad in
the morning."
"When did the robbery occur?" the cross-examining
lawyer asked ,t he witness.
"I think," he began.
"We don't care what you think-we want to know
what you know," remarked the lawyer.
"Well, I may as well get off the stand, then," said the
witness, "I can't talk without thinking. I'm no lawyer."
FOR SALE- Milk Goat, Saanan breed. Fond of children, bedroom slippers, linen napkins, and stove polish.
Price sixty-five dollars to good home. Telephone 236-J.
Box 666 Bozeman. - Ad in the Bozeman (Mont.)
Chronicle.
�8
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
The Sun Never Sets on Wright Engines
Performance of the Wright-Bellanca
Cabin Monoplane
Whirlwinds in Cuba
9
T
Some of the WRIGHT WHIRLWIND engines in Vought U0-1 planes of the
Cuban Air Service, at Camp Columbia, Havana, Cuba.
HEN our field service engineer, Mr. Kenneth
Boedecker, was in Cuba with the 3-engined Fokker airliner, he took the opportunity to inspect the
Wright Whirlwind J-3 and J-4 engines with the Cuban
Air Service. He found all the engines in excellent condition in the Vought UO-1 observation planes. Major
Ovidio Ortega, Chief of the Cuban Air Service, advised
him that they had had no trouble whatsoever with the engines in the hundreds of hours of operation that they
W
have had, and that all of his pilots were very much satisfied with them. It is a weekly occurrence for one or
more of the Cuban Air Service pilots to fly his Whirlwind powered UO plane from the mainland of Cuba
across to the Isle of Pines. This crossing of forty miles
of open ocean with a land plane is the best expression
possible of the confidence the pilots of the Cuban Air
Service have in their Whirlwind engines.
Visitors at Our Plant
IEUTENANT L. HAASE, Construction Corps, U.
S. N., was a visitor at our plant on February 12th,
1926. Lieutenant Haase is Inspector of Na val Aircraft at the Chance Vought Corporation plant in Long
Island City.
Mr. Ellwood Wilson, vice-president of the Fairchild
Aerial Surveys of Canada, Ltd., recently visited our plant.
Mr. Wilson's company has been operating a Huff-Daland
photographic plane, powered with a Wright 200 h. p.
engine, for over two years. The service has been extremely severe, both in summer and in winter, but Mr.
Wilson had nothing but praise for the performance and
dura'b ility of his Wright engine. It is frequently operated at 40° F. below zero.
A group of students from the Aeronautical Department of the Massachusetts Institute of Technology visited
our plant on February 2nd, in the course of a tour of inspection guided by Professor E. P. Warner of that institution. The group of students consisted of the following: G. E. Armington, E. S .• Cambell, C. S. Bossart,
T. T. Kurt, N. W. Perdew, F. McVay, 0. G. Moe, N. J.
Medvedeff, M. Rauscher and Mac Short.
The tour of inspection conducted by Professor Warner
included many of the principal airplane factories of the
east: The Loening Aeronautical Engineering Co., The
Curtiss Aeroplane & Motor Corporation, the Sikorsky
Airplane Corp., The Wright Aeronautical Corp., the Atlantic Aircraft Corp., Huff-Daland & Co., and the Naval
Aircraft Factory. Most of the men in this group also
visited the air mail field at New Brunswick at night,
Langley Field, Va., and the Laboratory of the National
Advisory Committee for Aeronautics.
In a letter to this Corporation, signed by Mr. Mac
Short, the group of students expressed their appreciation
of the hospitality extended to them here.
L
1
The recent gift of two and a half million dollars for
the promotion of civil aviation made by Mr. Daniel Guggenheim has received wide publicity. It is not so generally known that Mr. Guggenheim endowed the college
of aeronautics at New York University some two years
ago. The Wright Company had the pleasure of entertaining during the month of February one of the classes
from this school. It was a great pleasure to have this interested and intelligent group of men at our plant and the
letter of appreciation, written by Professor Alexander
Klemin on behalf of the University, the students, and
himself, is deeply appreciated.
The Byrd Arctic Expedition
(Continued from Page 4)
Wright "Whirlwind" air-cooled engine altogether, the
chief problem remaining being that of keeping the oil
temperature high enough to prevent cold oil from clogging the pipes and retarding the circulation. It is believed that the provisions being made will reduce the
danger of this difficulty to a minimum.
In view of the experience which Commander Byrd has
already had with airplanes in Arctic exploration, his
selection of the Fokker monoplane powered with three
Wright "Whirlwind" air-cooled engines is highly significant. It confirms the judgment •of ·other experienced
flyers as to the best aircraft and aircraft powerplant
available for service under adverse climatic conditions.
Hardly any other flying service demands such reliability
and economy, or requires such assurance of continuous
operation in the face of such extremely adverse conditions. Commander Byrd's expedition should be successful. His equipment, plans and personnel are 'b eing
selected on the basis of experience and past performance.
No better test could be applied.
HE Wright-Bellanca was designed for commercial service. Once having established the reliability, safety, and general good flying qualities,
the interest in such a plane centers around the
load it will carry and the fuel it consumes. In order to
throw some light on the commercial possibilities of the
Wright-Bellanca, tests of fuel consumption were made
with the plane loaded as follows:
Pilot . . . . . . . . . . . . . . . . . . 160 lbs.
Gasoline and Oil. . . . . . . . . 400 lbs.
Pay load . . . . . . . . . . . . . . . 1013 l:bs.
Total useful load .......... 1573 lbs.
With this load the top speed was 135 miles per hour.
At a speed of 115 miles per hour the fuel consumption
was 13.5 gallons per hour, the engine developing a'b out
138 h.p. At a speed of 100 miles per hour the consumption was 9. 7 gallons per hour, or 10.3 miles per gallon.
At a speed of 78½ miles per hour the consumption was
7.6 gallons per hour, or 10.3 miles per gallon again.
In order to establish the fuel consumption figures firmly upon a scientific basis, the Wright-Bellanca was provided with a valve permitting fuel to be taken from
either of the two fuel tanks while flying. The machine
warmed up and took off using fuel from one tank. The
fuel in the other tank was carefully measured. When
the pilot was ready to begin the fuel consumption tests
the valve was thrown over so that the engine took fuel
from the second tank and the time was noted. When each
test was completed, the time was again checked as the
fuel valve was thrown over, so that the plane continued
its flight and landed using fuel from the first tank. By
this means fuel consumption for any particular condition
of flight can be determined.
In considering the above, it should be remembered
that the Wright-Bellanca is not just an airplane which
will carry a ·b ig pay load with a small fuel consumption
-it does far more than that. For example, it takes off
with a test pay load of 1508 lbs. in 16 seconds, the run
being only 750 feet. This load is 77% more than the
guaranteed pay load. Its rate of climb at sea level at
full throttle is 1,000 feet per minute. It climbs to 5,000
feet in seven minutes. In other words, it has economy
plus ample reserve power.
Wright"Torn~dos" on Winter Cruise
"Whirlwinds" for the Air Mail
T
HE Aircraft Squadrons Scouting Fleet, consisting
of Scouting Squadron VS-1 and Torpedo Squadron
VT-1, have completed their flight from Hampton
Roads to the Guantanamo area with great credit. The
squadrons, consisting entirely of SC planes with Wright
"Tornado" T3 engines, will be attended by the aircraft
tenders "Wright," "Sandpiper," and "Teal," during the
winter.
The VS-1 and VT-1 left Hampton Roads for the Guantanamo area on the 20th of January and made their first
stop at Charleston. On the 22nd of January they hopped
to Fernandina. On the 23rd and the 25th they proceeded
to Miami, and on the 26th they all arrived at Key West.
On January 31st they flew from Key West to Cienfuegos
and on the 3rd of February they proceeded to Media
Luna Cay, in Guacanayabo Bay, in the Guantanamo area.
Here targets were immediately laid out and the squadrons settled down at once to their strenuous winter's
practice, as the result of which we expect them to lead
the world in efficiency of scouting, bombing, and torpedolaunching.
The SC planes used by the United States Navy for
scouting, bombing, and torpedo launching represent the
very latest and most up-to-date equipment of this type
in use by any Navy in the world. A single engine plane
for duties of this kind must have a very reliable engine,
hence the "Tornado" T3.
Another view of the Wright-Bellanca, showing the convenience of the side door for entering and leaving
the roomy, heated cabin.
T
HE air mail route from Chicago to St. Paul and
Minneapolis, via Milwaukee and La Crosse,. w_isconsin, has been awarded to Mr. Charles D1ckmson, of Chicago, Ill. He is to receive 48 % of the revenue
derived from carrying the mail. The maximum allowance is 80% . He will use one or two new Laird Airplanes and some rebuilt planes, all with Wright" Whirlwind" engines.
It is i~teresting to note that this air mail route will
have to operate in a particularly rigorous winter climate,
being rivalled in this respect only by the route from
Elko, Nevada, 10 Pasco, Washington. Such conditions
point directly to the desirability of using Wright aircooled engines.
Another air mail route on which we expect to see
Wright "Whirlwind" engines in service is that from Boston to New York, which was awarded some time ago to
the Colonial Air Transport Company. We are in.formed
that this Company has purchased equal quantities of
Curtiss "Lark" planes and Fokker Universal planes, both
-powered with Wright "Whirlwind" 200 h.p. air-cooled
engines. The line is to be put in operation early in the
spring, and the Boston terminus will be at the East
Boston Airport, only ten minutes from the heart of the
city.
�'~--
10
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
Our Mutual Benefit Association
Wright Booth Popular at Motor Boat Show
T
HE following men who were reported sick last
month are now back at work: John H. Leach,
Ray Maher, Gus Drenowatz.
The following men are now on the sick list:
Albert Ullman, Peter Weiner, Oscar Berg.
The smoker went off smoothly, and was a decided success. About three hundred men were present and a net
profit of about seventy-five dollars was turned over
towards the special fund of the Mutual Benefit Association. As in the case of the dance, the success of the
smoker was due not to the support of the large majority
of the men from our shop, but to the enthusiasm and
untiring activity of a comparatively small number of our
more public spirited employees. The committee, consisting of Messrs. Martin, Cornelius, Keil and Whitworth,
worked their heads off and did a fine job. Among the
entertainers, the home talent was provided hy Messrs.
McIntosh and Kinkade. Their work was so good that
more than -0ne of the audience remarked that we should
be able to get an even better entertainment hy digging up
our own talent right here in the shop, than we can get
by hiring professionals.
The next enterprise of the Mutual Benefit Association,
the income from which will also go toward the special
fund to provide for cases needing extra money, will probably be a big banquet. Details are not available at the
present time but we can say that the committee has a
pleasant surprise in store for you.
Our Own Cafeteria
On Monday, March 1st, the Wright Aeronautical Corporation took over for operaLion the cafeteria on the
second floor, and the lunch room on the ground floor. All
the activities connected with the cafeteria will be under
the direct supervision of Mr. Arthur Guerin, who will
have the assistance and advice of a committee consisting
of Messrs. A. G. Carlson, H. F. Keil and I. J. Gunther.
Both Mr. Guerin and the members of the committee will
he only too glad to receive suggestions and criticisms
from any member or members of our organization regarding the quality of food and the manner of serving.
The primary object of this Corporation in taking over
the cafeteria and in appointing Mr. Guerin as manager
was to make sure that all of the employees shall he able
at all times to get wholesome food of the very best quality at cost prices. As there is no intention of making
any profit it is expected that the very best quality of
food can be served at a very low price and that the cafeteria will be very well patronized from now on.
It will be noted that Mr. Guerin and all three members
of the committee are also members of the Wright Mutual
Benefit Association. Under the terms of its charter, the
Mutual Benefit Association could not itself take over the
management of the cafeteria and the financial liability
for its operation. The matter was carefully considered
at meetings of the Board of Trustees of the Association,
with the final result that the Wright Aeronautical Corporation was requested to take over the management of
the cafeteria for the benefit of the employees in general.
This cafeteria is going to be run by employees, for
employees. It has no other object. Expressions of opin-
ion from all men who make use of the cafeteria regarding
the food and the prices cannot fail to be helpful in guiding the manager and the committee in providing just
what is wanted by the patrons of the cafeteria.
Bowling
Team score in the 45 games played by the Wrights in
the General Industries League:
Games Played
45
Won
36
Lost
9
Total Pins
37,061
Average
823.5
Strikes
675
Spares
921
These results place the Wright Boys in the "A" Division. The "A" Division schedule began Thursday night,
February 25th, 1925. If we want to come out on top of
this division we must not only have the best bowlers in
the shop out at all the games hut we must also have a
good crowd in attendance to help us win by their encouragement.
Charley Lambert was on the way for a 201 score one
night but when he started to bowl for the spare he needed
someone said something about a dollar-Charley is still
trying to make the spare.
McGeachie is the boy who doesn't see dollars where
the head pin should be. He needed a spare and strike
one night to get his dollar-he got the spare, the strike,
and the dollar.
Gunther had a fine chance one night when he scored
five strikes in succession. High individual score was
mentioned and he was advised to keep up the good work.
-He kept it up too far to see the head pin and ran into
three splits after that, finishing with a score of something like 199.
Garrell said one night "Watch me tonight. I feel sure
of three dollars."
o doubt he was thinking of three dollars someone owed him, as he averaged about 140 for
the night.
On the night we were scheduled to bowl the Hessler
"B" team ( who by the way did not appear) John Darragh rolled a large score-108. However, his average of
150 should console him.
Trainer could have had a better showing only he
bowled on one of his off-nights, and as he only played
one game his average had no chance to grow up.
Koert, Clare, King, Darragh, Barhorst, Donnelly,
Trainer, and Calamia may have a chance next year to win
some of the dollars they missed this year.
Don't forget men, we want every one who possibly can
do so to come ·o ut every night we are bowling. Watch
the Bulletin Boards for the dates. Let us try to win the
"A" Division as we did the General Industries League.
Games
Played
NAME
Harned ... .. ......... ;\
Sunday .............. 14
Romary
·············· 6
McGeaehie ........... 30
Carroll ............... 16
Harra ················ 6
Garrell ............... 32
Shellberg ............ 7
Lambert .. .......... 21
Koert
················ 15
Gunther .............. 31
Clare ... .. ........... 1
King ................ 10
Darragh .............. 4
Calamia
6
Barhorst ............. 15
Donnelly ............ 4
Trainer ..... .. .. .... . 1
.............
Total Pins
564
2584
1086
5322
2743
1024
5303
1164
3420
2398
4945
158
1540
600
896
2210
588
Ave rage
llO
llO
188
184.4
181
177.4
171.4
170. 7
165. 7
166.3
163
159.8
159.5
158
154
150
149.3
147 .3
147
Spares
Strikes
14
Jl
64
35
126
64
21
140
41
80
55
123
3
43
IO
25
60
15
3
54
22
107
57
24
101
23
56
43
93
4
24
12
13
32
9
0
11
T
HE e~ih!tion of the \Yright Aeronautical Corporation m the National Motor Boat Show in
Grand Central Palace last month proved one of
the outstanding features of the entire three floors
of marine display. According to statements from directors of the show, a larger percentage of spectators were
interested in this exhibit than in any other one booth.
The world-famous speed-boat "Teaser," perhaps the
most widely known motor boat in existence, was the
center of the exhibit. Thousands of persons, familiar
thro~gh the press with its thrilling exploits in heating
the time of the Twentieth Century Limited between New
York City and Albany and in its winning of the International Trophy, asked upon their entrance to the Palace
to see this boat. Newspaper men and camera men made
their way first of all to this booth and a check-up of news
items and photographs showed that the "Teaser" obtained more mention in the press than any other boat on
exhibition.
A run-way erected alongside the "Teaser" allowed a
close inspection of the lines of the boat, and the hatchways were thrown back to permit a view of the installation of the powerful 625-650 horse-power Wright "Typhoon" with which the boat is powered. On the bows
was displayed the famed International Trophy won by
the owner, Mr. Richard F. Hoyt, chairman of the board
of the Wright Company, in the Gold Cup Regatta at
Manhasset last fall.
Mounted upon blocks in another part of the booth was
another "Typhoon," about which clustered hundreds of
e~gineers and sportsmen, interested in the most powerful
high speed marine gasoline engine in America. Sales
of six of these engines were announced by Wright officials during the show.
A hoard display alongside the engine showed parts of
the engine unaffected after most grueling tests. Photographs of the "Teaser" in her various speed feats and
races also attracted much attention.
201
or Better
l
5
1
6
3
2
2
0
1
0
1
0
0
0
0
0
0
0
Students from the Guggenheim School of Aeronautics, led
by Prof. Alexander P. Klemin, inspec-ting some
of the Wright-Bellanca wings during
their tour of our plant .
A bird's-eye view of Mr. Richard F. Hoyt's speed boat "Teaser"the world's fastest displacement boat-at the Motorboat
Show. The "Typhoon" engine can be seen amidships.
]
�THE WRIGHT AIRCRAFT BUILDER
PUBLISHED BY THE
WRIGHT AERONAUTICAL CORPORATION
FOR ITS EtytPLOYEES
PATERSO,N,
MARCH,
N.
J. .
1926
�End of this
document
�APRIL. 1926
"THE SUN NEVER SETS ON WRIGHT ENGINES"
Commander John Rodgers, Assistant Chief of the Bureau of Aeronautics, Navy
Department, flying over the harbor of Palm Beach, Florida, in a Vought U0-1
seaplane with Wright "Whirlwind" engine.
No.4
�THE WRIGHT AIRCRAFT BUILDER
Published by
VoL. VIII.
WRIGHT AERONAUTICAL CORPORATION
for its Employees
No. 4
APRIL, 1926
A New Field for the Wright "Whirlwind"
Curtiss "Lark" with Wright "Whirlwind'' Engine Sets Out for
the Red Lake Gold Rush
EW months ago the vast majority of us had
never heard of Red Lake, Ontario, Canada. If
you look in the index to the Encyclopedia Britanica you will find Red Lake, Minnesota; Red
Lake, South Dakota; three or four other Red Lakes, but
no mention of Red Lake in Ontario. On many maps it
is not shown at all, and on the better maps it only appears as a small blue spot in the northwestern section
of Ontario.
All that is changed now. Red Lake, Ontario, is heralded as one of the biggest finds ·o f gold-bearing ore ever
made on this continent. The rush of prospectors and
miners there rivals the great Klondike gold-rush at the
end of the last century. Nothing to compare with it has
ever been seen in the eastern part of the United States
or Canada. Within the space of a few weeks over fourteen hundred gold claims were staked and recorded and
reports indicate that the rush is only just beginning.
So far as we know, however, the gold fever has not
afflicted any of the employees or friends of the Wright
Aeronautical Corporation. The thing that finally caused
us to sit up and take notice was a rush order from the
Curtiss Aeroplane & Motor Company for immediate delivery of one Wright "Whirlwind" engine to be installed
in a Curtiss "Lark" commercial plane, for the particular
purpose of transporting men and supplies back and
forth from the Red Lake District. From now on we all
have a keen personal interest in the Red Lake gold rush.
The Curtiss "Lark" plane which started north on Sunday, March 21st, was purchased by the Patricia Airways
& Exploration, Ltd., which has its central offices in Toronto. This company was formed by a group of prominent Canadians, who have put it under the direction of
Major G. A. Thompson, until recently an officer of the
Ontario Provincial Air Service.
The success of "Whirlwinds" in Canada as well as in
the United States and South America, established the
superiority of the "Whirlwind" clearly in the eyes of
the pilot leaders of this new commercial aviation venture, and led directly to the sale of this engine.
As we pointed out in our January issue, the Curtiss
"Lark" is a real commercial job-simple in construction
and simple to maintain. One of its most excellent featuures is the ease with which the wheel landing gear can
be removed and float landing gear installed. The floats
are furnished by the Curtiss Company at a remarkably
low price.
The Curtiss "Lark" plane is going into service immediately, and will be equipped with skis until the ice
breaks up in the spring, when floats will be substituted
A
Curt~ss "Lark" with Wright "Whirlwind" engine, equipped as a seaplane. The "Lark" for Patricia Airways was flown with
landmg wheels as far as Toronto, where skis were fitted for the journey to Hudson and Red Lake. During the summer it
will he operated with pontoons, as shown in the photograph.
Installation of Wright "Whirlwind" engine in the fuselage of the Curtiss "Lark" biplane.
possible only with an engine of this type.
Note simple and accessible mounting
for service through the summer. The "Lark" will carry
fuel for approximately five hundred miles flying, and
has ample capacity for a pilot, two passengers, and considerable freight. It is reported that approximately
two hundred dollars per passenger will be charged for
the trip from the nearest railway station at Hudson, Ontario, to Red Lake, and one dollar a pound for freight
and express carried. For every passenger carried into
Red Lake it will be necessary to carry an allowance of
food and supplies, since there are no towns within many
miles at which supplies could be obtained.
The Patricia Airways & Exploration, Ltd., takes its
name from Patricia County, which comprises the entire
northwestern part of the Province of Ontario, and is
made up of wild and largely unexplored territory. Some
idea of the size of this area may be gained from the fact
that the Province of Ontario contains 407,000 square
miles. Texas, our largest state, contains only 265,000.
Patricia contains nearly half the area of the Province of
Ontario, and alone is almost as large as the state of
California. The northernmost part of Patricia, at the
shores of Hudson Bay, is over five hundred miles from
the nearest railroad.
Fortunately for the prospector, Red Lake i~ only 150
miles northwest from the town of Hudson, on the Canadian ational Railroad, which is the starting point
of the air route. Hudson is approximately 240 miles due
north from Duluth, Minnesota, and 220 miles due east
from Winnipeg, Manitoba, Canada. It will be interesting to watch developments at Red Lake, as airplane
transportation introduces an entirely new element into
the old game of gold mining.
The trip by dog sled from Hudson to Red Lake takes
at least six days, while the Curtiss "Lark" can make the
same trip in about one hour. The airplane has every
advantage over the older means of transportation. The
"Whirlwind" engined Curtiss "Lark" should make a
conspicuous success.
POLICE!
"Hello, Abe, I understand you married one of the
twins. Why, man, those girls are so much alike, I don't
see how you tell them apart."
"I don't try to tell them apart. It's the business of
that other twin to look out."
HIS FATHER'S SON
"Tell me truly, does the baby really take after his
father?" asked Mrs. Jones.
"Yes, indeed, why, when we took the darling's bottle
away, he tried to creep down the cellar stairs,"
•
�4
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
The "Stinson Detroiter" Cabin Biplane
The Stinson Detroiter
With "Whirlwind" Engine
Front view of the "Stinson-Detroiter." The machine is streamlined throughout and. the exhaust is carried beneath the fuselage, making it possible for
passengers in the cabin to converse easily. The 4 degree dihedral angle m the lower wing makes the plane unusually stable lat era lly.
The landing gear is of the split axle type.
T
HE Stinson four-passenger cabin biplane, shown
in our photograph, is made by the Stinson Airplane Syndicate, of 439 West Congress street, Detroit, Mich. The Wright "Whirlwind" engine, CurtissReed metal propeller, brakes on . the landing wheels, and
electric self-starter, are standard equipment. The span
is 33 feet 9 inches, the length over all 28 feet, the chord
6 feet, the dihedral of the lower wings 4 degrees, the
total wing area 350 square feet, the weight, empty, 1700
lbs. The gas capacity is 76 gallons, the oil capacity
7½ gallons, and .the cruising radius about 500 miles.
The plane weighs 1700 ·lbs. empty and is designed to
carry 1200 lbs. useful load.
The fuselage and engine mount are of welded steel
tubing, the wing spars are spruce and 1he wing ribs are
duralumin. Fabric covering is used throughout. The
landing gear is of the split-axle type, set well forward so
that it is possible to land with the brakes locked and
the wheels sliding without nosing the machine over. The
brakes are individually controlled
5
The Stinson "Detroiter" is designed for carrying either
passengers, air mail, freight, or all three. In operation
it is a one-man machine. The pilot climbs into his seat,
sets the brakes, presses the starter button, warms up the
engine a couple of minutes, releases the brakes and is on
his way.
Safety and comfort are among the leading features of
this machine. Stinson has repeatedly demonstrated the
safety and inherent stability, by flying with hands and
feet off the controls. The cabin is comfortably heated,
and the exhaust from 1he Wright "Whirlwind" engine
being carried beneath the lower wing, the passengers can
converse normally while the plane is in flight. The ease
of ground maneuverability, by use of the individual
brakes, is astonishing. Stinson has no difficulty in taxiing to a hanger, turning at right angles and taxi-ing on in
without any one holding his wings. It is reported the
brakes will stop the plane in 150 feet at 90 m.p.h. taxiing speed. A company is being organized from the
members of the original syndicate to build these planes.
Meeting Lubrication Probletns in the Arctic
C
~ontrol board of the "Stinson-Detroiter." Note the electric light and electric cigar
hghter on the dash-hoard just above the magneto switch. The individual brakes on
each wheel are worked in conjunction with the rudd er bar of conventional design.
Note anti-skid chains on the wheels in order to prevent
sliding on snow covered ground when landings are made
with brakes locked. Photo also shows size of brake drum.
The "Stinson-Detrofter".. wh!ch . is ,,being placed i~ production in Detroit. The machine is of the four_passenger, enclosed cabin type, powered with a
2
0ff horse -power Wright Whirlwmd Mo!or, a C_urt1ss-Reed Me tal Propeller, boasts brakes on the wheels which permit it to come to a stop within 100 feet a
se · st arter on the motor, a heated cabm, a high speed of 125 miles an hour, cruising speed of 105 miles an hour and a landing speed of 45 mile• an ho~r.
OMMANDER BYRD is fortunate in having enrolled among the members of his Arctic expedition, Mr. G. 0. oville, an expert lubrication engineer of the Vacuum Oil Company. Mr. Noville has
made an intensive study of lubrication problems under
extremely low temperature conditions, and has made all
decisions relative to the lubricant to he used and the
methods to be followed for insuring the proper working
of these lubricants. In explaining the steps he has already taken to meet Arctic conditions, Mr. N oville writes
as follows:
"The engines will be lubricated with our standard Gargoyle Mobiloil "B," which will furnish the greatest possible factor of safety in the lubrication of these units
under any possible condition. The oil will be shipped
in five-gallon oans via the S.S. 'Chantier' to Kings Bay,
Spitzbergen, from which point it will be ferried to an
advance base by plane. Extremely low temperatures
are anticipated and every possible precaution is being
taken to insure positive and immediate lubrication upon
starting the engines. To insure the successful completion of the flights, it is, of course, essential that the starting condition be taken into consideration. As you know,
starting an aircraft engine at sub-zero temperatures is a
difficult problem, and various methods have been evolved
by which this starting difficulty could be overcome. The
method which we will probably adopt is one which has
proved successful in numerous cases and is a result of
information obtained from the U. S. Army Air Service,
the Royal Canadian Air Service, the U. S. Post Office
Department, and our own research work in this :field.
"The engines will be entirely hooded by a fire-proof
tarpaulin during the period or periods in which they
are inoperative. The hood will cover the entire engine
and is equipped with a circular drop which extends to
within a few inches of the ground. A gasoline stove
will be placed inside the circular tarpaulin tube and the
heat generated by the stove will be carried to and distributed around the engine. Also during this inoperative
period the engines will be turned over by hand at regular intervals.
"Prior to starting, the Gargoyle Mobiloil will be preheated to a point where it flows very freely and immediately after the heated oil is placed in the oil tank the
engines will be started. The gasoline stoves will have
removed the chill from the engines and consequently we
can depend upon the immediate distribution of the oil
and an immediate building up of the oil pressure. After
each flight the oil will be drained from the engines and
the engines will be flushed out with an extremely light
grade of very low test oil, this in order to remove the
film of heavy oil from the cylinder wall.
"Our experience has shown that an oil of the viscosity
of Gargoyle Mobiloil 'B' is necessary to provide the
greatest factor of safety, a normal consumption figure,
and an adequate pressure under operating conditions.
We anticipate every possible need to provide against any
failure due to lubrication."
"Gee, it's getting so that a fellow has no privacy,"
grumbled Santa Claus as another Polar Expedition
started north.
THE SOURCE OF SUPPLY
"Henry, dear," said his wife, "I wish you would give
up smoking cigarettes."
"But that would be very selfish in me, darling,': replied
her husband.
"Selfish? How selfish?" she demanded.
"Why, it would mean half the fellows in our office
would have to quit smoking too," he explained.
"I know a good joke-have I told it to you before?"
" o, you certainly have not! "-Princeton Tiger.
�THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BuILDEil
Wright Engine Starts Third Season of Back
Country Flying
The Mutual Benefit Association's Banquet
6
T
HE next, and so far the mast ambitious, venture to be carried out by ,the Wright Aero•
nautical Mutual Benefit Association is to be a
big banquet for all Wright Company employees. It will he held in the Grand Ball Room of the
Alexander Hamilton Hotel in Paterson, on or about
May 6th. The banquet is to be informal. Mr. J. F.
Prince has accepted the particularly important task of
arranging for the presence of speakers and guests of national importance. As soon as these arrangements have
been completed, the date of the banquet will he definitely
announced. We know already that the announcement of
the list of speakers will be sufficient to insure an extremely large attendance.
The only persons invited to this banquet will be employees of the Wright Aeronautical Corporation, the
speakers, and a few distinguished guests. The committee would be grateful if members of the Mutual Benefit
Association and other employees would keep this in mind
when telling ·their friends and acquaintances about the
banquet. We believe this to be the best way to avoid
the painful task of turning down a lot of requests from
outsiders for reservation of places at the banquet.
Arrangements for broadcasting the speeches made at
the banquet will be made by Messrs. H. F. Keil and C.
L. Roloson. The importance of the speakers is certain
to arouse public interest in this vicinity, and to enlist the
co-operation of the broadcasting sta·tions should not be
difficult.
GETT! G RID OF DEAD LOAD
Huff-Daland "Petrel" with Wright "Tempest" engine, operating all winter on
skis on the . Gaspe Peninsula, Quebec. Seven feet of snow and temperatures down to thirty degrees below zero were encountered regularly by the
Fairchild Aerial Surveys Company of Canada, Limited.
EXTREMELY interesting letter has recently
been received from Mr. Elwood Wilson, vicepresident of the Fairchild Aerial Surveys Com
pany of Canada, Limited. For two years Mr.
Wilson's company has been operating a Huff-Daland
"Petrel" photographic machine with one of our 200 h.p.
engines on difficult and hazardous photographic work
over rough and broken country all through the eastern
part of Canada. The mapping for the Abitibi Southern
Railway to which he refers was carried out far away in
the wilds to the north of Lake Huron. Lake Abitibi
itself lies on the border between Ontario and Quebec,
about four hundred miles north of Toronto, or four hundred and fifty miles north of Buffalo, . Y. The Gaspe
Peninsula to which he refers is located on the right side
of the St. Lawrence River at its mouth, and projects into
the Gulf of St. Lawrence. The Abitibi district and the
Gaspe Peninsula are almost a thousand miles apart by a
straight line.
The work done by the Fairchild Aerial Surveys represents one of the most interesting and one of the most efficient and economical commercial uses of aviation.
Surveys carried oul by any but the aerial photographic
method in these distant and wild sections are extremely
slow and expensive. The aerial photographic survey is
quick and very much cheaper. The combination of the
Wright engine, the Huff-Daland "Petrel" plane, and the
expert handling of the Fairchild Aerial Surveys men
seems to have solved the problem of continuous operation under conditions which are even more hazardous
than those encountered by the pilots of the air mail.
Mr. Wilson writes as follows:
"This machine went into service in the spring of 1924.
It flew about two hundred hours during that summer,
doing aerial photographic work. The most notable job
A
(Continued on Page 9)
Messrs. Gemme and Beatty have taken charge of the
problem of providing music and entertainment. They
will get first-class talent for us if anyone can.
Particular attention is invitea to the strong and determined character of the sub-committee on ticket sales:
Messrs. H. F. Keil, A. G. Carlson and A. G. Black. The
arrangements for the sale of tickets are particularly
clear-cut. About three weeks before the banquet every
employee in the shop and in the office will receive a
single ticket in an envelope. The name and number will
be printed on each ticket. During the following two
weeks employees wishing to attend the banquet are to
hand over the price of the ticket, which is just one dollar,
to the foreman of ·t heir department. Employees who
are sure they cannot attend the banquet have only to
hand over their ticket to the foreman, or turn it in at the
timekeeper's window in the office. On April 15th, a
final round-up will he made and the foreman in each department will either collect the money for the tickets outstanding or obtain the return of the ticket. This is abso1utely necessary in order that the committee may know
how many personf are to be provided for at the banquet,
especially as valuable souvenirs are going to be provided
for everyone who attends.
Messrs. Roughley and Lamker are in charge of the
seating arrangements at the banquet, and the provision of
the necessary nourishment. They would appreciate suggestions, especially from persons who are good enough
to bear in mind the difficulty of providing each of six
hundred persons with his or her favorite kind of ice
cream.
Carelessness and Eye Hazard
Where reliable equipment counts. A winter scene
in the Gaspe Peninsula, Quebec.
was the preliminary reconnaissance map for the Abitibi
Southern Railway, over a distance of two hundred and
thirty miles of very difficult country, none of which had
been mapped. A record in rapid reconnaissance was
established; the maps of the country with the preliminary location of the railroad marked on them were ready
within something under four months from the date of
signing the contract.
"That same season your engine established a non-stop
flying record for Canada, from Hamilton, Ontario, to
Three Rivers, Quebec, a distance of somewhat more than
five hundred miles, in five hours flat. A rather interesting and somewhat exciting incident occurred on this
trip. In landing to take on gas in Toronto, it was necessary to go into the inner harbor, and as the Huff-Daland
has little steerage way on the water until .the engine has
been opened up wide, it was necessary for the pilot's
companion to stand out on the end of one of the floats
and steer with a canoe paddle. When leaving the harbor
the pilot saw a steamer coming in, and without warning
opened up the engine. His companion found himself
standing on the tip of the float paddling in the air about
sixty feet off the water, and by the time he could crawl
along the float and climb into the fuselage, the plane was
over a thousand feet in the air.
7
N
r
OW is the time to start protecting your eyes. Tomorrow may be too late. Ask some of the men
who have had their eyes injured during the last
two months what they think about eye protection. Ask them what they think about when they lie
awake in bed with the pain of an injured eye, or walk
the floor at night nursing it.
Consider that during December, January and February
alone, twenty men had to go to the doctor with eye injuries which resulted from carelessness. Sometimes it
is the careless man who is the sufferer and sometimes it
is someone else who suffers from his carelessness. Look
over the following list of accidents carefully:
Dec. 2nd-Eye irritation from cutting oil.
Dec. 3rd-Chip struck eye while turning magneto
coupling.
Dec. 4th-Chipping piece of iron for wing floats. One
piece of emery struck eye.
Dec. 10th-Man was getting work from beside a
grinder when chip of emery or aluminum struck eye.
Dec. 16th-While repairing machine from rear of
same the operator blew chips in repair man's eye.
Dec. 17th-While drilling, some chips struck eye.
Dec. 17th-Piece of emery struck eye when grinding
tool for screw machine.
Dec. 21st-Grinding tool for planer, emery or steel
chip _struck eye.
Jan. 12th-Piece from turning job in lathe struck eye.
Jan. 13th-Same.
Jan. 13th- Chipping from wheel. Emery struck eye.
Jan. 27th-Passing near machine. Chip was blown in
man's eye.
Jan. 30th-Machining cast iron bushing when chip off
same struck eye.
Feb. 3rd-Blowing out crankcase. Chip struck eye.
Feb. 10th- After smoothing inside of crankcase man
blew chips in his eye.
Feb. 18th-Two accidents while working on production grinding.
Feb. 15th-One accident from chip flying from piece
while drilling.
Feb. 15th- Accident from grinding tool.
Feb. 15th-Accident from production grinding.
These men have been lucky enough so far not to lose
the sight of an eye. We may not continue to be so lucky.
YOU CAN SEE THROUGH
GOGGLES
BUT NOT THROUGH
GLASS EYES!
�8
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
9
The Consolidated Aircraft Company's
Training Plane
T
HE machine shown in our photograph is a
two-seater tandem, single-bay biplane, convertible for either land or water use and
adaptable to a variety of purposes. The
makers have equipped machines of this design with the
Wright "Hispano" 180 h.p. engine for the Army. The
most recent model is powered with the Wright "Whirlwind" engine, and is used by the Navy for flight and
gunnery training. It is made by the Consolidated Aircraft Company of Buffalo, N. Y.
This company was organized by Major Reuben H.
Fleet, who is its president, with the purpose of specializing in the manufacture of training planes. Major Fleet
was one of the few civilian pilots on the west coast who
learned to fly before the war. Before the United States
entered the war he had enrolled to take a course of military flying at San Diego to supplement his previous
civilian training. He was stationed at a number of
training centers, and was sent abroad to study training
conditions. After the war he was sent to the Engineering
Division at Dayton to specialize on training equipment.
The chief engineer, Lt.-Col. Virginius E. Clark, had
also specialized in training planes. Col. Clark is a graduate of Annapolis, and took a post-graduate course in
aerodynamics at M. I. T. He was stationed at training
centers part of the time during the war, then at Dayton.
He later became chief engineer for the Dayton Wright
Company and continued the design of training planes.
The first contract the new organization obtained was
for twenty side by side training planes. Their next contract was for fifty tandem training planes for the Army
Air Service. This contract was unusual in that it called for
building in units of ten only. Several of each unit of ten
were flown for many hours and then the changes thought
advisable were incorporated without extra expense to the
government in the succeeding units. On the completion
of this contract an additional contract for 100 was
awarded them by the Army. When the Navy was considering the purchase of training planes last fall, the
Consolidated Company built a new model, incorporating
the special characteristics desired for naval training. A
contract for forty of these planes to he powered with
Wright "Whirlwind" air-cooled engines was awarded
them by the avy.
The three outstanding characteristics of the Consolidated training planes are safety for personnel, rapidity
and thoroughness of training and ruggedness of construction to withstand the hard training uses. Actual results
have proved the value of these outstanding characteristics. The number and severity of injuries during training has been reduced. The length of time required for
training has been reduced 25 per cent. and the students
trained on these planes have stood high in their tests.
The cost of up-keep for these planes is a minimum.
In going over the construction of these planes the ruggedness and durability are constantly apparent. From
- the leading edge, with its heavy reinforcement, clear to
the tail skid, every item has been designed for strength
and long wearing features. Dozens of the parts have
been designed for multiple use in various parts of the
plane. For instance, one one-half-inch bronze clevis pin
is used in fifty-four places on the plane. All steel parts
are protected from rust, most of them by the cadmium
plating process.
It is interesting to note that all the heads of the Consolidated Company are experienced pilots. Major Fleet
is their test pilot. Col. Clark does considerable flying
and Mr. ewman, the factory manager, and the assistant
factory manager are also pilots and fly frequently. It
is noteworthy to see this company, which was organized
specifically for the purpose of building training planes,
make such a success in their chosen line.
The Consolidated training biplane fitted with float landing gear and rear cockpit with gun mount for special training over
water and in gunnery and observation work.
Visitors to Our Plant
Wright Starts Third Season
N March we were honored by a visit from Major
Conrad Biddlecomh, deputy director of Civil Aviation of England, who is in this country with Sir
Sefton Brancker, air vice-marshal and director of Civil
Aviation for Great Britain.
Mr. Kreider, of the Kreider-Reisner Aircraft Company
of Hagerstown, Md., also paid us a visit. Mr. Kreider's
company is developing a light airplane around the
Wright "Morehouse" engine.
A visit was paid us by Mr. Bennett, second in command of the Byrd Arctic Expedition, and Mr. N oville,
third in command of the Byrd Arctic Expedition, who
has contributed an interesting letter on lubrication
for this issue of the WRIGHT AIRCRAFT BUILDER. Mr.
Bennett flew with Commander Byrd on the McMillan
Expedition of 1925.
First Lieutenant Charles Morss of the Massachusetts
National Guard, also visited our plant. Lieutenant Morss
is engineer officer of the Boston Air Port.
"During the winter of 1924-1925 we operated (all
winter) on skis, over forest areas where the machine had
to be left out all night and was frequently covered with
snow or sleet. Little difficulty in starting was experienced
and flying was carried out at temperatures down to
thirty-five degrees below zero. In January of this year,
1926, the plane flew to the extreme end of the Gaspe
Peninsula from a point above Ottawa, a distance of six
hundred and forty miles, which is probably the longest
winter flight ever made in Canada. Flying is ·b eing carried on in the Gaspe Peninsula under the most difficult
and dangerous conditions of country, owing to the high
hills and almost complete absence of lakes or open country on which to land.
"Your engine has required very little overhauling, and
in the whole time of service I think that there has been
only one forced landing, due to condensation of water in
the gas tank in extremely cold weather. The service you
have given us on this engine has been excellent, and has
helped us materially to carry out contracts as rapidly as
possible and at reasonable prices; and there is nothing
that will hold a customer more than cheerful and efficient
service.
"We ·hope to be able to continue to use your equipment and will keep you informed as to any other interesting details of the use of your engine.
"Few people realize what it means to carry out flying
in forest areas hundreds of miles away from any possible
help in case of accident, and it is easy to see what a
comfort it is to a pilot to have an engine in which he has
confidence."
I
CONSCIENTIOUS
A Philadelphia man called up a bird store the other
day and said:
"Send me 30,000 cockroaches at once."
"What in heaven's name do you want with 30,000
cockroaches?"
"Well," replied the householder, "I am moving today
and my lease says I must leave the premises here in
exactly the same condition in which I found them."
The Consolidated training biplane equipped with landing wheels and two standard open cockpits for flight training on land.
THE HUMAN ALARM
"Ethel," said Pa, "I think that 'bashful young feller of
yours is out on the porch, tryin' to make a call."
"Why, Pa," exclaimed Ethel, "I didn't hear him ring."
"Neither did I," acknowledged Pa. "But J heard his
knees knockin' together."
(Continued from Page 4-)
An officer on board a battleship was drilling his men.
"I want every man to lie on his back, put his legs in the
air, and move them as if he were riding a bicycle," he
explained. "Now begin." After a short effort one of
the men stopped.
"Why have you stopped, Murphy?" asked the officer.
"If you plaze, sor," was the reply, "Oi'm coasting."
�GOOD
t-..J1GH't' ~
~E.. 'LL
1-4 A'1c..
VvA1-r'
A
11
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
10
A Rich Mixture
10
Attention Mr. Volstead
We Are Honored
Gentleman:
I wish to buy a Plane that has a wing spread of 38 to
40 ft. must Carry at least 150 to 200 Gals. of Gas and
have a speed from 50 to 190 miles an hour and must an
all metal bullet Proof Plane and must have a color that
no search light can Detect and must be able to, at least
30 to 40 cases which 985 lbs. and also must travel at least
1,500 miles on 200 Gallons of Gas as my work is a dangerous job I only work at night I might as tell you what
it is well it boot L? Now as you no thats the kind of
Plane I want I will Pay from 1,500 to 3,500 spot cash
for it and just as soon as I hear from you I come and
get it now talk quick as I dont have time to monkey
around first youve got to show me your Plane will do
190 miles and it is bullett Proof. I am,
Dear Mr. Cautley:
You probably will be one of those who will join the
Easter parade on Fifth Avenue. The parade is significant in that it is a self-reflection of the taste of New
York's better dressed men and women. We predict a
very brilliant show this year, and while we are not
necromancers of weather we are prophets of style.
To discover and to honor taste in cloLhes is Lo sponsor
the things easily overlooked by the many and easily recognized by the cognoscenti.
We covet that privilege of showing you suitable clothes
for Easter or for Spring. Will you not come in at your
convenience?
Sincerely yours,
~ t:.W
Yours truly,
FINCHLEY,
Edmund L. Goodman, Pres ident .
We hope no one will rea1ly mention this to
Mr. Volstead. We arc sure the writer sent us this letter with the
best intentions, even though he underestimated slightly the cost
of constructing a high speed airplane.)
(EDITOR'S
--rHE CLOCK RUSHERS .
JF?w, lLA~
.,
•; -
C)Hl2b Bl NEA SERI/ICE. INC
Bowling
Somebody Used His Head
Final Standing in the Shop League
A Novel Idea in Airplane Racing Rules
Materials Department finished in first place in the
Shop League by a considerable margin. The Accounting
Department and the Machine Shop tied for third place.
As the third prize is only a wooden medal, they have not
yet decided whether to bowl off this tie or not.
The high team score for one game was 960, made by
the Experimental Department. The high individual score
for one game was 246,' made by I. J. Gunther. Final
standing in the Shop League is as follows:
Games Played
Materials . . . . . . . . . . . . . . . . . .
Experimental ................
Accounting .................
Machine Shop ..............
72
72
72
72
Won
45
41
30
30
Lost
27
31
42
42
In the preliminary announcements of the British
Light Airplane Competition for 1926 we find the main
limitation is that the weight of the engine shall not exceed 170 lbs.
The -traditional method of limiting the size of engines
built for automobile and airplane competition has been
to limit the piston displacement. Our British friends
seem to have hit upon an ingenuous method of encouraging weight reduction as well as volumetric efficiency in
light plane engines.
Rules committees for races would do well to consider
the new British idea.
Who was that peach I saw you with?
She wasn't a peach, she was a grapefruit.
Why grapefruit?
I squeezed her and she hit me in the eye.
OTE:
There is a widespread belief in Detroit, Mich., that a
band of airplane liquor smugglers has been operating on
a big basis on the outskirts of the city. This belief was
partly substantiated early in March by the capture of an
abandoned airplane about three miles out on the ice on
Lake St. Clair.
The plane contained ten burlap bags of choice whiskey, about two hundred and forty quarts in all. Reports
in the press indicate that the pilot had run out of fuel
while fighting his way against the wind and snowstorm,
and had gone for a fresh supply of fuel when someone
telephoned the local revenue officers, who promptly set
out in ice boats with the Detroit police and captured
the plane.
The plane, which was a Curtiss "Jenny" with a
Wright-Hispano engine, was in perfect condition except
for a broken tail skid.
Pert Young Thing: "Don't. you think there should be
more clubs for women?"
Grumpy Old Thing: "Oh, no! I should be inclined to
try kindness first."
ASK THE BULL
He was being medically examined preparatory to taking out an insurance policy.
"Ever had a serious illness?" asked the deputy.
"No," was the reply.
"Ever had an accident?"
" o."
" ever had a single accident in your life?"
" ever, except last spring when a bull tossed me over
the fence."
"Well, don't you call that an accident?"
"No, sir! He did it on purpose."
Dear Mr. Goodman:
We are enclosing a photograph showing our attire for
the Easter Sunday parade. We had a gooJ laugh, and
feel we must share it with our friends. We hope you
don't mind.
Yours very truly,
RANDOLPH CAUTLEY,
E d itor, Wright Airc raft Builde r .
"Why aren't there parking places for pedestrians?"
asks a motorist. He forgets our commodious cemeteries.
�THE WRIGHT AIRCRAFT BUILDER
PUBLISHED BY THE
WRIGHT AERONAUTICAL CORPORATION
FOR ITS EMPLOYEES
p ATER&ON, N.
APRIL,
1926
J.
�End of this
document
�HAME
l?ORWAh.
President
THE SU
E
~
RIGHT ENGINES
The "Whirlwind" Engined "Lark~' of the Patricia Airways
& Exploration Ltd., on the Red Lake Route in the Wilds
of Western Ontario, on _Skis in the April Snows.
�2
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
"Around the Joy Stick"
"The motor car wilJ eventually drive people underground," says a traffic expert. It does that now if it hits
a man hard enough.-Punch.
"Does 'at smile mean you forgive me?"
"Stay away, niggah; I'se just smilin' to rest mah face."
-Orange Owl.
An authority on words states that an airplane should
always be referred to as "she." Does this apply also to
mail planes ?-Southern Lumberman.
You needn't wait for a great occasion to die for a
principle. Just try preserving your right of way.-Washington Post.
Old Mrs. Jones was about to embark on her first airplane ride and, naturally enough, was a bit timid about
the adventure.
" ow, before we start, young man," she cautioned the
pilot, "I want it distinctly understood that we're not to
get out of sight of land."
We have an inquiry from a citizen who wants to know
where the population of this country is the most dense.
That's an easy one-from the neck up, brother.-New
Yark American.
. That Prince of Wales is a lucky bird. Suppose, for
mstance, that he had taken up aviation.-Davenport (la.)
Democrat.
Traffic Judge, 1950: "Wrong side of the cloud, eh?
Fifty dollars and costs. "-Baltimore Sun.
Sometimes we doubt whether man's descent from the
monkey has started yet.-Portland Oregonian.
Onlooker: "Surely, Mose, you don't expect to catch
fish in that stream?"
Mose: "No, sah, I don't expect to. I'se just showing
my old woman I had no time to turn de wringer."Good Hardware.
It is ·h oped that Moscow, hearing American jazz by
radio for the first time, will not be deceived into thinking
its political ideas are taking hold.-Detroit News.
Mike (buried in cave-in) : "Blazes, man, be careful
how you handle that shovel. You hit my leg twice."
Pat: "Say, if you can do this any better, come up here
and dig yourself out."-Allston (Mass.) Recorder.
"Ah shuah does pity you," said a colored pugilist to
his opponent as they squared off. "Ah was bohn with
box.in' gloves on."
"Maybe you was," retorted the other, "and ah reckon
you's goin' to die de same way."
Some find their poverty galling and some don't attend
the automobile shows.-]ackson (Mo.) Clarion-Ledger.
Impatience has prevented many a fellow from taking
a firm root in the soil of success. Don't expect to reap
the moment you sow.
Teacher: "Willie, what is an alcohol lamp?"
Willie: "That's Pop's eye when it has a dark circle
around it."
Every real American has two real ambitions, first, to
own a home; second, ·to own a car to get away from
home.
"Mister," said a small boy whose nose reached just
above the edge of the counter, "do you sell radios?"
"Yes, my lad."
"Well, if I tell you who ain't got one will you gimme a
loud speaker?"
Magistrate: "You say the officer arrested you while
you were quietly minding your own business?"
Prisoner: "Yes, your woi-shi p."
"You were quietly attending to your own business,
making no noise or disturbance of any kind?"
"None whatever, sir."
"It seems very strange. What is your business?"
"I'm a burglar."-Tit Bits.
Parson:
Robert?"
Bobby:
Parson:
Bobby:
"You love to go to Sunday school, don't you,
"Yes, sir."
"What do you expect to learn today?"
"The date of the picnic."
Too bad Cy Caldwell didn't hear about this before he
decided to go into business:
" ew Haven, Conn., March 2.-Baby carriaae manufacturers in this city say that birth control and the use
of the automobile to give babies an airing has decreased
the demand for carriages.
Frank Adams, president of the Ideal Carriage Company, said today that until the last few years a young
married couple could be depended on to have two or
three children.
ow, he said, one child seems to be the
rule, and even the one sometimes is not born until three
or four years after marriage."--N. Y. Herald-Tribune
March 3, 1926.
'
"I'm afraid, my friend," said the lecturer, interrupting
his address to point an accusing finger at a little man
who was yawning in a front seat, "that you are not following me closely."
"I'm not a friend of yours," replied the man, truculently, "and I'm not here to listen. I'm waiting to put
out the lights in the hall."
At the end of the season the huntsman went around
paying for damages done to fields and so on. In one
farmhouse he found only the wife at home.
"Has your husband made any examination yet?"
"That he has, sir," replied the woman.
"Rather a cursory examination, I suspect."
"O, dreadful!" exclaimed the woman. "Such language
I never thought to hear."
Published lYy
VoL. VIII.
WRIGHT AERONAUTICAL CORPORATION
for its Employees
MAY, 1926
THE ACHIEVEMENT OF A LIFETIME'S
AMBITION
C
OMMANDER BYRD'S brother, Harry F. Byrd, the Governor of Virginia, says
that "Dick has always been lucky." After all, the achievement of a life's ambiLion comes to but few of us, whatever our efforts, and its achievement at the
age of thirty-six is rare indeed.
Richard Evelyn Byrd is lucky. In becoming Lhe first man Lo reach the North Pole by
air he achieves an ambition he has cherished since childhood. And the rest of us, who
know of his dreams, his struggles, his faith, his enthusiasms, his difficulties, his disappointments, his persistence-the rest of us are supremely glad in his triumph.
Very early in life, while reading the works of the Arctic explorers, Byrd decided that
he wanted to be the man to discover the North Pole. At the age of nineteen, while he was
still a student at the United States Naval Academy, he was bitterly disappointed when he
learned that Peary had already discovered the Pole, but his ambition soon reasserted itself
in the desire to be the first man to reach the Pole by air. Since then he has spent most of
his spare time studying the problems of air navigation in the Arctic regions.
Other men have been discouraged by the very experiences which Byrd has used as
stepping stones to his success. He was in the Arctic last year with MacMillan. Although
flights totalling some 3,000 miles were made under the most adverse conditions, the results
obtained and the dangers discovered caused MacMillan and other members of the expedition to give up the idea of using the airplane for Arctic exploration. Byrd, however,
analyzed the problem, decided to use a different type of plane and engine, and started
doggedly to work on arran~ements for the 1926 expedition. He realized that he had already
gained two tremendous advantages: one in having tried out and verified new and vastly
improved instruments for accurate air navigation in the Arctic; the other in having gained
valuable experience for his pilot, Floyd Bennett, and himself in the art of piloting planes
in the Arctic. So firm was his conviction that he could demonstrate the complete practicability of Arctic air navigation, that he succeeded in imparting some of his own enthusiasm
to a group of distinguished American capitalists, who raised the funds which made the
1926 expedition possible. From that time on Byrd solved his remaining problems with
characteristic determination, skill and resourcefulness, until at 4 :20 P.M., Sunday, May
9th, he landed his big three-engined monoplane at King's Bay, reporting to the anx10us
crowd the achievement which made his name ring around the world.
No. 5
�THE WRIGHT AIRCRAFT BUILDER
4
THE WRIGHT AIRCRAFT BUILDER
5
Wide World Photo .
On board the good ship "Chantier." Commander Byrd shows his arctic clothing to a group of
distinguished men, including John D. Rockefeller, Jr., and Theodore Roosevelt.
Wright "Whirlwinds" Carry Cotntnander
Byrd to North Pole
A new landmark in the history of aviation: an added milestone in the
progress of geographic science: Lieutenant Commander Richard E. Byrd,
USN, makes the world's first airplane flight to the North Pole and back.
T
HIS achievement is one in which all Americans can
take unqualified pride. Like Peary, Byrd is a
thoroughly American product: descended from
the oldest American stock, born and raised in the oldest
aval
American state, educated at the United States
Academy and trained for years in the United States
Navy. Commander Byrd and his pilot, Floyd Bennett,
gave to the expedition all the personal qualifications
necessary for its success. America's supremacy in orth
Polar exploration, first established by Peary in 1909,
is brilliantly re-established by Byrd in 1926.
Commander Byrd's flight to the Pole and back to Spitzbergen represents the first successful long flight in the
Arctic regions. At the same time it represents the first
use of absolutely up-to-date modern equipment of the
highest quality in Arctic flight. Therein may lie the
secret of its success. The Bumsled sun compass and the
Byrd bubble sextant, coupled with Commander Byrd's
expert manipulation of these two instruments, enabled
him to fly a true course to the Pole and back, where
older types of navigational instruments, such as the magnetic compass, would have failed him miserably. The
giant "Fokker" monoplane with its three Wright "Whirlwind" engines gave him a cruising radius and a margin
of safety which has never been approached in older
types of flying machines.
ot only are the "Whirlwind"
engines free from all cooling troubles to which older
types of engines would be subject in the Arctic, but their
Wing of the giant "Fokker" monoplane being hoisted on board the '·Chantier,'' shortly
before she sailed for Spitzhergen.
low instaJled weight made it possible for Byrd to carry
more fuel. Their economy of fuel and low headresistance in the plane made it possible for him to travel
further on the fuel which he was able to carry. The
perfect reliability of the engines, and the fine flying
qualities and load carrying ability of the Fokker
plane made the combination required to free the minds
of the fliers from anxiety about the flight itself; enabling
them to give their attention to navigation and to observation of Lhe Lerritory over which they were flying.
Commander Byrd and his pilot, Floyd Bennett, took
off in the big monoplane from the specially prepared
runway at Kings Bay, Spitzbergen, at 12 :50 a.m. Green'"iich time, on Sunday, May 9th, which is full daylight
at this time of the year in the Arctic. Just fifteen and
one-half hours later, or at 4:20 p.m., Sunday, May 9th,
Greenwich time, he landed again at King's Bay amid the
cheers of the people of Spitzbergen, his fellow explorers
of the Amundsen-Ellsworth expedition, and the personnel
of his own expedition.
Commander Byrd's decision to start on May 9th, six
days ahead ?f his earliest scheduled flight, was deter-
mined partly by his ambition to be the first to fly over the
Pole and partly by the perfect weather then prevailing.
The whole trip of fifteen and one-half hours was made
in sunlight without the slightest trace of fog. Accurate
observations wilh Lhe sun compass and bubble sextant
could be made continuously. There were three magnetic
compasses in the plane, but they were found to be quite
useless after reaching high latitudes.
Commander Byrd's de8ision to fly direct to the Pole
instead of first establishing a supply base at Cape Morris
Jessup on Peary Land,_was based on the fact that it is
much more dangerous to land on unknown ground with
a heavy load than it is with the plane 1-ightly loaded. By
flying to the Pole first and then to Peary Land he would.
use up a lot of his gasoline, and thereby greatly lighten
the load of his plane. However, everything functioned so
well on the trip to the Pole, that Commander Byrd took
no chances on landing on unknown ground and flew
straight back from the Pole to Spi-tzbergen, following
a straight course somewhat to the east of the course by
which he flew up. Flying at an altitude of 2,000 to
3,000 feet, Byrd thus explored an area of some 160,000
�THE WRIGHT AIRCRAFT BuILDEil
7
THE WRIGHT AIRCRAFT BUILDER
6
Wid e World Photo .
C
d
Byrd shows his bubble sextant, a navigational instrument invented by himself
ommae:p::ially for air navigation. Lo a gro~p of distinguished guest,: . O~ the extreme
left, our own T. Harold Krnkade, better known as Doc.
square miles, and established the tolal absence of any
land in this entire area.
.
Commander Byrd is now free to concentrate his energies and equipment on a still greater venture, the ~xploration of the unknown area to the northwest, lymg
largely between the Pole and Alaska. He. has_ demonstrated that his big Fokker monoplane with its t~ree
Wright "Whirlwind" engines can _make a non-_sto~ fhght
of 1600 miles without the least difficulty. This distance
is sufficient to carry him from King's Bay, Spitzbergen,
to Point Barrow, Alaska, or to take him on a wide loop
over the unexplored area and back to King's Bay. ~n
either case the achievement will be of even greater dif ·
fi.culty, gre,ater importance, and greater scientific inter~st
than his flio-ht on May 9th over the orth Pole. The
discovery of land in the unexplored area will probably
lead to further modification of Commander Byrd's plans.
The presence of islands of good size, easy to locate f ~om
the air, and provided with suitable area f?r safe l~ndmg,
will make it possible for Byrd to establish an airplane
base within the unexplored area and carry out the. most
rapid and extensive Arctic exploratio~s in _the histo:y
of the whole world. Brilliant as is his achievement m
flying to the Pole and back and exploring 160,000 :quare
miles of Arctic territory, the discovery of land m the
unexplored area would be a still more brilliant achievement and would undoubtedly carry Byrd's name down
through the ages as one of the greatest explorers of all
time. Our fondest hopes ahd utmost wishes go with
Byrd on his next flight into the Arctic regions.
.
Byrd's achievement has brought hefore the pub_hc ~he
fine spirit of fellowship of Arctic explorers and sc_ientists
the world over. Telegrams, cablegrams, and radio messages of congratulation have pour~d i~ ~rom almost
every country in the world. Capta_m ~ilkms, held up
at Point Barrow by bad weather, with his Fokker plane
with three Wright "Whirlwind" engines, similar to that
used by Byrd, sent a message of hearty congratulation
to Byrd by radio. He also sent out a weather rep?rt to
Captain Amundsen, waiting at King's Bay for smtable
weather for his flight across the Pole to Point Barrow
in the dirigible "Norge." Captain Amundsen and Mr.
Ellsworth at King's Bay were overjoyed upon Byrd's safe
return.
Commander Byrd's courage is matched only by his
modesty. In an interview just before he started on the
fight, Commander Byrd said of his crew: "Whatever
the expedition may accomplish, I can regard myself as
only a titular head and as a trustee for these men, for
it is they . who have done the work and who should get
the credit. Those who have watched us at close hand can
attest that it is not a one-man expedition. It is a fiftyman expedition, and every one of the fifty has as much
ri ght to be proud of it as any other."
Contrary to the popular impression, the cold weather
is not the chief danger of Arctic flying. Temperatures
recorded by Arctic explorers so far are no lower than
those commonly encountered in winter in Iorth Dakota,
Montana and interior parts of Canada. They are not so
low as those encountered by aviators attempting altitude
records. A much more serious danger lies in the fogs and
clouds that are prevalent in the Arctic during the summer.
As a matter of fact, both Byrd and Wilkins have done
their best to start their expeditions early so as to be able
to do most of their flying in April and May while the
weather is still cold and clear. By this means they will
avoid the d~nger of getting lost in fogs, will he able to
do more effective exploration, and will avoid the dangers
due to landing in soft snow or on soft ground after the
thaws begin: dangers which have already resulted in accidents to Wilkins' two planes at Fairbanks, Alaska.
The real dangers of the Arctic are connected with its
unexplored and un_inhabited character, and with the
roughness characteristic of the ice-covered sea
which composes so much of the Arctic area.
These conditions make a forced landing the one thing
above all to be avoided, and point directly to the advisability of using a thoroughly modern plane with three
air-cooled engines.
When the aviator experiences trouble which makes
a landing necessary he has no maps to lead him
He must
to the nearest emergency landing field.
choose his own spot for landing amid a broad white
waste which all looks more or less alike from flying
altitudes. When he gets low enough to discover that the
spot chosen is not suitable for landing, he may be already so low that he has no choice but to land there anyhow. Landing itself will he fraught with danger because
it is difficult to judge one's height above the blank whiteness of snow and ice. To help solve this problem, Byrd
carries smoke bombs in his equipment.
Once landed, the dangers are greater than ever. The
fliers may be hundreds of miles from the nearest human
habitation, with only an approximate idea of the direction in which they must go and the distance they have to
travel. They must pick their way, alone, tediously, on
foot, without any hope of assistance. They must pull
their own supply sledges where an explorer setting out
on foot would have dogs for this purpose. They will be
exposed to Arctic blizzards and bitter winds with a minimum of equipment. Their supplies will be hardly sufficient to last them for the long journey to their base,
even if they do not lose their way or meet an insurmountable obstacle. The going over the ice-covered ocean will
be rough, difficult and tedious. At any moment temporary breaks in the ice may appear barring their way with
stretches of open water. To cross these they have only
a flimsy sort of temporary •b oat made like an air mattress. They will be without medical attention and without aid in case of accident. The odds are heavily against
them.
Commander Byrd is well aware of all these difficulties.
To offset them he has his own matchless skill and indomitable courage, the efficiency of his big Fokker monoplane,
the reliability of his three Wright "Whirlwind" engines
and the excellence of the new navigational instruments
which he is taking with him.
A practical idea of the time advantage to be gained
by the use of aircraft in the Arctic regions can be obtained by comparing Byrd's trip with Peary's Arctic
dash in 1909. Peary, although aided by dog teams and
Eskimo helpers, was out of touch with civilization for
429 days, or more than 14 months. Byrd, accompanied
only by Floyd Bennett, his pilot, was away from his base
at King's Bay for only 15½ hours, in which time he
actually explored a greater area than Peary did in a
year and two months.
Both Byrd and Wilkins hope to establish the practicability of Arctic flying so firmly that many of the
international air lines of the near future will follow the
shortest possible routes, directly across the Arctic ice.
It is conceivable that more of the Arctic's secrets will
be revealed during this summer alone than have been
revealed by all previous explorations during hundreds
of years.
Equipment of the Byrd Arctic Expedition
T
HE Byrd Arctic Expedition sailed from the Brooklyn
avy Yard on April 6th on board the SS
Chantier. As the hopes of this expedition are centered in the big Fokker monoplane with three Wright
"Whirlwind" engines, the equipment of this plane is of
great interest.
Every detail of the airplane's equipment has been carefully thought out. Special cowling for the three engines
was constructed and installed by this corporation. The
pilot's cockpit is completely protected and a double set
of controls is installed. The latest type of earth inductor
compass is set above the pilot's head and below him the
cockpit is fitted with racks for provisions and spare parts.
The forward section of the fuselage is devoted to wireless equipment, with a trailing antenna extending from
the floor of the plane. Back of the operator's post, on
either side of the fuselage with a narrow passageway between, are two extra gasoline tanks each containing 110
~allons. Behind these tanks are stored the provisions.
On the walls of the fuselage, set in light metal racks, are
· rifles for use in hunting game, cameras, plates, and reels
of film, and scientific instruments. Further aft in the
cabin is a raised observation platform with a manhole
in the top of the fuselage, from which the observer will
take his sights, make photographs and observations. 'Dhe
plane is equipped with skis for landing on snow or ice.
-~ - - - - - --- ~ ~ - ~ - - - ~ - - ~ - - - ~ - ~ ~ !
�f'OL ·
1 - - --
---------,LCO~
0 " AW
Process Chart of
Raw Materials
for a Modern
Aircraft Engine
A '·Whirlwind" on the electric dynamometer test stand.
Only a part of the elaborate equipment required
for our scientific testing is shown.
Side view of the latest "Whirlwind."
(See text
011
Page 10)
-
- - - - · · - - ~ - - - - - ,.~ - - - ~ - - - ~ ~ - - ' - - - - f
�10
THE WRIGHT AIRCRAFf BUILDER
THE WRIGHT AIRCRAFT BuILDEit
Aircraft Engine Materials*
The Latest Wright "Whirlwind" Model
ROMI E T engineers have stated that it takes two
P
years to develop a successful aircraft engine from
the time the design is commenced until the engine
has pas_sed through its various experimental stages and
is ready for production in quantities. This, however, is
only a parl of the story. It emphasizes the difficulties in
the way of design, development, and experimentation.
Equal skill and application are required in the actual
quantity production of these engines to maintain interchangeability of parts, quality of material and workmanship, and the other essentials for reliability in operation.
Before the skill of the engineer and the factory superintendent can produce a tangible result, however, untold
Lime and energy must be put into the production of the
raw material, coming from the ends of the earth, which
are required for the component parts of the engine. The
aluminum ore must he mined in Alabama or Arkansas,
and the pure metal obtained by electrolysis at Niagara
Falls. Pure silicon for the aluminum alloys must be
obtained by the difficult process of reducing sand with
magnesium or aluminum. Copper for the alloys must be
obtained by an intricate refining process from ores
which were probably mined in Arizona.
Only the finest steels can he used, prepared by the
electric furnace or crucible methods, and in most cases
alloyed with comparatively rare metals. Chrome nickel,
chrome vanadium, and tungsten steels are used extensively. Chromium is obtained by reducing with aluminum
the chromite ore, obtained chiefly in Oregon and California. Nickel is obtained largely from ores mined in
Canada, subjected to a complex refining process. The
vanadium comes from Peru. The tungsten comes from
ores mined in Connecticut, Nevada, and Arizona.
The various bearing metals require copper, tin and
lead. The tin comes from Singapore in the Straits Settlements, some thirteen thousand miles away. The lead
probably comes from Colorado. The antimony used in
some of the bearing metals is largely mined in Japan,
more than nine thousand miles away.
Other materials, although used in lesser quantities, are
just as difficult and expensive to obtain. The platinum
used in the magnetos comes from Russia, Borneo, or
Australia, and has to go through a complex purification
process. The asbestos used in gaskets and in insulation
comes from an ore known -as "amphibole" mined in
Quebec, which has to be crushed, washed, grated and
picked. Cotton used in the hoses comes from our own
southern states. The varnish used in high-grade enamels
cannot be made with the gum from living trees, hut requires copal, a fossil resin obtained in Zanzibar, on the
East Coast of Africa, eleven thousand miles away; and
linseed oil obtained largely from Europe. The rubber
used in hoses and wire insulation comes from the
Straits Settlements, Java, Borneo, or Sumatra through
Singapore, from the African Congo, or from South
America: always from places on or near the equator.
11
Engineering Department has published Service Instruction No. 31, explaining in detail the procedure for installing a J4-B cylinder in place of a cylinder of the older
types.
Outside of the cylinder and intake pipe, it has not been
found desirable to make any important changes in the
"Whirlwind" engine. The accessories will continue to be
two standard nine-cylinder Scintilla Magnetos, and a
Stromberg A -5-G Carburetor. For airplanes which
do not have gravity feed, we will continue to supply our
old reliable fuel pump, which is shown in the rear view
of the engine. Any standard type of starter can be fittted
without any difficulty, including the Wright worm and
wheel type starter, the Aeromarine hand-operated inertia
starter, and the Eclipse inertia and electric starters.
Without any one of these products, modern aviation engines, as typified by Wright Aircraft engines, could not
be what they are. The strenuous search for finer raw
materials, carried out to the ends of the earth, bears its
fruit finally in the reliability and efficiency of the finished
engine.
*See Chart on pa geo S-9.
' 1
The Gymnasium Class
T
HE gymnasium class which was held during the
past winter was a great success. The gymnasium
in Public School No. 15 and its equipment were splendid.
The program and the efficient and loyal leadership of our
instructor, Mr. B. Hoppe, could not have been improved
upon. There was an average attendance of more than
twenty men and a great deal of enthusiasm was shown.
o doubt a much larger attendance could have been
obtained if the class had been held on some other night
than Wednesday. The class ended in March with all
members looking forward to the beginning of a new class
next Fall.
The Detroit Arctic Expedition
T HE
news from the Wilkins-Detroit Arctic Expedition is very meagre. One important fact, however,
has clearly been demonstrated, and that is that the engines will function very well under Arctic conditions.
Minor mishaps and tremendous difficulties, which of
course had to be expected, have delayed the operations
of the expedition somewhat, but the personnel are pushing ahead with their plans. The main problem at present
seems to be to ferry sufficient supplies to Point Barrow
for the exploring flight over the unknown region between
Point Barrow and the pole.
The Colorado Airways, of Denver, Colorado, has been
awarded the contract for the transportation of mail by
aircraft from Cheyenne, Wyoming, lo Pueblo, Colorado,
and return . . It will connect with the present transcontinental air mail at Cheyenne.
Nurse: "Whom are you operating on today?"
Orderly: "A fellow who had a golf ball knocked
down his throat at the links."
Nurse: "And who's the man waiting so nervously in
the hall? A relative?"
·
Orderly: " o, that's ·the golfer-a Scotch gentleman.
He's waiting for his ball."
A woman teacher in trying to explain the meaning of
the word "slowly," illustrated it by walking across the
floor.
When she asked the class to tell her how she walked,
she nearly fainted when a boy at the foot of the class
shouted, "Bow-legged, ma'am! "-Tit-Bits.
The "Whirlwind·' J4B, showing new location of spark
plugs and cooling fins.
HE latest development of the Wright "Whirlwind"'
engine, which is shown in our photograph, is known
as the "Whirlwind" J4-B. In this new model the
design of the cylinder has been changed to afford improved cooling. The front spark plug has been moved
from the cylinder head to a position in the side of the
combustion chamber 180 degrees from the rear spark
plug. The inlet port has been moved from the center line
of the cylinder to a position much nearer the inlet valve.
These two changes permit an undisturbed current of
cooling air to flow clire;::tly across the cylinder head, giving effective cooling to a series of fins which bridge the
cylinder head from the inlet valve guide boss to the
exhaust valve guide boss. The total cooling fin area has
been materially increased over any previous "Whirlwind"
model. The complete cylinder design is the result of
careful engineering study and exhaustive testing, and is
sure to add still more to the fine reputation for reliability which the "Whirlwind" engine has already gained.
With the change in cylinder construction a small
change had to be made in the intake pipes, which now
have a bend to carry them -to the new lo ::ation of the intake port. The changed location of the front spark plug
involved a slight change in the ignition wiring and ignition wire tubes.
The latest type of "Whiriwind" cylinder is interchangeable with all previous types. When one of these cylinders
is used for a replacement on any of the earlier types of
"Whirlwind" engines, it is only necessary to supply with
this cylinder the two new type ignition wire tubes, one of
the new type intake pipes and four lockwashers. Our
T
Rear view of '·Whirlwind'' J4-B, showing new type
cylinder intake pipes.
Black Maria in the Air
Going to Jail By Airplane
TE of the most dismal prisons used by the Soviet
Russian Government is on Solovetsky Island in the
White Sea off the northern coast of Russia. The isolated
position of this island makes escape practically impossible, and the problem of sending the prisoners from the
1 nainland over to the island has been no easy one in the
past. In winter they were taken over in dog sledges and
in summer they were carried in boats.
·
Lately the Soviet Government has been sending the
prisoners over in fast airplanes from the town of Kem on
the mainland. Permanent airdromes are now being constructed both at Kem and Solovetsky Island, and the
Soviet Government plans to maintain a regular passenger
service to Solovetsky, the most feared prison in Soviet
Russia.
0
�12
Pity the Poor Boll W eevil
13
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
Ryan Airlines Build Cotntnercial Monoplane
The new Ryan :'vf-1 Air Mail Plane. The latest original design developed arouncl
the Wright '·Whirlwind."'
T
Pulling the finishing touches on a HufI-Daland dusting machine with Wright "Whirlwind·'
engine at the new factory at Bristol, Pa.
P
LANS of the Huff-Daland Dusters. Inc .. with headquarters in Monroe. Louisiana, include the use during 1926 of a fleet of eighteen airplanes in the annual
combat against the boll weevil of southern cotton fields.
All planes are of the Huff-Daland "PetreP' type and
practically all are powered with the Wright "Whirl wind·'
200 horse-power air-cooled engines, which have proven
so efficient in the unusual work being done by the HuffDaland Company.
Three and a half years inte~1sive eAperimeutation have
produced the plane and equipment best suited to this
work. say Huff Daland officials. who have expended considerable money in obtaining the best units for dusting.
The continued use of Wright "Whirlwinds·' is another
signal mark of distinction for these pO\rer plants . which
are playing such an important part in commercial aviation in America.
Judge: "Having left your wife you arc charged with
being a deserter. Are these facts true?"
Victim: "No, Your Honor, not a deserter-just a
refugee."
During 1925 this company dusted a total of 50,000
acres of cotton. Advance information from the Department of Agriculture indicates that there is a larger
amount of boll weevil now in hibernation than in any
) ear since 1915 and lo off set this danger. which has
already had a marked effect upon the price of cotton
futures, as evidenced in the markets, the Huff-Daland
Company contemplates larger activities than ever before.
"I hear that Jones left everything he had to an orphan
asylum."
"ls that so? What did he leave?"
"Twelve children."
Already, it is understood, contracts have been signed
for ar; amount of dusting equal to that done in 1925 and
it is the opinion of the Huff-Daland engineers that a
total of from 90.000 to 100.000 acres of cotton ,dll be
du Led this year. Their working zone will cover the entire southern cotton belt. Extremely valuable co-operation in this work from Dr. B. R. Coad of the Department
of Entomology of the A2:riculture Department, and also
from the Louisiana College of Agriculture, has been
reported.
Two old Scotsmen sat by the roadside, talking and
puffing away merrily at their pipes
"There's no muckle pleasure in smokin', Sandyt said
Donald
"Hoo dae ya mak' that oot?" questioned Sandy.
"Weel," _said Donald, "ye see, if ye're smokin' yer
ain bacca ye're thinkin' o' the afu' expense, an' if ye're
smokin' some ither body's, yer pipe's ramm't sae tight it
won't draw."-Tit-Bits.
HE Ryan Airlines, of San Diego, California, already well-known as the successful operators of
the San Diego to Los Angele passenger line, have
recently completed the construction of an original design
known as the Ryan M-1 monoplane. This plane is the
result of the experience of the Ryan airlines in regular
commercial service, and is primarily designed for passenger and air mail use.
The first extensive flight of this plane was undertaken
for the purpose of surveying the new San Diego to Seattle
air mail route, to map out emergency landing fields, and
to determine average running time at cruising speed between air mail slops. Incidentally, however, the Ryan
M-1 broke five Pacific Coast records on this trip, and
lowered the required time for the air mail by one-third,
although it was flying at cruising speed with the engine
turning only 1500 r.p.m. The distances and time for
each leg of the trip were as follows:
NORTH- TRIP
Yliles
San DiPgo--Los Angeli's....... 126
Los Angeles- San Francisco... 357
San Francisco- SPattl<' . . . . . . . 829
M.P.H.
120
107.l
117.8
1.312
114.89
SOUTH- TRIP
Miles
SPattle to San Francisco.,.... 829
M.P.H.
12-i.3
San Francisco- Los Angeli's...
Los Angeli's- San Diego.......
357
126
95.2
108
Tim<' in
63- 1 hr.
200- 3 hrs.
422- 7 hrs.
625
Min.
o:l min.
20 min. (Record)
02 min. (RP<·nrd)
11 hrs. 25 min.
Time in Min.
400- 6 hrs. 40 min. (Re<'ord)
IO hr. IO min.
225- 3 hrs. 4~ min. (Record)
70- 1 hr. lO min.
-1. 3-- -695----l2
113 .26
ll hrs. 35 min.
Total trip San Diego-Seattle and return: 2.62-t mill's in 23 hrs. at ll4.08 M.P.H.
Approximate pay load entire trip 530 lbs.
It will be noted that records were established on two
legs of the outgoing trip and one leg of the return trip.
In addition to these a record was established of 1 hour
and 27 minutes from Vancouver Barracks to Sand Point
Field, Seattle, and another record was established of a
total flying time from Seattle to Los Angeles of 10 hours
and 10 minutes. The roule surveyed on this trip is the
longest of the air mail routes to be operated under a
contract with the Post Office Department am] measures
1,312 miles between the two terminals. The p~ssengers
on this flight were Mr. Vern C. Gorst, and Mr. C. X
Comstock, president and vice-president of the Pacific
Air Transport, the company which has been awanletl the
Post Office Department contract for this route. It is their
intention to use ten Ryan M-1 monoplanes.
Upon his return Mr. Ryan, presidenl of the Ryan Airlines stated, "The entire distance of 2,624 miles ,vas
covered at an average of 114.08 miles per hour with the
motor cruising at 1500 r.p.m. From San Diego to Seattle
and return the motor never missed a heat and our monoplane designed particularly for the Wright "Whirlwind"
engine came through with exceptionally fine performance. "
The high speed of this airplane is 135 miles per hour
carrying a 500 lb. pay load. With the engine turning
14S0 r.p.m. the airplane cruises comfortably at 115 miles
per hour. The landing speed is 4,5 miles per hour. The
airplane will climb Lo 1200 feel the first minute, 9,000
feet in ten minutes and has a service ceiling reached in
39 minutes of 17,500 feet. The absolute ceiling is 19,000
feet. It is evident from the performance that this plane
incorporates the various features desirable for west coast
operation, where particularly in the state of Oregon
severe mountain conditions are encountered requiring the
ability to reach high altitudes wilhoul undue loss of
time, and to include uniform reliability over stretches
where landing conditions are extremely poor.
The fuselage, landing gear, engine mounl, struts, tail
surfaces and tail skid are all constructed of welded steel
tubing. The wings have box type beams and Warren
truss ribs. The tail surfaces and ailerons are ample to
give complete control to the airplane at all times and it is
reported that the machine may be brought into short
landing fields with a minimum roll without difficulty.
The horizontal stabilizer is adjustablP- from the cockpit(Continued
011
page 14)
�14
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFT BUILDER
More Wright "Whirlwinds" for the Air Mail
Bowling
T
HE contract air mail route from Elko, Nevada, to
Pasco, Washington, was opened by Walter T. Varney on April 6th, using "Swallow" mail planes
equipped with C-6 engines. The first few days of operation showed clearly that higher performance was needed
for successful flying over this extremely difficult and
hazardous route, which crosses some of the most mountainous country in the world. The result of this discovery
was an immediate order for four Wright "Whirlwind"
engines to be installed in the "Swallow" air mail planes.
It can now be said that the most difficult air mail routes
in the country will be operated with planes powered with
Wright "Whirlwind" engines. The route from Elko to
Pasco will face the most rigorous winter conditions,
being rivalled in this respect only by the route from
Chicago to Minneapolis and St. Paul_ via Milwaukee and
La Crosse, Wisconsin, which will be covered by Laird
mailplanes powered with Wright "Whirlwind" engines.
The longest air mail route, also over difficult country,
will be operated by the Pacific Air Transport with Ryan
M-1 monoplanes powered with Wright "Whirlwind"
engines. The Boston to New York air line will be operated with Fokker Universal planes and Curtiss "Lark"
planes, also powered with Wright "Whirlwinds." This
line will have to face more than its share of high winds,
rain, snow and fog. The bui-den of flying under difficult
conditions will fall heavily on the shoulders of the
Wright "Whirlwind" engine.
Suggestions
T
HE Suggestion Committee has recent Iy made the
following awards of prizes:
First Prize: Ten Dollars-To Lester Walker for suggestions covering the construction of special drill for
cutting hand holes in engine packing cases.
Second Prize: Seven Dollars-To William Yeager for
suggestion on the use of special stamp to eliminate all
possibility of confusing different kinds of tool orders.
Mr. Yeager also submitted a number of other suggestions
and the Committee desires to commend him for the interest and the thoughtfulness he has shown.
Honorable mention has been given to the following
men for suggestions of merit, who for various reasons
did not qualify as prize winners:
H. Michel for a special tail skid.
J. Potts for test room improvements.
R. Shortau for special hose connection clamps.
L. Jones for providing duplicate gages and also for
first-aid room improvements.
The Committee reports that a fairly large number of
suggestions has been received, indicating the growth of
interest in the suggestion box system. The number of
suggestions of real merit, however, is still rather small
and it is hoped that the growing interest in the suggestion box system will lead to more thought being given to
the suggestions and a consequent improvement in their
quality.
T
HE Wright Team finally finished first in the Paterson Industrial Bow ling League and we are all very
proud of its accomplishments. It was certainly up
against stiff competition as you will see when you look
over the high team scores in the tabulation given below:
"A DIVISIO "
Won
Lost
Pt.
H.T.S
Wright Aero ............. 20
7
741
968
Post Office . . . . . . . . . . . . . . 17
10
630
1014
Morrison Mach. . . . . . . . . . . 15
12
556
1014
Quackenbush . . . . . . . . . . . . 15
12
556
1033
Prudential .............. 14
13
519
933
Consumers .............. 12
14
481
967
Standard "A" . . . . . . . . . . . 13
14
481
995
15
444
968
Service Ice .............. 12
Heller Hardt "A" . . . . . . . . 10
17
370
1030
Harris Bros. . . . . . . . . . . . . . 6
21
222
961
The bowling season of the Industrial League was divided into two halves. In the first half, the Wright team
had to bowl its way into first place in the General Industries League in order to become eligible for competition in the "A Division" of the Industrial League and
have a chance at the championship. Our scores in the
General Industries League were as follows:
GENERAL INDUSTRIES-1st Half
Won
36
Lost
9
Total Pins
37,061
Average
823.5
Spares
921
Strikes
675
Splits
258
Misses
462
201 or
better
45
When the battle began in the "A Division" for the
championship, the Wright team rose nobly to the occasion, as witnessed by the following scores:
"A DIVISION"-Last Half
Won
20
Lost
7
Total Pins
2.3. 799
Won
56
Lost
16
Total Pins
60.860
Average
881.4
Spares
594
Strikes
485
Splits
155
Misses
184
201 or
better
27
Splits
413
Misses
M6
201 or
better
49
TOTAL FOR SEASO
Ryan Airlines Build Commercial Monoplane
{Co11tint1ed from page 13)
and the tail skid unit is easily demountable. Consideration has been given to keeping the airplane in the air a
maximum number of hours by providing an engine
mount which can be removed from the airplane in twenty
minutes by the removal of only four pins. It is evident
that this plane will be a material factor in commercial
aviation on the Pacific Coast since the Ryan Airlines'
experienc~ with aircraft operation should give them excellent judgment as to the peculiar requirements of Pacific Coast service.
Front view of the Ryan M-1. Note the clean and pleasin!! lines, the high location of the wing,
and the rugged split axle type landing gear.
Average
845.2
Spares
1515
Strikes
1160
15
The individual standing of the men who bowled for
the Wright team during the season, regardless of number
of games played, is as· follows:
Games
Name
Played
Sunday .....•.... 38
McGeachie .. .. .. . 57
Harra .. • .. . . .. .. . 6
Harned .. .. .. .. .. 5
Romary .. . . . ..... 30
Shellberg ..... . .• 24
Carroll ........... 19
Lambert ......... 30
Garell ....•...... 51
Koert ............ 15
Gunther ..... . •.. 41
Clare . . . . . . . . . . . l
King ............ 10
Darragh . . . . . • . . . . 4
Calamia .. . .. . .. .. 6
Barhorst ... . ..... 15
Donnelly .. .. .. . . 4
Trainor . . . . . . . . . . 1
Total
Pins
7315
10328'
1024
85~
5117
406-i
3204
5037
848Q..
2396
6483
158
1540
600
896
2210
588
110
Av e rage
192.5
181.1
170.7
170.6
170.2
169.3
169.6
167.9
166.2
159.8
158.1
158
154
150
149.3
147.3
147
110
Spares
180
257
21
17
137
ll6
69
122
236
55
165
3
43
10
25
60
15
3
Strikes Splits Misses
162
40
20
216
70
64
24
8
11
18
5
11
103
39
40
79
35
34
67
23
40
88
19
64
158
40
106
43
29
30
119
48
92
4
l
2
24
12
24
12
3
15
13
5
18
32
15
48
9
4
13
7
201 or
better
18
15
2
1
l
l
3
3
HE following have received sick benefits from the
Mutual Benefit Association to date:
C. Pascarose
J. Kossack
H. Edge
Otto Fava
P. Weinor
J. P. Carroll
A. Ullman
H. Judge
J. W. Shanney
0. Berg
G. Davis
J. H. Leach
G. Drenowatz
B. Townsend
R. Fierro
Death benefits have been paid lo the families of
Nicholas Orlask and of William Yeager.
The following statement of disbursements of the
special fund collected for Albert llman should be of
interest:
Dec. 18th-Shop Collection .............. $216.10
2.00
Dec. 20th-Shop Collection. . . . . . . . . . . . . .
Dec. 23rd-Shop Collection. . . . . . . . . . . . . .
7.00
Jan. 30th-Shop Collection..............
5.00
$230.10
Paid OutDec. 24th-To Mrs. Ullman ............. $100.00
Jan. 15th-To Mrs. Ullman . . . . . . . . . . . . . 25.00
l
Team work and fine spirit are responsible for carrying
-the name of the Wright Aero Corporation to the head of
the list in the Industrial League. The high individual
scores of other teams did not discourage our boys, and
doing their best they won a percentage of games well
above their nearest competitor. The manager of the
bowling team wishes to thank them for their work in
putting Wright Aero in first place, and to thank Miss
Elsie Carrigan for her able assistance with the typewriter.
There is no doubt the Mutual Benefit Association was
an important contributing factor, as they gave prizes of
one dollar for a score of 201 or better, encouraging the
bowlers to do their best. Moreover, they paid the ex•
penses of bowling in the "A Division," furnished the
members of the team with free tickets to the dance of
March 28th and paid half the cost of tickets for the Industrial League Dinner held on April 29th at the Alexander Hamilton Hotel.
The prizes won by the team may be viewed al any time
in the office.
The Mutual Benefit Association
T
4
Dec. 30-Flowers .....................
Jan. 26th-Flowers & Misc. Items ........
Jan. 26th-Flowers and Misc. Items ......
Dr. T. Dingman ....................
.
.
.
.
2.50
5.00
5.70
90.00
$223.20
$6.90
Balance
Have you a safety
suggestion in mind?
Don't put it off until
Tomorrow
It 1nay save a life!
�THE WRIGHT AIRCRAFT BUILDER
PUBLISHED BY THE
WRIGHT AERONAUTICAL CbRPORATION
FOR ITS EMPLOYEES
PATERSON,
MAY,
N.
1926
J.
�End of this
document
�No. 6
JUNE, 1926
THE SUN NEVER SETS ON WRIGHT ENGINES
1
Washington may have had his troubles crossing the Delaware, but Commanaer 'By~d h~d ~o;e
\
of them in getting his huge monoplane ashore on an improvised raft through heavy ice.
�Speakers at the First Annual Banquet
THE WRIGHT AIRCRAFT BUILDER
Published by
WRIGHT AERONAUTICAL CORPORATION
VoL. VIII.
for its Employees
No. 6
JUNE, 1926
Our Mutual Benefit Association
The First Annual Banquet
T
At the speakers' table, reading from left to right: Berman F.
Keil, Secretary and Treasurer of the Mutual Benefit Association;
C. H. Chatfield, Chief Airplane Engineer; Clyde Whitworth,
spokesman for the :M utual Benefit Association; E. T. Jones, Chief
Power Plant Engineer; James F. Prince, Secretary and Treasurer,
W. A. C.; James Wilson, President Paterson Chamber of Commerce; Guy W. Vaughan, Vice-President and General Manager
W. A. C.; Commander E. E. Wilson, Bureau of Aeronautics, U. S.
Navy; C. L. Lawrance, President, W. A. C.; Rev. David S. Hamilton, Rector of St. Paul's Church, Paterson, . J.; J. T. Hartson,
Sales Promotion, W. A. C.; John J. Fitzgerald, Secretary, Paterson
Chamber of Commerce; Arthur G. Black, Factory Manager,
W.A. C.
The First Portland-Los Angeles
Non-Stop Flight
It's YOUR Picnic
T
HE annual rush for the great and little open spaces
has begun. Baseballs are whizzing through the air
and bowling is almost forgotten. Flivvers are being
overhauled in every backyard and having bathing girls
pasted on the windshield. It's time to think about the
annual outing and picnic!
It's your party. Get out your best ideas, brush them
off, write them on a piece of paper and put the paper in
one of the boxes provided in the hall. First of all, suggestions as to the place are in order. Six hundred and
h fty men and women must know of a lot of good places
for an outing. We haven't talked to anyone yet who
knows a more suitable place than Bertrand's Island on
Lake Hopatcong, but that doesn't prove anything!
Bring out your suggestions, bearing in mind the desirable conditions: The place should be easy to reach
from Paterson, both by road and by rail or water. It
should afford a wide variety of sports and amusements.
It should he small enough to keep the bunch together
and make it a family party-not like Coney Island where
we'd all be lost in the crowd. It should be safe and
comfortable for the wives and kiddies. It should not
cost too much.
Think about the picnic-talk about the picnic-make
it the best picnic ever!
UNITED PRESS dispatch from Los Angeles gives
the following interesting news:
"Lee Schoenhair, pilot of the Pacific Air Transport,
arrived at Los Angeles at 4:20 p. m. today on a non-stop
flight from Portland. Schoenhair was nine hours and
twenty minutes in the air, completing successfully the
first non-stop flight along the Pacific Coast.
He flew a Ryan M-1 plane, equipped with a Wright
"Whirlwind" motor. Schoenhair is one of several pilots
of the Pacific Air Transport who will make regular mail
carrying flights along the new coast air line starting next
month.
He carried 900 pounds extr-a weight, equivalent of a
load of mail, in the test flight today."
The Pacific Air Transport will operate the air mail
line from Seattle to Los Angeles, using Ryan planes
with "Whirlwind" engines.
Six out of nine Air Mail contractors have bought
"Whirlwind" engines.
A
Old Dobbin had his faults, but you did not have to
pour hot water on him to get him started on a cold
morning.
HE first annual banquet held on May 6th was
hailed as a great success by everyone of the
four hundred and forty-one people who attended. The speakers were unusually interesting, the entertainment was of a very high order, and the
menu was all that could be desired. The Mutual Benefit
Association presented to each diner as he entered the
hall the new association emblem consisting of a pair of
gold wings attached to a circular center having a gold
star and the letters W.A.M.B.A. in gold on a dark blue
enamel field.
Entertainment was furnished by Professor Sabino's
eight-piece saxophone orchestra, by Miss Louise Sacker,
violin soloist, and by the Harmony Quartette consisting
of Mr. B. A. Trainor, of our Machine Shop, first tenor,
Mr. C. W. Shanney, second tenor, Mr. Albert Rigby, first
basso, and Mr. Guss Schoul of our Tool Room, second
basso. Mr. Victor La Violet entertained with sleight-ofhand tricks, some of which he exposed and explained to
the audience. A particularly fine performance was given
by Miss Louise Smith, contralto, of ew York, accompanied by Mr. Wallace MacPhee of New York. Much
of the success of the entertainment was due to the efforts
of Mr. Benjamin A. Trainor (Machine Shop), who sang
several numbers and who led the general singing. Mr.
Trainor has had long experience as a tenor soloist and a
leader of choirs and glee-clubs, and is at present the
director of two large choirs and a teacher of vocal
music.
The speaker of the evening, Commander Eugene E.
Wilson, Chief of the engine section of the Bureau of
Aeronautics, emphasized our responsibilities and commended us for the way we have lived up to them in the
building of aviation engines. He pointed out that an
engine performance which is regarded as an endurance
record in Europe, is regarded as a matter of ordinary
every-day service for Wright engines with the Navy. He
praised the Wright "Tornado" and the Wright "Whirlwind" engines, stating that they will stay in the air for
a period of 275 hours without overhaul.
Wright Engines with the Fleet
One of the particularly interesting features of Commander Wilson's talk was his description of the trip of
the Aircraft Squadrons Scouting Fleet to Guantanamo,
Cuba, and back this winter. These squadrons, consisting
entirely of VS and VT planes equipped with Wright
"Tornado" T3 engines, left Hampton Roads late in
January and started their winter practice in the Guantanamo area early in February. They left the winter practice area late in April and returned to Hampton Roads
without a mishap. Commander Wilson conlrasted the
flawless performance of these up-to-date planes and engines with the Liberty-engined FSL boats of a few years
ago, in which flying to Guantanamo was an adventure
accompanied by quite some risk, by two or three changes
of engines and more than a little repair work.
The confidence which avy pilots feel in Wright engines was further illustrated by another incident: A
pilot flying a seaplane ran out of fuel and was forced to
land in a field, which damaged the pontoons of his machine. When the pilot was brought on the carpet for
violating the rule prohibiting seaplanes from flying beyond gliding distance of water, he explained that since
he and his fellow pilots had been flying with Wright
"Whirlwind" engines, that rule had been forgotten, as
a forced landing of a plane equipped with one of these
engines was unheard of.
Commander Wilson's address was highly complimentary, and his thoughtful co-operation in coming all the
way to Paterson especially for this occasion is very much
appreciated by everyone connec~ed with the Wright
Corporation.
Our Friends in Paterson
Lack of space forbids our doing justice to the remarks
of the unusually interesting speakers who responded to
the invitation of the Mutual Benefit Association. Without exception they gave us friendly encouragement as
well as food for thought, and we are recording just a
few of the high-lights in their addresses.
The Reverend David S. Hamilton, rector of St. Paul's
Episcopal Church in Paterson, delivered the invocation.
Mr. Guy W. Vaughan, our Vice-President and General
Manager, acted as presiding officer and introduced as the
first speaker Clyde Whitworth of the engine test department.
Whitworth gave a clear, forcible, and detailed account
of the history and purpose of the Mutual Benefit Association. He described its scheme of organization and its
operation in detail. He told of the benefits already paid,
of ,t he successful entertainments already held, and showed
the desirability of one hundred per cent employee membership in the association.
Mr. James Wilson, President of the Paterson Chamber
of Commerce, reminded us of the proud place .which
Paterson once held as the home of the world's most
skilled mechanics and a leader in the locomotive industry. He said he was very glad to see the Wright Company bringing that reputation back to Paterson, attracting the most highly skilled mechanics in the country to
(Continued on Page 10)
�4
5
THE WRIGHT AIRCRAFT BUILDER
THE WRIGHT AIRCRAFr BUILDER
Varney Gets Results-Quick!
I
spite of the unparalleled difficulties of Contract Air
Mail Route o. 5-mountains, snow, rain, clouds,
storms and terrific head-winds, Walter T. Varney wai:the first contractor to put his route into actual operation.
After four days of a game but impossible struggle, however, he asked the Post Office Department for a sixty
days extension of time and wired for five "Whirlwind"
engines, which were shipped Lo him al once. Ten days
later his "Whirlwinds" arrived in Boise, Idaho, and
within thirty days he had the answer: the new engines did
all that was asked of them-and more.
Two of his "Swallow" biplanes went up together. One
was powered with a "Whirlwind," the other with a watercooled engine of 150 h.p. The "Whirlwind" Swallow
took off in 100 feet and climbed to 20,000 feet in 22
minutes. The other Swallow took off in 200 feet and
climbed to 15,000 feet in 45 minutes.
Since then, a great deal of flying has been done, including a week of "deadhead" flights over the mail route
(Elko, evada-Boise, Idaho-Pasco, Wash.) to see if the
schedule could be met regularly. The results have been
most illuminating. The top speed of the water-cooled
job is 105 m.p.h., which the "Whirlwind" matches at
about half throttle, turning 1450-1500 r.p.m. Opened
up to 1780 r.p.m. the "Whirlwind" does 125 m.p .h. On
the scheduled runs the "Whirlwinds" consumed an average of 11 gallons of gasoline per hour-about two-thirds
as much as the water-cooled engines. The low fuel consumption is particularly remarkable in view of the great
amount of climbing which must be done on this route,
and the frequent changes of altitude which make proper
control of the carburetor mixture difficult. For example,
Pasco, Washington, is about 400 feet above sea level,
Boise, Idaho, is more than 2500 feet, and Elko, evada,
is about 5000 feet,-and there are high mountains to be
crossed between.
The average oil consumption for the "Whirlwind" on
CAM 5 has, of course, not yet been determined. The
J.
tentative schedule at present in use is to start with 5
gallons and drain the tank after each 12 hours flying.
During the 12 hours only about 2 gallons of oil are
added.
While running its "deadhead" schedule, before taking
on the regular mail, the Varney line was called on for a
very interesting emergency job. The official films of the
Amundsen-Ellsworth Polar Expedition were being rushed
from Alaska to New York, and arrangements were made
to transfer them to the Varney plane at Pasco. The
plane had to wait for the films, and finally got off an
hour and a half behind schedule. It was still an hour
late on arriving in Boise, but the plane for Elko
was all ready, was on its way five minutes later, and
reached Elko on time for the Transcontinental Air Mail
to take on the films. This package weighed forty-five
pounds and the Air Mail charges to ew York must have
run well over two hundred dollars. These figures seem
astounding, yet there are plenty of cases where it pays to
send packages as heavy as this by Air Mail.
As we go to press, we learn that the first day of flying
with the regular mail-June 1st-ended with a perfect
score. Every plane arrived at its destination ahead of
schedule, although there were strong head winds and
cross winds. In spite of all the risks they face, we are
betting on the Varney organization.
Five of these "Whirlwind" engined Swallows are now carrying the mail on C. A. M. Route
for Walter T. Varney, the contractor.
o. 5
The other day I went into
A fortune telling place;
A pretty girl she read my mind
And then she slapped my face.
Betty:
BiTiie:
Betty:
Billie:
"Is your Packard friend coming tonight?"
" o."
"Dodge Brothers?"
" o, dearie, this is Willys-Knight."
One of the "Whirlwind" engined "Swallows" used by Walter T. Varney's air mail line.
pilot's name just below the cockpit opening.
Note th"'
This "Whirlwind" engined "Swallow'' flies its air mail route well under schedule time. The same
plane with a water-cooled engine of 150 h.p. could not keep up with the schedule at all.
Line-up of new "Swallow" planes with " Whirlwind" engines now operaiing U. S. Air Mail Contract
Route o. 5, from Elko. Nevada, to Pasco . Washington, via Boise, Idaho. Walter T. Varney is the
contractor and Charles T. Wrighlson is his business manager. In the picture, reading from left to
right, are: Charles T. Wrightson, K. J. Boedecker, Chris De Velschow, Leon D. Cuddeback, Joe Taff,
Franklin Rose, George Buck, and Ralph Fifer.
�6
THE WRIGHT AIRCRAFT BUILDER
The accompanying chart represents an attempt to s h ow in a condensed,
simplified, and diagrammatic form , the numerous materials which go into the
construction of a mode rn airplane, and the complex processes through which
these materials must pass before they become finished parts of the airplane.
Many of these materials are identical with those shown on the engine material
chart published in our last issue. There are additional materials, however,
such as celluloid, the glues and shellac, which are the products of highly
specialized industries and represent the solution of innumerable technical
and manufacturing problems.
THE WRIGHT AIRCRAFT BUILDER
7
As in t he case of tl-i e engine, the raw ma'" erials for the airplanes come
from all parts of the glob e, and the failure of the supply of any one of them
would create a new and acute problem in the airplane industry. The.re is no
doubt, however, that the problem w ould r ap idly be solved by the substitution
of other materials and the construct ion of airplanes would go on. For
example , in Europe, where suitable w ood for airplane construction is scarce,
the use of steel and aluminum is much more extensive than in the United
States.
�THE WRIGHT AIRCRAFT BUILDER
8
THE WRIGHT AIRCRAFT BUILDER
Path e News- Wid eworld Photo.
The new Boeing experimental trammg plane with "Whirlwind" engine, equipped with landing wheels
on a split axle chassis.
Jacking up the giant Fokker at King's Bay to put the skis on. In spite of cold weather, crude
equipment and every kind of difficulty, Byrd's crew had the Fokker ready for flight in record time.
POSTAL TELEGRAPH - COMMERCIAL CABLES
CLARENCE H.MACKAV , PRESICENT
RECEIVED AT
n.u
~ o ftut
Teuv-
7£
""''
,,,
numkrlndkate4
wo,d,_lff'I .. ~
o/ •• (Ni1ht
(Nl/lll~r->
,,..
smJu, other-
urt
(~
o,
~ANDARDTIIIIE
l~DlCATC0 ON THIS MESSAGE
u,.
l:liJI"
II F1111111,6 Dbl
SVALBARD RUlO
SS CHANTIER
MAY 15" 1926
RADIO WRIGHT AERO CORPORATtON
The same Boeing trammg plane equipped with one main float and two wing tip floats. It is suitable for land and
water training in flight, gunnery, observation and tactical work.
PATERSON NJ
WRlCHT MOTORS FUNCTIONE) PERFECTLY ON SIXTEEN HOUR POLAR ·FLJGKT
DIDNT MlSS A REVOLUATION AND lS GREAT MOTOR
BYRD
228PM
Transportation in
the frozen
orth
- yesterday and
today.
Underwood & Underwood.
Th e prize " Hu ski e " a t Red Lak e .
'' Whirlwind" engin ed " Lark" of Patricia Airways Exploration. Ltd .
\Vri~ht "Tornado" engines in SC three-purpose planes during the avy's winter practice at Quantanamo, Cuba. In the
air, a Navy U0-1 observation plane with "Whirlwind" engine.
9
�10
THE WRIGHT AIRCRAFT BUILDER
11
THE WRIGHT AIRCRAFT BUILDER
engine ship and the air mail together had created the
confidence in aviation which was needed in this country.
Mr. John J. Fitzgerald, Secretary of the Paterson
Chamber of Commerce, gave a very interesting talk, in
which he painted a bright future for the Wright Aeronautical Corporation.
Finance Commissioner S. S.
Evans, speaking for Mayor McLean, stated that the
Wright Company already held a front rank among the
industries of this city and expressed sincere wishes for
the future success and prosperity of the corporation and
its employees.
The one point which all the speakers alike brought
out was the essential importance of co-operation in an
organization such as the Wright Aeronautical Corporation. One and all they hailed the organization of the
Wright Aeronautical Mutual Benefit Association as a
tangible evidence of the co-operation which had already
been achieved, and an invaluable aid in achieving still
better co-operation in the future. The Wright Aeronautical Corporation and its Mutual Benefit Association, as
organizations, can achieve ends which no number of
individuals acting without organization could possibly
hope to achieve. Co-operation lies at the foundation of
any successful organization.
Loops and Rolls
PITY POOR POLE
The life of a pole is a hectic one-when he isn't being
W-eigh L-ade by a Cooke-he's pestered by aggressive
Byrds and roaring Whirlwinds.
Since the Lawrance type Sure-Fire Smoke-Lighter has
become the vogue in the Engineering Dept. several private vocabularies have become "exhausted" of cuss-words
-and many thumbs are in the various stages of blister
and callous.
Al White says his idea of the smartest man living is
Thomas Edison. He invented the phonograph and the
radio so people would stay up all night using his electric
light globes.-The Air Scout.
I
" 1auo1B IIB 1:lu!puB1s
TIOA ggs Ol 8l8l{ J 1nq '.1aq::>Bal 'lBl{1 Ap::rnxa lOU 'na&,,
"l naqqUinp B 11asmoA .I8P!SUO::> DOA op 'lBl{fll,,
·dn poo1s Auuqof A:.nmg uatp 'asnBd y
"·dn puBlS asea1d
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,/Al!::>!.1pap .i(q pa1003 S! a.1aq
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"'l! JO amp!d B am pu:as p1noM aqs P!BS,,
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Ol 11U!l[l 8l[l
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s,1Bql 'r~ op 01 punoq a.1,faq1 J! 'IP fll
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SlOOl[S lBl.{1 UOUUB::l B p81U8AU! SBl[ l{l8.I8ll!l[ XBW 'lQ
.-+ (Jq
THE DOCTOR MADE GOOD
0
~
Caller: "So the doctor brought you a little sister the
other night, eh?"
Tommy: "Yeh; I guess it was the doctor done it.
Anyway, I heard him tellin' pa some time ago that if he
didn't pay his old bill he'd make trouble for him."
O
5·
(Jq
0
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O"'
0
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SAFETY
FOR YOUR FAMILY
.....
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INSURANCE
"Doc" Kinkade operating the gasoline stove used to warm the
Byrd Expedition's engines at King's Bay, Spitzbergen.
"Are you a clock-watcher?" asked the employer of the
candidate for a job.
"No, I don't like inside work," replied the applicant,
without heat, "I'm a whistle-listener."
Cl}
-~.....
·o
Cl.)
s
0
C/l
Mutual Benefit Banquet
(Continued from Page 3)
this city and establishing the reputation for building the
world's finest aviation engine. He described air tramport 11ctivities in Europe and spoke hopefully of the
future of a Paterson airport.
Mr. Charles L. Lawrance, our President, was the next
speaker. Mr. Lawrance referred to the immature prediction of a boom in the aircraft industry made years
ago, but pointed out that conditions are very different
now and that we have every reason to look forward to
an early and rapid expansion of the industry. He dwelt
on the importance of this expansion to the industry and
commerce of the United States as a whole. The three-
The Mutual Benefit
Association gives sound and
practical insurance
THINK OF YOUR DEPENDENTS
FIRST
Hubby: "I miss the old cuspidor since it's gone."
Wifey: "You missed it before-that's why it's gone."
·aABqs 01 paau 1,usaop :>J_aatp moA l{l!M auoAUB
1nq 'urna.1::> puB .IOZB.I aq1 asopua Ol lO~.IOJ 8&-·s .d
'O:) .IOZBl[ d[l-UI8lll:) 'smoA Ap.1a::>U!S
·p8.1ap.10 SB mBal::> puB .1ozB1 atp pug WM noA pasopu3:
:l!S rnaa
: A1da1 sp.p iuas AUBdUIO:) .IOZBl[ dn-maw:) at-t,I,
·11 'H
·1!
paau 1,usaop 'sBq smoA SB AauoUI q::>nm SB l{l!M AUBdurn::>
AUB 1nq 'srnnop aAy aq1 asopua Ol lO~lOJ 1-·s .d
·B~rn fayrnH 'AIIl.ll smo A
·UIBa.I::> 1:lu!ABl{S 8UIOS puB S.IOZB.I Al8Jt?S 1saq .IllOA
JO 8UO .IOJ srnnop aAg pug 8SBa1d WM DOA pasopu3:
:Sl!S rnaa
.::
The Editor of the "Kreolite News" complains that he
has been accused of spending half his time at his typewriter trying to be funny, and the other half on a golf
course trying not to be.
njustly accused, says he, hut
in the same issue he prints this one:
Caddie Master (Lo new recruit): "Now, then,
young fellow, hop to it, and don't just stand aroun'
lookin' dumb like as if you was a member of the
club!"
The Editor of the "Wright Aircraft Builder" understands perfectly, and sympathizes. He gave up golf two
years ago. And he has a good idea where the jokes
come from.
�THE WRIGHT AIRCRAFT BUILDER
PUBLISHED BY THE
WRIGHT AERONAUTICAL CORPORATION
FOR I TS EMPLOYEES
PATERSON,
J UNE,
N . J.
1926
�End of this
document
�
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Serials Collection
Description
An account of the resource
<p>The <strong>Serials Collection</strong> features digitized serials held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include newsletters, magazines, and other periodicals from the aviation and aerospace fields.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
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<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
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The Museum of Flight Library Collection
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Serials Collection/The Museum of Flight Library Collection
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Serials Collection
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fSER WRIGHT
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LSER_container_022
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The Wright aircraft builder.
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Aircraft builder
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Serials Collection
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Wright Aeronautical Corporation.
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Paterson, N.J. : Wright Aeronautical Corp.
Description
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<p>Issues for April-November 1925 are numbered as volume 5, numbers 4-11, but the issue for December 1925 is numbered as volume 7, number 12.</p>
<p>Continued by: The Wright engine builder.</p>
<p>Description based on: v. 8, no. 1 (Jan. 1926).</p>
<p>Holdings Statement: v.8:no.1(1926:Jan.)-v.8:no.6(1926:June Incomplete run.</p>
Date
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-1926
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Wright Aeronautical Corporation--Periodicals.
Aircraft industry--United States--Periodicals.
Aircraft industry--Employees--Periodicals.
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volumes : illustrations, portraits ; 28 cm
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newsletters
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The Museum of Flight Library Collection
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Copyright undetermined
-
https://digitalcollections.museumofflight.org/files/original/8ca1f89e992033709246d42f720de9e9.pdf
f5c39356774f34db7172b07f7cde24d0
PDF Text
Text
�]
BE AN J.JliERICAN
Salina, Kan. '
Army Air Base
Reporters
Pvt. Tom Dolan, 346th Bomb Gr.
Pvt. Lawrence F'ov:ler 11 11
fl
Pfc. R. c. Goddie, 49th Av.Sq.
II
fl
II
Corp. J. Ed Green
II
II
11
Pvt. Jai.mes Eerriot
Cpl. James C. Ball, 376th Ord.
Pvt. Irvine:; NeufeHl, 926th G.Sq
Pvt. R. Da hlber g , Med. Detach.
Attention all men. At the present time
we are more aware of ·what it :'.'!lea:1s to
an .American than we will be at any otb
time in our lives. We think American,w
act American and we s-1Jeak American. It
is these :privileges that w.e as an arr:are prepared to fight-and if necess a ry
to die for!
Some of us ·have parents of foreign bir
a few ~:f 1in.s we re born in other countr:i
but now were all united in one army fc
one great cause~
*
OCTOBER 24th, 1942
*
BY and FOR the Enlist ed
Personnel. Please Con tr i bute !
THAlifi:S T\ THE ·cATHO LI C GIRLS t CLU:S
Keep a check on yourself and caution :
friends and associ a tes. Keep t~1ose th1
items in the foremost part of your mir
think-a.ct-and above all s1Jeak 11 AmericE
at all times.
.-tzt~\
1 -i' ,. 'N'
8
,-!;)"-·- · \N. '·- '' .\J NCj IJ~~
~-,
/
~
y
.
On Sunday , 0 ctober 17 , the boys who at- 1 The :Base Ordnance :Bowling Squad i( at
tended S.n.cred Heart Catholic Church were en i 1 last coming into its own. titer long
I
tert a ined by the Catholic Girls' Club , after ' sessions of ·oractice the bo~s are i tel
the 10 or clock Mass in the Church bt1s ement
to tangle with the Officer's :Bowling
Squad. Ca])tain of the dogfac c aggrega~
A light breakfast of coffee and do-nuts i is Pvt. Joserih 11 Cooke~;t 1 Lauratsl-'~. If
wa s served the boys who ate till their stoCo okey is as- good at bo°li'.rling a ball de
machs were content.
an all-ey as he is tossing 1ive ammunii
around, his boys should do all righ~!
Then when sor.1eo11e played 11 My Wild Irish :
Rose 11 on the piano , ever~.rone joined in. Per ; Thursdr-w hight s , the alloys are rese:
hap s we were a llttl e off-key •• but it was
for th!:? armed forces. Any other night
rathar early. Later Pvt. Merski entertained
;:,rou take your turn. The :natches are g-l
the small group that remained by lJlaying
ting better nll the time. Drop in som(
the piano.
Thursday eve and have a look, men.
1
The :,Jretty host e s se s ac1c1ed to the
plea~antness of the affair. The three CQrr
sist ers, Miss Hutchinson and Miss Virginia
0 1:Rourke, aJ.l well known in social work~
ke1Jt busy seeing that all tp.e bo;y s had a
g ood time.
Fa ther Keogan g re 2ted the boys a s they
registered, but the Fas t. Father Daley,
who was sick in ·oed, was unable to o.,t~end.
~
The boys, through this medium, wish to
extend their thanks and appreciation to the
Catholic Girls I Club __for ·. such a pleasant
morning.
I'm In The Army
I 1 m in the Army and don't know why
Because I 1m not rairing to die •.. ·
]ut there are things f a r worse than death
And one of them is the .4..xis pest.
Who wants to move in wi tl1out discretion
'iluin our homes and tak e p ossession .••
But IJll fight on until the end
To show those 1mnks that they can&t wip;.
Cpl. Carl Davenpott
CHAPEL SERVICES ·
Protestant Services wil] be hold in tl
Air Bi:i.'se Chapel Sunday Morning., Oct. c
at 10:00 A. M.
Dr. R. V. Kearns., }.Tinister of the Sali
nu first Pr e s byteri an Church, will con
duct the serv ices and will be assistec
by trhe Gi rH' Quartette of the
ch urcJ
choir.
***
ar.e
Catholic Ser-de es
being arranged fc
Sunday , Nov . 1st and each Sunday then
after.
***
Ifobrev11 Services are pendinr.s, For detaiJ
please contact the Special Services of
fice,
The carel e ss pilot is• on t he mnemy '
side, and every unnecessary accident j
an Axis victory---vron without a battlt
•• . 1
�FOOTBALL
Oct. 31st
2 P. M.
~Martin
GlennL.
Stadium
. 2nd Army Air Force
vs.
Kansas Wesleyan
Band music-Parade-A big-time, all-star
team-the "Bombers." A real "all-out"
football game-not an "exhibition"!
Get your tickets NOW!
SALINA TICKET OFFICE-KARMELKORN SHOP
GENERAL ADMISSION 85c
RESERVED SEATS $1.12
(TAX INCLUDED)
CONSOLIDATED -SALINA
�October
24, 1942
Page:,
1':EWS FROM TF;E 49TH
Hungry? Our P .x. is rivaling the vrell
remembered family larder TTith its ~ell
stocked ·shelv.as of toothsome sn[Lcks ••~
newly installed soda fountain, the 3.2,
and supplies to answer a soldier1s needs
makes it ohe of the be.st P.X' s to be
found o~ any Post.
;:_-,
Ii
:...i'
,""t..,,·
L .... ~
1- ' 1 -·.
r- .-,.-
.
'
\
.,, 1
.
'
\ i /~ .
•••.
1
\
t,;\. - - - · --- I C Lr
COFFEE .. J:ill DO~J\TUTS
If the E.M. of the Salina Air Base have
found their officers particularily genial
· in the past ten days, they can give
thanks to Lt. M. s. Hayden and the staff
of the 49th Aviatio11 Squadron mess hall.
The Lieutaant ~s mess officer sent out
the word that the 49th was equipped L tg : · ·'.::
give officers of the Base 11 the kind of
meals that mother use to cook 11 until such •
time as an official Officer's Mess is
opened. Week·' s end found 70 Office:·s regularly breaking bread at the 49th Mess.
',7hat then was more naturalthat, with a
need for cooks ~t the new mess. the offi cersmanager·woulcr-turn to the 49th.
Our best luck to PFC McKinley, new head
·· cook for the officers. :May he succeed in
making his commissioned customers think
!
they are again eating back home ... -- at 49thl
S.i'J WNI CHES
i\i\
I
'I
•
SOUPS
IKSIDE THE 1/UJt SERVICE CENT.ER.
If you have not heard of War Se;rvice
Cente_r l.ocated at 109 N. 7th Street in
Salina, Kansas, we v:ill give you a few
facts concerning it,
~
Just this past week-end a Cookie Jar
nas innugora ted at the Gen tor. Hy).roaf te
each \7GGk-end the Jar \7ill be placed . o~
a tnblo and kept filled i,-,i th real homemade cookies donated by v : f fious organizations of the city. This pas .t yreek-end
the cooki <3 S were baked by members of 'th
Ladies .A uxiliary to Veterans of Foreign
*****
I \fars. You aro invited to drop in and e 2
Two recruits not listed on the Morning
!
Report this week )oined the ranks of the I cookies to your heart's . content~
49th Avn. pqdn. First was 1tSarge", a black . We offer all kinds of information such
mongrel who fell in left flank rear on a
.: as church locations and activities, bus
and train schedules, roster of ro_oms,
marching 49th detail and has moved into
the Squadron compound to stny. Perhaps
1 theo.tros o.nd th-,.d r changes of fe..ature;
' in fact, ue con giv e you informatio~ on
not the toughest mascot in the ..t.u.s.,
.any point of interest in Salina.
"Sarge"is the . smartest---men of the 49th
will fight to prove it!
Our foam is very homeliko--there are
many ensy chairs and di v :ms, good rock&
The second and nameless nev1comer is a
checker boards, jig SD.iii puzzles, card
white leghorn which(and this is our story)
table s, nc\1 and old magazines, floor
vras attr:1cted by the newly planted grass
lnm1>s and reading lam..t1s, writing desks,
seed and ~ just moved in. The latter is too
all s orts of table gomcs, cards, a good
devoted a pet to end up in the epicure's
pinno, smoking stands, -1 juke box ·;rhich
pot; out another soup supper might prove
otherwise •••
can be plo,yed anytime, protty Qict.uros
on the walls, .stationery for your use,
telephone to cnll your friends, nnd a
Cpl. Brister is surging on mn the War
typorrri ter 1.-.rhich you ure uelcome to use
Bond Campaign. 11 How to win friends and inWe will be very ha.i.JPY to havo .you boys
fluence peo1Jle II has nothing for the Cor1Jcome in to play, visit; ask i ·n formatioL.
oral. He turned in a ne~t $200.00 worth of
or to just relax.
Bond saleo in less than an hour Tuesday P.
To';m homof olks are al1,,ruys on hand to
M. The boys are rallying to the %100 goal.
assure. you of your 1.1elcome. On \fodnesday oncning from 8 :00 to 11 :00 fill inf or·:n.~ Cynic is a person who has ·knowledge of
al dance is. held at the Centor o.nd you
everything, ~nd the value for nothing".
arc invi tea. to drop in o.nd dance a whiL.;,
So
come on in boys the i.7a ter' s fin~ •
"It is better to remaih silent and appear
stupidt than to open your mouth and remove all doubt 11.
KEEPH!G IN TRIM1 i
Dr: Johuny if I cut off your left ear
what would happen?
Look rtha t rr o ore hnvi11g to h olp us keer:
that
girlish' (no, not girdlo-ish)figurc,
Johnny: I wouldn't be able to hear •.
fellows:
_
Dr: Then if I cut off your rfght ear
*15 · Obstac·les on one gruoling.... cou:cse
what r:ould happen?
.* 10 Horseshoe pi ts
Johnny: I wouldn't be able to' see:
,;,: 4 Volleybo.'11 courts
Dr; Why?
>:c
440 Yard track
Johnny: Because my hat nould come down
*Basketball court and gym
ova-r my eyes.
Plus 15 day rooms for indoor sports.
~:.: :{: )!¢ ~:.: :::,;
�October
- :-
24• _J.2_4.?__ _ ___ __________ -~-~ -QR.- WASH"
1
.~
-BASE ~-o.RDN.ANC.E ON THE BALL
To ye readers of this weeily scroll,
comes now an introduction to the BasreOrdnance: First off, meet lat Lt. JOHN E.
WILSON, the Base Ordnance Officer ...\ regular guy with 22 years Sfrrvice in the
Army. · furthennore he was twice, we repeat
twice, been decorated: ..:'i. PERSONAL CITATION
from General Pershing and also THE ORDER
OF THE PURPLE .HEART t How about that 1 ! .•
Put out the mit and meet 2nd Lt. CECIL P.
McLE..'..N • .Another old .t\nn.Y man. Eight years
in the ranks and recently commissioned an
Officer~ All you men who want to go snipe
hu.n ting, will have to draw your ammunition
from Lt. McLE..i\.N--he's the Property Officrar.
Comes now Tech/Sgt. Willie Smith--he's
chief Clerk, but he's probably better
known as 11 Louie the Gonifftt to most of you.
The boy,s in the back room are well aY1are
of his 11 taking ·ways 11 • Doubtless , hovrnver,
he needs no introduction to any of you--in fact, the less said about him the
better •••••
Cast · your lamps on Sgt. ttBig Stinky"
Jenks, the big automotive and ladies man.
Big Stinky says, quote, 11 The -vmme.n .,in ~Sa.Lina should comb their hair at least 500
times a day ••• To get the hay seed out no
doubt 11 • Unquote. Tsk Tsk Sgt. is that the
way to talk about the woman v1ho took you
to that Ice-cream Social the other eve???
~:~):~):,*~::
,
. ......
I
BIRTH NOTICE.
J
,,,,_
~
_ _ ___
Page_..f:c. _
NEWSY ITEMS FROM 926TH GU.,:.RD S~Dr:
. _The 926th Guard Squadron is very pleas.
ed to Y1elcome Captain William K. Lloyd and Lt·.· ~~gustus Moore to its o:i;ganiz- ·
ation. They fit right in. -·
~t this time we are al~o pleased to ad
to our ranks 38 nen men. To these men,
we of this Squadron can assure a hearty .
v1elcome, and issue an invitation for
these men -to avail themselves of the
opportunity VTe havo here. As in every
other organization it is up to the individual man to give an account of himself. Those doing this will soon learn
that it is being observed by thos e in
command, and in due time credit ·,·; ill be
given ~here credit is due.
Although tho Guard Squadron is a younf_
organization this Base, it is rapidly
growing and we _,Hould like all our
friends to kno'.r that 'v7e of the Guard
Squadron have a tremendously important
job on our hands. Our job is to protect
and guard Government proyerty. Every
man in this- outfit is pledged himself
to do this that.
Let us not forget our Capt. H. S.
Woodard, and Lt. Clark: the Guard Squad
ron is __f9rtunate .in having such capable.,
men for its leaders , and y:e are sure
Capt,. Lloyd and Lt. Moore are to regard
ed in the same manner.
e.~
~
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-•;;---~ji:.--';f'"
\ ,~ ~t
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_ ___ - - --~
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r.rvrn blssed even ts broke the monotony of
The Squadron boasts of PFC Karns. He
v.ras homeon furlough, got so lonesome fo
his buddios(and he sure - can boast of a
lot of friends he has made here) that h
returned four days before his furlough
expired.
usual Ordnance procedure this 1,7eek. T110
cargo trucks \Jere parked in the ..'.. rea Sunday
We also have with us Pvt. James Hubbel
night. Nothing unusual was observed in ~~ ·
is a first cousin to Carl Hubbell o.
who
their close shrouded appearance until Monthe
N.
Y. ··-Giants baseball team. Ho,,v
day morning when the rain had abated. It
about
a
pass ,Jimmy'?
was evident thfl that something nas about
to happen •.us alr1a.ys in an emergency• Col.
.illother addition of interest Qre the
Long came to the rescue and provided deltwo
"Jee}Js 11 , the first on the Base. The.
i very f aci lites. When it became evident
do
everything
but fly and in regard to
that time -rvas limited and no Medi cal Off tho.
t
·,re
e:x:pec
t
to have a report for the
ice:r ~ould be found, Lt. Clark of the
11 PROP V
next
issue
.
of
C.SH" i
926th Guard Squadron was pressed in as midv1ife • •~ssisted by Sgt. Jenks of the Ordnance, uvo baby Jeeps, thefirst on this
BUY MORE ·;r,.:J{ BONDS~
Base, were delivered, one from each cargo
truck ...·.s- 1ive go to pre ss both mothers and
REL? N1.'Jrn TOKIO - - - .sMOKI 0
babies are reported as doing nicely, thank
you, while Capt. Woodvrurd smiles as the
proud godfather.
_j7_
l
'7_I
. I
, -..J
D:m' t forget the PRO S.ta tion men • • • it is maintained
for your safety. ..~ rrord to the rris c is sufficient and. 155i_
North Santa Fe is the addr ess. A sipiilar Station ·for colored personnel is nor: operating at 119 West Elm Street.
_n_,
I .
!
7_j~
�Pngc
5
11
October
PROP w_·,_SH"
BIG TH:E FOO'IB ..'~LU t COME OUT, MEN, ROOT
FOR TEE "BOMBERS"--- THEY'RE YOUR TE.'J\H!'
Saturday, October Jlst
at 2 o'clock
/'
IN TJITS COPJ'fEP.
24, 1% _
jl / ~ -,
~~
,_
Weighing stripped (not too much~) we
point with pride to our sec-all, knowal:
and do :Qrac ti cally no th!i:ng , '0illllP re_p orte:.
Snoop-scoop Sgt. Bill Ballard.
He's the bird tho. t'll come proHling
around all the Squadrons for N,E!NS. Ifir
the doad of nite you hear a strange n oi
-investigate before you shoot .•• it ma :
be B ..~LL.\.RD!
If this gory gazette l 3 ys an egg just
blame Sgt. Ballard-ho co.n tho.n blame y91.
for not giving him all tho dirt when he
shows up at your barracks for ne11-v s. How
about a little cooperation men?? 1
1
Martin Stadium, Salina,
lnd 4'JR FORCE BOI BERS Vs ~ 'J'JS.1S rrnSLEY..'J'J
Admission
Enlisted men •• • 35¢
Officers ••• $1.12
/.. real $4.40 Football Grune, complete
with bands , parade and the trimmings A chanco to root for your o-rm 11 B omb ers 11 nll for just 35¢ ! Get your admission
ticket
·NOW and make your arrangements.
With the tremendous amount of nork for
all personnel of the Second Air Force ech
Group or ,.dr Base ,could not takG the time
to nrrange it's own football team. So the
Commanding General has given the entire
Second •.'~ir Force an equal share in o nc
team-a top-flight outfit that play~ thru
out this area-an all-star aggregation
in which Yle can all take pride.
Kansas Wesleyan has cooperated in every
rvay, as have Salina o.u thori ties and a real
game for this nominal sum is the result.
Captain °Red" Reese, coach of our Bombers has been coaching r1inning teo.rns for
more than a dozen years • He hns a. ,compe tent staff of nssistnnts-and the kind of
material a coach dremns about over long
winter nights!
Tho Ros9er includes 29 enlisted mon and
officers-more than a score of colleges
are represented- as are a dozen pro teruns
There are ~ ALL-ST.AR.. 11 selections too numerous to list. The te3Ill averages a PlJroxi-ma te ly 195 pounds, ave.rage age is· 23 yrs.
This is no exhibition affair, but a real
"all out" football game.ti.-the price is
right, transportation nill be furnishod,
good sen ts are assured. LET'S GO, G.llim
~<~~***
MEDIC.ii. DET.ACI-JMENT REPORTS
11 PROP
IT I\,EI:J.
W.~SH 11 IS YOUR P..'..1.PER! GET BE.BI17D
J."J\'7 TuL~T.ERI.:~L IS WELCOME!
Come 011· fcllo\1s, help make this a r e o.
big-time Base newspaper! Send us your
ne·, rn, s torios, jokE;:s ,poems , ideas, and
suggestions. Sign your name or if your
modest and want to be anonyrnous that's
alright too. This is the enlisted men's
vo·i ·ce--let's make it a good 11 Bass 11 one.
Drop your material (doesn't have tob~ i 1
fancy style or typevvri ttn)a:t ~ the _Specia.:
Services office at Headquarters or in m<
of the boxes being posted -'.lbout the Bas ,
Get on tho beam and send in your stuf~
let us find your lost article s for you •.
get you a date ••• expresq your poetic
personality ••• don't be a shy violetJ
ATTE.~TION AT
lJID TO RETRfu~T •••
\.
Mon-there's a Retreat held each afte.
noon at sundrn:m. Y'f e ara all busy, but
tho :f01,7 s&conds it takes to bring tho
flag down is ·important. Y' know, it's t .
things that flag rupresen ts that we' re
311 fighting for.
So Hhen you hear
all pop to ! !
II
To The Colors" let's
Vva ar0 happy to vvelcome t rrelve ner1
Medical Officers and ~ , enty enlisted .men
---certninly glad to have them (mnd the
fact that the department is .so busy didn't
influence us much)~
·
The new me n have begun their 10 rveeks
of basic training-both medical class.es
..\lfil
as TTell as drill, and should be a credit
to tho Medics as well as the Base.
lmEP
We are nov.' the proud occupants of a day (.,-..
IT
room. At this point a piano is the only
furniture but in a f ew days ~e expect to
hav e .a pool tablo •.•• and are looking foru ard to a fully equipped re ere.a tion room~
~L'o s ED
-
C:.1.REFUL! ~ Duo to t~1e g:ea~ pn~o a~ i:1hich construction u o:k
on tno Base 1s progressing 1t 1s most important that we k0op 111
\~E O -- mind personal safe ty, as well as th:e snf o ty of others. This
,::::: applies primarily to activiti e s on the BBac -but a lso on the way
' to and from Salina. LOOK WHERE yo-u DRIVE .,· Jm WHERE YOU W"i.LK. you
cant lick the ~'0cis from the Infirrr~nry, boys
pTF5pj· BE
B
- ./
/
�Fenturod in fuo new outfit ~ill bv
Vernon Heath, forr10r piano pl::iyer for
thv Charles "Buddy" Roger's band .
Other performers from all over tho
country ~ill lend their talents to the
~1~ outfit . 1.1he band ·uill be featured
at· Post· dances, U. S. o. shorrn and
en tor-Lo.inmen ts on tho field~ 11/b.ndol
and Hect th o.re ylnying each noon n t
Officer's lunch . AU. s. o. midrv·eekly broadcast is being plo..nned •
LG.st minute note from the 346 th
Taking. the first steps torrard .the
organizati~n of tho 346th Bombnrdment Group danc0 band, Pvt·. Si1:1on
1v:o.ndol ~ f orncr :Nn tioriul Broadc:rn ting Comp3.ny musidun, called the
first rohenrsnl Friday ovonillg.
lbndol, who has played vith n~ny of
the country ' s top-:10tch b.:u'1ds, ox. pro:;;sed his confidcmco in welding o.
fi-'ne· arches tra.
·-·-----·--------------------------------
-
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From the estate of
Lt Colonel Howard Eugene &
Barbara Jean Smith
l't
�
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Serials Collection
Description
An account of the resource
<p>The <strong>Serials Collection</strong> features digitized serials held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include newsletters, magazines, and other periodicals from the aviation and aerospace fields.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
Source
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<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
Rights Holder
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The Museum of Flight Library Collection
Rights
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Published works have been digitized under fair use. Material may be protected by copyright law. Responsibility for obtaining permission rests exclusively with the user.
Bibliographic Citation
A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible.
Serials Collection/The Museum of Flight Library Collection
Identifier
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Serials Collection
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Call Number
Call number for a library item.
fSER PROP WA
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Identifier
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LSER_text_008
Title
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Prop wash.
Alternative Title
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Prop wash (Salina, Kan.)
Source
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Serials Collection
Publisher
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Salina, Kan. : [The Army Air Base]
Description
An account of the resource
<p>"Published by and for the enlisted men."</p>
<p>Description based on: No. 4 (Oct. 24, 1942); title from cover.</p>
<p>Latest issue consulted: No. 4 (Oct. 24, 1942).</p>
<p>no.4(1942:Oct.2?4).</p>
Date
A point or period of time associated with an event in the lifecycle of the resource
-1942
Subject
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United States. Army Air Forces--Air pilots, Military-?-?Training-?-?Periodicals.
World War, 1939-1945--Air pilots, Military-?-?Training-?-?Periodicals.
Smoky Hill Army Air Field (Kan.)-?-?Periodicals.
Extent
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v. : ill. ; 33 cm.
Format
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newsletters
Bibliographic Citation
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The Museum of Flight Library Collection
Rights
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No copyright - United States
-
https://digitalcollections.museumofflight.org/files/original/fb64f587c80ebe60a3995757fc32e703.pdf
0b25a1e802fcefd0b5a5aa9433a7142b
PDF Text
Text
,.··... _-,....a
· ....
EL .AEROPLANO p ARA
· ÜBSERVACION
MODELO 0-2M
M··ÁNUAL de ERECCION
y
:;.,_..,
.
. .,._~ .
. ..
... ;t-...
...
1
MANT&NIMIENTO
THE DouGLAs A!RCRAPT Co.,IN,~
...
CFA.E.E. ·
-----------------.------ -SANTA MoNICA
~~
• ·t
--··t
..... - f .
. ··.. ,'
��Pagina 1
EL A~ROPLANO PARA
OBSER VAC ION
DOUGLAS
r.:oDELO o- 2M
MANUAL DE ERECCION Y MANT ~NIMIENTO
1
DOUGL.AS AI RCRAFT CO., INC.
~AHT/1 MONICA, CFA., EE.UU.
�seccion
I
vescripcion
II
III
IV
V
VI
VII
VIII
•
IX
......
.'>.I
XII
_·.. III
1.IV
XV
~-.VI
..·.YI I
Tren de Aterrizaje
Patin
Alas
Grupo de la Cola
Fuerza i·.~otriz
Sistema ~lectrico
Sistema del Combustible•
40
Sistema de Lubricacion l~triz
44
Sistema de . mfriamiento
46
Helice
51
Controles de Las sup rficies
52
Armamento
55
~quipo para ~adio, camarc
Foto~rafica y Comunicar
58
Jutina de Inspeccion
iJesensemblaje
;, pene: i e e :;o • l 'l'r a t a:n 1 en to de to s · ·u b os del ,__;je y del :P rü in
66
I.penaice ·-io. 2 .Ajuste.mion to de Los ~·rr_]nos
6?
�Parüna
3
Lista de li'iguras, LJ1a~ramas, e Ilustre.cienes
Pagina
Vista 11·rontal del Aeroplano 0-2!-i:
7
Vista Angular del Aeroplano 0-2M
8
Vista Lateral del Aeroplano 0-2?.I
9
~nsrunblaje General del Aparato completo
10
Diagrama de los Miembros de la Armazon del ffuselage
14
Instala e ion del •¡•ren del Aterrizaje
19
Instalacion del Patin
21
Diagrama de Aparejar
26
~nsamblaje del Grupo de la uola, vista desde abajó
31
~nsamblaje del urupo de la uola, vista desde arriba
32
?.Iecanisrno de Ajuste del ~stabilizador ~.:I orizo nt a l, unidud
tr asero
Instalacion de la .fuerza Motriz, lado izquierdo
13
Instnlacion· de la fuerza Motriz, lado derecho
14
viagrama del 0isterna ~lectrico
15
viagrama del ~istema del t;ombustible
16
uiar;rama de 1 ~is tema de Lubr icacion I·.:otr iz·
20
uiaP;rama de los uontroles d_e Las ::;uperficies
21
Ametralladora ~incronizada, vista desde arriba
22
jarquilla del Piloto
24
seccion de la uamara .4 'oto ~rafica
24a
~arquilla del ~rtillero
25
Diagrama de Lubricaci on.
26
uiagrama de Ajuste del Freno y del Pedal
Herrumienta gara ,~juste del Pedal· del :J'reno
�~3ECC IO>~ . I
•Parrafo
l. Lescripci3n del Aeroplano
2. 'Jatos sobre ./unciom.1miento
l. uescriocion del ~eroplano
Di~ensiones Jenerales
Jnvergadura
12.192 metros
Longitud
Altura
9.144 metros
3.302 metros
Altura del nucleo de la helice sobre l& tierra cuando el opnrnto
esta en posicion de vuelo,
2.08 metros.
Altura del nucleo de la helice sobre la tierra cuc.ndo el patin
esta en la tierra,
2~51 m~tros •
.Alas
Perfil del Lla
Goet tin~en rJo. 398
66.04 centimetros o 22 gra(:os
Corri:nien to
canti:n.etros
.Abertura
Area total, incluyendo los alerones
~2.~27 metros cu~frados
Alas Su criares
~nver~adura
12.192 metros
cuerda
lb2.4 centimetros
Diedro
2 grados
trea,con los alerones - l?.?16 metros cuRdrados
Incidoncia
2 p.;ro. dos
�.A lns Inferiores
:~ nv err:,a dura
11.734 metros
(.>ierda
152 .4 cent i me tros
Diedro
2 gra dos
Ji.rea
con los alerones
2 gr a dos
Incidencia
Alerones
(Tipo Frise)
I'~ wnero
J:.. rea
15.811 metros cuadrados
4
Total (Cada uno ,9198 metr~s cuor: r ~1(: os) 3.279 i:10 tr o ~, CT-:.c: ro c~ cd
t rea de compensacion (ad e l a nt e de centro de ~iro)(Cada u 10 .1?65
metros cuadrados .706 met ros c uGdr ~u1~ )
~s tn bilizador Horizontal
hrea
2.118 metros cuadr&d,s
- Ajustable
Posicion
•
Timan de Profundidad
Aren to tal
- 2. 359 metros cua dr· . dos
.Aren de compensacion ( 7.3%)
-
,183 metros e wdr nd os ·
~stabilizador vertical
J..rea
?osicion
,631 metros c •1 adro.dos
~justcble cuando en la tierra
~i n on d e Direooion
1.096 metros cuadrados
Lrea de compGnsacion (18,2·,: )
.201 metros cua dre.dos
Tren de Aterriza·e
Trocha
2 ~285 metros
Las rueda s estan col ~cadas adelante del ce ~tro de ~ravida d
�Pagina
6
2. Datos sobre Funcionamiento
MotoP
Pratt y Whitney
R-1690, 525 c. der. a 1900 r.p.m.
Hel1ce
Metal - de marca Hamilton, Ro. 1504
Pesos
( Incluyendo todo el equipo)
Peso vacio
1194
Tripulacion de 2
163
Gasolina
( 780 litros)
562
Aceite
(
k1logro.mos
53 litros
Peso oargado total
carga PO~ metro cuadrado
Carga por caballo
Funcionamiento
Velocidad maxima
233
k.p.h.
Velocidad economica
193
k.ry.h.
Altitud maxima normal
5334
metros
Altitud maxi·e absoluta
Vel0cidad de subida
5761
411
"
metros/min.
Velocidad de aterrizaje
90
k.p.~.
Velocidnd minimo al nivel del mar
87
k.p.h.
Duracion a velocidad economioa
Alcance a vel'")cidad economice
7
1288
horas
kilometros
�Pagina 7
~IG. I - VISTA FRONTAL DEL AEROPLANO 0-2M
�Pagina
..ttIG. II -
VISTA ANGULAR DEL AEROPLANO
8
�~agina 9
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r10. III - VISTA LATERAL DEL AEROPLANO 0-2M
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COMPLETO
10
�Pagina
11
SECCION II
Fusela, e
· Parra.fo
l.
vesencajonamiento
2.
Descr1pc1on
3.
.Alineac ion
4.
Mantenimiento
l.
uesenca onamiento
(a)
El aeroplano esta encajonado en tres cajones como sigue:
El cajon l, contiene el fuselage.
~l oajon 2° contiene las alas, las superficies
de la cola, el tren de aterrizaje, y articules
miscelaneos.
~l oajon 3o contiene el motor.
(b)
Desencajonase cuidadosamente el fusela~e y emplaceselo como
se bosqueja en el parrufo 3, item (a). Quitase las cubiertas de las
est~ban dejados en s 11s agujeros con el proposito de facilitar colocacion .
2.
Descripcion
(a)
~l fuselaee es de· tubos de acero de aleacion cromo-molibdeno
unidos por soldadura anto~ena y reforzados -con tirantes.
Los lnrgueros
superiores estan paralelos a la linea de impulso y se pueden usar para
nivelacion.
�12
Pagina
Los puntos de enlace del alu inferior tambien se pueden usar para
este proposito, pero se encontraran mas conveniente para las operaciones del ensamblaje •los sostenes abastecidos en el ledo derecho
del fuselaee.
La bancada es amovible y se ata con pernos conicos
con hilitos y tuercas.
3.
Aline cion
(a)
Para ensamblaje ordinario sostengase el fusela~e a l')s con-
exiohes del tren de aterrizaje y al cabo de la cola para que los niveles
laterales y longitudinales esten correctos y otra veritioacion no es
necesario porque al fuselage se ha alineado cuidadosamente a la fabrica,
(b)
S1, por cualquier motivo, se crea que el fus~lage no esta en
alineaci~n, verifiquese el nivel como se describe en parrafo (a) arriba,
y aplomese desde la cima del cabo de la cola.
•
~1 no se aploma derecho
el fuselage no esta en alineacion y se necesita verificar mas por atar
una linea central desde el frente al cabo y tocar mediciones laterales.
(e)
Cuando los tirantes atravesados se han quita(:os naro reooner
los deposites de gasoljn~, se necesitara verificar le alineacion ( a
menos que.uno de los tirantes se guarde ~l longitud correcto)
por
medir dia~onalménte a traves de lu ieccion.
(d)
~n levantar o llevar el fusela'?,3 hay que t-:mer cuido.do de
qu~ no se levante ni sostenga sino a los puntos reforzados de la estrue tura.
4.
r..!antenimiento
la)
A intervalos i~speocionese el fuselage pera corrosion, tirantes
quebr~dos, conexion0s desgastados, etc.
Los ta.manos de los miembros
del fuselat:;e se ensenan en el diat:~ama, .ti8• 5.
{b)
Si se necesita reponer la bancada, los a~jueros en las puntas
de conectar tienen que ser barrenados conicareente mientras que la
�Pagina
13
bancada esta en posicion en el fuselage y tienen que igualar perfect-
am :: nte.
Usese una barrena oonioa t -amano -u,4 de Brown y Sharp para las
conexiones superiores y una de tam~no ,f~ .~a la• aone·x ion~s interiores.
Las roscas tienen que igualar pe,:fe0ta1nente - apretarse bt•D••
to)
Hendeduras de tipo corchete y corcheta y agujeros de mano
se proveen .pflra aec.e.so .,.,a todas las partes interiores •
��Pa~ina
15
SSCCION III
·•
Tren de ;!terriza ·e
Parrufo
Pagina
l. ~esencnjononiento
15
2. ~esccipcion
15
3. In3tulocion
15
·4.
l.=an tenimi ento
5. LubricG.cion
l. _ u~ncajonamiento
(a)
Abrase el cajon segundo, quitese l a s 1nrtos que se
nombran en los parre.tos sir:uientes y ce ell 3 s quitase l o s cubiertas y
ad elon tese con e 1 ensamblaje.
2.
.Je ser ipc ion·
(a) ( Vea se- .t ie:uras 4, 6, 25)
Lü
tren de aterrizaje q 1..1e se use
es de arnorti:~uador tipo oleo con resortes de acero quo r ' Ciben los
~alpes c 111mdo el aparato mai·cha en la tierra.
se provee en el frente de cada eje.
un anillor de remolq 2e
se ata debajo del eje en nudo que
se puede usar como punto de sosten de un gato para levt.ntar el aeroplan~
Las ruedas y los frenos son del diseno :1endix.
3. Instalacion
(a;
Para instalar el tren de aterrizaje icese el r~1selt.f:e por
medio de una eslinga atada a las conexiJnes .de 1 '">s largueros superiores
o atada a un bao colJcado debajo del sosten superior del motor acerca
de los puntos de sujetar de la bancada. Es necesario levantar el
f'1selage hc.sta tal altura q ·1e el tren de e.terrizo.je ten~a un despejo
pequeno sobre el suelo. - La cola d~l fusela ~e se necesita levantar
�Pagina
16
hasta que 1a linea de impulso este aproximadamente horizontal.
lb)
.A tese
el brazo '".t" a los conexiones de los largueros.
metase el t'3rín.1no- superior en la conexion del brazo "Y" coloonndo el
eje derecho en frente del izquierdo al punto de oonectar.
puntQ
de
(c)
conectar
me
~
este
~ase la rosca especial con su macho al trasero.
Las riostras oleo son 1nteroamb1ablea. Atese la conexion
inferior de la riostra a la conexion inferior del eje con la rosca
con cábeza de anillo, colocando el anillo al frente.
superior de la riostra
( d )"
al
Atese la conexion
f use la ge.
Ate se la cone xion 1nfer1 or de 1 t enser trasero a la riostra
al fuselage con las roscas especiales.
(e)
Las ruedas son. intercambiables y son ase~uradas a l~s ejes por
l:>s tapacubos.
(f)
Es necesario verificar la flojedad de operacion de le riostra
oleo porque si no opera libremente a causa de mala alineacion causara
dificultad en aterrizarse.
~l peso de la rueda es suficiente para
hacer caer el tren de aterrizaje.
(g)
Dirijase el termino superior del cable del freno que esta atado
al eje, sobre las poleas nantadas en el t,razo "V" y justeselo al ca ·le
del fusela~e por medio del torniquete.
Juntese el termino inferior del
cable del freno a la palanca del tambor dol freno.
ver1fiquese la
operacion libre de las poleas.
( h)
Con los torniquetes, . apretase los cabl_es de los frenos y vea se
�Pagina
17
al apend1oe No. 2, pagina 6? para el ajuste de los frenos.
del brozo "V".
Atese el "streamline" de la riostra oleo y el "huevo
streemline" al brazo "V".
(j)
suelo.
Ahora se puede bajar el fuselage para que las ruedas toquen el
Abrase el grifo en cada riostra oleo y llenese los cilindros
por los lubrioadores "Alemite" oon una mezcla de 80% aceite de ricioo
y 20% alcohol hasta que el aceite rebose por los grifos.
Averi~uese s1
~ay escapa del aire.
4. Mantenimiento
(a)
Todas partes del tren de n terriza'je necesitan una inspeccion
a intervalos regulares • . ~n los aparatos en servicio regular verifiquese
el nivel del aceite cada dos semanas por abrir los grifos en la riostra
•
oleo.
<.;uando se necesita aceite, llenase un engrasador ".Alemite" con
la mezcla que se describe en 2-j arriba, atese al lubricador y llenese
con aceite hasta que se note rebosar por el grifo.
lb)
En caso de derrame de aceite de la glandula de embalaje de la
riostra oleo, se puede apretar el an111~ de ajuste de la glandula por
quitar la pieza de bronce fundado al t tTmino inferior del cilindro y
retirando el piston hasta que se pueda alcanzar el anill~ de ajuste con
la llave de ai,oabuz.
'I'engase cuidado en este operacion porque seria
necesario recunar la glandula si se retire el piston bastante para
exponer l s cuna.
No se apriete la glandula de cuna tanto que no se
puede mover el pisten con aproximadamente 50 libras de presiono la
rueda estar a en la posici on de arriba duran ➔ . e el aterrizaje.
(e)
•
Inapeccioneise l~s ruedas a intervalos regulr~:::· es.
,::;s
necesario
limpiar cuidadosamente con gasolina y repintar los lugares mostrando
raspadura.
�Pa~ina
(d}
Los ejes son de tubos de acero de .cromo-molibdeno
18
cementados, y
si por casualidad se encorven, sera necesario que se ablanden por calent-
arse antes de enderezarse que se cementen
de
nuevo despues.
vease al apendice No. l.
5. Lubricacion
(a} (Vease Fig. 25)
Lubricador 3s se proveen a todas las articulacion-
es qua mueven y deben sef engrasadas _ a intervalJs regulares.
(b} Bronce impregnado con grafito se_ usa pe.ra l:,s cojinetes de las .
ruedas.
No
~
o :rmi te que aceite o grasa ,:-engan en contacta
con é stos
cojinetes.
(e)
li2!2. ermite que aceite,o grasa vengan en contacto con las
zapa tos del freno o sera ne.ceaario reponer el forr.0 1 porque no hay
•
nenera satisfactoria de qu itar grasa de este tipo de forro.
(d)
Aceitase todos los cojinetes de los pedales del freno y de las
poleas· de cables a in ter vaios
1·
egular es.
�Pagina
FIG. VI - INSTALACION DEL TREN DE ATERRIZAJE
19
�Pagina
20
SECCION IV
Patin
Parrafo
l. :::nsamblaje
2. Lubricacion
(a) El e~samblaje del patin se muestra en la fi~ura 7. La
instalacion del patines sencillo e instrucciones especiales no
son necesarios.
(b)
El patines de tQbo de acero de cromo-molibdeno cementado,
calentarse untes de enderezarse que se cementen de nuevo def)pues •.
Vease al ap · ndice No. l.
2. Lubrioacion
(a)
Hay dos lubricadores en ,el huso y dos mas en las articulacion•
es 10s cuales tienen que ser engras~das regularm&nte.
�Pagina 21
FIG VII - INSTALACION DEL PATIN
�Pagina
22
SECCIO~! V
Parrafo
Pagina
l. Lescencajonamient6
22
2 • .l!;nsamblaje
22
3.
Alinea e ion
23
4. J::antenimiento
24
..;
25
'L,
•
Lubrioac ion
l. Jesenoa onamiento
----
1uitese cuida dosamente del cajon las a las, las riostras,
1 ,s tir a nt es y l )s otros
articulas.
2. ~nsa::ibla · e
(a) (Vease
i icuras 4,8,25)
En el discurso siguienté,. los
nurn,_j ros de ·; -,s tirantes son los rP1mer os de si 71bolo que se ensenan en
la f i~ura 8.
(b)
Sostengase el cap a cete·en una eslinga y a tesen el les
riostras del8nteros y traseros del capace t e, l~s tiren ~e s de incidenci a
(3) y (4) los tirantes del capacete (5).
Al instalar l~s tirant es
sigas e la rer,;la general que el filete derecho se a ta a la cone xion
inferior.
(e)
Levantase el oap&cete a su posicionen el fusel~ge, ase ~urese
las riostras y tambien aseearese apretadame.nte todos los tiran te s por-
que el peso de las al n s e xte1· i ·: >res se sost e ndre .po r el capacete ·en las
operociones pr oximas de ensamblaje. ·
�Pagina
•
(d)
23
sostengase una de las alas su¡:eriores en una eslinga y atese a
ella las riostras exteriores 1nterplanas, los tirantes de aterrizaje (6)
y (7), los tirantes de vuelo (8), y (9), y los tirantes de incidencia
(1) y (2),
(e)
Levantase el ala superior a su posicion y atesela
con los p :rnos especiales.
frente en vez de al trasero.
al capacete
Notase que el perno trasero se •dirige al
Sostengase temporalmente la ala superior.
(t) Levantase él ala inferior a su pos1cion y atesela al fuselage
oon los pernos especiales.
coneotese los tirantes de aterrizaje, 1-,s
tirantes de vuelo, las riostras in ter planas, y los tirantes de inciden-
(g)
:{apitase para las alas puesta~ las operaciones que se describe
arriba.
(h)
Coloquese los alerones en posicion y asegurese cada uno con
las arandelas especiales y las tuercas.
(1)
Instalese las riostras que unen los alerones.
(j)
conectase los cables de mando del ·aleron a la corneta en el
aleron inferior y a la corneta de mando dentro del fusela ge siguiendo
las marcas rojas en las poleas y las conexiones para coloce.r lJs puntos
terminales propios de cada cable.
verifiquese el mecanismo de mando
par& d1reoc1on de mov1m1en to y facilidad de operar de los alerones.
{..k)
veas e seooion VIII, pag1-na 37, para ins truociones para
vuelo.
(1)
\Instalase el "streamline" entre el fuselage y el ala inferior.
�Pa g ina
24
3. Alineacion
(a)
(Vease l''ig. 8) Pong a se bloques en frente de las ruedas y
nivelese el aparato long itudinalment e y lat er a lmente con ~at '.Js col •: , cados debajo del nudo enel t r :n d e a terrizaje y debajo d el c ·bo de l a
cola.
Use se lc)s nudos debe jo del {_'u s ~le.g e pa ra de t c.:rminar el nivel.
Tangase cuidado de no molestar el nivel del &e ropla no mi 0n t r a s ali nes r.
(b}
Ajustese los tir a ntes del ca pa cete (5) a una lon~ i t ud i g ual
para alinea r l a t eralme nte el cnpacete co¡i' el f use l ng e~
(e)
Dejes e caer una cuerda de plome e.a desde el bor de de
t
taqu e.
del capac e te y ajustese los tir a nt e s de inciden ci a (3) y (4) hasta
que la medicion desde la cuerda de ploma da al borde de ataque del
ala inf cror sea de 55.88 centimetros.
Aprietese todos los ti rc ntes del
capac ete.
(d)
.?ongase un a re c la, un protracto ..:· y un niv e l a lo lor tso del
fo nd o de l a s c o stillas extr emas del cap a cete, y ajustese las riostr a s
traseras de capa cete hast a que el e n ~ulo de incid encia sea de 2 1ra dos
{e)
Pongase 'ma regla, un protractor y un nivel a lo l ti r go de los
mastiles de los al a s inferiores y ajustese los tir &ntes d e l a~ t er os de
aterrizaje ( 6) hasta q ·1e el angulo diedro s ea d e 2 gr ad os.
(f)
Apri e tese los t ir a ntes d'el an t ,_~r o s de ",nl elo ( B)
(g }
Ajustese los tir a ntes tr a seros de a terriz a je {? ) y l os tir a~ t es
tra s er·-:) s de v :telo {9) hasta q 1le las su p[;rfi c i e s .infer ior e s de t ,,da s los
a l a s a pa r e cen pla~as y si rne tr1c a s cuando s e vea n de s de ·, ma col · c ac i o n
det ra s 'del
(h )
t i mon de dir ecci on.
'/erifiquese los a las ext eriores para 2 gra dos d.e 11.ci denc i a.y
a pr i e t c se los tir?nte s ext :r i~r es d e incidenci a {1) y ( 2) a una ten s io n
y h j ~stese las c ontratuercas de todos s u s t ermines.
�Pagina
25
j
j
1
¡
(1)
lnstalese las barras de separacion a le 1ntersecc1on de loa.
tirantes de vuelo (8) y (9) y los tirantes de aterrizaje (8) y l?),
y pongase las grapas en los tirante s de .vuelo (8)
( j)
1
(9).
Instale se al cabeza del indicador de velocidad del aire en la
riostra interplana delantera derecha y atese la tuberia en los alas.
4. Mantenimiento
{.a) A in ter va los regular es examines~ todas las chavetas y las
contratuercas de tiran~s en el •na~bleje .entero dei aleo•
verifiquese todos los tirantes para la tension propia.
(b) Agujeros se -proveen en toa alas para verificar la apretadura
de los tirant e s de gtro.
S1 sea necesario apretar estos tirantes,
usese una llave de boca.
5. L ·bricaoion
(a) (vease .f1g. 25)
~ngrasese las puntas siguientes frecuentemente
por medio de los lubricadores "zerk".
l - u-oznes de al ero nes
2
Terminos de las riostras que conectan
los alerones.
j
e
��P e. :i :~e
27
:_.iJ~C CI o: r VI
Gru '.) de lr::. cola
. Parre.fo
P :. :-i 11a
1. Descripcion
27
2 • .~nsa:'1.bla _1 e
27
rz
1~linenci '.)Il
29
4. 1.:0 n + eni:"11 c.m to
29
5. Lubricacion
29
ve
•
l. Descri _cion
(a) (Vease Fi ~s. 4,9,9~10,11,25)
El ~rupo Je la cola se conpone
de dos secciones de estGbiliz~dor horizo~tcl, dos sJc ci'.)n~~ de ti~on de
•
:1ro :' '._ rndid .·~1 d, estnbiliz hcbr vertical, tirnon de direccion, s 21s tiri,n tes,
~Jl r:1cc&nis!·10 de c.j·1ste del e2tabilizn oor horizontul y ~; :s ~):, rtes :iara
atar.
-~n el discurso sio:uicnte, 1 s :-1T 1cros de l ·s tir: '. nt
~~
s )n 1 .~:;
n:ne:.." os r: e si ,~~bolo que se ensenan en lu figura 8.
2. _,;nsa:1b la · e
(a)
.~n nl ;ns~mblaje del -~ rupo do L . coL,
si · ui en te se ene on tr&ra ca nvcniente.
el procedi ·1i : rit1
ílef !erase a la f i .n; ·1r r~ 4 pnre l
:) S
n 'mar os de las per tes.
(b)
.Atese los tir .' mtes (10) y (11}
(en
la figura 9) ~:. 1 •,; sta..bilizn-
dor vertic c~l y ase,zurese e n posicion el estubilizo.dor vorti:'.::.: l
:)Or
insert ..r su con0xion de enlace trasera én el mechero en el fuselage
y atornillese la con:.:3xLrn de cnlnc ,3 del::rnt ·re.
La c-on ·. .:xion delantera
es di s enada para permitir !l a juste lateral del esta~ilizu d lr
v~.ticnl p2r~ c1ntrarigr la fµerza rotatoria de l a h e lice si se deseo
�(e)
•
O el estabilizador horizontal derecho o el izquierdo se
puede ensa::iblar primero.
Usando la rosca especial, atese la conexion
del mastil trasero en el . estabilizador horizo~tal ol ojillo
del fusele3e.
en
el cabo
~ste ojillo usualmente se coloca en la posicion inferior
de las dos posiciones que son provistas.
Se usa la posici0n superior
solamente cuando se desea dar al estabilizador horizontal un movimiento
para abajo de dos grados mas para co~traria.r ,ma. condicion de trompa
pesada.
Sostengase esta mitad del estabilizador _horiz(r:tal por colocar
un apogo debajo de su extremidad exterior, atese los tirantes (10) y
(11) del estabilizador vertical, y ensamblese la mitad opuesta del estabilizador horizontal en una manera si~ilar.
Atese las conexiones
delanteras de lJs mastiles de las dos mitades del estabilizador horizontal con cuatro ros~as #10-32 dentro del fuselage, trabaja~do por la
hendedura de tipo corchete y corcheta en el lado izquierdo del fusela~e.
(d)
Atese el eslabon de conectar del graduador del estebilizador
horizontal con las roscas especiales.
(e) Instalase los cables ( 12) en la figtJr a 8 desde les conexiones
(f)
Instalese las dos mitades del timon de profundid~d y ateselas
a las conexiones centrales con dos roscas de 1/4 pulgada - 28.
(g)_ El gozne inferior del timan de direcciones ajustable en su
pierna de tornillo y la conexion superior colocada en el estabilizador
vertical
se puede ajustar por atornillar o destornillar la conexion
de enlace delantera del estabilizad?r vertical oomo sea necesario.
-:~s
•
necesario usar estos ajustes para alinear los cojinetes del timon
de direccion.
~ntonces pe puede atar y asegurar el tfmon de direccion
�Pnr~ina
•
29
por medio de la tuerca en el perno del gozne central.
(h)
Atese los ccbles de ~ando a las cornetas del timan de direccion
y de los timones ea de profundidad con roscas #10-32.
Alineacion
{a)
Nivelese el fuselLge lonr;i tudinalmente y lb teraLrr10nte.
.:•o!'lgc.se
un nivel a lo lar~o del trasero del mastil del estabilizodor vertical
y ajus tese la conexion de enlace del&ntero del estr~bilizador vertical
púra mover el estabilizo.dar vertical hast :1 la posicion de alineacion
vertical.
Pongo.se un nivel en los dos
mastiles delant0ros del
estabilizador horizo~tal y otro a l) largo del ledo del estabilizador
vertical y ajus+ese los tirantes
y los cables para alinear las mitades
del estabiliz[~dor horizontal y del estabilizador vertical.
( b)
Para a j 11s tar el es ta bilizador horizo:ital mientras volar dese
vueltas al manubrio en l& barquilla del piloto.
graduador en la barquilla y tarnbien 0n
3
Las marcas en el
l e xt~rior del fuseL\,ge cerca
del bordG de e taque del estabilizador horizontal ensen.s n la posi cien en
~re:~1Os.
si, por algun motivo, estas marcas se ·hnn removidas, se puede
det =~rminar la posicion neutrul pur~ proposi tos de ensa':lblnje por colocar
1 ,nGi ti1c.in&lm.cnte un nivel en uno de las costillas del esta6ilizador
horizontal cerca del f~selege y dar vueltas al man 1brio hasta que se
indiq tie un :mgulo de a taque de mas dos grados.
~sta es la posi.cion
cE;lro y el movimiento del estabilizador es mas seis (fo) grados y menos
un (-1) ~re.do cunndo el rnastil trasero del estabilizador horizontal
esta en lr.1 posicion inferior.
una vis ta detallada del mecanismo de
ajuste del estabilizador h-: :>rizontal se muestra en L
fi : ~ .ira 11.
�Pagina
30
4. Mantenimiento
{a)
A
intervalos regulares examinese todos las roscas, tuercas,
chavetas tirantes y partes que mueven en el ensamblaje entaro del
grupo
de
la cola.
5. Lubricacion
(a) (Tease ..lf'ig. 25)
Lubricadores "zerk" son provistos para la
lubricacion de la partes siguientes las ouales deben engrasa~se
frecuentemente oon grasa "alemltetti
l - Mecanismo de ajuste del estabilizador
horizontal.
2 - Goznes p8ra el timon de direccion y el
timon de p~ofundidad.
_, I
3~- Cojinete oj1llo al cabo extremo de fuselage.
�Pagina 31
JtIG. IX - 1!.NS.AMBLAJE DEL GRUPO DE LA COLA
y1sta desde abajo
�Pagina
FIG. X - ~NSAMBL.AJE DEL GRUPO DE LA COL.A
Vista desde arriba
32
�Pagina 33
~·IG. XI -
CANISMO DE AJUSTE DEL 1tSTABILIZADOR HORIZONTAL
Unidad trasero
�Pagina
34
~ECCION VII
Fuerza :.:o tri z
l. ~esencajon~mi a nto
: :· . Inst : .:. lacion
e.
I.ub .:;_ •i caci on
l. uesenca ·enamiento
(a)
Para instrucciones completas con referencia al desencajona-
miento del ~otor y lu preparacion de ello para instalacion, ~~ease el
Pra t t y ~• hi tney 11.ianual.
2. Inst:::. laci ~n
(a)
mento
se
(Vease _1·L3. l~-: y 13) Cuando se encajona el :not:)r para cargaremueve alJunos de su accesorios.
~l unico de estos que se
puede instalar antes de la instalacion del motJr es al arrancv.dor.
(b)
Sostengase el motor en una posicion vertical por medio de uno
eslinga y barra atados A los dos ojos de levantar colocados en cada
lado del cilindro 0uperior.
le)
í)espues de instalar el motor, se puede inst::lar ol generador
el ca~burodor, el calentador del aire, y el sincronizador.
(d)
Ha3ase las conexiones de alambreria, tuberi: y controles e
instHlese la cerradura frontal.
3. Lubricacion
la)
'-/ ease el Prat t y •fhi tney :Manual para ins true e iones completas
sobre ~l :ne.ntenL'liento y la lubricacion del motor.
(b)
~~ ngrasese frecuentemente el enso.mbl[~je de varillas de mando
del moto~ y las otras partes de munejcr del motor .
�Pagina 35
(
.itIG. XII - INST LACION DE LA _ U~RZA Iv10TRIZ
Lado izquierdo
�Pag ina
b'IG. XIII - INSTALACION DE LA .v'U.::: ZA EQrrR IZ
Lado derecho
36
�Pazina
37
ParrBfo
l. Inst u l c. cion
1. Insta laci on
(a)
(Vease .:1° 1 '~• 14)
. f igura 14.
El sistema electrico s e ensena en la
;j e compone de ln alambreria del e ncendido, sist0ma a.el
~Gnerador y arranca a or,·alamb•eria d e las fa r olcis d o ~terriz a je,
alen hreria de l'.")S ins t.rurne ntos y de las l r:·1 p::.ri tt:s de v ~1-~ lo, y el
circuito de l a camara foto ~r a fioo.
{ b)
veas e el Pratt y '.. hi tney Mnnual para el mantsnir.lien to del
. e :1 cc:1.dt do, y para la inst o. lacion del arrancador y c el ge nerador.
{e)
·~a bleros de b'.) rnes se colocan en 0.mbos l ad os del f ·1 selq~e
1
cerc a de 1-:,s pun tos d G suj a t c r de los a las, en el la do izquierdo de
l a barquill a del piloto, etc., l')s c c~bos de un
:JOS
:.1 l a s inf ;rior e s y
en el c epa ccte cerca de l a s riostr s s de lant ~ras donde
e s :1e ces ario
descorree ta1· o~r a desens a mblar.
· ( d)
c.; ac:n
l a mbre ti:rne su numero (Vea se ·.-•10;. 14) es L,r"'lp .~ do en
,m h errete de l e ton e _. rea u ü
t e r ;:1ino del
c h ~m:)r e y e :1 lo ::
los t · ·l e ro s • . Para }')roposi tos de ensamblaje l::> s
ce t o s
: J n e s de
si -~ui en t,e s son
u.til ¡.~ s:
A -
_'a blero de o:)~·· nes d e l
::. la infe ri::>r izqui e rdo.
c on ,:) ctes •3 alamb-
re :; o. 4·~ con u lambre :; o. 28 y &lambre t[ o. 4 f) con alo1:1bres i'~ os. 24 y
¡:;
2 v•
B - 'í'r~blero óe b tn· n t~ S del cr~ bo del ~.: ln in forior izq ,üerdo.
conectese alarn'.:>re . ~o. 4 9 con u. l a mbre ~-: o. 44 y e.lambre ~10. 47 con
e. lambre n::>. 4 :5 .
���Par;ina
40
SECCION IX
s·stema del Combustible
Parrafo
Pagina
l. Insta)-aa1on
40
2. Mantenimiento
40
1. Instalacion
(a)
(Vease Fig. ~5)
El diaerama del sistema del combustible
para los aeroplano·s 0•2M se muestra en la Fig. 15.
(b)
Para remover el estanque auxiliar es necesario primero dejar
caer la vasija inferior, remover los tirantes, desconectar los tubos y
el c~ble de lP. valvula de derrame, remover el gollete y aflojar las
correas de soportar del esta~que.
~ntonces se puede remover el estanque
por el suelo del fuselage.
(c)
Para remover el estanque principal, es neoesr.rio pr1 r'1dro
remover el esta~que auxiliar, , 31 mecanismo de mando del ~itlOD ·de
direcc-ion del piloto, y el armazon de soportar del estanque. Desconectese las partes que corresponden a las enumberadas para remover el
estanque auxiliar y el estanque principal se puede mover al tras0ro
y remover por el suelo del fusela~e.
( d)
Todos 1':)s tubos del sis tema del combustible incluyendo los
tubos de cargar y de ventilar esten marcados con un s tira roja cercc de
cada extremo para distinguirles facilmente de la otra tuberie.
2. Man teni:nie nto
(a) Inspeooioneee a intervalos regulares el sistema entero en
busca de goteras.
�Par-;ina
41
porque pueden causar perdida de c,:.rge o falta a.e cergnr al arrc..ncar el
motor y son muy dificiles kpara. descubrir porque el flujo del aire es
hacia dentro c :1c.nco el motor esta corriendo.
se recomiendan
las
operaciones siguientes para descubrir goteras en el sistc~a del combu~tile¡
1 - Llenase los estanques
2 - Examinase todas las conexiones de lJs tubos de
salida a las valvulas de control.
3 -
~xaminese las valvulas de control tapas coladores,
glandula·de la bomba de brazo tapas de las valvulasi
de librar y de· paso y todas sus conexiones.
4 - El tubo de la bomb& de brazo a la entrada de la bomba .
motriz debe ensayarse
por bombear presionen ello.
Esta accion mostrara goteras en esa oorte del t .1bo
1
succion si las hay.
5 - Goteras en la :"J:landula de la bomba motriz se puede
observar en e 1 tubo de derrame que es t a en el braz ·::,
"V" del tren de aterriza je. _ .t lmjo excesivo de es te
tubo es aviso a quitar la bomba para hacer rep~racion-
(b)
Inspeccionase para operacion correcto la .valvula de libr::r, la
ve.lvula de peso y las bombas.
deben quedar abiertos.
L:,s tubos de ventilar e los dos est Ei nques
�p:;. t;ina
(e)
42
El pozanco de cada estanque se debe derrunar por-medio del grifo
"Weatherhe·a d" antes de ca-da vuelo · para quitar todo el agua y el sedimenta.
coladores y mullas se deben limpiar re~ular~ent e , ·prof crible~ente despue s
de cada cinco horas de servicio.
Para derramar repidamente del siste~:
qui tese los tapones en que estan colocados los P,rifo$ " W
'entherhead" en ·
cada estc.nque y tambien abrase los colo.dores debajo de la bar.iba de brazo .
( d) Los estanques se construyen ~- de aluminio y se puede~ repararse
por soldadura autogena.
��SECCION X
Parrafo
l. In8talacion
2. Mantenimiento
l. Instelac1on
(a)
(Vease .?1?,. 16}
La instalacic>n del sistemo. de lubricacion
motriz es sencillo y no requiere descripcion detallada.
~l estanque
de aéeite se puede quitar e instalar, preferiblemente desde el lado
derecho del fuselage, por aflojur las correas retentivas y quitar le
plancha reten ti va del la do de 18. C'J na.
Al reponer el estanque, tenga-
se cuidado de reponer todo el embalaje y de asegurar todas las tuercas
los p.;rnos y torniquetes y de conectar electricamente todos los· tubos
a todas las conexiones de munr,uera.
(b)
Toda le tuberia del sistema de lubricacion motriz incluyendo
lJs tubos del monometro de aceite, esta marcada con una tira de amerillo
brilL.. nte cerca de cada extremo para disting·-1irla facilmente de otra
tuber iu.
2. l{antenimiento
(a) A intervalos rep;ulnres inspeccionese el sistema entero para
goteras 0ara operacion correcta de la bomba
(b)
i
de la valvula de librar.
Los coladores de aceite deben limpiarse
despues de cada
diez horas de servicio.
{c)
El sistema se puede derramar por quitur los tapones de
I
a~otamiento del estanq~e y del pozanco del motor.
(d)
El estanque de aceite se construye de aluminio y se puede
reparar por soldndura antogena.
y
��SECCION XI
Sistema de .:.mfriamiento
-----Parrcfo
Pagina
l. Inst'.lacion
1. lns t: laci on
(a)
El siste:n& de enfrin:1iento del motor enfricdo por c.irc que se
usa en este aparato se compone solamente de le boveda del motor, los
junquillos y ln cerradura frontal.
( b)
Para ajuste esta e iono 1 solrc:~en te la e errb dura frontal se '1Uede
ajustar c•wndo el apnri1to estn en la tierra.
(e)
Pe.ra ope1·acion facil de la cerradura, lubriquese todos punt'JS
de "irur occ.si ,nulmente.
�Pac: ino.
51
SECCION XII
Helice
Parrafo
l. Instalacion en el motor
l. Instalacion en el motor
(a)
.I;s necesario verificar cuidc..dos&:'1cmte 11.:. helice pa:"'a
balanza antes de colocarla en el ootor y para alineacion de giro antes
y despues de coloc·,r en el motor.
Antes de coloc2..r el cubo en el
motor es necesario lubricar los filetes y las muescas del ci~uenal •
.a cubo de lE. helice debe Gtornillar se apretade:1 :: nte pero no se
debe forzar c-:>n u-n martillo pesado,
Se puede quitar ol cubo por
quitar la mis:Ja tuerca que se usa para reten ~: rlo en po51cion.
Ase~urese de que 1~ tuercn del cubo del helice y las roscas del enill1
de grapa estan chavetadas.
�52
)· -~ iris
l. Inst~lacion
2•
.i....
~2
an tenini en to
3. Lubricacion
l. Inst:lacion
ensa :::bla c~ o y ltline:..1:.0, ajustese l:)S c:::mt:.coL;s óc L :. s ~u:x~rficies, co:no
sir:ue:
l - Timan de direccion
e orne tas res pe e ti vas •
.Atese los cs :)les del ti •; on c~e cirec 2io:1 n s'1s
e o n e 1 t L: o n
e: e u ir se e i o n
y 1 o~ -. J r1 1 , s (~e le ~) · -:· -
quillo en ~us )osicion2s neutrales, ajust8se los t'.) ·ü · w tcs
1
•
corr et& en 1) s
1
e~~ bles.
:· :-:~ t?nsio'l
/ jus tese los i~n:-:>~di.:-1en tos de l. : .. :,d· l'!,s ciel
tinon de dircccion en el ~rnel-:> ·oe l::.
correct_o del timon de direooion.
:.:>n ·~~ uilJ ::: tr. [;
_·G.
;)
re ::"'"i:'li :ito
El movimiento es de 30 grados {31.908
centimetros ul borde de sflida) cada lota de nJutrol.
s 11s co¡•netas rosr_~ctivas.
t 11oo
11
~
L)s tornir..uetes est:...n atados e. CC)r:-'J. é) t[,s de l
e rene e ion e o l )e L ~1o en e 1 fu se lag e • •
:-:. o r i z o t a 1
vi
r 1 jo do
a
\l n
L n .- u 1
) e r~r o c1 o
Gon
L + n q 11 e
o1 e s t ,
J
i 1 i z 1: C)r
, e J 1 oques e cm
'1 '?- 11 i
r ~ü ,_. l
timon de profuncidad y el be.ston de mundo y E:.j11Stese los to 1·niq·1et en
·
para tonsion correcto en. los ca..:,les.
~r 1 -
.~ l movirnL:·1t o ,.e l ti :a n
':,:1
n:·);
didad es de 28 p,rados {26 .'JZ5 ce:1tLne tros el b :")r de de s r;. lidc) r:r~"'iba y
de 22 -=srae.os (20.4?8 centirrietros al borde de salidnj h~:ci( nou.j:).
3 -
~st&biliZ!~c1or :Iorizontnl
~lo os ncces~rio hLcor nin ~11n ,.j11s-::-t__;
estabilizador h:)rizo11tLl sino el de
f:
incrY·: iz n::.· 81 -:~ovi · 1-.:-:to e c1
,e l
�Pasina
53
estabiliza c or horizontal con el movimiento ,de la guia en la barquilla.
•
'leas e :.:,. eccion VI, parrefo 3b.
4 - .t-..leron
v,
~rease 3eccion
1arrafo 2-j para La instalacion y enlaoe
de dos ca bles de los alerones.
~n la fabrica se ajustan a lD lon~i tud
correcta les rios trns que conectan los alerones cualquier e.juste que
sea neces · rio se puede
he
cer al ter ·,inal del tornill,., colocado al extreno
interior de lb riostrn con l:)s alerones y el baston de mando en la
posicion neutral ajustese los torniquetes para lo. tension correcta en
~jl m.ovimiento del aleron inferior es de 20 grados (8.096
los ca.bles.
c c nti~etros al borde de salida
arriba y de 20 grudos (8.096 centi-
ffi ':! tros al borde de salida)abajo.
(b)
Inspeocionese todas las superficies de mando para operacion
cor~ecta con
l ,JS
controles de la barquilla.
Inspeccione se todas las
tuercas y l ·)s torniquetes para cerradura propia.
2. Iv:o.ntenimiento
(u) Ji intervalos reg~1lares 1nspecc1onese el sistema entero de
mando.
Atencion especiel necesitan l.1s cables, las poleas y las guias.
~epongase in~edi:~temente cualesquier cables estregados y poleas o
cojinetes eastados.
{b)
Los engranajes del mecanismo del estabilizador horiz~ntal
deben quedar limpios y libre de moyuelo ••
3. Lubricacion
(a)
( ~efer ene ia fig. 2t
1 )
Lubriquese las par tas, como se muestra
en fi~ura 25, a lo ~enos una vez cada semana en los aeroplanos que
est en en s ~:rvicio regular.
��IJe ~ina
55
Pnrrafo
l. Instalacion
l. Instalacion
(a)
Uno. ametralladora sincronizada ·1rovmin,": de .3 0 e ali bre esta
montada en el ledo derecho superior de la barquillo del piloto debajo
de la boveda.
~e usa equipo de norme.
al tras ero de la barquillti. del artillero. · La ceja para m·1_n iciones, teniendo seis tambores de cartuchos, esta sost enida entre l~s l ar ~ueros
super lores en la seccion de léi c a msra.
(e)
~ e hace provision para suspender portabombas debnjo de
los
alas. s ostenes para cables y tiradores de soltar estan mont CL do s en el
lado derecho de ambas barquillas.
~era necesario instalar las porta-
bomb as, 1 1s ca .J l es y los tiradores de so 1 tar.
�agina 56
l.PI •
XI -
M.-1T.dALLADORA SING ONIZADA
vista desde arriba
�Pagina 5?
1
lf'IG. XXII - BA.'qQUILLA DEL PILOTO
�dECCION AV
l~quipo para .:-{adío, ca.mara
11·otografica
y comunicar
Pagina
Parre.fo
l. Instnlacion
l. lnstalacion
(a)
camara
1 - ~e hace provision para montar en sostenes
ajustables una camara foto grafica de tipo T-2 en la seccion de le camare fotografica.
2 - Se hace provision para montar el hallador de vist :- en un anillo
colocado en e 1 si1elo al trasero del compar t1mento del artiller o.
3 -
Zl interval::>metro esta montado en sostenes entre el larguero sup .;r ior
y el l s rguero inferior en el lado izquierdo en la seccion de la enmara,
•
~
4 -
Sl circuito del lrunparita de senal de la camera s o compone de los
lamper itas de ins t rumentos y dos mecheros cont3ctados en serie y conectados
con el intervalometro por Lm ca :J le especi a l
( equipo d e la c a mara f'oto-
3raf ica) •
5 - Un receptaculo para suplir potencia para 0 9erar la carrira foto :i:r &fica
esta inst a lado en el lado derecho al f ·rent e de la secc 1cm de l ü camnre "
foto {!,r o. f ica.
( b) sena lar
l -
;a sos ten da la pistola "Very" esta montado en el
lado derech o delantero de la barquilla del artillero.
2 - Le cartuchera de la pistola "Very" esta montada en el ledo izquierdo
de la burquilla del artillero, a mediados de las secciones no. 6 y no .?.
�Pagina 60
FIG. XXIV - SECCION DE LA CA.JARA FOTOGRAFIC.A
�Pagina 60
FIG. XXIV A - tiARQUILLA DEL ARTILLERO
�SECCION XVI
Rutina de Ins eccion
Parr[,_ fo
Pagina -
A - Fusela~e, ~3ecc1on Motriz
61
B - Fuerza Motriz
61
e -
62
Tren de Aterrizaje
D - Alas
E ~
62
Patin
62
- Grupo de la Cola
62
::u::." ~is e lo menos los
A•
•
~ ':
j
•
·) ;_-. r_: - ~:
.~
t-: .;
•
!_ .
.) ~.
~
j
~
,·'
:)trL-.
l. !.Tandas motriz para juer;o libre excesivo.
2. :,;ist~~ma del combustible para goteras de las conexLrnus de
3. ·. istema de lubricacion motriz para ':'.Otoras cJe las conexiones
de manguera.
4. Conexiones de tuberia en los estanques.
5. Sistema electrico para conexi')nes flojas y aislamiento im-
propio a conexi~nes expuestas.
�pagina
62
6. cerrad~as para fac1lidod de abrir y juego libre excesivo.
7. Helioe pa~á palas danadas.
e -
Tren de Aterriza e
l. Riostras oleo pa:-·a nivel del aceite y. para reso:rteá rom-.
pides.
2. Hoscas de atar al fusela~e para flojedad.
3. Frenos pnra ajuste.
D-~
l. capacete
{a) Tirantes ~era tensi~n.
(b) Conexi0nes electricas para flojedad y aislamiento
2. Alas y alerones derechos superiores e inferiores.
(e)
Conexion~s electricas pera flojedad y aislamiento.
( b)
Tirantes de giro en ltt s
(e)
Tirantes de vuelo y de a.terrizujc pnra tension.
( d)
Riostras que unen los alerones y goznes de 1---......
b.
las para tension.
f
C'
alerones para juego libre excesivo.
3. Alas izquierdos sup,-rr- iores y inferiores.
{a) Lo mismo como D-2
E - Patin
l . Hoscas de
~ ir ar
y qe ato r par a f 1 o je d2 d •
2. ~acilidad de movimiento.
F - Gruoo de la Cola
1. :":stElbilizador horizontal para t,.:ns ion en l:>s ca 1les
(a) Inspec~ionese para flojedad contra el bloque de
estregadura.
{b)
_;:ngranaje de !:juste y a~·ticuleciones para juego
libre excesivo.
�Pao: ine
63
2. ;~stnbiliz:,dor verticr,.:.l para tension en los tirc~ntes.
3. ;oznes d0l timen de cir;..:C0ion y del tir:1on de profundid:~ d,
l. ·:asten de mando y mando del ti·,ton de aireccion para
jU'2P-'.O
libre excesivo y tens on correcta en cables.
2. ,,;ando motriz para juego libre excesivo y seguridad.en todas
con ~xione s.
3. conexion,~s electrices para circuitos c.Jrtos y uislL::1i·)·1to.
1,2,3 Lo mismo como G-1,2,3.
4. cojinete de roaillo del ensamblnje fel b~ston de mundo
par a ju e e;
J
1 i b re lL t era l..
5. conexio11es de :~n solina en la valvula de 'Yiso y bomrY. de
brazo para ~oteras.
6. Conexiones de los es ta nqu s
?. LiMpiese el c~lador.
p:
:-a r;ot eres.
�Pagina
64
SECCION XVII
Desensam~
Para desensamblar, revuelvase el proceso bosquejado en las
secciones anteriores y revuelvase el orden de las secciones.
Ase~urese de que toda la elambreria esta desconectada antes
de
quitar los alas.
��Pa r:: i na
66
Calentase a 675 sr u dos - ?00 ~rudos G •
Snfriese lentumsntc en ~l uire .
calentese .C?;r ~. duulm c.rnt0 a 8?5 ~ra<:os - 900 ,_~ r n G.os e . y
r;uardese a l o meno s por quince mi nutos .
Apaguese en aceite .
P0n8ase otra vez en el hor~o y CPl ant ]se a 400 ~r ~dos -
�Pa ~ina
.hJTJS~ .A1~I:~l;'~O
E L S
•
67
'H ~rms
Parrafo
l. /renos
2. Peda les de los ! renos
1. ~·renos
1
(a)
(Vease ~1~. 26)
Levantese con gato el a ~roplano
(b) A flojese el C9. ble de mando hasta que la palanca del freno
este libre, Jiflojese l u tu ·.Jroa de la leva '' A", fi~ura 26, sosteniendo
l u levn con un destornillador.
u ese
vu ,~ ltas a l a leva con un desto .~ n i l-
l a dor en la direccion de rotacion de la rueda h&st ~ que l u rueda el
~irar en la direccion '1elL.nt era este c arro.de por la :. ccion ciel fr :1 no,
0
r. 1Ueve ~e la levo. con e l
de ~; troni 11~ dor he ~t 9. qu ~ lo. r ·.1 eda
este libre y
ciérre s e l e leva en e sta posicion con la tuerca.
le) Aplique se el
freno por la accion de nano en l u palanca de menoc
y notase el a rv--".ulo entre la palorrca y el c a ble de ajuste,
Si este
c.:igul J es mu s de 90 .:~ a dos, quitese la palanca y repongasela al lm ~ulo
correcto.
veas e l e ~·v~ura 36,
un maximum de 80
vebe
colooa~se
la palanca po.ra t '.;ner
gr a c~s entre ell ~ y el cable cuóndo el freno esta
aplicado com~le t ~m : nte.
Al angulo minimo no debe s er menos de 75 grado~ ,
2 .- Pedales de Los / r e nos
(a) (Vease fi~s. 26 y 27) Antes de ajustar los pedales de l~s
frenos, es de aconsejar hacer una herramienta de ajustar como se muestrf
en la fi~ura 27.
�Pa!!ina
las 1 ineas romp1 das en fi o:ura 26.
68
1
Apr etese el en ble de rr.o ndo por
medio del torniquete p:..ra que cuando pedal del freno y la herrar:1i~~~ta
estan 3n la posicion que se :nuestr&.n con las lineas solidas; en la
1
fi~ure 26, los fr2nos esten aplicados completamente.
Si el pedal
avanza mas de es' a pos ic ion, a cor te se mé1 s ~.1 1 c ob 1 (? de mando.
;w se
apriete el ccble hasta tal punto que l~s frenos se arrastren cuando
el pedal del freno esta en una pos1o1on vertical.
~l importe del
impulso dn el pednl que se permite por la herramienta es suficiente
para aplicar completar.riente los frenos cuan,'! o fünbos trenos y pe(.Gles
•
estan cjust'ados como se bosquej& en esta sec :; ion.
����
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Manuals Collection
Description
An account of the resource
<p>The <strong>Manuals Collection</strong> features digitized manuals held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include aircraft and engine manuals produced by corporations and military branches.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. These manuals are intended for research purposes and should not be used to build or operate aircraft. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
Source
A related resource from which the described resource is derived
<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
Rights Holder
A person or organization owning or managing rights over the resource.
The Museum of Flight Library Collection
Rights
Information about rights held in and over the resource
Published works have been digitized under fair use. Material may be protected by copyright law. Responsibility for obtaining permission rests exclusively with the user.
Bibliographic Citation
A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible.
Manuals Collection/The Museum of Flight Library Collection
Identifier
An unambiguous reference to the resource within a given context
Manuals Collection
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Call Number
Call number for a library item.
MANACT.D65.O-2.6
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Identifier
An unambiguous reference to the resource within a given context
LMAN_text_076
Title
A name given to the resource
El aeroplano para observacion : Douglas modelo O-2M : manual de erreccion y maintenimiento.
Source
A related resource from which the described resource is derived
Manuals Collection
Contributor
An entity responsible for making contributions to the resource
Douglas Aircraft Company, Inc.
Publisher
An entity responsible for making the resource available
Santa Monica, California : Douglas Aircraft Co.
Table Of Contents
A list of subunits of the resource.
Descripcion -- Fuselage -- Tren de aterrizaje -- Patin -- Alas -- Grupo de la cola -- Fuerza motriz -- Sistema electrico -- Sistema del combustible -- Sistema de lubricaion motriz -- Sistema de enfriamiento -- Helice -- Controles de las superficies -- Armamento -- Equipo para radio, camera, fotografica y comunicar -- Rutina de inspeccion -- Desensamblaje -- appendice no. 1. Tratamiento de lost tubos del eje y del patin -- appendice no. 2. Ajustamiento de los frenos.
Date
A point or period of time associated with an event in the lifecycle of the resource
[192-?]
Subject
The topic of the resource
Douglas airplanes--Maintenance and repair--Handbooks, manuals, etc.
Reconnaissance aircraft--Maintenance and repair--Handbooks, manuals, etc.
Airplanes, Military--Maintenance and repair--Handbooks, manuals, etc.
Douglas O-2 Family
Extent
The size or duration of the resource.
70 pages (some fold) : illustrations ; 29 cm
Format
The file format, physical medium, or dimensions of the resource
manuals (instructional materials)
Bibliographic Citation
A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible.
Manuals Collection/The Museum of Flight Library Collection
Rights
Information about rights held in and over the resource
Copyright undetermined
-
https://digitalcollections.museumofflight.org/files/original/97e3ffaf64cd97de3d7f013cb6df6ebb.pdf
0768d25bb749d40aa8d92cf4ff613db4
PDF Text
Text
BOEING
AIRPLANE
·COMPANY
(
'
SEATTLE-·
WASHINGTON
U. S. A,,
-
�.30.EING TRAINING 3EAPLANE
1.
~:
Training - Air Cooled Engine.
2.
~:
'.l'wo
2140 lbs.
Dis osable Load: · 700 lbs.
2840 lbs.
a.
Overall Le
th:
Overall He
ht:
~
28 ft. 1-5/8 . ins.)
)with single float landing gear
11 ft. 7-1/6 ins.)
Wright Lawrance J-3
Type~ 9 cylinder radial air cooled
H.P. ·- 200 at 1800 R.P.M.
Propeller Diameter - 8 ft. O ins.
Wright ~2 or &-4
Type - 8 oylinder Vee - water oooled
200 at 1800 R.P.M.
Propeller Diameter - 8 ft. O ins. ·
H.P. -
3 gals.
.
·_.,_·.":
'•
11.
Armament:
Provision is made for .the installation of one fixed
30 oa.l. Browning gun and two Lewis guns · on a soarf'f
mount, for use as a gunnery training plane.
12.
Landin
.Plane may be eqtiipped with single float, twin
float or wheel landing gear. Weights given are with
single float and ,J--3 engine •
Gear:
�BOEING TRAINIUG SEAPLAN
High Spead:
100 M.P.H.
Low Speed:
48 M.P.H.
Rate of' Climb:
800 feet :r;er _minute at ground
Servloe Ceiling~
11,000 feet
Absolute Ceiling:
12,000 feet
Tima to Service Ceiling:
40 minutes.
Parformanoe with J-3 engi~e developing 22.0 H.P. at 1750
R.P.M. with plane equipp~ for primary flight training.
�BOEING TRAlNllTG SEAPLAm~1
- G:SNE.HA:..i DESCRIPTION -
WINGS:
i7ing structure is of the orthogonal b iplan.e type; with 36'-10"
span, 60" chord and 68" gap. This gives a very good aspect ratio and
also gap chord ratio. The structure consists of a center section
mounted upon the fuselage on six steel tubing struts, the front pair
of Wh.ioh form an "A" strut, which takes the drift loads, thereby eliminating all cross wiring in the center section bracing. Two short inboard sections are mcnnted on the lower longerons, directly ·under the
center section. These inboard sections are braced by steel struts
inclined from the outer ends of the sections to the upper longerons.
The bracing between the canter section and the inboard sections consists of Ught steal tube tension members. This design of inboard
sections permits the use of either a twin float or divided wheel landing gear, as well as the single float. The outer wings are made up
in rights and lefts, and are inter-changeable as uppers and lowers, that
is, the wing fittings are fastened to both top a.nd bottom of the beams,
and the long lugs for the wires swing througi small 8 lDt s in the upper
and lcY.ver surfaces, thus permitting too wing to be used as an upper
when the lugs are s11unef ' throufti the la.var tllrfa.ce, and as a lower when
the lugs are swung throupJl the up,rer surface. The wing beams are of
solid spru.ce. The ribs are of' the trussed type, with spruce members ·
and plywo cxi gussets.
·
El!P:~1 !NAGE:
The empennaga s truoture is built up entirely of welded steel
tubing. The stabilizer is hinged from the leading edge, and 1s adjustable thro~ six degrees by IZ8ans of an adjusting gear, similar to the
one used on the DaH, vhich has proven very satisfactory in service.
The fuselage oonstmotion is of welded steel tubing, braced
with swaged wire tie rods in top and bottom trusses. Side trusses are
braced entirely by steel tubing. All fairing consists of bent-up
steel tubing of light gauge, covered with fabric or sheet aluminum.
3y this ioothcrl of construotion the use of wood parts in the fuselage
has bean reduced to a. minimum. Practically the only wood .rnrts used
in the body are the ply--wood floors, seats, instrument board, and a
few small plywood panels for mounting angina oontrols and accessories.
All flight oontrols, armament installation, and several maj.or assooiblies
are maintad directly on steel clips, welded to the :rueela.ge struoture.
LANDIUG GEAi :
The landing gear oonsi st s of a s Ingle main float, mounted on
four steal stru. ts extending down from the body a.nd braced fore and af't
#
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11e_or ~e struts and orose-brace<Lb·,Y cable exou~ ;:i~o~{f~ ~,~o~. to the otit'.e r ~nds or the inboard wing•
. ·.>·<~~l-~
.. seotiOXJ.. - r~ Y~t::~ ~:,f._ ar ,-the Dain fl<at ocnsists or a ·spruoe, ,,
.a.sh - -&nd\ Gak:? ~
-,~;\y~:.§~~ .• ;> ~ll two-ply{ spruce 'lni~ads • . '?his : . ·:,·,
·struoture:i i.S ~dleo}at~~wttli-~~;'. bmer ply . Qf·, J la.ab.ingtorr ..Red .~~odar· ~id
·tort~i
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laid ninety-··• :. ,.·_ :~~~,· t .Q::";th·.e· i,i,ner-. ;Tn$~·bq,t t'on,1J1s._butlt.jip·) n .tilie .. ·
'··~ e mailna·r ·'as'•- ~·11e.·:~~<ik.; :."All fl t .~ inga f:O:J," a.t:~®bmsit_:at: :it~t's .t.. ,'
~d wires · ar~(qr·,. s'.-t ~af',:aod are covered .witn.:~sn.ova~le pl, ~\ ~ood -·: ~: •· ·:~- 1-·:.,
panels, _malting '/_e pl$<;~rit gr· the - ~1ttlngt(~:~(:s.tlflpte '. j .ci>.: :./~he wing
floats ar-e bnilt_-~ {-pl.rwood lat~.- on 8-D:
_.;;·prk~ ~>~These, ·IU',e
a.ttaohed by steel,- ·~~12ts,·. to the ·univ.e rsal ·w i~ ,. fi tt;-~ .:c:·, The ·t;,1·11 :·
float landing _gear ·1s attaahed to the wte:r .end O,·. t~ <inboard .,· /;l··
. seotl~n by · ~~m. or~vertioal steel tubes, · f:Uld-'· cros~~ra.q.ep. by m~s :
of steel st~~, •:' from ._the float to t:he. bo~-~ , The \Vh~l :~~ing gear ..
oonsiste of thr~-(t -· "9-ni,t~~ ·. an axle _et~end!D8 _.f;rom t:ha ·bodf to the ·..
point b8l0,11 th~ ~'OJtboard $1d Of tm , wt'er w·1ng s-~rttt, t.m.' "A" strut
carrying th~ · s·~Qclt :ab.s ol"ber unit mounted .,dire'e tly.. below .
·f ront
beam · Of the ,.1~Qard . s ·Ei~ti.o~, ailll .~ - braoe tube front~h!t :+ pwer · end/ of
_the "A1.t, etxu~ .y:o 't4e··- re.~ ::beam of ; the · in~~d:: ~eoti,on..-~.. fh!3 tires .
a.re o:r. tl;le J•t~a1ght s~d_e .. ti'P8, ·2 a·,x · 4 .•., .,,_.
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. t,ake · a -Wrigb.t .. ~!/ 'or:·a...~J{~tght E-.-4 ·:.~ ~,~~',';, ~~81 \J;3: ~gi,lle,, aectio~f.
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· : t~:f .Pi,~•i }€~.~~-:l>~~~:z_«f:ritJ1~8:_:~_~~~
oil .:tank ~s mrun't ,~)o~-: the .·--~,:- r-e.a.r. o~ thEt :fi~ ·--.,- ·· ]; ··~t.· fu~~age S-t~ti.on ·l• dire.o_tly_)>aok ..of\• the
-:removap~e :,'.ejg~~E(·a,eo~Jp)l_,•:.,so ..~at_ the ~
- ~l t.ank Ja:. u~cf-,f'.or,.~·> ·
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equip~d witl( .or~,~ s \t:o_~lca,. t}!a.- TJ9oess~ry .: oont .ro). r ·,9(ls·)·or ·bc,tl"i''.·:......
the ~- :a.rid•'.fhe.,: ~ -2- ~n;g1~ ·:·,nstai_l'at-,i O,~-· ·:so ,tba~ ~t,,l ·s J_/riot tie~e~j~' .. •
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gauge s taeLt ul>lng.
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Manuals Collection
Description
An account of the resource
<p>The <strong>Manuals Collection</strong> features digitized manuals held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include aircraft and engine manuals produced by corporations and military branches.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. These manuals are intended for research purposes and should not be used to build or operate aircraft. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
Source
A related resource from which the described resource is derived
<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
Rights Holder
A person or organization owning or managing rights over the resource.
The Museum of Flight Library Collection
Rights
Information about rights held in and over the resource
Published works have been digitized under fair use. Material may be protected by copyright law. Responsibility for obtaining permission rests exclusively with the user.
Bibliographic Citation
A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible.
Manuals Collection/The Museum of Flight Library Collection
Identifier
An unambiguous reference to the resource within a given context
Manuals Collection
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Call Number
Call number for a library item.
MANACT.B65.NB-1.1
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Format
The file format, physical medium, or dimensions of the resource
manuals (instructional materials)
Bibliographic Citation
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Manuals Collection/The Museum of Flight Library Collection
Identifier
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LMAN_text_023
Title
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Boeing training seaplane : model NB-1.
Contributor
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Boeing Airplane Company.
Publisher
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Seattle : Boeing Airplane Company
Description
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<p>Title based on contents.</p>
Date
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[1925]
Subject
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Boeing NB-1 (Model 21)
Boeing airplanes--Reports and studies.
Seaplanes--Reports and studies.
Training planes--Reports and studies.
Source
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Manuals Collection
Extent
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[15] leaves : ill., photos. ; 30 cm
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In copyright
-
https://digitalcollections.museumofflight.org/files/original/329dd1891b8bc5f6fedd35263532a085.pdf
b956615ec300c8f62bb562996963c5ff
PDF Text
Text
MA.NU.AL DE INSTRUCCIONES
de
ENSAMBLAJE Y CONSERV CION
del
AEROPLANO DE OBSERVACIO
MODEID 0-38P
Douglas
0-38P
DotJGLÍlS
��MANUAL DE INSTRUCCIONES
ENSAMBLAJE Y CONSERVACION
del
AEROPLANO DE OBSERVACION DOUGLAS
MODELO 0-38P
Compilado por la
Douglas Aircraft Co., Inc.
santa Mon1ca, California, E.U.A.
�·TABLA DE MATERIAS
Capitulo
Pagina
I - Descripcion ---------------------------------------
5
II - Alas----------------------------------------------
8
III - Empenaje
IV - Fuselaje ----------------- -- ---------------- -- -------
t
20
Tren de Aterrizaje--------------------------------
23
Ajuste de los Frenos-----------------------
26
VI - Flotadores----------------------------------------
31
VII - Rueda Trasera -------------------------- -- --- --------
35
VIII - Planta Motopropulsora -------------------_----------
37
IX - Helice --------------- - ----------------------------
40
X - Sistema de Enfriamiento---------------------------
41
XI - Sistema de Lubricacion Motriz---------------------
45
XII - Sistema de Combustible----------------------------
47
x¡II - Sistema Electrice---------------------------------
50
XIV - 0rganos de Mando----------------------------------
53
-XV - Armamento-----------------------------------------
56
XVI - Rutina de Inspeccion ------------------------------
62
XVII - Desensamblaje y Empacamiento----------------------
65
V -
�RECtr~NTO DE LAS ILUSTRACIONES
Pagina No.
Fig. No.
l.
2.
3.
4.
5.
6.
7.
u,
9.
10.
11.
12.
13.
14.
lj.
16.
l '7.
180
19.
20.
21.
22.
23.
24.
25.
2G.
27.
2.J.
29.
•
30.
31.
32 •
Vista Frontal Angular de la Maquina Completa
como Avion Terrestre---------------------------2
Vista Lateral de la Maquina Completa como
Avion Terrestre--------------------------------3
Vista Trasera An r_;ular de la Maquina Cor:pleta
corno Avion Terrestre---------------------------4
Dibujo de· la Instalacion de las Alas -------------9
Diagrama de Ree;laje ------------------------------- 10 y 11
15
Dibujo de la Instalacion del Empenaje ------------Ensamblaje del Grupo del Er.lpenaje, Visto desde
Abajo------------------------------------------1'7
Ensamblaje del Grupo del Empenaje, Visto desde
Arriba-------------------------------- · --------18
Vista de la Unidad Posterior del Mecanismo de
Ajuste del Estabilizador Horizontal------------19
Diagrama de los lüembros Estructurales del
Fuselaje---------------------------------------22
Vista del Tren de Aterrizaje---------------------- "~ 34
Dibujo de la Instalacion del Tren de Aterrizaje --25
Diagrama de Ajuste de los Frenos y de los l edales 29
Croquis de la Herramienta para Ajustar el 2edal
0.J
del Freno--------------------------------------Vista de los Flotadores--------------------------33
Dibujo de la Instalacion de los Flotadores-------34
Vista del Ensamblaje de la Rueda Trasera----------36
~lanta Motopropulsora Visto desde el Lado·
Izquierdo--------------------------------------38
~lanta Motopropulsora Visto desde el Lado Derecho 39
Tolvas del Nariz Visto desde el Lado Izquierdo---42
Tolvas del Nariz Visto desde el Lado Derecho-----43
Tolvas del Nariz Visto desde en Frente-----------44
Diagrama del Sistema de Lubricacion Motriz-------46
Diagrama del Sistema de Combustible--------------49
Diagrama del Sis tema ·Electrice -------------------52
Diaerama del Sistema de los Organos de 1.lando ------55
5?
Vista de la Cabina del ~iloto --------------------Vista de la Instalacion de la Ametralladora
Sincronizada-----------------------------------58
Vista de la Instalacion de la .Ametralladora
59
Flexi~le ---------------------------------------Vista de la Cabina del Observador----------------60
Vista de la Instalacion a.el 1.-ortabornbas ----------61
63
Diagrama de Lubricacion --------------------------1
�Cantidad
de
Maquinas
Num.eros de Serie
desde 1141 hasta 1146
inclusivamente
Pa'.$ina 1
�. C_Ar:ITULO I
DESCRI _e cron
,Dimensiones Generales Envergadura Total ------------------------------- 12.192
Avion Terrestre
Longitud Total -------------------------------- J. 245
Altura Total ---------------------------------- j . ~l52
Altura del Nucleo de la Helice desde
la Tierra
al estar
el Avion en :_________
uosicion ______ l. J05
de
vuelo normal
_______________
Altura del Nucleo de la Helice desde
•
la Tierra al estar el Avion en Tres
Puntos--------------------------------------- 2.667
Avion Marino
Longitud Total ------------------------------- 1 0 . 037
Altura Total -~'------------------------------- 1.1:.345
Angulo desde la Cubierta del Flotador
hasta la Linea de Traccion ------------------------Angulo desde la Parte Posterior de la
Quilla (al escalen) hasta la Linea
de Trace ion----------------------------------------
1:1.
;r1.
m.
m.
m.
:.1.
m.
o0
7°
Alas
Perfil-------------------------------- Goettingen 398
Escalonamiento ------------------------ · 22° or 66.04 cm.
Distancia Inter-Alar ------------------------- L33.3 cu.
Area Total (Incluyendo los Alerones) ------- 33. G29 m? ·
Alas Superiores •.
Envergadura ------------------------------- ---- 12.192 ;·1.
Cuerda---------------------------------------- 1S2.4 c.~.
Diedro----------------------------------------------- 2°
Area (Incluyendo los Alerones) ---------------- 18.llS :1?
Incidencia------------------------------------------- 2°
Alas Inferiores Envergadura ----------------------------------- 11. ?39 ::1.
Cuerda ------------- ----- - ------------- -------- 102. •l c . .1.
Diedro----------------------------------------------- 2°
Area (Incluyendo los Alerones) ---------------- 15.jl4 ~?
Incidencia --------------------- --- .------ · -- --------- 2°
Par;ina 5
�Aleron (Tipo Frise) Cantidad----------------------~------------------------ 4
Area (Cada uno .a20 m2 ) Total-------------------- 3.280 m~
Area de Compensacion (Adelante del
Eje de Giro - Cada uno .177 m~) ------------------- ·• ?OG m~
Estabilizador 1.588 m~
Area -----~--~-----~------~--------------------Ajustable
Posicion --------------------------------------Timon de Profundidad Area Total------------------------------------2. 350 m~
.434 m?
Area de Compensacion --------------------------Plano de Deriva Area ----------~-----~~-~-~--~-----------------Timon de Direccion Area -------------------------------------------
Area Ae Compensacion --------------------------Tren de Aterrizaje Rodada
Dimensiones de la Rueda-------------------- 32 pul. x 6 pul.
Amortiguador------------------------------------- Tipo Oleo
Frenos --------------------------------------- ·Marca Bendix
Instalaoion de los Flotadores
Flotadores --------------Marca Edo, Modelo J-5300 Modificado
(No. de pieza J-1032)
Trecho--------------------------------------------- 2.590 m.
·
Manga--------------------------------------------86.36 cm.
Altura-------------------------------------------- 75.57 cm.
Longitud-----------------------------------------Distancia desde el Esoalon a la Proa--------------
6.198 m.
3.454 m.
Pagina 6
�Motor Wright "Cyclone" R-1820-11• 640 h.;i.
Q
1900
1...
1:1•2n.
Helice Metalica, de dos aspas Diametro - 3.140 m.
Numero de Pieza del Nucleo - 5416
Numero de .Fieza de la Aspa - l 7-A2-8
Pesos
Como Avion
Terrestre
Peso Vacio
Tripulacion (2@ 90.720 kg.
Cada uno)
131. 440 kg.
Combustible (554.76 l.)
398. 714 kg.
Aceite (37.854 l.)
34. 020 kg.
Equipo Militar
57. 2,;4 kc.
Equipo Miscelaneo
(Cinturones, cojines, etc.)
B. 029 ke.
Peso Total
2216. 607 kg.
Carga por Unidad de
Superficie Alar
66.368 kc./m?
Carga por Unidad de Fuerza
M:otriz
3.4?0 kc./h.p.
lJl.440 ks.
39J. 714 kg.
34. 020 kc;.
5.7. 244 kG•
J.029 kt~.
221G.oü'7 kc.
Fa··;ina ?
�CAPITULO II
Parrafo
l.
2.
3.
4.
1.
Pagina
Ensamblaje-------------------Reglaje----------------------Conservacion -----------------Lubricacion -------------------
8
12
lS
13
Ensambla je :
(a) (Veanse las F1gs. 4 y 5). En el discurso siguiente
los numeros dados a los montantes y los tirantes son los numeros
simbolos que se muestran en la Fig. 5. Ademas de esto cada
montante tiene cerca de uno de sus extremos un numero pintado
con mascara para identificarlo siendo este mismo numero pintado
tambien en la superficie del ala en el lugar donde debe conectarse el montante.
(b) Sostengase el capacete con una eslinga y conectense
a ello los montantes delanteros y posteriores {14), los tirantes
de incidencia (3) y (4) y los tirantes transversas (5). Al
instalar los tirantes sigase la regla' general consistiendo en
que las cuerdas derechas de estos se conectan a los herrajes
inferiores.
(o) Levantase el capacete a su. posioion definitiva en el
fuselaje fijando bien los montantes y asimismo tensense bien
todos los tirantes debido a que en las siguientes operaciones
de ensamblaje el peso de las ala~ sera soportado por el capacete.
(d) Sostengase una de las alas superiores con una eslinga,
conectando a ella los montantes exteriores interalares, los
tirantes de aterrizaje (6) y (7), los tirantes de vuelo (8) y
(9) y los tirantes exteriores de incidencia (1) y (2)o
(e) Levantase el ala superior a su propia posicion y
coneotesa al capacete con los pernos especiales. Sostengase
provisionalmente el ala superior •.
(f) Levantase el ala inferior a su posic1on y conectase
al fuselaje con los pernos especiales. Conectense a esta los
tirantes de aterrizaje, los tirantes de vuelo, los montantes
interalares y los tirantes de incidencia.
(g) Repitanse con las alas del lado opuesto las operaciones
que se han descrito anteriormente.
Pagina 8
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S.30817
��DETALLES Q,UE SE MUESTRA."f E:r EL DIAGRAMA DE REGLAJE - FIG. 5
Longi tu d del
tirante ama.
No. de Pieza
Des cr1 oion
l.
AN674-83
l /4-28
.
210.a
2.
AN674-6325
1/4-28
160.7
Inci den cia Exterior
3.
AN676-4875
3/8-24
123.8
Inci den cia Interior
4.
AN675-39
2
5/16-24
99.1
Inci de ncia Interior
5.
084810
4
7 /16-20
134 .3
6.
7.
B.
AN675-ll287
AN676-11550
AN677-16575
AN677-16575
AN673A-6800
AN673A-6550
082558
422094
2
2
4
4
5/16-24
5/16-24
7 /16-20
7 /16-20
#10-32
//10-32
5/32
286.7
293 .4
421.0
421.0
172.7
166.3
Cables
Montantes
ca.
10.
11.
12.
13.
2
2
2
2
del . Capacete
de Ate rrizaje
de Aterrizaje
de Vuelo
de Vuelo
del Es tabilizador
d~l Est abilizador
del Bstab111zador
de I nterconecoion
de ios Alerones
del qa pacete
del Ca pacete
Inte r.a lare s
In ter alares
Delante ros
AN676-6825
2
2
2
2
2
3/8-24
Montantes
Montan tes
Montantes
Montantes
173.4
19.
AN678-7525
2
1/2-20
191.l
Medi os
20.
AN675-7350
2
5/16-24
186.7
Tra seros
21.
AN675-¡0075
2
5/16-24
253.9
Horl zo nte. les
22.
430312
Montan tes
Del ant eros
f3.
230313
Montan tea
Medi os
24.
430314
Montante
Izqu 1erdo Trasero
25.
·430314-1
Montante
Dere ch o Trasero
de I hteroonecoion
Dele.n tero
de I nt erconeoo1on
Trasero
14.
15.
16.
17.
18.
083966
083965
083970
26.
230345
Montante
27.
230345
Montante
Notas
Desde la posicion superior delantera hasta
la interior trasera
Desde la posioion superior trasera hasta la
interior delantere
Desde la posicion superior delantera hasta
la inferior trasera
Desde la posic1on superior trasera hasta la
inferior delantera
Entre los montantes delanteros solamente Tirantes dobles
Delanteros
Traseros
Delanteros - Tirantes Dobles
Traseros - Tirantes Do~les
Delanteros Superiores
Traseros Superiores
.
Interior - (Medido entte centros de pernos)
Traseros
Delanteros
Delanteros
Traseros
Desde la coneccion delantera del flotador
hasta la delantera del.fuselaje
Desde la conecoion delantera del fuselaje
hasta la trasera del flotador
Desde la coneccion trasera del flotador
hasta la trasera del fuselaje
Diagonales - Entre los montantes de 1nteroonecc1on de los flotadores
Desde la coneccion delantera del flotador
basta la delantera del fuselaje
Desde la coneccion delantera del fuselaje
hasta la trasera del [flotador
Desde la conecoion tr~sera del flotador
hasta la trasera del fuselaje
Desde la coneocion tr~sera del flotador
hasta la trasera del ;:ruselaje
Desde un flotador hasta el otro
Desde un flotador basta el otro
206.5
156.5
118.4
93.5
128.8
281.6
2ag.2
413.7
415.3
168.8
162.4
140 .8
1~4.8
91.0
~0.9
177.1
178.7
157.6
100.7
181.9
251.1
1~ .9
153.2
148.7
148 .7
321.6
321.6
pagina 11
�(h) Coloquense los alerones en sus sitios y asecurense
cada uno con sus respectivas herrajes de conneccion.
(i) Quitense las cubiertas de fuselar de los montantes
de conneccion de los alerones. Instalense los montantes y
poneanse otra vez las cubiertas.
(j) Conectense los cables de mando a los alerones al
balancin del aleron inferior y al balancin que esta dentro del
fuselaje, si 6uiendo las marcas rojas en las poleas y las conecciones para hallar las puntas terminales propias de cada cable.
Verifiquese el mecanismo de mando en lo que res:,eta a la direccion de movimiento de los alerones y a la facilidad de funcionamiento de ellos.
(k) Vease el Capitulo XII para enterarse de las instrucciones
para conectar los alambres de las luces de vuelo y de aterrizaje.
(1) Instalase la cubierta de fuselar que se adhiere al
fuselaje y al ala inferior.
2.
Reglaje:
(a) Pongase bloques delante de las ruedas y nivelese
longitudnal y lateralmente colocando gatos en los puntos de apoyo
del tren de aterrizaje y del poste terminal. Empleanse las prominencias que hay debajo del fuselaje para determinar el nivel.
Durante el reglaje debera tenerse cuidado de no alterar el nivel
del aeroplano.
(b) Ajustense los tirantes transversos del capacete (5) a
una longitud igual para centralizar el capacete lateralmente con
el f'uselaj e.
(c) Dejense caer unas cuerdas de plomada desde el borde de
ataque del capacete y ajustense los tirantes de incidencia (3) y
(4) hasta que la medida que haya desde cada cuerda de plomada al
borde de ataque del ala inferior sea igual a 60.04 cm. En seguida
aprietense todos los tirantes del capacete.
(d} Ponga.se una regla, un transportador y un nivel a lo largo
de la parte inferior de las costillas extremas del capacete y
ajustense los montantes posteriores del capacete hasta que el an 0 ulo
de incidencia sea de 2 grados.
(e} Pongase una regla, un transportador y un nivel a lo larGo
de las vigas de las alas inferiores y ajustense los tirantes delanteros de aterrizaje (6) hasta que el angulo diedro sea igual a
2 grados.
(f)
Aprietense los tirantes delanteros de vuelo.
(g) Ajustense los tirantes posteriores de vuelo {9} y de
aterrizaje (?} hasta que las superficies inferiores de todas las
alas queden planas y simetricas al verlas desde un punto situado
exactamente detras del timon de direccion.
Pagina 12
�(h) Verifiquese la incidencia de las alas exteriores,
la cual debera ser de 2 grados, y aprietense los tirantes
exteriores de incidencia (1) y (2) a una tension uniforme.
Verifíquese la posicion currentilinea de todos los tirantes
y aprietense todas las contratuercas de sus terminales.
(1) Instalense las barras de separacion en la interseccion de los tirantes de vuelo {8) y (9) y ·los tirantes
de aterrizaje (6) y (7).
(j) Instalese el tubo anemometrico en el montante
interalar anterior derecho y conectase la tuberia para este
en las alas.
(k) Instalense las cubiertas de fuselar de las conecciones .de los montantes y los tirantes. Cada pieza esta
marcada alfabeticamente y la superficie del al~ tiene la
misma marca en el lugar donde debe colocarse la pieza para
servir como guia al buscarlo. Las cubiertas de fuselar de
los montantes se sujetan con grapas y tornillos siendo las
de los tirantes conectados por tornillos solos.
3.
Conservacion:
(a) A intervalos regulares exa11inense todas las
chavetas y las contratuercas de los tirantes de todo el
ensamblaje de la celula sustentadora. Examinense todos
los tirantes, viendo que tengan todos la propia tension.
(b) Todas las alas estan provistas de agujeros para
verificar la tension de los tirantes de resistencia al
avance. En caso de ser necesario apretar estos tirantes,
usense llaves espanolas de tipo estandard.
4.
Lubricacion:
(a) (Vease la Fig. 32). EnGraser.se con frecuencia los
puntos siguientes, por medio de los lubricadores "Zerk".
l.
Bisa3I9as de los alerones.
2.
Extremos de los montantes de
coneccion de los alerones.
:Pagina 13
�CAPITULO IlI
EMPENAJE
Parrafo
l.
2.
3.
4.
5.
l.
Fa ; ina
Descripcion -------------Ensamblaje--------------·Regláje -----------------Conservacion ~-----------Lubricacion --------------
14
14
16
16
16
Descripcion:
(a) (Veanse las Figs. 5 a 9 inc.) El grupo del empenaje
se compone de los siguientes miembros: Dos secciones del estabilizador horizontal, - dos secciones del timen de profundidad, plano
de deriva, timan de direccion, seis tirantes,rn.ecanismo de ajuste
del estabilizador horizontal y sus piezas de coneccion.
(b) En el discurso siguiente los numeras de los tirantes
son los numeras en simbolo que se muestran en la Fi s . j .
2.
Ensamblaje:
(a) En el ensamblaje del grupo del empenaje, el procedimiento siguiente es el mas conveniente.
(b) Conectense los tirantes (10} y (11) con el plano de
deriva y fijese este ultimo en su posicion debida, insertando
su herraje trasero de coneccion en el casquillo del fuselaje y
empernese el herraje delantero de coneccion. Dicho herraje delantero esta diseriado para permitir el ajuste lateral del plano
de deriva para contrarrestar el efecto giroscopico de la helice
si se desee. · El movimiento lateral generalmente es de un c:n.
a la izquierda.
·
(c) El ensamblaje del estabilizador horizontal podra principiarse ya sea con la seccion derecha o con la izquierda. usando
el tornillo especial, conect~se el herraje de la vi s a posterior de
la seccion del estabilizador al ojo de perno que esta en el poste
terminal. Dicho ojo generalmente se coloca en la posicion superior
de las dos posiciones que existen, usandose la posicion inferior
solamente cuando se desee levantar el estabilizador 2 grados mas
para contrarrestar una condicion de pesantez de cola. Sostengase
dicha seccion del estabilizador colocando un apoyo debajo de su
extremo exterior. Gonectense los tirantes (10) y (11) del plano
de deriva y ensamblese la seccion op~ta del estabilizador en
una forma similar. Empernase los herrajes delanteros de las vigas
de las dos secciones del estabilizador con 4 tornillos #10-32 por
dentro del fuselaje, trabajando por la obtu.racion que esta en el
fondo del fuselaje.
(d) Conectese el eslabon del mecanismo de ajuste del estabilizador con los tornillos especiales.
Pa r ina 14
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�(e) Instalenee los cables tensores (12) desde los herrajes
del lado inferior de las secciones del estabilizador al fuselaje,
colocando los torniquetes en loa extremos superiores.
(f) Instalense las dos secciones del timan de profundidad y
conectense a los herrajes centrales con 2 tornillos de 1/4 pulgada 28.
(g) Reot1f1quese el alineamiento longitudnal del plano de deriva
dejando caer una cuerda de plomada por las tres bisagras del timon de
direcoion (estando dos de dichas bisagras colocadas en el plano de
deriva y le, teroe~a_situada en el· poste terminal del fuselaje) y atornillando o desatornillando el herraje de la oonecoion delantera del
plano de deriva tal como sea necessario. Ya se puede instalar el timan
de direooion coneotandolo por medio de la tuerca del pasador de la
bisagra central.
(h) Coneotense los cables de mando a los balancines del timon de
d1reoc-1on as-1 oomo de los timones de profUndidad con tornillos -/110-32.
3.
Reglaje:
(a) N1velese el fuselaje por el proceso explicado en la pagina
11-(a). Al mirar las secciones del estabilizador horizontal desde un
punto situado exaot·e.mente de tras del timon de direcoion, vease que
dichas seociones esten paralelas al borde da ataque de las alas. En
una de las secciones del estabilizador ext1endase una cuerda a lo
largo del fondo
las. herrajes de bisagra y en oaso de que una de las
herrajes se muestra afuera de ali~.e aniiento con las otras dos, rectifiques~lo por me,d io de ajustar los tirantes y el cable tensor. De la
misma manera vea que las bisagras dé la otra seccion del estabilizador
astan alineados.. E. l proceso :para alinear el plano de deriva ya se ha
descri bido en ?l pa~rafo 2 ( g) anterior.
de
(b) El estabilizador horizontal se ajuste al ir en vuelo por
medio de un manµbrio que esta si tuago __ en la cabina del piloto. Las
marcas, que astan en el mecanismo de ajuste asi como en la superficie
exterior del fus~laje· cerca del borde de ataque del estabilizador,
indican la posiclon en grados. Si por cualquier motivo se han borrado
estas maroas, la posic1on neutral se puede determinar para objetos de
ensambla-je colocando longi tudnalmen te en una de las costillas del
estab111zado,r oerca del fuselaje, un transportador y un nivel, dando
vueltas al manubrio hasta que sea indicado un angulo de ataque de
menos 1 grado, siendo esta poaic1on la de zero. El movimiento desde
·aqui es de mas 4 grados y menos 3 grados estando la viga posterior
conectado en el agujero inferio~ del poste terminal.
4.
Conservaoion:
(a) A intervalos regulares examinense todos · los tornillos,
tuercas, chavetas, tirantes, y piezas que hagan movimiento en el
ensamblaje entero del grupo del empenaje.
5.
Lubricacion:
(a) Estan provistos lubricadores "zerk" para lubricar el
mecanismo de ajuste del estabilizador, las cuales deben engrasarse
frequentemente con grasa "Alemite".
Pagina 16
�C1u~ I TULO IV
FUS~LAJE
1-'agina
Parrafo
l.
2.
3.
l.
Descripcion ----------------Reglaje--------------------Conservacion ----------------
20
20
20
Descripcion:
{a) El fuselaje esta construido con tubos de acero al cromomolibdeno unidos con soldadura auto.~na y refor~::ados con tirantes.
Los larc;ueros superiores estan paralelos a la linea de traccion y
se pueden emplear para la nivelacion. Los puntos de coneccion de
las alas inferiores tambien se iJueden emplear para el caso, mas
conviene usar en lugar de cualquier de los dichos partes. al hacer
operaciones de ens8lllblaje, unas prominencias para nivelar que estan
provistos debajo d~l fuselaje. La bancada del motor es desmontable
y queda sujeta por medio de tornillos de asiento conico con sus
respectivas tuercas.
2.
Reglaje:
(a) .i-ara el ensamblaje ordinario, dejese descansar el fuselaje en los herrajes de coneccion del tren de aterrizaje y en el
yos te terminal de manera que los ni veles, tanto lateral como
lonsitudnal, esten normales, no haciendose necesario alguna otra
rectificacion, ya que el fuselaje se ha alineado cuidadosa.mente
en la fabrica.
(b) Si por algun motivo se cree que el fuselaje esta fuera
de plomo, verifiquese el nivel tal como se describe en el 1;arrafo
( a) anterior, tirando una plomada desde la parte superior del 1JOs te
terminal. Si dicho poste no concuerda con la plomada, o no se
pueda nivelar en ambas direcciones a la vez, el fuselaje no estara
de plomo,haciendose necesario una nueva rectificacion, la cual se
verificara tirando una cuerda central a lo lar::p del interior del
fuselaje haciendo de alli mediciones laterales en la forma acostwnbrada para el caso.
(c) Cuando los tirantes cruzados se hayan quitado para reemplazar los tanques de c;asolina, es necesario volver a verificar
el alineruniento, a menos que uno ele dichos tirantes conserva su
lonGi tud exacta. Esto se ~racticara haciendo mediciones dia_;onales
atraves de la seccíon.
( d) Al levantar o trasladar el fuselaje, hay ci~ue tener
cuidado de que los puntos en que se levante o --se sosten:;a, sean
aq_uellos que esten reforzados en la estructura.
3.
Consorvacion:
(a) A intervalos re(~ulares revisese el fuselaje _;rnra ver si
no hay corrosion, tirantes rotos, conecciones des ~astados, etc.
Las dimensiones de los mie~abros del fuselaje se muestran en el
dia~ama.
�( b} Si se llega a ser necesario reet11Jlazar la 'Juncada del
:r1otor, los taladros en los herrajes de coneccion tienen que ser
rimados mientras que la bancada se mantiene en su posicion fija
con el fuselaje de manera que dichos barrenos coincidan perfectamente. Usese una rima conica Brown y Sharp No. 4 para las conecciones superiores y una del No.- 5 para las inferiores. Los tornillos tienen que ajustar perfectamente y quedar óien apretados.
(c) Estan provistos acujeros de mano y o'uturaciones cerrados
por medio de broches de canchas y agujetas, para dar acceso a todas
las partes interiores.
I-a c;ina 21
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Pagina
22
�CAPITULO V
THEN DE ATERRIZAJE
Parrafo
l.
2.
3.
4.
l.
Pacina
Desoripoion -------------------Instalacion -------------------Conservacion ------------------Lubricacion --------------------
23
23
28
28
Descripcion:
(a) (Veanse las Figs. 11, 12, 13, 14 y 32). El tren de
aterrizaje que se usa es de columnas oleo amorticuadoras con resortes "Anillo de Edgewa ter" los cuales reciben los ¡-:olpes cuando
el avion rueda por tierra. Cada eje lleva una oreja de remolque
en la parte anterior, teniendo ademas debajo un punto de apoyo
en el cual se puede poner un ga. to para levantar el aeror, lana. Las
ruedas y los frenos son del diseno "Bendix».
2.
Instalacion:
(a) Para instalar el tren de aterrizaje levantese el fuselaje por medio de una eslinga atada a las conecciones de los largueros superiores, o a una viga colocada debajo del so porte superior
del motor, junto a los herrajes de coneccion de la bancada. Es
necesario levantar el fuselaje a una altura en que el tren de aterrizaje quede un tanto despegado del suelo, necesitandose levantar
la cola del fuselaje hasta que la linea de traccion este aproximadamente horizontal. ·
( b) Conectase el brazo en "V" a los herrajes de los lar (:,Ueros.
Ponganse en sus respectivos lugares tanto el eje derecho como el
izquierdo, sosteniendo sus extremos inferiores aproximada.'1lente a la
altura de las ruedas y metiendose los extremos superiores en la
coneccion del bra·zo en "V" con el extremo superior del eje derecho
en frente del izquierdo en el punto de coneccion. Mctase el tornillo
es1)ecial en los tres herrajes colocandolo con su oxtrc:-:10 menor diriGido hacia atras.
(c) En el caso de las colunnas oleo amorti ~uadoras, las
colwanas mismas son intercambiables mas usualmente se encuentran
instaladas en el ensamblaje de la cubierta de fusolar la cual
incorpora el brazo trasero dia :::;onal inte ~ro siendo esta con'Jinacion
dist:i-nta para derecha y izquierda cuando se toma co;:10 unidod. Una.se
la coneccion inferior con el herraje en el eje usundo el tornillo
con anillo y diriGiendo el anillo hacia delante. Conectense los
herrajes superiores con el fuselaje.
.1- 0. .;ina 23
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5308/8
�(d) Las ruedas son intercambiables y se aseguran en loa
ejes por el proceso de empernar los tapacubos.
(e) Es necesario verificar el ajuste de las columnas oleo
amortiguadoras, debido a que si no funcionan libremen~e por causa
de un mal aJ.ineamiento, originaran dificultades al aterrizarse.
Para este objeto el peso de la rueda debera ser suficiente para
hacer bajar el tren de aterrizaje.
(f) Matase el extremo superior del cable del freno, que
esta conectado al eje, en las poleas montadas en el brazo en "V",
conectandolo al oable del fuselaje por medio del torniquete.
Conectese el extremo inferior de este cable a la palanca del
tambor del :freno. Verifiquese el libre funcionamiento de las
poleas.
AJUSTE DE LOS FRENOS
.(g) Aprieteae el cable del tteno por medio del torniquete
y ajustense los trenos en la manera describido como sigue:
(Vease la Fig. 14).
l
~
Levantase o~n un gato el avion •
. 2 • Manteniendo los cables aflojados,
-~:f½j~;~ nse las levas "a" de articular
. líasta: que las ruedas esten libres
tanto como posible, asegurando despues
las . lev~s en posic1on por medio de las
· contratuercas .•
3 - Aju:stense las palancas "d" en los
arboles c:e n múescas, de manera que
el angulo ttA" entre los cables y
las palancas no sea mas que so grados
cuando las ruedas estan enfrenadas
- completamente.
4 • Antes de ajustar los pedales es
aconsejable hacer una herramienta
tal com? se muestra en la Fig. 15.
5 - Coloquese la palanca de mano del
treno de parada en su posicion mas
tdelantado.
·
6 - Para ajustar el mando del pedal:
Aprietese el cable por medio del
torniquete "b" de manera que las
ruedas esten enfrenadas completamente cuando esten el pedal y la
herramienta en la posicion-que se
muestra en la vista marcada "freno
aplicado completamente"
Pagina 26
�En caso de que el pedal del freno
avance mas que dicha posicion,
aprietese el cable aun mas, al mismo tiempo teniendo cuidado de no
apretar el cable tanto que cause
que los frenos esten aprietos
cuando el pedal esta en la posicion marcada "freno suelto"• ➔
? -
Para ajustar el freno de parade:
aflojase el pedal colocando la
palanca de mano ·del freno de
parada en la musca de su cuadrante que sea la segunda desde
el extremo posterior y apreitando
el cable por medio del torniquete
"c" hasta que las ruedas esten
enfrenadas. Lluego coloquese la
palanca de mano del freno de parada en su posicion mas adelantado.
(h) Conectase con el brazo en "V" el grup o de tubos
qonsistiendo de uno de ventilacion de los depositas de combustible, y otros de a gotamiento de la bomba motriz y de
la caja del acumulador instalando las cubiertas de fuselar.
En estas condiciones ya se podra bajarse el fuselaje para
que las ruedas descansen en el suelo.
Pa gina 2?
�3.
Conservacion:
(a) Bajo las condiciones normales de servicio no es necesario
dar a las columnas oleo amortieuadoras ninQ.lna atencion. En el
caso de una inspeccion mayor cuando se desee desarmar el ensa::iblaje
de la columna para examinarlo, se va a perder en el proceso de desarmar, el aceite con que ori¿;j.onalmente fue llenado la colwnna.
Al componer la columna pongase por el agujero colocado al extremo
superior del tubo menor adentro de la cubierta de fuselar, .71 litro
de una mezcla consistiendo de 80~~ aceite de ricino y 20iS alcohol.
(b) A intervalos regulares verifiquense las condiciones de
las ruedas. Deben ser limpiados bien con casolina y repintados los
lugares donde se muestran raspaduras.
(c) ~os ejes son de tubo de acero al cromo-molibdeno temolado.
En caso de que estos se lleguen a doblar o a'vencer, sera necesario
recocerlos antes de ser enderezados, volviendo a templarlos una vez
rectificados.
4.
Para recocer:
Calientese de 675 a 700 c;rados c.
~n:rriese lentamente en el aire.
Para templar:
Calientese gradualrlente de 855
a 900 grados c. y mantens ase asi
por lo menos quince ;:ünutos.
Apaguese en aceite. Metase otra
. vez en el horno y calien tese de
400 a 415 grados C. y ruan ten ¿;ase
asi por lo menos treinta minutos.
Enfríese en el aire.
Lubricacion:
(a)
Todas las articulaciones que tienen movimiento van provistas~de lubricadores "Zerk" debiendo ser enGrasados recularmente.
(b) Las chumaceras de las ruedas son de bronce srafitadot no
debiendose por lo tanto permitir que el aceite o la c;rasa ha ,:.:;a contacto con las mismas.
( c) Debera evitarse siempre que el aceite o la -=_;rasa ha ~~;a
contacto con las zapatas de los frenos, pues de esta suerte sera
necesario reponer la balata debido a que no hay forma satisfactoria
de quitar la grasa de esta clase de balatas.
(d) Aceitense todos los cojinetes de los pedales de los
frenos asi como de las poleas de los cables a intervalos re ~)llares.
L
a cina 2t3
���CAl 'ITULO VI
FLOTADORES
.Parrafo
l.
2.
3.
l.
Descripcion -------------Instalacion -------------Conservacion -------------
31
31
32
Descripcion:
(a) (Vease la FiG• 16}. Los flotadores -~em.elos son de construccion de aleacion de almuinio siendo reforzados con montantes
y tirantes de acero. Una coneccion para un cable de renolcar esta
provista en la proa de cada flotador.
2.
Instalacion:
(a) (Veanse las Fi gs. 5, 15 y 15a). En el discurso sL;uie.nte
los numeros de los tiran tes y de los non tantes son los muc~ros en
simbolo que se muestran en la Fig. 5. Coloquense lado a lado un
flotador izquierdo y un derecho con las conecciones de los tira n tes
asi como las tiras euarda-es1Jurn.as de un flotador diri ,~idos haciu
las mismas del otro. Engrasense los extremos del t1ontan ~e delantero
de interconeccion (26) y del montante trasero de interconcccion (27)
metiendolos en sus respectivas sockets en los flotadores así co::10
asegurandolos con sus tornillos.
(b} En los montantes de interconeccion practiquense barrenos
que coinciden con los taladros que estan en los extremos interiores
de los sockets metiendo los ojos de perno. Coloquense dichos ojos
de perno en lasposiciones tales que sus cabezas esten diridas hacia
dentro de la escuada formado por los montantes de interconeccion
asi como con sus agujeros puestos verticales para permitir que se
conecten los tirantes horizontales.
(c) Conectense los tirantes horizontales (21) cc n los ojos
de perno y ajustense a la tension propia.
(d) Levantase el avion en una posicion aproximada~nte a
nivel, a una al tura suficiente para permitir que los flotadores
y sus montantes de conectar puedan ponerse en posicion por deba.30.
(e) A los herrajes que generalmente llevan el bra ~~ o en nv"
conectense los eslabones de los tirantes. A los herrajes que
ceneralmente llevan las columnas oleo-amorti ;_:uadoras y los brazos
traseros diagonales conectense los adaptadores superiores de los
montantes. Conectense los adaptadores inferiores a los flotadores.
( f) A los adaptadores de los montantes en los flot{!dores
conectense los montantes delanteros (22) los medios (23) el trasero izquierdo ( 24) y el trasero derecho ( 25). Hotese QUC el
montante trasero izquierdo (24) lleva una escalan. A las conecciones de los tirantes conectense los tirantes delanteros.(13),
�los medios (19) y los traseros (20). Notese que los extremos de
los tirantes medios que tienen los terminales especiales van a
la pos1cion superior.
(g) Coneotense los montantes con los adaptadores en el
fuselaje y conectense los tirantes a los eslabones en el fuselaje.
Ajustenae los tirantes a la tension propia.
(h) veritiquese la posioion currentilinea de los tirantes y
apretense las contratuercas.
(1) Instalense los herrajes de estregamiento en los lugares
donde cruzan los tirantes.
· ( j) Instalense las placas de cubrir de las conecciones
superiores de los montantes delanteros de los flotadores, manteniendolas en pos1o1on provisionalmente mientras practicar
barr~nos por ellas hacia el interior de las tolvas, despues
metiendo ·tornillos en dichos barrenos para tener las placas.
3.
Consarvaoion:
(a) Examinese frequentemente la instalacion completa para
ver si no hay perjuicios ni corrosion y que todos los tirantes
asten apretados.
(b) Mantenganse siempre engrasados con grasa dura todos los
herrajes de coneccion de los montantes y de los tirantes.
(e) Diariamente bombease el agua de pantoque de los flotadores si exista el tal• semanalmente a lo menos inundiendolos con
agua pura.
(d)
de mano.
Mantenganse bien engrasadas las cubiertas de· los aeujeros ·
Pacina 32
�1
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�RUEDA 'fitASERA
}iarrafo
l • . Instalacion --------------------2. Conservacion -------------------0.
Lubricacion --------------~-----l.
i
o :·:ina
35
00
35
Insta lac ion:
(a)
(Vease la :B'ig. 17). La rueda trasera es de un ti_;~o
conbinado siendo diri ,s_;ible y al mismo tiern_po capaz de ;;irur iJOr
360 grados. 1~ara instalarla metase la coneccion superior en el
cojinete de empuje empernando el cojinete inferior al fuselaje
con dos tornillos de 1/4 puleada 28 y conectando el cuble de
mando al balancin con dos tornillos }10-32.
(b)
Para ajustar la leva de la rueda, quitase ln ~laca de
cubrir y trabajando por el aGujero que esta provisto, enflojese
la contratuerca, atornillando despues para causar QUC la leva
suelte mas tern.prano o desatornillan do para hacerla .Jol tar nas
tarde. Es necesario hacer el ajuste de tal manera que la leva
suelte antes que el tLnon llegue al ext:;."emo de su r:iovLliento~
2.
·conservacion:
(~) No requiere esta instalacion nincun serv1c1O de conservacion sino lo que es costumbre dar al neurnatico.
3.
Lubricacion:
(a) En los aviones c1ue estcn en s ,Jrvicio re _:ular deben
lubricarse a intervalos re ¡plare s los ~;untos si ;_;uien tes:
1 - Cojinetes su11erior y inferior - Er1 .~jrosador
"Zerk".
2 - Chumacera de la rueda - ~m_paquese con
grasa.
�CA.i.,ITULO VIII
}arra fo
l.
2.
3.
l.
Instalacion ------------------------Conservacion -----------------------Lubricacion -------------------------
3?
3?
3?
Ins talacion:
(a)
(Veanse las Fics. lü y 19). Con las excepciones del
carburador, la pichancha de la toma y la culüerta del i.1Q_)1cto,
todos los accesorios pueden quedar en sus sitios durante ·el
¡;roceso de instalar el motor asi como el de quitarlo.
(b) El levantamiento del motor se verifica por :acdio de
una eslinsa conectada al arbol de cojinete del balancin de la
toma del cilindro }9 asi corno al ar bol de cojinete del bala;1cin
del escape del cilindro }2. Quitense los lubricadores ",:ork" de
los arboles de cojinete sujetando los eslabones de la eslin "P,
con sus tornillos es1)eciales. Tenc;ase cuidado de ciue los tornillos esten aseeurados con alambres apretendo bien la barra
separadora en los cables de la eslinca antes de izar· el r;i.)tor.
(e)
Instalese el motor teniendo cuidado de que no chequeen
contra el anillo sustentador las partes delicadas del motor.
( d) _Reern¡)lacense el carburador, la pichancha de la toL1a y
la cubierta dél mac_;neto.
(e) 1,onc;,rne en su _posicion el anillo contl'!a-arraut:;:-o con
las correcciones coloca-dos en ambos lados del cilindro
A. . retense los tornillos de ase0.:urar del anillo contra-arrastre aseGurandolos ademas con alrunbres.
.:'1.
2.
Conservacion:
(a) · Mantenganse apretados los tornillos c1ue sujetan al
"actor asi co:no los que asecuran al anillo contra-arrastre.
(b) A intervalos reylares examinese toda la instalucion
para ver si no hay conecciones castados o danados.
(e) Vease el Manual del, l'.lotor ·.1riGht .;.ara instrucciones
com~J le tas sobre la co nservacion del motor.
3.
Lubricacion:
( a) En,; rasese fre quentemen te todos los _puntos de .:10vLnicn to
en el sistema de control del motor.
Pa _;ina 37
�CAl. ITULO IX
HELICE
Es necesario verificar cuidadosamente la compensacion de
la helice antes de colocarla en el motor, viendo el alineamiento
de giro antes y despues de instalarla. Antes de colocar el
nucleo en el motor deberan ser lubricados li gera.uente los hilos
de la cuerda del ciguenal y las muescas del mismo. El cople de
la helice debe atornillarse bien apretado mas cuidando de no
forzarlo con martillo pesado. Este se podra quitar al sacar la
misma tuerca que se usa para retenerlo no siendo necesario ninc;un
otro tirador. ·1 engase cuidado de que la tuerca del cople de la
helioe y los tornillos de la abrazadera esten chaveteados.
1
r a c ina 40
�CAPITULO· X
SISTEMA DE ENFRIAMIENTO
(Veanse las F1gs. 20, 21 y 22). El sistema de
enfriamiento del motor enfriado por aire que se usa en
este avion consiste solamente de las tolvas del motor
y sus formadores.
�CAPITULO XI
SISTEMA DE LUBRICACION UOTRIZ
l.
1-'arrafo
Pa¿_;i na
l.
2.
3.
45
45
45
Descripcion -------------------------Instalacion -------------------------Conservacion -------------------------
Descripcion:
(a) La Fi~. 23 muestra el sistema de 6irculaci9n ~el aceite.
El deposito del aceite esta montado en una cuna colocada entre el
motor y el cuardaf'uec;o. '11reinta y ocho litros de aceite normalmente se llevan pero la capacidad del tanque para vuelos larcos es
de 53 litros.
(b) Un enfriador cilindrico de aceite de diametro de 15. ·3 cns
·esta situada entre el brazo en "T' del tren de aterrizaje y el fuselaje. Una valvula de re¿~reso esta provista para que el piloto 1Jueda
variar el efecto del enfriauiento o elhlinar el enfriador del sistema enterrunente a voluntad.
(c) En el lado derecho del tanque de aceite existen dispositivos para instalar un calentador de aceite, tipo C-2, Ho. de pie;¿a
del Cuerpo Aereo del Ejercito de los E.E.U.U. 0153616.
2.
Instalacion:
(a) Es preferible quitar y reemplazar el tanque do aceite
desde el lado izquierdo del fuselaje siendo verificado este proceso por
aflojar los cinchos y quitar la placa de retension desde el lado de
la cuna. Al reemplazar el tanque tencasé cuidado de reemplazar todo
el acojinamiento y de asegurar todas las tuercas, los ¡Jasa dores y
los torniquetes asi como conectar electricamente todos los tu 1Jos de
aceite con las conecciones de manQ1era.
(b) Toda la tuberia del sistema de aceite incluyendo los tubos
del m.anometro de presion de aceite esta marcada con una franja de
color amarillo claro cerca del extremo, · para distinguirla facilae11te
de las demas tubos.
3.
Conservacion:
(a) A intervalos regulares inspeccionese el sistema entero
para serciorarse de que no existen salidas y para saber si el funcionamiento de la bomba y de la valvula de escape es correcto.
(b) Los filtros del aceite deben limpiarse despues de cada
diez horas de servicio.
(c) El sistema de lubricacion se puede vaciar quitando los
tapones de salida del tanque, del· resumidero del motor y del enfriador de aceite.
(d) El tanque de aceite esta construido de alwninio y se
puede reparar con soldadura autoGena.
��CAl ITULO XII
SISTELlA DEL COUBUSTIBI.E
farraf'o
l.
Instalacion --------------------Conservacion -------------------Instalacion:
2.
l.
4?
4?
(a) (Vease la Fig. 24). Todos los tubos del sistema del
combustible incluyendo los tubos de carca y los de ventilacion
estan marcadas con una franja roja cerca de cada extremo rJara
distin 6uirlos facilrnente de las demas tuberias.
(b) Para quitar el tanque de reservo es necesario bajar
primeramente la tolva inferior, quitar los tirantes cruzados,
desconectar los tubos, quitar el cuello y aflojar los cinchos de
soporte.
(c)
Para quitar el tanque principal es necesario hacer primeramente las siguientes operaciones:
l.
Q,Ui tar el tanque de reservo.
2.
Desconectar los tu":Jos de interconeccion
de los pedales del freno quitando el tornillo
del punto de coneccion con los pedales traseros.
3.
Mover los pedales delanteros para arriba
tanto como posible.
~l tanque ya puede ser rnovido para atras y removido por
del fondo de fuselaje.
(d) Para quitar el tanque auxiliar es necesario remover
primeramente los tirantes y los formadores de la tolva, desde la
parte superior de la seccion del motor. Ya se ~uede levantar el
tanque quitandolo por esta seccion.
2.
Conservacion:
(a) Inspeccionase a intervalos regulares todo el sistema
investiGando si no hay salidas. ·Las salidas son de mayor seriedad
cuando se encuentran en el lado de succion del sistema porque pueden
ocasionar perdidas de carga o falta de abastecimiento al arrancar el
motor, siendo muy difíciles de descubrir, debido a que el flujo del
aire es hacia adentro cuando el motor esta en marcha. Las si,::;uientes
operaciones ~e .recomiendan para . descubrir las salidas del combustible.
l.
Llenense los tanques.
�2.
Examinense todas las conccciones de
los tubos de salida a las valvulas de
control.
3.
Examinense las valvulas do control, las
tapas y los orificios de derrame de los
filtros, el e.rn.paque de la 'oomba, las
tapas de las valvulas de re creso y de
escape y todas las conecciones en ,-:: ;eneral.
4.
El tubo de la bomba de rJuno a la entroda
de la _bomba r:iotri z de be 1~ ro bar se bo:1bcando
presion en el con la bo:nba de ma.ao. Con
esta operacion se denotaran las salidas en
esa parte del sistema si es que existen.
5.
Las salidas en el empaque de la bo:nba motriz
se ~ueden observar en el tubo particular de
1/4 de pul2ada de diametro ~ue esta en el
brazo en"~' del tren de aterrizaje, siendo
el flujo excesivo de este tubo la senal
preventiva para quitar la bomba y l) racticar
las reparaciones necesarias.
(b)
Insepccionense la valvula de osca1)e, la valvula de re ::reso
Los
tubos ventiladores de los tres tanques deben quedar abiertos.
y las bombas con el objeto de ver si funcionan correcta1~1ente.
(c) El resumidero de cada tanque se debe vaciar por ~edio del
grifo "Weatherhead" antes de cada vuelo para quitar todo el a c.:;ua y
el sedimento. Los filtros y las mallos deben limpiarse con re .: :ularidad, preferiblemente despues de cada cinco horas de servicio. _ara
vaciar rapidamente el sistema quítense los tapones en que esten colocados los grifos "Weatherhead", abriendose tambien los filtros que
hay debajo de la bomba de mano.
(d) Los tanques estan construidos de alwninio './ se 1JUeden reparar con soldadura autoeena.
ra -Jnu
40
��CAPITULO XIII
SISTEIM ELECTRICO
Pagina
Parrafo
. .
1.
1.
Desoripoion --------·------------
2. Instalacion --------------------Descr.ipcion:
50
50'
(a) El sistema electrice se muestra en el diagrama Fi g. 25
estando compuesto principalmente de los cables del encen dido, el
· sistema del generador y del arranque, los ca.b les de las luzes de
,aterrizaje• y los cables de las luzes de los instrumentos y de
vuelo.
(b) Ningunas instrucciones especiales se requieren para la
1nstalac1on de los cables del encendido. Vease el Manual sobre el
Motor Wright para la conservacion de las instalaciones del encendido
y del arranque y el generador.
(c) Cajas de juntura astan colocados en el lado izquierdo del
fuselaje detras del guardafue go asi como en ambos lados del fuselaje
cerca de los puntos de conecc1on de las alas. Tablas de bornes estan
colocadas en el capacete cerca de ambos montantes delanteros donde es
necesario desconectar para desensamblar.
(d) Los alambres que en la Fig. 25 estan desi gnados para los
aviones que llevan luces de vuelo en sus alas inferiores, no se usan
en el modelo 0-38P. Su presencia en la estructura esta debida a que
las alas estan disenadas para ser intercambiables en varios modelos
del Cuerpo Aereo del Ejercito de los E.E.u.u., teniendo alBunos de
dichos modelos dispositivos para conectar luces de vuelo montados en
las al·a s inferiores en lugar de en las superiores.
2.
Instalacion:
(a) Cada alambre tiene su numero estampado en un membrete de
laton cerca del extremo de este. Los datos que se dan a continuacion
seran utiles para el ensamblaje:
l.
Caja de juntura principal del fuselaje: Conectense
los alambres 4 con 2?, ? con 23, 2 con 20, 1 con 19,
8 con 18, . 16 con 17, 12 con 21 y 11 con 22.
2.
Caja de juntura del ala inferior izquierda:
tense los alambres 26 con 45 y 25 con 46.
3.
Tabla de bornes del extremo exterior del · ala i nferior
izquierda: Los alambres que salen de esta tabla 1_; ara
las luces de aterrizaje no tienen numeres, imes
tampoco de ellos se conecta a tierra y por este nativo no importa con cuales de los terminales se
conectan.
Concc-
Pa gina 50
�4.
Tabla izo.uierda anterior de bornes del
capacete: Conectese el alambre 29 con
el terminal comun de los alambres 2L y
30.
5.
Caja de juntura del ala inferior derecha:
Conectense los alambres 32 con 47 y 31
con 48.
6.
Tabla de bornes del extremo exterior del
ala inferior derecha: Lo mismo cori10
explicado en el parrafo No. 3 anterior.
?&
Tabla derecha anterior de bornes del
capacete: Conectese el alambre 3!3 con
el 30.
a.
Conectonse los alanhres 24 con 43 detras
del tablero anterior de instru..'llentos
atornillando sus terminales • .f'ono:a cinta
de aislar y- goma laca.
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�CAI ITULO XIV
1
ORGANOS DE MANDO
Parrara
l.
2.
3.
l.
Instalacion ---------------------Conservacion ~-------------------Lubricacion ----------------------
.i:-a
:ina
53
54
54
Ins talacion:
(a) (Veanse las Figs. 26 y 32). Una vez que el avion este
alineado, ajustense los orcanos de mando como si-)le:
l.
Timon de Direccion y Rueda Trasera: Conectense los
cables del ti1non de direccion; de la rueda trasera
con sus respectivos balancines. Con el ti~on de
direccion, la rueda trasera y los pedales en la
cabina en su posicion neutral, ajustense los torniquetes para dar la tension propia a los cables.
Ajustense los topos de los pedales del timon, c;_ue
estan en el piso de la cabina trasera, para el novimiento propio del timan siendo óicho r:10vLliento
de 30 srados a cada lado de neutral.
2.
Timones de ~rofundidad: Conectense los cables de
los ti:nones de iJrofundidad con sus rospecti vas
balancines colocandolos en tal posicion que sus
torniquetes esten adentro del fuselaje y puestos
·en los lug~es donde se ha hecho provision para
alcanzarlos. Con el estabilizador puesto al
angulo de ataque de zero, coloquense los tL:-iones
de profundidad asi como el baston de mando on la
posicion neutral ajustando los torniquetes para
la tension propia de los cables. El movimiento
de los timones de ~rofundidad es de 28 yados
para arriba y 22 ¿;radas para abajo.
3.
Estabilizador: No es necesario practicar nin~un
ajuste del mecanismo de ajuste del estabilizaáor
sino el de sincronizar el movimiento del estabilizador con el movimiento del indicador en la
ca bina..
4.
Aleron: Vease el Capitulo II, parrafo 1-j para
la instalacion y coneccion de los cables de los
alerones. Los montantes de interconeccion de los
alerones se han ajustado al loncitud pro~io en la
fabrica pero cualquier ajuste q_ue lle;:sue a ser necesario puede hacerse al terminal de tornillo si tuado en el extremo inferior del ~aon tan te. 'I'enie ndo
los alerones y el bas·ton de mando en la posicion
neutral, ajus tense los torniquetes .9ara la ~\e ns ion
_propia de los cables. El movimiento del alerori es
de 20 r:;rados para abajo y ;~o r;ra dos p0.1--u n:;::-ri ba.
_:_ a
-~ina 53
�(b) Inspeccionense todas les su¡)erficics de r:10.ndo iJara
funcionamiento correcto con los controles de la cabina. Asegurense todas las tuercas y los torniquetes.
2.
Conservacion:
(a) A intervalos reBUlares revisese el sisterr~ entero de
rn.ando, necesitando especial atencion los cables, las 1)0leus y
las guias. Cuando lleguen a ser c;antados los cables, las 1:1 olcns
o los cojinetes deberan reemJlazarse inmediatar:1ente.
(b) Los en~anajes del mecanismo del estabilizador horizontal
deben conservarse limpios y libres de raoyuelo.
3.
Lubricacion:
{a) (Vease la ~é'ie;. 32). Lubriquense los or ,~anos do ::m.ndo 1)or
lo menos una vez cada semana en los aviones que es t en en ser v icio
rec;ular.
��CAPITULO XV
{a) (Veanse las Figs; 27 y 28). La ametralladora sincronizada de marca "Browning" calibre 7.65, con su cofre de municiones
etc., esta montada en el lado derecho superior de la cabina del
piloto debajo de la tolva frontal siendo su montaje standard y su
oontro~ manual.
(b) (Veanse las Figs. 29 y 30). La ametralladora trasera de
marca "Browning" de calibre 7.65 tambien, esta montada en·un nontaje
flexible por encima de la tolva detras de la cabina del observador.
El magazine llevando cinco cajas de municiones, se instala entre
los largueros superiores en la seccion detras de la caoina del
observador.
(o) (Vease la Fig. 31). Dos portabombas tipo A-3 estan in~
staladas debajo de las alas. Las palancas de descar l~a estan colocadas al lado derecho en ambas cabinas.
Pagina 56
�CAPITULO XVI
RUTINA DE INSPECCION
Parrare
A.
B.
c.
D.
E.
F.
G.
H.
Pac;ina
Seccion del Motor-------------Planta Motopropulsora ---------Tren de Aterrizaje------------Alas --------------------------•
Empenaje ----------------------Cabina Trasera----------------Cabina Delantera--------------Rueda Trasera-------~----------
62
62
G2
62
62a
62a
62a
64
Una vez cada 10 horas de servicio de vuelo deberan inspeccionarse las siguientes partes:
A.
Seccion del motor:
l.
2.
3.
B.
Tornillos conicos de coneccion de la bancada con el
fuselaje para ver si estos no estan flojos,
Tornil¡os para retener el motor para ver si no estan
flojos.
Soldaduras cerca de los tornillos de retener al motor
para ver si no hay grietas.
Planta Uotopropulsora:
Comandos al motor para ver si no hay jueGo excesivo.
Sistema del combustible para·ver si no hay salidas
en las conecciones de manguera.
Sistema del aceite para ver si no hay salidas en las
conecciones de manguera.
Conecciones de tuberia en los tanques para ver si no
hay srietas.
Sistema electrice para enterarse de que no hay conecciones flojas ni aislamiento ,impropio en las conecci : nes
expuestas.
IIelice para enterarse de que las aspas no estan danadas.
Todos los cinchos de soporte de los tanques para ver si
no estan flojos.
c.
Tren de Aterrizaje:
1,
2.
3.
D.
Columnas oleo-amortiguadoras para ver si no hay salidas
del aceite ni grietas en los herrajes de coneccion.
Todos los tornillos de coneccion para serciorarse de que
no esten flojos.
Frenos para enterarse de su ajuste asi como para ver si
no hay partes gastadas.
Alas:
l.
Capacete:
(a)
(b)
(c)
Tirantes para ver su tension.
Montantes para enterarse de que no hay herrajes
danados.
Conecciones electricas para darse cuenta de que
no esten flojas o mal aisladas.
Pagina 62
�2.
Alas y Alerones:
(a)
( b)
(e)
( d)
(e)
E.
Conecciones electricas para ver si no estan
flojas o mal aisladas.
Tirantes de incidencia para ver su tension.
Tirantes de vuelo y de aterrizaje para ver
su tension.
Todos los montantes para ver si no hay
herrajes danados.
Montan tes de interconeccion de los alerones
y bisagras de los alerones para ver si no hay
jueeo excesivo ni partes danadas.
Ernpena je:
l.
Estabilizador:
(a)
(b)
(e)
2.
Plano de Deriva:
· (a)
tb)
3.
Tirantes para ver su tension.
Bloques de estreearniento para ver su ajuste.
Mecanismo de ajuste y articulaciones para
juego excesivo.
Tirantes para ver su tension.
Herrajes de coneccion para ver si no
esten danados.
Timones:
Bis a :_:ras de todos los t im.one s para ver si no
hay des :~asto excesivo ni juc ,:o.
Todas las conecciones de los cables de 1n.ando
para ver si no hay des s nste ni ~artes danadas.
F.
Cabina Trasera:
~3a.s ton de ;nando y Gl1Slliilbla je de los co.:iandos al timon
.de direccion para ver si no hay jue so excesivo asi couo
para serciorurse de q_ue los cables tienen la tension
propia.
Comandos al 1rrotor para ver si no hay jue c;o oxee si va asi
como para serciorarsc de que todas las conecciones estan
aseGuradas.
Conecciones electricas para serciorarse de q_ue no hay-an
circuitos cortos ni aislamiento impropio.
Cabina Delantera:
1, 2 y 3
4.
5.
le
1
1
Los mismos como F-1, 2 y 3 anteriormente explicados.
Ensamblaje del bastan de ruando para ver si no hay jueGo
lateral en los cojinetes de rodillos del tubo de reaccion.
Conecciones de la valvula de regreso y de la bomba de
mano para serciorarse de que no hay salidas asi como
para ver el ajuste de dicha valvula.
�----------
OJO.:; DE PEJi!?N0
Dél cSTABILIZAO0e.
e
LUGAecs
TODAS LAS C0NcCCI0Né.S
DE VA.l?ILLA Y PALANCA
/VOTe.sc:
COMANDOS
MECANISMO De
AJ(JSTe DcL
AL MOTO.e
.. 1
', ACEITe De MOTO,€>
: é ' Glii?ASA ''ALeMITc ,,
ESTABILIZAD0/2
e; LUGARES
~J. GA!ASA CON Gl?ArlTO
../: Gl?4SA DUeA DE
EMPACA/e
TODAS L.A:S POLEAS '
,
/-IOR, 1./ll LA
I LUGA.e
<i
RUcDA
FIG 32' DIAGRAMA De L.. U 8RICACIO/\/
-
·-··.
·-
--
. -
- - ·-•-·
---- -· ----- ··----------·--
PAGINA
G3
·---------------------------------=====:::::::=:==:_:::__J
�6.
7.
H.
Todas· las conecciones de los tanques de :~o.solina
para ver si no hay salidas.
Lim_piense ·10s filtros del conrnusti ble.
Rueda Trasera:
l.
2.
3.
Todos los tornillos de coneccion par ver si no
esten flojos.
Cilindro oleo - amorti guador para ~r el nivel
del aceite asi como para serciorarse de que no
hay salidas del aceite ni herrajes rajados
asecurandose tambien de que el resorte no esta
roto.
Mecansimo de soltar paro. c;irar para ver su
funcionamiento.
�CAf' I TULO XVII
DESENSAL1BLA.TE Y Ei.If-.ACAMIEHTO
(a) Al desensamblar el avion para empacarlo, las varias
unidades se quitan en aproximadamente el orden que se da a
continuacion:
{b}
l.
Las Alas
2.
El Empenaje
3.
El Motor
4.
El Tren de Aterrizar o
bien los Flotadores.
El avion desensamblado cabe en cuatro cajas como sigue:
l.
El fuselaje,
los tir~Lones, el tren de
aterrizaje y la hclice.
2.
Las alus, el iÜano de dori va, el esta-
bilizador, los montantes, los tirantes
y las cubiertas de fuselar de las
conecciones de los montantes y los
tirantes.
3.· El motor y su anillo contra-arrast.rc.
4.
Los flotadores.
(c} Al desensrunblar el avion se emplean los numeros siguientes
para identificar ciertas piezas que deberan re-conectarse:
001
002
003
004
005
006
00?
008
009
010
Mando de la mezcla en el carburador
Ma~do del Gas en el carburador
Cable Rotativo del Tacoraetro
Cable de Soltar del Arranque
Tubo de Regreso del Gas desde la Bomba
Tubo de Salida del Gas desde la Bomba
Tubo de alimentacion del Carburador ~xtremo de Coneccion con la Bomba
Tubo de Entrada del Gas a la Bomba
Tubo de Fression de Aceite
Tubo del Cargador
�•
028
Tubo de Salida del Aceite
Tubo de Entrada del Aceite
Tubo ifcntilndor del Aceite
l -lacu de a Tierra del ~:lotor
Cable dcJ. .L·er~.1.inal Derecho del Interruptor·
Solenoide del Arranque
Cable- del 'l'crminal Izquierdo del Interruptor
Solenoide del Arranque
Cable Positivo de la Tabla de Bornes en el
Interruptor Solenoide en el arranque
Alambre de a r11 ierra del Magneto Izquierdo
Alambre de a 'l'ierra del Magneto Derecho
Alambre dé Arranque M.agne to Derecho
A ~ (Armadura-:-_.osi tiva) en el Generador
F f- (Inductor-:;._~ositiva) en el Generador
Alambre Fositivo te la Luz de vuelo en
el Capacete
Alambre de a tierra de la Luz de Vuelo
en ei Capacete
Coneccion de a Tierra en el Generador
Cable de Mando de la Calefaccion del
Carburador
Coneccion del Termocopla - Extremo de
Union con el l.Iotor
Salida del 'rubo Hutiple de Entrada de
029
Tubo de Entrada del Combustible al
011
012
013
014
015
016
017
018
019
020
021
022
023
024
· 025
026
027
-•
Aire
Carburador
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Dublin Core
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Title
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Manuals Collection
Description
An account of the resource
<p>The <strong>Manuals Collection</strong> features digitized manuals held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include aircraft and engine manuals produced by corporations and military branches.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. These manuals are intended for research purposes and should not be used to build or operate aircraft. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
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<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
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The Museum of Flight Library Collection
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Published works have been digitized under fair use. Material may be protected by copyright law. Responsibility for obtaining permission rests exclusively with the user.
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Manuals Collection/The Museum of Flight Library Collection
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Manuals Collection
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MANACT.D65.O-38.2
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LMAN_text_075
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Manual de instrucciones de ensamblaje y conservacion del aeroplano de observacion Douglas modelo O-38P.
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Manuals Collection
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Douglas Aircraft Company, Inc.
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Santa Monica, California : Douglas Aircraft Co.
Table Of Contents
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Contents: Descripcion -- Alas -- Empenaje -- Fuselaje -- Tren de aterrizaje -- Ajuste de los frenos -- Flotadores -- Rueda trasera -- Planta motopropulsora -- Helice -- Sistema de enfriamiento -- Sistema de lubricacion motriz -- Sistema de combustible -- Sistema de electrico -- Organos de mando -- Armamento -- Rutina de inspeccion -- Desensamblaje y empacamiento.
Date
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[193-?]
Subject
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Douglas airplanes -- Maintenance and repair -- Handbooks, manuals, etc.
Reconnaissance aircraft -- Maintenance and repair -- Handbooks, manuals, etc.
Airplanes, Military -- Maintenance and repair -- Handbooks, manuals, etc.
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66 pages (some fold) : illustrations ; 29 cm
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manuals (instructional materials)
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Manuals Collection/The Museum of Flight Library Collection
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In copyright
-
https://digitalcollections.museumofflight.org/files/original/16aaabea38d490d0768a55d2628c03d7.pdf
946a3b1f6f33bb8a0fbd67e3cd2727f8
PDF Text
Text
.
'
TLe
Daniel Gugienheiln
International Safe
Aircraft Coln.petition
FIN AL REPORT
��OONALD A. HALL
Jhe
DANIEL
GUGGENHEIM
INTERNATIONAL
SAFE
AIRCRAFT · COMPETITION
FINAL
JANU ARY
REPORT
31,
1930
PROP ERT_LO F
AVIATlON HI STORY LIBR,L\RY
NORTHROP INSTITUTE OF TECHNOLOGY
INGLEWOOD, CALIFORNIA ~0306
THE
DAN IE L
FOR THE PROMOTION OF
598
MADISON AVENUE
Fu ND 1-'t
AERONAUTICS, Inc.
Gu G GEN
HEIM
NEW YORK CITY
,a
�I
N
D
E X
Page
Personnel of the Safe Aircraft Competition
Entries in the Competition
Introductory Note Acknowledgments General Summary Table of Final Data
General Comment Notes on Results from an Aerodynamical Standpoint
Methods Used in Conducting Tests and Interpreting Data Instruments Used in Competition
Calibration of Instruments
Calibrating Equipment
APPENDIX I-Excerpts from Preliminary Reports
Heraclio Alfaro
Bourdon "Kitty Hawk" Brunner Winkle "Bird" Command-Aire 5-C-3
Cunningham-Hall Model X
Fleet
Ford-Leigh
Taylor Model C-2
APPENDIX II-Description of Airplanes
Heraclio Alfaro
Bourdon "Kitty Hawk"
Brunner Winkle "Bird"
Command-Aire 5-C-3
Cunningham-Hall Model X
Curtiss "Tanager" Fleet
Ford-Leigh
Handley-Page Taylor C-2
Schroeder-Wentworth
McDonnell
APPENDIX III-Rules for the Daniel Guggenheim Safe Aircraft
Competition
5
6
7
11
13
14
15
21
27
35
37
39
51
51
55
57
61
63
67
71
73
77
77
83
87
87
91
97
113
117
121
129
133
135
139
Photographs and Figures
Safe Aircraft Competition Officials Curtiss "Tanager" Table of Final Data
Weighing Curtiss "Tanager" Handley-Page, Ltd.
Measured Speed Course Measurement of Minimum Speed of Curtiss "Tanager" by
means of Suspended Pitot-static Tube
Observation Towers
Anemometer and Suspended Air-log Pioneer Pitot-static Tube
2
2
12
14
16
22
28
30
32
34
34
�(
OONALD A. HALL
Page
Calibration of Air Speed Meter Gauge by means of N. A. C. .A.
Micromanometer
36
Chest with Flight Test Instruments 38
Calibrating Set for Altimeters 38
Manometer Calibration, Figure I
40
Landing Run, Handley-Page, Figure II 41
Landing Run Over Obstacle, Curtiss, Figure III
42
Take Off Run, Handley-Page, Figure IV
43
Take Off Over Barrier, Curtiss, Figure V
44
Air Speed Indicator Calibration, Figure VI
45
Anemometer Calibration, Figure VII
45
Altimeter Calibration, Figure VIII 46
Barograph Calibration, Figure IX 47
Tachometer Calibration, Figure X 48
Tachometer Test Stand 49
Handley-Page, Ltd.
50
Heraclio Alfaro
52
Bourdon "Kitty Hawk" 54
Brunner Winkle "Bird" 58
Command-Aire
60
Cunningham-Hall 64
Hall Convertible \Ving 66
Fleet
68
Ford-Leigh
70
Taylor 74
Heraclio Alfaro
76-78-79-80
Bourdon "Kitty Hawk" 82-84-85
Brunner Winkle "Bird" 86-88
Command-Aire
89
Cunningham-Hall 90-92-94
Curtiss "Tanager" in flight with trailing Pitot-static tube 96
Curtiss "Tanager"
100
Curtiss "Tanager" Automatic Slot Support. Slot open partly 10 l
Curtiss "Tanager" Power Plant
- 102-103
Curtiss "Tanager"
104
Curtiss "Tanager" Floating Aileron. Bearing wrapped
105
Curtiss "Tanager" Fuselage Skeleton
105
Curtiss "Tanager" Left Lower Wing Tip showing Floating
Aileron Control
106
Curtiss (Oleo) Shock Absorber
107
Curtiss "Tanager" Top View Left Upper Outer Wing 107
Curtiss "Tanager" Tail Unit
108
Curtiss "Tanager" Right Lower Panel Tip showing Aileron
Control 109
Curtiss "Tanager" Top View Flap Control in Flap Down
Position 110
Curtiss "Tanager"
111
Fleet
112-114-116
Ford-Leigh
- 118-120
Handley-Page Slotted \Ving. Three views 122
Handley-Page
12 4-12 5-12 6
Taylor 127-128-130
Schroeder-Wentworth
132
McDoonell
- 134-137
Personnel of the Safe Aircraft Competition
Committee of Judges
MR. ORVILLE WRIGHT,
MR.
F.
TRUBEE DAVISON
MR. WILLIAM P. MAcCRACKEN,
Chairman
MR. EDWARD P. "\:VARNER
]R.
AD~1IRAL RICHARD
DR. GEORGE
w.
LEW[S
Technical Ad,visers
PROF. ALEXANDER KLEl\IIN,
MAJOR E.
E.
N. Y.
U.
ALDRIN, U. S. Army Air Corps (Reserve)
MAJOR R.H. MAYO,
0. B. E.
Manager of Information Bureau
MR. MILBURN KUSTERER
Field Manager
CAPTAIN" WALTER BENDER, U. S. Army Air Corps
Pilots
MR.
E.
w.
ROUNDS
MR. THOMAS CARROLL
S.
LIEUTENANT STANLEY UMSTEAD, U.
Armr Air Corps
Observers
PROF. WILLIAM G. BROWN, M .
MR. OTTO LUNDE,
N. Y.
MR.
u.
F. K.
MR.
TEICHMAN,
4
5
.
I.
K. F.
Y. u.
T.
RUPERT,
N. Y.
u.
E.
BYRD
�E
N
T
I
R
E
s
Introductory
Great Britain
0
N April 20, 1927, the Daniel Guggenheim Fund for the Promotion of Aeronautics announced a Safe Aircraft Competition.
The object of this competition was "to achieve a real advance
in the safety of flying through improvement in the aerodynamic
characteristics of heavier-than-air craft, without sacrificing the good,
practical qualities of the present-day aircraft."
De Havilland Aircraft Company, Ltd.
Gloster Aircraft Company, Ltd.
Cierva Autogiro Company
Handley-Page, Ltd.
Vickers, Ltd.
I .
Italy
Societa Italiana Ernesto Breda
United States
Pitcairn-Cierva Autogiro Company of America
Curtiss Aeroplane & Motor Company, Inc.
Brunner vVinkle Aircraft Corporation
Whittelsey Manufacturing Company
J.
Cunningham-Hall Aircraft Corporation
S. McDonnell, Jr., & Associates
Taylor Bros. Aircraft Corporation
Rocheville Aircraft Corporation
Schroeder-Wentworth Company
John H. Wiggins Company, Inc.
Bourdon Aircraft Corporation
Cosmic Aircraft Corporation
Ford-Leigh Safety Wing, Inc.
Gates Aircraft Corporation
Moth Aircraft Corporation
Dare Air?lane Company
Charles vVard Hall, Inc.
Command-Aire, Inc.
Fleet Aircraft, Inc.
Heraclio Alfaro
As an incentive to the development and construction of an aircraft
having characteristics which would fulfill the conditions laid down by
the Rules for the Daniel Guggenheim Safe Aircraft Competition,
the Fund offered a First Prize of $100,000 and five "Safety Prizes"
of $10,000 each.
Applications for entry in the Competition were invited on and after
September 1, 1927, up to October 31, 1929 as a final date.
It was expected that aircraft entered in the Competition would be
presented from time to time during the approximately two year
period and it was considered that the object of the Competition might
be achieved before the final date, in which case the Fund intended to
announce the closing of the Competition. Moreover, if the entries
could be presented throughout the life of the Competition, the officials
would be able to conduct tests under favorable weather and field
conditions. This did not prove to be the case, as the first airplane
was not presented until after the middle of August 1 1929, and
practically all of the competitors presented their entries in the last
month of the life of the Competition, that is, in October, 1929. The
tests were carried out with meticulous care, but weather conditions
and field conditions were not favorable and it was impossible to carry
on the Competition expeditiously.
Many of the entries were presented without being thoroughly tried
out by the owners. This caused many delays and seriously interfered
with carrying out some of the tests as thoroughly as desired.
Furthermore, contestants made many requests relative to minor
alterations, adjustments, etc., and the Competition officials, with the
V. J. Burnelli
6
Note
7
�in the aerodynamic characteristics of heavier-than-air craft, without
sacrificing the good, practical qualities of the present-day aircraft.'
This has been accomplished.
approval of the Fund, were very lenient in granting these requests ,
insofar as it was in any way practicable. To those familiar with
aviation flight test work, the difficulties and complications in connection
with a competition of this character will be readily appreciated.
From the total of twenty-seven entries in the Competition, only
fifteen airplanes appeared at Mitchel Field, where the tests were
conducted. Of these fifteen, three withdrew without test, two
sustained damages in preliminary flying which prevented their presentation within the time limit, and eight failed to pass all of the
Qualifying Requirements.
Only two airplanes, one of which failed to pass a minor Qualifying
Requirement, exhibited attributes which warranted completion of the
Safety Tests and Demonstrations.
\
"No one in the Fund expected to obtain a 'fool-proof' planethere isn't any such animal. Moving masses cannot be made 'foolproof,' but they can be made safe. Old man 'Kinetic Energy' can
always do damage to a fool. The Fund's idea was to see a plane
developed that the lay pilot could fly with satisfaction, security,
efficiency and safety. The fundamental idea of the Fund throughout
this Competition is: 'What we want in aviation is progress.'
While the entries for the Competition were required to be made
previous to midnight of October 31, 1929, certain of the aircraft
which were delayed by circumstances, after bona fide attempts to
meet the date set, were allowed additional time to appear for test.
"Tangible results are before you today. There is nothing revolutionary about the winner, but there are a number of evolutionary
ideas transplanted from the design board to the air in a flying
competition, in a most efficient manner. These aret the ideas that
count. They speak for themselves and are the most conclusive proof
that can possibly be obtained. American aviation may well be proud
of these results.
Curtiss Plane Is Winner
Great Intangible Results
The tests were finally completed on January 1, 1930. The
presentation of the first prize was made to the Curtiss Aeroplane and
Motor Company on January 6, 1930.
"Officials of the Fund have always felt that the intangible results
of the Safe Aircraft Competition would be far greater than the
tangible results. We still feel that way.
This Competit1on has
initiated development throughout the aviation world. This will
continue for years to come. The seed planted by this Competition
will bear fruit for the next decade.
In presenting the check for the first prize to Mr. C. M. Keys,
president of the Curtiss Company, Captain Emory S. Land, vicepresident of the Fund, said:
"This Competition was designed to obtain the greatest advantages
in aerodynamic safety without loss of efficiency. Its object was
'to achieve a real advance in the safety of flying through improvement
"It is deeply regretted that the Honorable Harry F. Guggenheim,
President of the Fund, on account of his Ambassadorial duties in
Cuba, cannot be present today, as his intense interest, enthusiasm and
zeal are responsible for the accomplishments of the Fund. It is
also deeply regretted that the donor of the Fund, on account of a
slight indisposition, cannot be present in person, as he is in spirit, to
make this presentation. The aviation world owes a debt of gratitude
to Mr. Daniel Guggenheim."
8
9
"Congratulations to the Curtiss Aeroplane and Motor Company
and particularly those 'down the line' in the organization who had
the engineering details to design and construct. The best plane won.
All hands agree to that.
�The Daniel Guggenheim Fund for the Promotion of Aeronautics
was formed in January, 1926, with deeds of gift from Mr. Daniel
Guggenheim totalling $2,500,000, of which both interest and principal
was to be expended. This sum was increased later by further gifts
from Mr. Guggenheim.
The purpose of the Fund was to promote aeronautical education
throughout the country, to assist in the extension of aeronautical
science and to further the development of commercial aircraft,
particularly in its use as a regular means of transportation of both
goods and people. The administration of the Fund was placed in
the hands of the following Trustees and Officers:
HARRY
F.
EMORY
H. I.
F.
S.
GUGGENHEIM,
LAND,
TRUBEE DAVISON
w. F. DURAND
CHARLES
A. A.
A.
"I/ice-President
l\1ILLIKAN
DWIGHT
EuH u
LINDBERGH
JOHN
MICHELSON
w. MORROW
RooT,
D.
JR.
RYAN
ORVILLE WRIGHT
Maj. Gen. George \V. Goethals, U. S. A., one of the original
Trustees, died in 1928. Mr. J. W. Miller served as Secretary of the
Fund during its existence. Rear Admiral H. I. Cone, U. S. N., was
Vice-President of the Fund until his appointment to the United States
Shipping Board. He remained as a Trustee, but was succeeded as
Vice-President by Capt. Emory S. Land, U. S. N. ( C.C.).
The purposes of the Fund having been accomplished, it liquidated
its affairs and ceased to function as of February 1, 1930.
10
THE Fund desires to express its gratitude and appreciation to
the following organizations and individuals for their advice,
assistance and cooperation in connection with the many phases of the
Safe Aircraft Competition:
The Army Air Corps for permission to utilize Mitchel Field, not
only for conducting the tests, but also for hangar and office facilities.
The Honorable F. Trubee Davison, Assistant Secretary of War, was
particularly helpful in connection with this matter.
The commanding officers of Mitchel Field during the life of the
Competition.
The Field Manager, who not only carried out his duties as Field
Manager in a most satisfactory and efficient manner, but also maintained
a splendid cooperative spirit among all the competitors.
President
R. A.
CONE
Acknowledgments
The late Lieutenant Moorman carried out advance tests in 1927 in a
VE-7, which materially aided all Competition officials in interpreting the
rules.
Very valuable test work was carried out by Mr. Thomas Carroll
in 1928 in a D.H. Moth . A complete set of interpretations and auxiliary
rules was prepared as a result of this test work.
New York University rendered valuable assistance, particularly in
connection with instruments and afforded facilities for calibration, test
and checking.
The assistance of New Yark University officials, both in an advisory
and consulting capacity, proved most helpful throughout the entire
period.
The Bureau of Standards sent their instrument expert to Mitchel
Field to check all the instruments used in the flight tests.
Previous acknowledgment has been made to those who assisted in the
preparation of the rules. It is a pleasure for the Fund to again
acknowledge the very able assistance rendered.
The Judges contributed their services and the Fund is particularly
grateful for the assistance rendered.
The technical advisers, pilots and observers devoted their time to the
Competition whenever called upon and it is the sincere belief of the
Fund that their work could not be improved upon by any other
organization in the aviation world.
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Summary
O NLY
one airplane satisfactorily fulfilled both
the Qualifying Requirements and the Safety
Tests and Demonstrations. This ,ns the Curtiss
"Tanager," designed and built by the Curtiss
Aeroplane and Motor Company, of Garden City,
Long Island, 1 . Y. The "Tanager" was designed for
the express purpose of meeting the requirements of the
Competition, but incorporates features of advantage
for commercial flying. It was awarded first prize.
5. The use of the spoiler device did not provide
the desired lateral control on the aircraft using it.
Inasmuch as none of the other contestants
successfully completed the Safety Tests and Demon•
strations the Curtiss Company was the only entrant
eligible for a Safety Prize.
6. \Vith the present type of longitudinal control
it is practically impossible to fly an airplane at angles
of attack greater than that at which the maximum
lift of the airfoil combination is obtained.
3. The advantages of slots and flaps in lowering
the minimum speed were clearly demonstrated.
+. The airplane equipped with floating ailerons
exhibited unusually good controllability at speeds
near the minimum either with or without slots and
flaps in operation as such.
Except for the ,vinner, the only airplane to in any
way approach the required conditions was the
Handley-Page entry. This airplane, which was the
only foreign participant, proved to be an excellent
flying machine and with the exception of a few items
was about on a par with the Curtiss entry as far as
meeting the requirements of the rules was concerned.
7. The fixed leading edge slot proved to be a
detriment to high speed and its effect on low speed
could not be e5tablished on the airplane equipped
with it.
In addition to the above the Competition appeared
to show that the design and construction of an airplane which will successfully meet a given set of
conditions can best be handled by a manufacturer
having a well equipped and experienced engineering
division.
Although no new device was developed particularly for the Competition, the entries covered
almost the whole field of features which either
practically or theoretically are expected to improve
the control or speed range of aircraft. These include
the following:
1.
2.
3.
4.
5.
6.
7.
8.
9.
It is regretted that all of the competitors
originally entered did not submit aircraft for
demonstration. The absence of the Autogiro was
particularly disappointing, since no results of its
performance directly comparable with other types
of aircraft are available.
Variable wing area.
Variable wing camber.
Trailing edge flaps.
Leading edge slots.
Slots ahead of trailing edge flaps.
Variable incidence wing.
Spoiler lateral control.
Floating ailerons.
Fixed leading edge auxiliary airfoil or slot.
In addition to the performance data given above
the following was obtained on the Curtiss "Tanager"
with different slot and flap combinations:
Minimum Horizontal Speed
The various features will be discussed later in
detail, but certain general conclusions from the
results of the Competition tests may be summarized
as follows:
Slots open, flaps down Slots open, flaps up
Slots closed, flaps down Slots closed, flaps up - -
1. The advantages, if any, of variable wing area
and variable camber could not be determined due to
the unsatisfactory flying characteristics of those aircraft using these features.
-
-
-
-
30.6 m.p.h.
-
3+.8m.p.h.
35.4 m.p.h.
41.5m.p.h.
Minimum Gliding Speed
Slots open, flaps down
Slots open, flaps up Slots closed, flaps down
Slots closed, flaps up - -
2. The use of a variable incidence wing appears
to have little or no j ustific'a tion from any standpoint.
12
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37.1
42.1
41.5
48.8
m.p.h.
m.p.h.
m.p.h.
m.p.h.
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General Comment
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J\. S st~ted in the Rules for the Daniel Guggenheim
.fi Safe Aircraft Competition the object of the
V)
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This is due to the fact that the object of wmg
slots over the aileron span only was to prevent the
wing tip from stalling at as low an angle of attack
as the rest of the wing.
This 1s obviously not
obtained when the slots over the aileron spans are
identical in operation with the slots over the rest
of the wing.
Competition was "to achieve a real advance m
the safety of flying through improvement m the
aerodynamic characteristics of heavier-than-air craft,
without sacrificing the good, practical qualities of the
present-day aircraft."
Whether or not the above object was achieved
must be a matter of opinion, but using the conditions
as prescribed by the rules as a measure, two airplanes, the Curtiss and Handley-Page, approached
very closely to the standard desired.
Use of Fixed Slot
The use of the fixed slot, which was exemplified
by the Ford-Leigh Safety Wing, entailed too great
a sacrifice of high speed, and so seriously changed the
balance of the airplane that ballast had to be placed
as far forward as possible on the engine crankcase.
Certain features of the airplanes competing proved
themselves valuable for specific purposes, but no
opportunity was had to thoroughly investigate their
effect on performance at altitude either in climb or
level speed. The use of the features can therefore
be recommended only for their most obvious use.
In view of the peculiar behavior of the HandleyPage airplane under certain conditions, the
interconnection of the slot with the trailing edge
flap is considered unsatisfactory. This plane when
under power could be stalled so that the slots closed
and the flaps movecliup after the nose dropped below
horizontal due to the stall. This made the plane
lose considerable altitude and before control was
regained the speed had nsen appreciably. This
characteristic is possibiy dangerous in such a case
as when trying to pull over an obstruction at the
end of a small field.
0
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(-r,
It is believed that the following devices, all of
which are to be found on either the Curtiss or
Handley-Page entries, are worthy of incorporation
on various types of aircraft or of further study:
1. Automatic leading edge slots.
2. Flaps, either automatic or manually controlled.
Trailing edge flaps, either automatic ( controlled
by slot) or manually operated, were used on several
of the entries. In the case of the Curtiss the flaps
were used in conjunction with a slot immediately
forward of the flap leading edge.
3. Floating ailerons.
4. Long stroke oleo landing gear with provision
for locking in the position assumed under
load.
5. Extreme range adjustable stabilizer.
In order to obtain satisfactory balance and control
throughout the working ranges of slots and flaps it is
necessary to provide an unusually large stabilizer
adjustment or to decrease its size and increase the
area of the elevators. The former method was used
on both Curtiss and Handley-Page entries. The
stabilizer of the Handley-Page was generally
rectangular in shape, while that of the Curtiss was
triangular. It is considered that at high angles of
attack the latter type is preferable, as less blanketing
of the vertical surfaces and consequently greater
directional control is obtained. Lowering of the
flaps at any given speed tended to make the airplanes
tail-heavy. The flaps ·w ere only lowered at low
6. Brakes.
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Leading edge slots, while used on several entries,
were probably best exemplified in the case of the
Curtiss and Handley-Page entries. The effect on
minimum speed of opening the slots on the Curtiss
"Tanager" was measured with the trailing edge flaps
on both extreme positions, up and down. Based on
the results obtained with the Handley-Page, there
seems to be no advantage m having independent
slots over the span of the aileron, provided slots
extend over the entire span, unless the aileron slots
are interconnected with the ailerons.
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Oleo landing gears having unusually long stroke
were used on several of the entries. That installed
on the Curtiss "Tanager" was of such rugged design
that the airplane could be allowed to settle into the
ground at nearly its steepest gliding angle. This
appeared also to be the case with the McDonnell
entry, which unfortunately crashed during its demonstration flights. In addition to the oleo feature, the
Curtiss entry was equipped with a latch by means
of which the wheels could be held in the position
assumed by the gear on the ground. While this was
installed in order to shorten the measured run in
getaway, it also served to decrease the exposed length
of strut while in the air. This possibly decreased the
drag of the landing gear.
speeds, very large forces being developed at high
speeds.
As a means of obtaining satisfactory lateral control
at low speeds the Curtiss "Tanager" was equipped
with the so-called "floating type" ailerons. These, in
addition to being controlled in the usual way by stick
movement, were also arranged in such a way that
both ailerons could change their angles in the same
direction when acted upon by forces other than given
by stick movement. The two ailerons being statically
balanced while the center of pressure always
remained aft of the hinge t nded to lie with their
chords parallel to the air flow acting upon them.
This feature permitted them to act always at an
efficient angle of attack and never to approach a
stalling angle. Since the ailerons could not be locked
to prevent "floating," it was impossible to determine
whether the excellent lateral control was entirely due
to the type of aileron or whether other features contributed markedly. It is considered that while the
"floating" aileron probably assisted greatly, the
stability of the airplane and relatively effective
directional control at slow speeds were large factors
m producing good lateral controllability.
Brakes were installed on nearly all the entries for
the purpose of shortening the landing run and providing control on the ground. With the exception
of the Handley-Pago plane, the brakes were controlled
by foot pedals or levers and could be used to steer
the airplane while on the ground. The HandleyPage plane was at times difficult to handle on the
ground in a cross wind due to the method of applying both brakes at once and the excessive flexibility
of the landing gear when not pumped up to the
proper pressure. The brakes on the Handley-Page
were operated by a hand lever which was difficult
to reach due to the cramped position of the pilot
in the unusually small cockpit.
The Burnelli and Alfaro entries incorporated a
variable area device intended to increase the speed
range of the airplane. Due to the unsatisfactory
flying characteristics of these airplanes the effect of
the feature mentioned was not determined.
Variable Incidence Wing
Two airplanes were equipped with the "spoiler"
type of lateral control. Both of these planes were
deficient in lateral control, one of them crashing due
to this cause. The advantages of the "spoiler"
control were not demonstrated in the Competition.
A device which for some unknown reason has
always interested certain designers is the variable
incidence wing. The Taylor entry exhibited this
feature. At low speed the angle of incidence of the
wing, according to the competitor, should be made as
great as possible while at high speed it should be
placed at the minimum angle. Obviously, the angle
of incidence of the wing referred to the airplane has
no particular connection with the angle of attack
with the exception of the effect of the lift of the
portions of the airplane exclusive of the wing. It is
probable that lower minimum speed would be
obtained with the wing in the assumed position for
high speed due to additional lift supplied by the fuselage at high angles of attack. As stated previously
in the report, the variable angle of incidence appears
to be of little or no value when applied to the main
wings of a normal airplane.
16
COMPETITION
Applications for Entry
Twenty-seven applications for entry in the Safe
Aircraft Competition were accepted, all of them
having included the information required with the
form of application for entry. Several alternative
arrangements of power plant or structure were
offered in some cases with the request that the decision as to which would be used be left until the
first flight tests.
In general, the Fund took a
lenient view of these requests, although it was
realized that changes during tests would be an
inconvenience and source of delay.
In the case of several entries which were
obviously stock models with no reason for entering
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e-xcept for the publicity to be gained, the information
furnished with the application for entry was only
the minimum required for acceptance.
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Curtiss, Fleet, Command-Aire and Handley-Page
airplanes passed this test.
USEFUL LOAD-All aircraft carried the specified
useful load of 5 pounds per horse power. On several
of the entries it was necessary to increase the useful
load above this figure in order to have sufficient fuel
available for testing.
Qualifying Requirements
All of the airplanes which actually appeared at
Mitchel Field arrived during the last few months
before the closing of the Competition. Many of
the entries were put through certain tests by the
competitor's pilot and nearly all were demonstrated by the same pilot before being accepted by
the Fund for test.
FuEL AND OrL-The fuel and oil cagacity of all
entries " ·as adequate.
IxsTRU:\IENTs-All entries were equipped with
the proper instruments.
Acco:W:\10DATON-Only one of the airplanes submitted was considered unsatisfactory as regards
accommodation for the pilot and observer. The
Handley-Page entry had cockpits so narrow and
small that it was impossible to wear a parachute.
l\1oving around after being closed in was very
difficult. Due to the interest in the airplane and
since it was a foreign entry, this matter of accommodation ,ns not stressed and the Handley-Page
entry was put through all the Safety Tests and
Demonstrations. The required cabin or cargo space
was provided in the Curtiss, Handley-Page and
Command-Aire. All entries provided for dual control
by pilot and observer.
PowER PLANT - With the exception of the
Ford-Leigh entry, all of the aircraft were equipped
with an engine of approved type. Some difficulty
arose in deciding on the normal horse power and
r.p.m. for test purposes, but in no case did this
have any material bearing on the performance
obtained. All entries used fuel supplied by the
Fund except the Curtiss airplane which used a 10
percent benzol mixture.
All the entries were
equipped with engine starters at the time of their
acceptance for test, although several arrived at the
Field without this equipment:
STRUCTURAL STRENGTH - All entries were
assumed to have satisfactory structural strength
based on one or more of the following points:
1.
2.
3.
4.
C
VISION-This item was considered satisfactory on
all airplanes, taking into consideration the type.
General inspection.
Stress analysis.
Approved type certificate.
Competitor's demonstration.
FIRE RrsK - All reasonable precautions against
fire risk were taken by the arrangement of the
power plant in accordance with standard practice,
the provision of a firewall behind the engine and
the installation of a hand fire extinguisher.
Only minor structural weaknesses appeared during
the tests. These involved the damage done to landing gears of the Ford-Leigh, Alfaro, Handley-Page
and Curtiss entries.
The two planes which satisfactorily passed all the
Qualifying Tests were the Curtiss and CommandAi re.
PERFORMANCE - The maximum speed requirement rather surprisingly proved to be the stumbling
block for seven out of the ten planes tested, although
this had no direct bearing on the Safety Tests, and
any number of stock planes could have met this
condition. Those which passed this condition were
the Curtiss, Handley-Page and Command-Aire
entries. Neither the Command-Aire nor those which
failed on the high speed test showed any possibility
of being able to pass more than a few of the Safety
Tests and Demonstrations.
The Handley-Page entry, on account of its aerodynamic features and the probability that it would
approach nry closely to the standards set by the
rules. " ·as permitted to remain in the Competition
in spite of failure to provide adequate accommodation
for pilot and observer.
Safety Tests and Demonstrations
SPEED TESTS-MINIMUM FLYING SPEED-Both
the Curtiss and Handley-Page entries were able to
maintain le,·el and controlled flight at air speeds
below 35 m.p.h. The Command-Aire entry, the only
The rate of climb specified was easily met by those
entries tested for this item of performance. The
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longitudinal stability, although neither airplane was
perfect under all conditions.
other airplane to meet the Qualifying Requirements,
failed on this test by 11 m.p.h., a very considerable
amount. At the request of the competitors, minimum
flying speed was measured on the Cunningham-Hall
and Taylor entries. Neither of them fulfilled the
requirements, although they performed on this item
better than the Command-Aire entry.
The Curtiss entry passed the general stability
requirements, but the Handley-Page was only satisfactory when trimmed at air speeds of about 60 to 80
m.p.h. At other speeds a slight disturbance would
cause the latter airplane to eventually go into a lefthand spiral which gradually steepened with
increasing air speed.
MINIMUM GLIDING SPEED - The Curtiss
"Tanager" was the only airplane to meet the minimum gliding speed requirement. In addition to the
Handley-Page, the minimum gliding speed was
measured on the Cunningham-Hall and Taylor,
again at the request of the competitors.
TEST OF ABILITY TO RECOVER FROM ABNORMAL
CONDITIONS-Both the Curtiss and Handley-Page
entries satisfactorily fulfilled the requirements in
the tests of ability to maintain control in case of
engine failure.
TEST OF LANDING RuN-Only the Curtiss and
Handley-Page entries were tested. Both airplanes
met the requirements, the Handley-Page being superior to the Curtiss in this test, in spite of the fact
that the brakes were more readily operated on the
Curtiss entry.
In the tests of ability to recover from violent disturbances both airplanes were satisfactory in recovery
from the dive.
In the recovery from abnormal attitudes it was
found that recovery could be made from the attitude
assumed in the required limit on loss of height when
the controls were used. However, with free controls
the airplanes could not recover within the required
distance. In order to effect recovery both entries
then made use of rubber cord on the control stick,
which was intended to give the effect of more horizontal tail area. It was found that a relatively
slight deviation from the normal attitude was sufficient to make recovery uncertain within the specified
limit. For this reason the abnormal condition was
reduced in violence until one of the airplanes, which
happened to be the Curtiss entry, was considered
satisfactory.
Although with the modified initial
disturbed attitude, the Curtiss plane was assumed
to be satisfactory, it was found that the adjustment
necessary on the rubber cord, which was used to
meet the requirements, was so critical that a slight
change would cause the airplane to change from the
stable to a definitely unstable condition.
The
Handley-Page entry never succeeded in obtaining
the proper adjustment to give the desired recovery,
all maneuvers eventually ending in a steep spiral to
the left with increasing air speed.
TEST OF LANDING IN CONFINED SPACE-The
Curtiss and Handley-Page entries were both tested.
The Handley-Page failed to meet the requirements
while the Curtiss was successful. One reason for
the failure of the Handley-Page was the fact that
the landing gear was not rugged enough to permit
landing from the steepest glide. In addition, the
possibility of stalling the airplane with consequent
undesirable action of slots and flaps as noted above,
made it necessary to glide at a speed higher than the
stall.
TEST OF TAKE OFF - Both the Curtiss and
Handley-Page entries met the requirements, the
Handley-Page being superior to the Curtiss in both
take off run and distance to clear the 35-foot
obstruction.
TEST OF GLIDING ANGLE-The Curtiss and
Handley-Page entries were both successful in meeting
the requirement of flattest glide, the Curtiss being
slightly superior.
Neither airplane was able to fulfill the requirement of steepest glide, and it was considered by the
officials conducting the tests that the requirement
was too severe. For this reason the angle specified
was modified from 16 to 12 degrees by unanimous
approval of all Competition officials.
It is believed that no airplane at the present time
can meet the specified limit in recovery with free
controls.
TEST OF STABILITY IN
OR 1AL FLIGHT-Both
the Curtiss and HandJey-Page entries were determined to have reasonably satisfied the conditions of
TEST OF Co TTROLLABILITY- vVhile both Curtiss
and Handley-Page entries were assumed to be controllable at all throttle settings and were probably
19
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more so than any other types, neither airplane could
be controlled perfectly at the stall. The Curtiss, due
to the fact that the flaps were manually operated,
was better than the Handley-Page in this respect.
When stalled under power the former would drop
the nose, pick up about 3-5 m.p.h. and again return
to the stall, continuing this cycle apparently indefinitely. Lateral and directional control appeared good
at the stall under any slot or flap adjustment.
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Page entries were considered to have satisfactorily
met the revised requirements.
T EST OF MANEUVERABILITY ON THE GROUND
-Both Curtiss and Handley-Page airplanes were
considered to be satisfactorily maneuverable on the
ground in a 20 m.p.h. wind. In this respect the
Curtiss was superior to the Handley-Page due to
steering possibilities of the brakes and more satisfactory landing gear. Under certain conditions the
landing gear of the Handley-Page permitted tilting
of the plane sideways to an objectionable extent.
The Hancjley-Page under power would, when
stalled, do one of two things. If completely stalled
so that the nose dropped, the slots would close and
the flaps move up, which resulted in the speed rising
some 10-15 m.p.h. in a short dive before sufficient
control was regained to again stall the airplane.
When flown steadily just above stalling speed , a
slight disturbance often caused the nose of the
plane to swing, usually toward the right. After
starting, nothing could stop the turn and resultant
falling off until speed was picked up as in the former
case by a short dive accompanied by closing of the
slot and upward movement of the flaps.
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Notes on Results from an Aerodynamical Standpoint
B
would have been made, for the particular section
employed, in calculating the stalling speed from
atmospheric tunnel values.
Since the center of
gravity of this machine was at 29.3 per cent of the
mean aerodynamic chord, no appreciable lift would
be found on the tail at the stall, and the slight
discrepancy between wind tunnel and full scale value
of maximum Kjy would be readily accounted for by
the lift of the fuselage.
ECAUSE of the failure of all but two planes
to pass the Qualifying Tests and the fact that all
planes were presented for test at practically the same
time, comparatively little numerical data in the
slow speed region were obtained. The following
brief notes summarize some of the aerodynamical
information secured :
1. MAXIMUM LIFT COEFFICIENTS IN GLIDING
FLIGHT
Basis for the Award of the Prize
It was expected that more than one airplane
would pass the Qualifying and Safety Tests and that
the award of the first prize would depend upon
points made in comparative tests. Since only one
airplane reached the stage for award of points the
comparative tests were not conducted and the prize
was awarded to the Curtiss "Tanager."
The
Curtiss
reason
both in
When gliding at minimum speed both airplanes
are apt to get into an oscillation which is difficult to
stop without increasing speed considerably before
again approaching the stalling speed. The Curtiss
airplane appears to be much more controllable than
the Handley-Page, judging from the steadiness with
which it can be flown near the stalling point. The
assumption that the tail surf aces of the Curtiss
"Tanager" provide better control than those of the
Handley-Page has already been discussed. Lateral
control is noticeably better, probably due partially
to the yawing produced on the Handley-Page at
stalling speeds when the ailerons are used.
Handley-Page was a close second to the
entry all during the Competition. For this
the points for performances are given for
the tests passed :
Points Assigned
The effectiveness of the controls appeared to be
little affected by gusty air, although the airplanes
could not be flown as steadily as in smooth air.
Curtiss
HandleyPage
Speed tests:
(a) - - - - (b) - - - - (c)
- - - - - - - Test of landing run Test of landing in confined space -
8.8
3.6
0.0
6.7
3.5
3.2
0.0
0.0
12.0
0.0
Test of take off:
Length of run
Distance to clear obstacle
0.3
0.0
0. 7
6.0
- 22.9
21.9
Total points
TEST OF MANEUVERABILITY IN RESTRICTED
TERRITORY-The original interpretation for this test
specified that the engine could be switched off at any
time and the airplane must then land within a plot
500 feet square, from which it has just taken off.
Owing to the getaway characteristics of the airplanes,
this test was considered to involve danger in its
accomplishment and the conditions were so modified
as to allow cutting off the engine after an altitude of
100 feet was reached. Both Curtiss and Handley-
-
-
-
-
The following features incorporated in the Curtiss
"Tanager" are considered to be points of superiority :
1. Manually controlled flaps.
2. Floating ailerons.
3. Design of tail surfaces to eliminate
blanketing.
4. Long stroke rugged landing gear with latch
5. Independently operated brakes.
6. Adequate accommodation for occupants.
20
COMPETITION
CRAFT
Three planes were tested for slow speed on the
glide. In the following table derived from these
tests, the net area of the wings, without allowance
for possible lift of fuselage or tail surfaces, is taken
as the reference area.
The increase in lift obtained with the Curtiss
entry indicates that starting with a basic airfoil of
medium thickness and high maximum Ky, it is possible
to obtain an appreciable increase in lift. The scale
effect, as between tunnel and full scale machine, as
regards maximum lift with slots open and flaps
down, is seen to be negligible:
From the results of the tests on the Taylor
machine, it can be seen that no appreciable error
Airplane
Curtiss
"Tanager"
HandleyPage
Taylor
Gross Weight
2859
2156
1667
Net wing area
333
( exclusive of floating ailerons)
293
175
Disposition of lift
increasing device
Automatic slots along
upper and lower wing.
Flaps along trailing
edges manually operated. Flaps are slotted.
Minimum speed
on glide
37.1 m.p.h. with slots 39.7 with slots open
open and flaps down 32 and flaps down
degrees
50.4
Maximum Lift
Coefficient
referred to net
wing Area
.00623
.00466
.00374
Basic Airfoil
C-72
R.A.F. 28
Maximum Ky of
basic airfoil from
atoms. tunnel
.0035
.00253
Maximum Ky from
tunnel test for
basic airfoil with
slot open and flap
depressed
Percent increase
in lift over
basic airfoil
Scale Effect.
Thickness of airfoil
Interconnected slots
and flaps, slot device on aileron
.00604
78%
84 %
11.7 %
9.82%
21
Monoplane wing
variable
incidence
.0035 (estimated)
�-~----------:---:--========-- - -...a:::===================================~-=-=-=-=-=-=--==-==~_._ _ _.,
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The comparative tests of the Curtiss entry with
sl~ts and flaps in various positions also give a check
on their lift increasing properties:
Condition
Slots
Slots
Slots
Slots
.00623
.00482
.00-1-98
.00360
0
N
These results are in agreement with the previous
table.
Of these the first is undoubtedly the more
important.
In considering the increase in lift obtained by the
use of slots and flaps in the Handley-Page entry,
data on the R.A.F. 28 were not available.
British investigations ( see R. & M. 1083) indicate that as the V / n D decreases, the lift coefficient
with power on bears a larger ratio to the lift
coefficient with power off. This is logical since
with decrease V /n D the slipstream bears a larger
ratio to the forward velocity. The British experiments covered a V / n D range only between 0.6 and
Maximum Ky of basic section
.002814
Maximum Ky with front slot open,
and rear slotted flap depressed
20 degrees
Ky max. in slipstream
Ky max
was approximately equal to 1.07.
.006037
The table indicates that at still lower values of
V /n D the effect of slipstream on the lift becomes
even more important, as the increases in maximum
K,y are of the order of 25 to +O percent.
Percent increase
1.3, and at V / n D of 0.6,
114%
In the Handley-Page entry the ailerons on the
top wing could not act as lift producing elements.
Nevertheless the entry realized so much less of the
lift increase indicated by the wind tunnel than did
the Curtiss entry that another argument appears in
favor of the manually controlled rear flap.
2.
It would seem advisable in making performance
calculations to take this effect into account.
This slipstream effect on lift also goes far to
explain the extraordinarily low landing speeds
which are sometimes achieved by pilots of commercial aircraft. Landing with power on, cutting
the engine at the right moment, killing speed and
pancaking should give landing speeds far below
those of the minimum speed on the glide.
EFFECT OF AIRSCREW ON MINIMUM SPEED
The Competition confirms the fact that the speed
in horizontal flight with power on can be appreciably lower than the minimum speed on the glide.
22
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2. Helicopter effect of the airscrew when the
thrust line is at a large angle to the flight
path.
In the Royal Aeronautical Society Journal for
August, 1928, Handley-Page gives the following
approximate wind tunnel figures for the R.A.F.
31, a section which is similar to the R.A.F. 28.
-
ET
This does not seem to have been due to difference
in control, as control with power off at low speeds
was substantially as good as control with power on.
Therefore the difference in speeds may be attributed
to
1. Slipstream effect on the wings.
W gross
Minimum
Gliding Speed Ky = ~
open, flaps down - 37.1 m.p.h.
open, flaps up
- 42.1 m.p.h.
closed, flaps down 41.5 m.p.h.
closed, flaps up - 48.8 m.p .h.
COMP
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COMPETITION
EFFECT OF AIRSCREW ON MINIMUM SPEED
Airplane
- - - - - - - - -
Gross weight
-
Wing area Minimum speedpower on
Lift. Coe£.
Power on
t
HandlerPage
CommandAire
Taylor
2859
2156
2333
1667
333
293
245
175
46
45.5
30.6 m.p.h.
33.4 m.p.h.
.00915
.0066
.0045
Curtiss
"Tanager"
.00460
Basic Section
- - - -
Lift coefficient
basic section
-
C-72
R. A. 28
t -
.0035
.00253
Lift coefficient
1
on minimum glide~
Power off
J
.00623
.00466
Aeromarine
2A
.00352
.0035 ( estim.)
Percent increase (
due to slipstream}
47%
41¼%
V/ D at minimum 1
.205
.26
s
23%
From pilots' reports it appears that the "Fleet"
provided with powerful rear flaps became very tail
heavy and lost longitudinal control when the flaps
were depressed.
4.
This would appear to contradict the usually
accepted theory that with rear flaps down, the center
of pressure moves to the rear owing to the banking
up of the air.
On the other hand with flaps down, the lift
coefficient increases and the downwash increases at
the same time. The increase in the downwash calculable theoretically from the circulation round the
wing and the tip vortices would be quite large. But
this theoretical downwash might be still further increased by the extreme variation in the form of the
wing, and duration of the air stream above and
below the wing in the region of the trailing edge.
24
-
-
-
333 sq. ft.
47.6 sq. ft.
17
ft.
.485
Handley-Page -
-
- 293 sq. ft.
33.4 sq. ft.
17¼ ft.
.455
Curtiss
"Fledgeling" -
-
-
293 sq. ft.
.420
Curtiss
"Rovin"
-
293 sq. ft.
.474
Bellanca
"Columbia"
-
293 sq. ft.
.338
J-5
5.
.478
ance of commercial planes are rare, a brief analysis
of the high speed results is of interest.
EFFICIENCY AT HIGH SPEED
As during the Safe Aircraft Competition a number of commercial planes were tested under exactly
the same methods and reliable data on the perform-
Vmax
where P
S
Warner states that a reliable formula for maximum speed is
= 127
f
l
l 0.39
p
S
= horse power
= area of wing in
I
square feet.
For the machines tested m the Competition, the results obtained with the use of this formula are:
Win~ Area
STEEP GLIDE AND HORIZONTAL TAIL SURFACES
The steepest glide for the Curtiss "Tanager" was
13.2 degrees, for the Handley-Page, 12.8. The
corresponding L / Ds are 4.25 and 4.4. From these
values of the L/D and from the fact that the
steepest glides were made at speeds below the permissible 45 miles per hour, it would appear that
the planes could not readily be maintained in attitudes above the stall, in spite of the maximum
downward displacement of the stabilizer. Elsewhere in the report it is stated that the aircraft
were not completely controllable at the stall. In
the following table are given the conventional horizontal tail surface constants. It is seen that neither
the Curtiss nor the Handley-Page attempted the use
of oversize horizontal tail surfaces, and the above
difficulties may be attributed to this.
KH=-------
Wing Area x chord
.32
If rear flaps are employed it would seem desirable
to give the stabilizer far greater upward range than
is normally the case.
EFFECTS OF FLAPS ON TRIM
Horizontal Tail
Surface Area x
Distance from
c. g. to Tail
Surfaces
Fairchild
s
.00374
Horizontal
Tail Surface
Area
Area
Aircraft
s
speed power on
3.
}
Curtiss
"Tanager"
Distance
from c. g.
to Tail
Surface
Horse power
p
Entry
1. Curtiss "Tanager"
-
2. Handley-Page
s
(in sq. ft.)
K=
Vmax
(from test)
P/S
Vmax
(P/S) 0.39
176
333
111.6
.528
143.0
155.6
293
112.4
.530
142.0
3. Bourdon "Kitty Hawk"
90.0
233.4
103.3
.387
152.5
4. Fleet
90.0
197.0
108.6
.457
147.5
5. Taylor C-2
90.0
175.0
108.5
.512
140.0
6. Brunner Winkle
90.0
254.0
106.0
.354
159.0
7. Cunningham-Hall
90.0
203.0
94.2
.443
129.0
110.0
170.0
108.6
.646
129.0
291.0
102.4
.396
147.0
114.8
.666
132.0
8. Alfaro
- - -
9. Ford-Leigh
115.0
(with safety wing)
10. Command-Aire
170
245.0
Average
25
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143.2
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The results indicate ho-w rapid progress is; the
average of 1-1-3.2 is so far above the 127 of three
or four years ago.
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6. IMPROVEMENT IN TAKE OFF RUN BY USE OF
SLOTS AND FLAPS
In considering the improvement in take off run by
the use of slots and flaps, it is probably best to compare with similar tests conducted by the N. A. C. A.
(Report No. 2+9).
Ratio
Take off distance
Wing loading X
Power loading
Power loading
Lbs. h.p.
Take off
distance
- 8.6
16.3
295 feet
2.10
Handley-Page
7.+
13.9
290 feet
2.72
VE 7 Vought
7.57
12.0
275 feet
3.04
-
8.67
11.5
300 feet
3.00
Wing loading
sq. foot
Curtiss "Tanager"
-
-
S. E. 52
Sperry Messenger
-
-
-
6.50
16.0
320 feet
3.08
CO-4 Fokker
-
-
- 10.l 0
10.+
3+0 feet
3.22
-
The above ratio of
N
Formulae for Handicapping, considers that K should
be 140 on the basis of British experience.
The value for the Brunner Winkle indicates that
a well designed biplane may be cleaner than a monoplane design.
The incorporation of slots and flaps does not
mean very much of a sacrifice in high speed-if any.
It is interesting to note that a writer in the
London "Flight," January 19, 1928, Speed
Aircraft
0
Take off Distance
Wing loading x Power Loading
is only a semi-rational one and the machines of the
N. A. C. A. report date some years back. Neverthe-
less, the improvement in this ratio shown by the
Curtiss "Tanager" is quite striking.
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Methods Used in Conducting Tests and Interpreting Data
MEASUREMENT OF HIGH SPEED - Maximum
speed was determined by timing the airplane over a
measured course. Runs were made in both directions
over the course when the wind was parallel to the
direction of the course and not over 10 m.p.h. velocity. At least three round trips were made and the
ground speeds averaged to obtain the true air speed.
No correction was made to the timed speeds which
were required to be determined when the standard
altitude existing at the time of the runs did not vary
more than 1000 feet from standard sea level as given
in N. A. C. A. Reports Nos. 216 and 218.
GENERAL INSPECTION-Two objects were in view
in conducting the inspection of each entry; first, to
determine whether the aircraft met those items of
the Qualifying Requirements not connected with
performance, and second, to make sure that all workmanship and assembly were satisfactory, thus ensuring reasonable safety in conducting the flight tests.
The general inspection was carried out by the
technical advisers, field manager, pilots, and observers, usually in company with one or more of the
competitor's representatives.
DETER:MINATION OF UsEFUL LoAo--ln accordance with the Rules for the Safe Aircraft Competition all entries were required to carry five pounds of
useful load per brake horse power. It was further
decided that the minimum fuel and oil supply
should permit one hour's flight at full power.
Engine r.p.m. were required to be not more than
10-20 r.p.m. above and not below the rated r.p.m.
The course was entered at the maximum indicated
air speed of level flight and level flight was maintained over the course at altitudes between 20 and 30
feet above the ground.
The useful load to be carried for each airplane
was determined by the engines installed.
The
following figures were assumed for the purpose of
the Competition:
Airplane-Engine
The course was surveyed and its length of 11,722
feet certified to by a licensed civil engineer. The
photograph ( page 28) shows the course.
Normal Normal Useful
h.p.
r.p.m.
Load
ALFARO-Warner Scarab - BOURDON-Kinner K-5 - BRUNNER WINKLE-Kinner
K-5
COMMAND-AIRE-Curtiss
- - - Challenger
CUNNINGHAM-HALLWalter Vega CURTISS-Curtiss Challenger
FLEET-Kinner - FORD-LEIGH-Curtiss OX-5 HANDLEY-PAGE-Mongoose TAYLOR-Kinner K-5 -
110
90
1850
1810
550
+50
90
1810
-1-50
170
1800
850
90
176
90
115
155.6
90
1840
1830
1810
1650
1850
1810
450
880
450
575
778
Speeds were calculated by the formula:
11722X3600
Ground speed=-----, where ground
tX5280
speed is in miles per hour and t is in seconds.
A certified stop watch, tachometer, and thermometer were the instruments used. Barometric
pressure was observed on the ground.
MEASUREMENT OF RATE OF Cu rn-The indicated speed at which maximum rate of climb ·was
obtained was assumed to be :
Vc=Vs+Vm-:-Vs
+so
when
3
WEIGHING OF AIRPLANES-The airplanes were
weighed on three scales calibrated by Fairbanks,
Morse & Co., makers of the scales. The planes were
weighed light and each item of the useful load
weighed separately and installed in the plane. The
locations of the center of gravity under empty and
full load conditions were determined in order that
they might be available if of interest later. Scales,
plumb bobs, levels, - and steel tapes comprised the
equipment used in the weighings.
26
COMPETITION
V c =Indicated speed of maximum rate of climb.
Vs =Indicated landing speed.
V m=lndicated maximum level speed.
Climbs were made from ground level, starting
at the speed calculated and dropping off one mile
per hour indicated for each 1000 feet increase in
altitude. Simultaneous readings of temperature,
pressure, and time were obtained using calibrated
thermometer, altimeter and split second watch.
27
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Figure I (page 40) shows the curve from which
the theoretical velocity was obtained. It was calculated as follows:
. A. C. A. report
o. 24 7,
Pressure of air on coming to rest from various speeds,
was used as a standard, the pressures given under
adiabatic conditions being divided by the specific
gravity of the manometer liquid and multiplied by
the manometer constant . and proper con version
factors to give millimeters pressure head read on the
vertical manometer scale.
Reduction of data was carried out as described in
C. A. report No. 216. All airplanes whose
rates of climb were determined exceeded the
required minimum by a wide margin.
. A-
CALIBRATION OF TANK CAPACITIES-After emptying fuel and oil tanks, measured and weighed
amounts as specified were installed and with the
airplane in a certain attitude the levels measured.
Thereafter at the start of each flight fuel and oil
levels were brought to the determined level. Total
tank capacity ,vas estimated or measured as check
against the required volume.
Pressure head in millimeters read on manometer scale
adiabatic head in inches of
water X 1.0065 7 .876 X 25.4.
=
AccoMMODA'l'ION-Adequate accommodation for
pilot and observer required provision for easy
entrance and exit, space for parachute, and sufficient
room so that reasonable movement and comfort
could be had. Protection from the wind was
expected. Dual control was required.
A zero reading on the manometer was taken
before each pressure measurement. The indicator
was tapped during calibration. The process is shown
in the photograph on page 36. It is considered that
the precision of each speed determination is of the
order of one percent.
Cabin or cargo space for useful load was measured
and calculated where necessary.
MEASUREMENT OF MINIMUM GLIDING SPEEDThis was obtained in a manner similar to the
minimum flying speed except that the engine was
throttled to not over 500 r.p.m.
MEASUREl\lENT OF MINIMUM FLYING SPEEDMinimum flying speed was obtained with engine
power as high as possible while maintaining level
flight at an angle of attack as close as possible to
that of the minimum lift coefficient of the airplane as a whole.
In the case of the Curtiss
"Tanager" this was full throttle. In the case of the
Handley-Page it was at less than full throttle.
MEASUREMENT OF LANDING RuN Several
observers were placed on a line parallel to the
direction of landing. The airplane was landed close
to this line so that the point of first touching the
ground could be easily determined. On all landings
this point was very evident, as a definite mark was
made by the landing gear. The distance from the
point where the wheels first touched the ground to
position after stopping was measured by a 100-foot
steel tape. The wind velocity was measured by a
portable anemometer for each landing. It was originally intended to determine the coefficient of ground
friction for the landing tests. This proved to be
impracticable and the competing airplanes were both
tested the same day within an hour of each other.
The engine was switched off in each case.
The indicating device consisted of a suspended
Pi tot-static head (pages 30 and 34) connected to
a sensitive gauge whose dial was marked in one
m.p.h. divisions to aid in reading. The suspended
Pitot had been calibrated by the Bureau of Standards and its constant percentage correction was
known. Before each flight the lines were checked
for leaks and made tight if necessary. The indicator
was calibrated immediately after the flight against a
micromanometer whose constant was known and the
pressure head necessary to bring the indicator to the
observed reading determined. From this pressure the
theoretical velocity was obtained. True minimum
sea level speed
theoretical velocity X 1.025.
In obtaining the length of run for record purposes the actual measured distance was plotted
against wind velocity in m.p.h. The mean of the
best three points was used to determine the position
of a line arbitrarily assumed to be straight and to
pass through the minimum gliding speed requirement
of 38 m.p.h. at zero run. The intersection of this
line with the zero wind speed axis was taken as the
length of run. See Figure II, Page 41.
=
A second suspended head instrument, the air-log,
was used as a check. However, this device had
unknown temperature . errors and the readings were
not used for record.
28
COMP
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COMPETITION
was obtained at mm1mum speed, •neither airplane
being under control at an angle of attack greater
than that of minimum speed. The interpretation of
data was the same for both cases. The elapsed time
between two air pressures and consequent standard
pressure altitudes gave a rate of descent in feet per
second. This figure was multiplied by a factor which
was obtained from the ratio of the mean absolute
temperature over the pressure altitude interval as
given for the standard atmosphere (See N. A. C. A.
Report 246) to the mean absolute temperature
observed.
:i\lEASUREMENT OF LANDING IN CONFINED
SPACE-The airplane was flown in a straight glide
past· a tower with a sighting device to indicate the
height of the imaginary obstacle. At the instant of
passing through the obstacle height the sighting
device was fixed and the intersection of its line of
sight with the back track of the airplane fixed the
position of crossing the barrier. The distance from
the barrier to the point of touching the ground was
measured as well as the length of run after touching.
"\Vind velocity was measured with a portable anemometer. The engine was switched off in each
case. The distance in still air was obtained in a
manner similar to that described under measurement
of landing run. See Figure III, Page 42.
The air speed in feet per second was obtained and
.
rate of descent
.
gave the sine of the
t he ratio
rate of advance m path
angle of glide. This method gave the geometric
angle of glide, but did not take into account convection currents which probably are impossible to
determine. The best calculated results were used in
both glides to sho\\· the performance, although it is
considered that an average should have formed the
basis of the record angle.
MEASUREMENT OF TAKE OFF RuN-The airplane was held stationary by the brakes, the engine
turned up to full throttle r.p.m., the tail raised by
the slipstream and when ready, the brakes were
released. The point of leaving the ground was
determined by several observers in such a position
that their paths when walking toward the point of
take off from their original position would intersect
and definitely determine the desired position. The
distance was measured by steel tape and the wind
velocity for each getaway was measured by a
portable anemometer.
TEST OF LONGITUDINAL STABILITY-The stabilizer was adjusted to trim the airplanes to speeds
covering the required speeds and the elevators displaced to change speed 10 m.p.h. and released. The
resultant evolutions and time to return to trimming
speed were noted. During this test the airplane \\·as
held in straight flight by the rudder. This same
procedure was carried out for climb, glide, and level
flight, except that the engine was full out on the
climb, and throttled in level flight to an extent
depending on the speed, and fully throttled in glide.
The measured distances were plotted against wind
speed in m.p.h. and a straight line drawn through
the mean of three best take offs and 38 m.p.h. on the
zero run axis. 38 m.p.h. was arbitrarily chosen as
one point instead of the minimum flying speed
because of the fact that the maximum angle obtainable on the ground is insufficient to allow flight at
minimum speed. See Figure IV, Page 43.
TEST OF GENERAL STABILITY-The airplane was
flown at various speeds and throttle settings in level
flight covering the required range of speeds. By
means of rubber cord on stick and rudder controls
in conjunction with the horizontal stabilizer the
planes ·were trimmed to steady flight and their
behavior in gusty air with controls released ,Yas
noted.
To pass this test an uncontrolled flight
without getting into an undesirable attitude must
have been had for a period of five minutes.
MEASUREME "T OF TAKE OFF OVER OBSTACLE
-In this test the take off was made in a manner
similar to the above and the point of clearing the
obstacle determined as in the test of landing in a
The method of obtaining the
confined space.
distance in still air is shown in Figure V, Page 44.
MEASUREMENT OF GLIDING ANGLE-Two gliding
angles were specified. Several glides were made at
different speeds, taking observations from which air
speed, air pressure, and air temperature could be
obtained against time. No attempt was made to
obtain the flattest glide, but both airplanes tested
met this requirement ·readily. The steepest glide
TEST OF ABILITY TO l\!1AINTAIN CONTROL \iVITH
ENGINE-In this test the airplane was trimmed
at various speeds in climb, glide, and level flight and
the engine switched off with controls free. The
evolutions of the airplane were noted.
31
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controls were moved in various ways and the
behavior of the airplane noted.
TEST OF ABILITY TO MAINTAIN CONTROL AT
THE STALL-The airplane was trimmed for speeds
between 45 and 75 m.p.h. and the engine throttled.
At the same time the elevators were pulled up to
their maximum extent and the behavior of the plane
noted.
TEST OF CONTROLLABILITY-The airplane was
flown at various speeds, including the minimum with
power on and off and the effect of the controls noted.
TEST OF MANEUVERABILITY ON THE GROUND
-The airplane was taxied in all directions with
respect to a wind of over 20 m.p.h. and its behavior
noted.
TEST OF ABILITY TO l\1AINTAIN CONTROL IN A
DIVE-The airplane was dived 20 percent above
top speed, power off, and controls released. Its
behavior was then noted.
TEST OF MANEUVERABILITY IN RESTRICTED
TERRITORY-The airplane was flown out of and
into a 500-foot square without passing through a
25-foot imaginary barrier along all sides of the
square. Landing was made with engine throttled.
TEST OF ABILITY TO RECOVER FROM V lOLENT
DISTURBANCES-The airplane was flown at full
throttle at 45 m.p.h. trimmed to speeds between 45
and 75 m.p.h. The engine was throttled and the
32
COMPETITION
33
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Instruments Used in Competition
Air speed indicators
Suspended Pitot-Pioneer
Air-log-Barr and Stroud
Gauges-Pioneer-Consolidated
Air speed recorders-Pioneer
Altimeter-Kollsman-Pioneer
Anemometers-Keuffel and Esser-Short and Ma son
Barograph-J. P. Friez
L eft: Short & Mason Anemom et er. Right: Barr & Stroud, Ltd., Susp ended Air-log
Barometer-Central Scientific
Fuel quantity gauge-graduated stick
Oil quantity gauge-graduated stick
Plumb bobs
Propeller protractor
Rate of climb indicators-Pioneer
Revolution counter-Veeder-Hassler
Scales-Fairbanks, Morse & Co.
Steel tape-Starrett
Stop watches-Venner-Agassiz
Tachometers-Elgin-} ones-Consolidated-Veeder
Thermometers-Taylor
N. A. C. A . Typ e of Susp ended Pitot-static Tube and Gauge made hr
Pion eer Instrum ent CompanJ'
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Calibration of Instruments
AIR SPEED INDICATORS-Both suspended Pitot and air-log were
calibrated by the U. S. Bureau of Standards, Washington, D. C.
Gauges were calibrated at Mitchel Field by comparison with head
developed by micromanometers.
AIR SPEED RECORDER-Calibrated at Mitchel Field by micromanometer.
ALTIMETERS-Calibrated at Mitchel Field by comparison with
barometer under bell jar.
ANEMOMETER-Calibrated by U. S. Bureau of Standards.
BAROGRAPH-Calibrated at Mitchel Field by comparison with
barometer under bell jar.
BAROMETER-Calibrated by U. S. Bureau of Standards.
ScALEs-Checked by Fairbanks, Morse & Co.
STOPWATCHES-Agassiz adjusted by U. S. Na val Observatory.
T ACHOMETERs-Calibrated at Mitchel Field by comparison with
Veeder tachometer, the latter calibrated with counter.
THERMOMETERS-Calibrated at Mitchel Field by comparison
with standard U. S. Army Air Corps meteorological equipment.
Figures VI, VII, VIII, IX, and X show sample calibration
curves of an air speed indicator, anemometer, altimeter, barograph, and tachometer, respectively.
36
37
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�S
A
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COMPETITION
Calibrating Equipment
BAROMETER-Central Scientific Co. mercurial manometer connected to bell jar. This barometer was calibrated by comparison
with U. S. Bureau of Standards barometer No. 65. Loaned by
New York University.
BAROGRAPH AND ALTIMETER CALIBRATI G SET-This consisted
of the above mentioned barometer, bell jar and surface plate,
Cenco vacuum pump, storage tank and necessary piping and
valves. The equipment is shown in the photograph. Loaned by
New York University.
Chest with Flight Test Instruments
MrcROMANOMETER-Designed and manufactured by the Langley Memorial Laboratory of the N. A. C. A. and loaned by
them to the Fund. The liquid used in the manometer was a
benzol blend whose specific gravity was determined by the U. S.
Bureau of Standards.
TACHOMETER TESTING SET-Consisted of 115 volt D. C. motor
with speed control driving Veeder 2000 r.p.m. liquid tachometer
and a bank for driving 3 tachometers simultaneously. Direct
current for motor supplied by U. S. Army field generating set.
Calibration of testing set carried out by timing revolutions
counted by Veeder counter. Loaned by New York University.
(
STANDARD THERMOMETER-Furnished by meteorological laboratory at Mitchel Field.
Calibrating Set for Altimeters
38
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COMPETITION
APPENDIX I
Excerpts from Preliminary Reports
Safe Aircraft Competition. Before being eligible for points upon which the award of the
first prize depended, tests must have shown
that the airplane in question had satisfac~
torily fulfilled the conditions set forth under
The airplanes whose tests are discussed in
this portion of the report were inspected and
tested to determine if their characteristics
were such as to fulfill certain requirements as
stated in the Rules for the Daniel Guggenheim
1.
Qualifying Requirements
2.
Safety Tests and Demonstrations
HERACLIO ALFARO
The Heraclio Alfaro airplane failed to meet the Qualifying
Requirements. The procedure followed was
1.
General inspection
2.
Determination of weight
3.
Maximum speed measurement
LOAD CARRIED DURING TESTS
At the start of each test flight the airplane weighed 1650
pounds, including 550 pounds of useful load as specified by the
Rules of the Competition.
SUMMARY OF RES ULTS
1100
Weight empty (pounds)
550
Useful load (pounds)
1650
Full load weight (pounds)
Rated engine brake horse power
Rated engine r.p.m. -
1850
Power loading ( lbs. per h. p.)
15.0
Wing loading ( lbs. per sq. ft.)
Maximum speed (m.p.h.)
so
110
-
51
9.7
- 108.6
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General Con1ment
THE Heraclio Alfaro airplane arrived at Mitchel
Field, Long Island, N. Y., by air, on September
19, 1929. The airplane was accept<:d for test on the
same day, demonstration by the competitor's pilot
being waived. Tests were completed on September
21, 1929, and the airplane left the field on
September 27, 1929, A.own by the competitor's pilot.
The airplane failed to meet the performance
requirement of 110 m.p.h. by 1.4 m.p.h.
The useful load carried during the maximum
speed tests consisted of the following items :
The information required with the form of application for entry, as listed in Appendix I of the Rules
for the Daniel Guggenheim Safe Aircraft Competition, was satisfactorily submitted by Heraclio
Alfaro.
In addition, the following required
information was supplied:
193 pounds
206
Fuel (22¼ gallons)
135
16
Oil (2 gallons) -
"
"
550 pounds
Total
The fuel and oil capacities were adequate.
The airplane
instruments.
1. Three-view drawing.
2. Stress analysis.
was
fitted
with
the
required
Accommodation for pilot and observer was
assumed as satisfactory, provision for dual control
and seat type parachutes having been made.
3. Drawings pertaining to stress analysis.
4. Album of photographs.
Vision from the pilot's cockpit was considered
satisfactory for the type.
No balance diagram was submitted.
Reasonable precautions against fire risk were
incorporated by the arrangement of the power plant
in accordance .with standard practice, the prov1s1on
of a fire bulkhead behind the engine, and the
installation of a fire extinguisher.
QUALIFYING REQUIREMENTS
The power plant installed in the airplane was
satisfactory from the point of view of the Competition in the following required characteristics:
1. The engine was approved by the Department of Commerce.
2. Normal horse power for the tests was
assumed to be 110 at 1850 r.p.m.
3. Fuel used during the tests was Army Specification aviation gasoline.
+. An electric starter was installed.
SAFETY TESTS AND DEl\IONSTRATIONS
The Alfaro entry failed to pass some of the
Qualifying Requirements. Due to the fact that certain features of the airplane were of interest, the
effects on performance might have been measured,
had it not been for the fact that lateral control at
low speeds, where the special devices would be used,
was deficient.
The structural strength of the airplane was
assumed to be satisfactory, based on inspection, the
stress analysis submitted, and the fact that a Department of Commerce experimental license had been
To structural weakness was discovered durissued.
ing the tests, with one exception. The tail skid
required repair due to failure under lateral loading.
52
Pilot and parachute - Observer and parachute
The general flying characteristics of the airplane
were satisfactory, with two exceptions.
Lateral
control at low speeds was inadequate and the range
of movement of the stabilizer was not sufficient to
obtain balance under low speed conditions,
53
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BOURDON "KITTY H.AWK"
The Bourdon "Kitty Hawk" airplane failed to meet the
Qualifying Requirements. The procedure followed was
1.
General inspection
2.
Determination of weight
3.
Maximum speed measurement
LOAD CARRIED DURING TESTS
At the start of each test flight the airplane weighed 1665
pounds, including 486 pounds of useful load as specified by the
Rules of the Competition.
SUMMARY OF RESULTS
1179
486
1665
Weight empty (pounds)
Useful load (pounds)
Full load weight (pounds) -
-
-
-
-
90
Rated engine brake horse power
Rated engine r.p.m. -
-
-
-
-
Power loading ( lbs. per h. p.) -
-
-
-
1810
-
Wing loading (lbs. per sq. ft.)
Maximum speed ( m. p.h.)
-
-
-
18.5
7.13
103.3
General Comment
Aircraft Corporation. In addition, the following
information was supplied:
THE Bourdon "Kitty Hawk" Model B-4 airplane arrived at Mitchel Field, Long Island,
N. Y., by air on November 1, 1929. After some delay
and minor changes the airplane was demonstrated by
the competitor's pilot, and turned over to the Fund
for test on November 9, 1929. Tests were completed
on December 1, 1929, and the airplane left the Field
on that date, flown by the competitor's pilot.
1.
2.
3.
4.
Front view drawing.
Side view drawing.
Plan view drawing.
Engine installation.
Stress analysis and balance diagram were not
submitted.
The information required with the form of application for entry, as listed in Appendix I of the Rules
for the Daniel Guggenheim Safe Aircraft Competition, was satisfactorily. submitted by the Bourdon
QUALIFYING REQUIREMENTS
The power plant installed in the airplane was
55
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The fuel and oil capacity provided in the airplane
was adequate.
satisfactory from the point of view of the Competition in the following required characteristics.
1. The engine was approved by the Department of Commerce.
2. Normal horse power for tests was assumed
to be 90 at 1810 r.p.m.
3. Fuel used during the tests was Army Specification ethyl aviation gasoline.
S
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COMPETITION
T
BRUNNER WINKLE "BIRD"
The required instruments were installed.
Accommodation for pilot and observer was considered adequate, provision being made for dual
control and the use of seat type parachutes or
cushions. No cabin or cargo space was required.
4. An Eclipse hand operated inertia starter
was installed.
Vision from the pilot's cockpit was considered
satisfactory for the type.
The structural strength of the airplane was
assumed to be satisfactory, based on inspection, the
demonstration by the competitor's pilot, and the
fact that the model ·was a standard type, approved
by the Department of Commerce.
The airplane failed to meet the performance
requirement of 110 rn.p.h. by 6.7 m.p.h.
The
rate of climb was not determined, due to failure in
the maximum speed test.
The useful load carried in the tests consisted of
the following items:
Pilot and parachute - - - - - - 193 pounds
Observer and parachute 217 "
60
Fuel ( 10 gallons)
Oil ( 2 gallons) - - - - - - - 16 "
486 pounds
Total
Re.asonable precautions against fire risk were
incorporated by the arrangement of the power plant
in accordance with standard practice, the provision
of a fire bulkhead, and the installation of a fire
extinguisher.
The Brunner Winkle "Bird" failed to meet the Qualifying
Requirements. The procedure followed was
1.
General inspection
2.
Determination of weight
3.
Maximum speed measurement
LOAD CARRIED DURING TESTS
At the start of each test flight the airplane weighed 165 6
pounds, including 451 pounds of useful load as specified by the
Rules of the Competition.
SAFETY TESTS AND D EMONSTRATIONS
The Bourdon "Kitty Hawk" failed to pass some of
Inasmuch as no
the Qualifying Requirements.
special features related to the Safety Competition
were incorporated in the airplane, no Safety Tests
were conducted.
The general flying characteristics of the airplane
were satisfactory.
SUMMARY OF RESULTS
1205
Weight empty (pounds)
451
Useful load (pounds)
Full load weight (pounds)
Rated engine brake horse power -
1656
Rated engine r.p.m.
1810
Power loading ( lbs. per h.p.) -
18.4
90
Wing loading ( lbs. per sq. ft.)
6.5
Maximum speed (m.p.h.)
106
General Comment
Brunner Winkle Aircraft Company. In addition,
the following required information was supplied:
THE Brunner Winkle " Bird" airplane ar:ived
at Mitchel Field, Long Island, N. Y., by air, on
September 19, 1929. On this date the airplane was
accepted for test by the Fund after demonstration by
the competitor's pilot. Tests were completed ::m
October 5, 1929, and the airplane left the Field on
October 20, 1929, flown by the competitor's pilot.
1.
2.
3.
4.
QUALIFYING REQUIREMENTS
The information required with the form of application for entry, as listed in Appendix I of the
Rules for the Daniel Guggenheim Safe Aircraft
Competition, was satisfactorily submitted by the
56
Three-view drawing.
Stress analysis.
Drawings pertaining to stress analysis.
Weight and balance sheet.
The power plant installed in the airplane was
satisfactory from the point of view of the Competition in the following required characteristics:
57
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1. The engine ,vas approved by the Depart-
4-. An air starter was installed.
The structural strength of the airplane was
assumed to be satisfactory, based on inspection, the
stress analysis submitted, and the demonstration by
the competitor's pilot. No structural weakness was
discovered during the tests.
58
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was
fitted
with
the
required
Reasonable precautions against fire risks were
incorporated by the arrangement of the power plant
in accordance with standard practice, the prov1s10n
of a fire bulkhead behind the engine, and the
installation of a fire extinguisher.
SAFETY TESTS AND .DEMONSTRATIONS
The useful load carried during the maximum
speed test consisted of the following items:
Inasmueh as the airplane failed to meet some of
the Qualifying Requirements, and since it incorporated no features . of particular interest from the
safety standpoint, none of the so-called Safety Tests
or Demonstrations was carried out.
193 pounds
176
66
16
-
E
Vision from both cockpits was considered satisfactory for the type.
The airplane . failed to meet the performance
requirement of 110 m.p.h. by 4 m.p.h. The rate
of climb was not determined, due to failure in the
maximum speed test.
-
P
Accommodation for the pilot and observer was
adequate, provision for dual control and seat type
parachutes having been made. No cargo or cabin
space was required.
3. The fuel used during the tests was Army
Specification aviation gasoline.
-
M
The airplane
instruments.
•2. Normal horse power for tests was assumed
to be 90 at 1810 r.p.m.
Pilot and parachute - - - Observer and parachute
Fuel (11 gallons)
Oil (2 gallons) - - - -
O
Fuel and oil capacity was considered to be
adequate.
ment of Commerce.
Total -
C
CRAFT
In general, flying characteristics of the airplane
were excellent.
451 pounds
59
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COMMAND-AIRE 5-C-3
The Command-Aire airplane satisfactorily passed the qualifying conditions but failed to meet the minimum speed requirement
in the Safety Tests. The flight tests, therefore, consisted only in
the determination of high speed, rate of climb at the 1000 foot
altitude, and minimum flying speed. The procedure followed was
1.
2.
3.
4.
General inspection
lvlaximum speed measurement
Rate of climb measurement
Minimum speed measurement
LOAD CARRIED DURING TESTS
On each test flight the following useful load was
Pilot and parachute - - - - Observer and parachute Fuel ( 56 gallons)
Oil ( 5 gallons)
- - - - - - - - Instruments Ballast
carried:
18 5 pounds
15 6
"
340
"
40
"
31
"
99
"
851 pounds
SUMMARY OF RES ULTS
Weight empty (pounds)
Useful load (pounds)
Full load weight (pounds) Rated engine brake horse power Rated engine r.p.m. - Power loading - Wing loading - Maximum speed (m.p.h. at rated r.p.m.) Rate of climb at 1000 feet ( ft. per min.)
Minimum speed (m.p.h.) - - - -
-
-
1482
851
2333
170
1800
13.7
-
-
-
- 114.8
900
46.0
9.5
General Comment
November 5, 1929, flown by the competitor's pilot.
The information required with the form of application for entry, as listed in Appendix I of the
Rules for the Daniel Guggenheim Safe Aircraft
Competition, was satisfactorily submitted by
Command-Aire, Incorporated.
THE Command-Aire 5-C-3 airplane arrived at
Mitchel Field, Long Island, N. Y., by air, on
October 29, 1929. After demonstration by the competitor's pilot on the same date, the airplane was
turned over to the Fund. Tests were completed on
N overnber 3, 1929, and the airplane left the field on
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The airplane
instruments.
Qu4LJFYING REQUIREME~TS
The power plant installed in the airplane was
satisfactory ·from the point of view of the Competition in the following required characteristics:
was
fitted
with
the
Vision from the pilot's cockpit was considered
satisfactory for the type.
2. The normal horse power for the tests was
assumed to be 170 h.p. at 1800 r.p.m.
Reasonable precautions against fire risk were
incorporated by the arrangement of the powe r
plant in accordance with standard practice, the
provision of a fire bulkhead behind the engine and
the installation of a fire extinguisher.
3. The fuel used during the tests was Army
Specification ethyl gasoline.
4. An inertia type starter was installed.
The structural strength of the airplane was
assumed to be satisfactory, based on inspection, the
competitor's demonstration, and the fact that the
model was a regular stock model, manufactured
under Department of Commerce approved type
certificate.
SAFETY TESTS AND DEMONSTRATIONS
After passing the qualifying performance tests
the minimum flying speed was found to be 46
m.p.h. This speed did not meet the conditions
of the Safety Tests and the airplane was withdrawn
from the Competition.
The airplane fulfilled the performance requirements. The useful load carried has been given
above.
The general flying characteristics of the airplane
were satisfactory.
The fuel and oil capacity was adequate.
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required
Accommodation for the pilot and observer was
considered satisfactory, provision for dual control
and seat type parachutes having been made.
Adequate cargo space was provided.
1. The engine was approved by the Department of Commerce.
S
CUNNINGHAM-HALL 110DEL X
The Cunningham-Hall airplane failed to meet the Qualifying
Requirements. However, the minimum flying and gliding speeds
were determined as a matter of interest. The procedure followed
was
1. General inspection
2. Determination of weight and location of
center of gravity
3. Maximum speed measurement
4. Minimum flying speed measurement
5. Minimum gliding speed measurement
LOAD CARRIED DURI
G TESTS
At the start of each test flight the airplane weighed 1773
pounds, including 4 70 pounds of useful load as specified by the
Rules of the Competition.
The length of the mean aerodynamic chord was 59.3 inches
and its leading edge was 2 inches aft of the leading edge of the
lower wing. As loaded at the start of each test flight, the
center of gravity was at 30.2 percent of the mean aerodynamic
chord.
SUMMARY OF RES ULTS
Weight empty (pounds)
Useful load (pounds)
Full load weight (pounds) Rated engine brake horse power Rated engine r.p.m. Power loading (lbs. per h.p.) Wing loading ( lbs. per sq. ft.)
Location of center of gravity ( % M.A.C.) :
Empty
Full load Maximum speed (m.p.h.) Minimum flying speed (m.p.h.):
Flap down-Slot open
Minimum gliding speed ( m. p.h.) :
Flap down-Slot open
62
63
1303
470
1773
90
1840
19.7
8.73
27.3
30.2
94.2
44.0
41.0
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General Comment
Townend ring, relied upon to reduce the resistance of the air-cooled engine, was not employed
in this test on account of vibration. The rate of
climb was not determined due to failure in the
maximum speed test.
THE Cunningham - Hall Model X airplane
arrived at Mitchel Field, Long Island, N. Y.,
by truck, on October 31, 1929. Due to damages
sustained by the airplane in a forced landing while
en route to Mitchel Field, and delay in obtaining a
second engine, the airplane was not turned over to
the Fund for test until November 30, 1929. On
December 1, 1929, demonstration of the airplane
was made by the competitor's pilot. Tests were
completed on December 7th, and the airplane left
the field on December 9, 1929, flown by the
competitor's pilot.
The useful load carried during the maximum
speed tests consisted of the following items:
Pilot and parachute - Observer and parachute
Fuel
- Oil
The information required with the form of application for entry, as listed in Appendix I of the
Rules for the Daniel Guggenheim Safe Aircraft
Competition, was satisfactorily submitted by the
Cunningham-Hall Aircraft Corporation. In addition, the following required information was
supplied:
Total
-
-
-
451 pounds
During the measurement of the minimum speed
in level and gliding flight the useful load was
increased to 470 pounds by the addition of
instruments.
The fuel capacity provided in the airplane was
between 21 and 22 gallons. The required capacity
was 22.3 gallons as computed from the data supplied
by the competitor.
1. Three-view drawing.
2. Dimensional drawings pertaining to stress
analysis.
3. Stress analysis.
4. Balance diagram.
The oil capacity of 3 ¾ gallons was considered
adequate.
The airplane
instruments.
QUALIFYING REQUIREMENTS
The power plant installed in the airplane was
satisfactory from the point of view of the Competition in the following required characteristics:
was
fitted
with
the
required
Accommodation for pilot and observer was considered satisfactory. Provision for dual control and
use of seat type parachutes was made. No cabin
or cargo space was required.
1. The engine was approved. by the Department of Commerce, based on 100-hour
type test of International Commission of
Aerial Navigation.
Vision from the pilot's cockpit was considered
adequate in every way.
2. Normal horse power for tests was assumed
to be 90 at 1840 r.p.m.
Reasonable precautions against fire risk were
incorporated by the arrangement of the power plant
in accordance with standard practice, the prov1s10n
of a fire bulkhead behind the engine and the
installation of a fire extinguisher.
3. Fuel used during the tests was Army
Specification ethyl aviation gasoline.
4. A Viet air starter was installed.
The structural strength of the airplane was
assumed to be satisfactory, based on inspection, the
stress analysis submitted, and the demonstration by
the competitor's pilot. No structural weakness was
discovered during the tests.
SAFETY TESTS AND DEMONSTRATIONS
Although the Cunningham-Hall entry failed to
pass some of the Qualifying Requirements, it was
felt that the effect of the convertible wing on the
minimum speed would be a matter of interest. The
summary of results given above includes the speeds
with flap and slot in the high lift positions.
The airplane failed to meet the performance
requirement of 110 m.p,h. by 15.8 m.p.h. The
65
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It will be noted that the minimum flying speed
with flap down and slot open was 44 m.p.h., while
the minimum gliding speed was 41 m.p.h.
It is possible that if sufficient aileron control or
lateral stability had been provided, a lower minimum flying speed with flaps down could have been
obtained. This is borne out by the fact that a
minimum gliding speed of 41 m.p.h. was obtained.
In horizontal flight at full throttle, and in spite
of normal direction of propeller rotation, it was
COMP
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necessary to hold an unusual amount of left rudder
in order to maintain a straight course. In this
condition effects of rough air were quite marked
and aileron control, ·while heavy, was still ineffective.
To distortion or excessive vibration of any
portion of the airplane was noted, with the exception
of an engine cowling ring which was removed after
the first few flights with no apparent effect on the
speed. The airplane was much underpowered, taking
a long run in getaway and climbing very slowlv.
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CRAFT
FLEET
( Consolidated Aircraft Model 14)
The Fleet airplane failed to meet the Qualifying Requirements. The procedure followed was
1.
General inspection
2.
Determination of weight
3.
Maximum speed measurement
4.
Rate of climb measurement
LOAD CARRIED DURING TESTS
At the start of each test flight the airplane weighed 1600
pounds, including 500 pounds of useful load as specified by the
Rules of the Competition.
SUMMARY OF RES ULTS
1100
Weight empty (pounds)
500
Useful load (pounds)
1600
Full load weight (pounds) -
90
Rated engine brake horse power Rated engine r.p.m.
1810
-
Power loading (lbs. per h.p.)
17.3
Wing loading ( lbs. per sq. ft.)
8.1
- 108.6
Maximum speed (m.p.h.) Rate of climb at 1000 feet (ft. per min.)
610
WING-FLAP-VANE OPERATING MECHANISM CU~NINGHAM-HALL
HALL CONVERTIBLE
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General Comment
Competition, was satisfactorily submitted by Fleet
Aircraft, Incorporated. In addition, the following
information was supplied:
THE Fleet entry in the Safe Aircraft Competition arrived at Mitchel Field, Long Island,
N. Y., by air, on October 30, 1929, on which date
it was demonstrated by the competitor's pilot. Tests
were completed by the Fund on November 11th,
and the airplane left the Field on November 12,
1929, flown by the competitor's pilot.
1. Three-view drawing.
2. Stress analysis of flap gear.
3. Drawings pertaining to above analysis.
4. Report of static test on lower flap and gear.
The information required with the fo!"m of
application for entry, as listed in Appendix I of the
Rules for the Daniel Guggenheim Safe Aircraft
66
In view of the fact that the Fleet entry was
substantially identical with the standard Fleet
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The airplane
instruments.
:Model 2, the information submitted was considered
satisfactory.
Qu ALIFYING
COMPETITION
was
fitted
with
the
required
Accommodation for pilot and observer was
satisfactory, provision for dual -control and seat
type parachutes being made. No cabin or cargo
space was required.
REQ urRE.'.W EN Ts
The power plant installed in the airplane was
satisfactory from the point of view of the Competition in the fellowing required characteristics:
Vision from the pilot's cockpit was normal for
the type.
1. The engine was approved by the Department of Commerce, Approved Type
Certificate
o. 131 having been issued.
Reasonable precautions against fire risk were
incorporated by the arrangement of the power plant
in accordance with standard practice, the provision
of a fire bulkhead behind the engine, and the
installation of a fire extinguisher.
2. Normal horse power for tests was assumed
to be 90 at 1810 r.p.m.
3. Fuel used during the tests was Army
Specification ethyl aviation gasoline.
4. A Heywood air starter was installed.
SAFETY TESTS AND DEMONSTRATIONS
The structural strength of the airplane was
assumed to be satisfactory, based on inspection, the
stress analysis submitted, and the demonstration by
the competitor's pilot.
o structural weakness
appeared during the tests.
No Safety Tests or Demonstrations were conducted as the airplane failed to pass the qualifying
performance tests.
The Fleet airplane with the flaps lying in the
wing section handled and maneuvered m a manner
similar to that of the Standard Fleet.
The airplane failed to meet the performance
requirement of 110 m.p.h. by 1.4 m.p.h.
The
rate of climb, 610 feet per minute at 1000 feet, was
determined on one of the flights during which
maximum speed was measured.
With the flaps down longitudinal control was
inadequate, the airplane becoming very tail heavy.
Lateral and directional control under the same
condition appeared reasonable.
The useful load carried during the tests consisted
of the following items:
203 pounds
212 "
17 "
Pilot and parachute Observer and parachute
Instruments
Fuel
Oil
Total
68
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While the flaps could be raised above their neutral position, at high speed the tendency was to
streamline into the wing section. This could be
determined from the action of a separate center
section trailing edge flap which could be released
from the cockpit and by the forces on the flap
adjusting lever;
60
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500 pounds
The fuel capacity provided m the airplane was
28.5 gallons. This was satisfactory, as the required
capacity was 24. 7 gallons.
The airplane with flaps in neutral took off and
landed in a n.ormal manner. With flaps all the way
down, glide appeared steep and accurate landings
were necessary.
The oil capacity of 2.5 gallons was adequate,
. 7 gallons of oil being required.
Flaps could only be lowered to their fullest extent
at low speed due to loads involved .
69
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COMPETITION
FORD-LEIGH
The Ford-Leigh airplane failed to meet the Qualifying Requirements. However, the maximum speed with and without the
auxiliary airfoil but with the same useful load, was determined
as a matter of interest. The procedure followed was
1.
2.
3.
4.
General inspection
Determination of weight and location of
center of gravity
Maximum speed measurement with
auxiliary airfoil installed
Maximum speed measurement without
auxiliary airfoil installed
LOAD CARRIED DURING TESTS
At the start of each flight the airplane, as submitted, weighed
212 5 pounds, including 57 5 pounds of useful load as specified
by the Rules of the Competition. The center of gravity under
this condition was 12.3 inches forward of the leading edge of
lower wing.
SUMMARY OF RESULTS
Weight empty (pounds)
- - Useful load (pounds)
- - - - Full load weight (pounds)
- - - Rated engine brake horse power - - - Rated engine r.p.m. - - - Power loading (lbs. per h.p.) - - - - Wing loading ( lbs. per sq. ft.)
Location of center of gravity (Inches behind
Empty
Full load - - - Maximum speed (m.p.h.) :
Auxiliary airfoil installed Without auxiliary airfoil -
-
-
-
-
-
-
-
-
axle) :
- - -
-
1550
575
2125
115
1650
18.5
7.3
13.8
18.2
- 102.4
- 108.1
General Comment
plane was returned to :Mitchel Field and accepted
for · test. Tests were completed on December 17th
and the airplane left the Field on December 21,
1929, flown by the competitor's pilot.
The information required with the form of application for entry, as listed in Appendix I of the Rules
for the Daniel Guggenheim Safe Aircraft Competition , was satisfactorily submitted by Ford-Leigh
Safety Wing, Inc. In addition, the following
information was supplied:
THE Ford - Leigh entry in the Safe Aircraft
Competition arrived at Mitchel Field , Long
Island, N. Y., by air, on October 31, 1929. On
November 2, 1929, demonstration of the airplane
was made by the competitor's pilot. During this
test one of the landing gear struts was damaged.
No engine starter was installed at the time of the
demonstration and on November 5, 1929, the airplane was flown away for the purpose of installing
ovember 29, 1929, the
an electric starter. On
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1. Three-view drawing.
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Pilot and parachute - Observer and parachute
Fuel (30 gallons)
Oil ( 3 gallons)
Total - -
2. Bracing system for the "Leigh Safety
Wing."
Neither stress analysis, drawings pertammg
thereto, nor balance diagram were submitted.
~
195pounds
176 "
180 "
24
575 pounds
The fuel capacity provided in the airplane was
45 gallons. This was well over the required
capacity of 28.8 gallons.
QUALIFYING REQUIREMENTS
The power plant installed in the airplane was
satisfactory from the point of view of the Competition in the following required characteristics:
The oil capacity provided was
was adequate.
The airplane
instruments.
1. Normal horse power for tests was assumed
to be 115 at 1650 r.p.m.
was
fitted
5 gallons, which
with
the
required
Accommodation for pilot and observer was considered adequate. Provision for dual control and
seat type parachutes was made. No cabin or cargo
space was required.
2. Fuel used during the tests was Army
Specification ethyl aviation gasoline.
3. An Eclipse electric starter was installed.
The pm,v er plant was unsatisfactory in that the
engine was not an approved type.
Vision from the pilot's cockpit was reasonable for
the type.
The structural strength of the airplane was
assumed to be satisfactory, based on inspection, and
the demonstration by the competitor's pilot. The
only structural weakness found in the airplane was
that noted above 'in the landing gear, one of the
oleo struts failing during the demonstration.
Reasonable precautions against fire risks were
incorporated by the arrangement of the power plant
in accordance with standard practice, the provision
of a firewall behind the engine, and the installation of a hand fire extinguisher in the pilot's
cockpit.
No stress analysis of any description was submitted, although it was presumed that analysis had
been made, inasmuch as the airplane had been
licensed by the Department of Commerce. At that
time, however, the Leigh Safety Wing had not been
installed.
SAFETY TESTS AND DEMONSTRATIONS
Inasmuch as the Ford-Leigh entry failed to pass
the Qualifying Requirements, and since the airplane
had no features, the investigation of which would
be of interest, none of the Safety Tests or
Demonstrations was carried out.
The Ford - Leigh airplane was a standard
Brunner Winkle "Bird," to which the "Leigh
Safety Wing" had been attached. The installation
of this auxiliary wing moved the center of lift of
the wing cellule forward to such an extent that in
spite of shifting the upper wing to the rear about 2
inches, it was necessary to carry 102 pounds of
ballast on the ,e xtreme forward portion of the
crankcase in order to obtain satisfactory balance.
It should be noted that while the competitor gave
the full load weight of his entry as 1850 pounds,
the actual weight proved to be 2125 pounds. 159
pounds of the difference is accounted for by the
weight of the "Safety Wing" and the ballast added
to obtain balance.
The airplane failed to meet the performance
requirement of 110 m.p.h. by 7.5 m.p.h. The rate
of climb was not determined, due to failure in the
maximum speed test.
Aileron control was relatively heavy, and due to
the weight of the airplane its performance and
maneuverability were unsatisfactory. It was underpowered, took off only after an excessive run, and
climbed slowly after getting into the air.
The maximum speed with the "Leigh Safety
Wing" removed was measured and found to be
108.1 m.p.h., an increase of 5.7 m.p.h. due
apparently to decrease in drag only.
No difficulties were experienced with the airplane
while under test. Slight modifications were made
to the cowling and streamlining to reduce resistance,
but no appreciable effect was noted on the speed.
The useful load carried during the speed tests
was 57 5 pounds and consisted of the following
items:
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TAYLOR MODEL C-2
The Taylor airplane failed to meet the Qualifying Requirements. However, the minimum flying and gliding speeds were
determined and tests of stability made. The procedure followed
was
1. General inspection
2. Determination of weight and location of
center of gravity
3. :Maximum speed measurement
4. Minimum flying speed measurement
5. Minimum gliding speed measurement
LOAD CARRIED DURING TESTS
At the start of each test flight the airplane weighed 1667
pounds, including 4 70 pounds of useful load as specified by the
Rules of the Competition. The length of the mean aerodynamic
chord was assumed to be the same as that of the wing with its
leading edge in the same vertical line as that of the wing when
the thrust line was horizontal. The length of the mean aerodynamic chord was 64 inches. As loaded at the start of each
test flight the center of gravity of the airplane was at 29.3 percent of the mean aerodynamic chord.
SUMMARY OF RESULTS
Weight empty (pounds)
Useful load (pounds)
Full load weight (pounds)
Rated engine brake horse power
Rated engine r.p.m. Power loading (lbs. per h.p.) Wing loading ( lbs. per sq. ft.)
Location of center of gravity ( % M.A.C.) :
Empty
Full load Maximum speed (m.p.h.) Minimum flying speed ( m. p.h.)
Minimum gliding speed (m.p.h.) -
73
1197
470
1667
90
1810
18.5
9.5
25.3
29.3
108.5
45.5
50.4
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General Con1ment
Pilot and parachute - Observer and parachute Fuel
Oil
- - - -
THE Taylor Model C-2 airplane arrived at
Mitchel Field, Long Island, N. Y., by air, on
November 1, 1929. After being demonstrated and
flown in tests by the competitor's pilot it was taken
over by the Fund for Qualifying Tests on November
9, 1929. Trials were completed on November 29,
1929 and the airplane left the Field on December
-1-, 1929, flown by the competitor's pilot.
A stress analysis and drawings covering the
variable incidence gear were submitted to the Fund
for examination. However, no other stress analyses
were submitted.
REQUIREMENTS
The power plant installed in the airplane was
satisfactory from the point of view of the Competition in the following required characteristics:
1. The engine was an approved type, Department of Commerce approved type certificate
having been issued.
-
-
203 pounds
176
60 "
16
455 pounds
SAFETY TESTS AND DEMONSTRATIONS
Although the Taylor entry failed to pass all of
the Qualifying< Requirements, the minimum flying
and gliding speeds were measured at the request of
the competitor.
The summary of results gives the data obtained.
Maximum speed was measured with the wing set at
its minimum angle of incidence, while minimum
speeds were obtained with the wing set at the
maximum angle of incidence.
It is considered that the variable angle feature of
this airplane is of little value and adds complication
and weight to the structure.
While measurement of minimum speed was made
with the wing at its maximum angle of incidence,
it was found that the indicated stalling speed was the
same for all angles of incidence within the range of
the wing adjustment.
It was further found that changing the angle of
incidence of the wing made little or no change in
the balance of the airplane.
2. Normal horse power for tests was assumed
to be 90 at 1810 r.p.m.
3. Fuel used during the tests was Armv
Specification ethyl aviation gasoline.
4. An Eclipse hand-operated gear starter was
installed.
The structural strength of the airplane was
assumed to be satisfactory based on inspection,
the stress analysis of the variable incidence gear,
and the demonstration by the competitor's pilot.
No structural weakness was discovered during the
tests.
The airplane failed to meet the performance
The
requirement of 110 m.p.h. by 1.5 m.p.h.
rate of climb was not determined, due to failure
in the maximum speed test.
The useful load carried during the maximum
speed test consisted of the following items:
74
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Total
During the measurement of the minimum speed
in level and gliding flight, the useful load was
increased to 470 pounds by the addition of the
necessary instruments.
The fuel capacity provided in the airplane was
30 gallons. The required amount was 24. 7 gallons,
thus making the tank capacity adequate.
Oil capacity was sufficient.
The airplane was ifitted with the required
instruments.
Accommodation for the pilot and observer was
considered satisfactory for the type, provision having
been made for the use of either cushion or seat type
parachutes. No cabin or cargo space was required.
Vision from the pilot's cockpit was excellent for
the type.
Reasonable precautions against fire risk were
incorporated by the arrangement of the power plant
in accordance with standard practice, the prov1s1on
of a fire bulkhead behind the engine and the
installation of a fire extinguisher.
The information required with the form of
application for entry, as listed in Appendix I of
the Rules for the Daniel Guggenheim Safe Aircraft
Competition, was satisfactorily submitted by the
Taylor Brothers Aircraft Corporation.
QUALIFYING
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APPENDIX II
The descriptions following in this portion of the report are copied
from the preliminary reports on the airplanes in question.
HERACLIO ALFARO
Wings
GENERAL
The Heraclio Alfaro entry in the Safe Aircraft
Competition was constructed by the entrant in Cleveland, Ohio. As shown by the photographs, the
airplane was a single engined, two place, semi-cantilever high wing, cabin monoplane of conventional
appearance. The landing gear was of the split axle
oleo type with brakes.
Span
Chord ( Flaps up)
Wing section - Dihedral
Wing area - Incidence - - -
SAFETY FEATURES
The wing structure of the Alfaro airplane outside
of the fuselage, was built in two panels which were
externally braced by streamline struts of chrome
molybdenum steel. The main spars were solid spruce
routed between panel points to depths depending on
the local stresses, or reenforced by blocks at sections
pierced by bolt holes. The spars were braced together
by steel compression ribs and swaged wire tie-rods
with the exception that ,1/s inch 3-ply veneer was
used over the entire top surface of the first bays
outboard of the fuselage which contained the fuel
tanks. The plywood was further reenforced by
wooden stiffeners. The wing ribs supporting the
fabric were of Warren truss construction with wood
cap strips and stiffeners.
In order to meet the conditions imposed by the
Rules of the Safe Aircraft Competition, the wing was
constructed with a moveable flap which, in addition
to changing angle, moved in such a way as to change
the wing area. Movement of the flaps downward
is coincident with rearward motion which was
intended first to increase wing area without appreciably increasing the drag and then as the flaps were
moved further aft, to increase the drag as well as
the lift. The latter effect was intended to permit
low speed combined with a steep gliding angle.
Photographs show the flap in an intermediate and
fully lowered position. The position of the flap was
controlled by the motion of a crank mounted at the
left of the pilot on a level with his head.
A moveable stabilizer controllable from the
cockpit was intended to compensate for the change
in balance due to flap movement as well as to
changes in engine speed. The stabilizer and elevator
were set relatively high in order to obtain more
effective longitudinal stability.
Since ailerons of the usual type lose their effectiveness at high angles of attack usually encountered
at low speed, additional controls of the "spoiler"
type were provided along the upper front surface of
each wing.
Oleo struts in the landing gear were intended to
absorb the shock when landing in a steep glide.
76
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39 feet 8 inches
4 " 10 "
Clark Y
1;½ degrees
170 square feet
0 degrees
Forming the bottom surface of the wing aft of
the rear spar were located the flaps, pivoted at
stations outside the wing section, as is shown in the
photographs. The flaps were of welded steel tubing,
fabric covered. An ingenious chain device was used
to control the position of the flap.
Fittings were built up of sheet metal welded into
shape and bolted to the spars.
The spoiler gear mentioned above was mounted in
the top leading edge of the wing and was interconnected with the ailerons. The mechanism itself
consisted of metal channels normally concealed
inside the wing section and raised by means of metal
arms attached to a torque tube.
39 feet 8 inches
21 " 10
8 " 9
8 " 8
-
Skew ailerons having a welded tubular frame with
wood balance, fabric covered, were installed. The
leading edge of the wing back to the front spar
was covered top and bottom by plywood.
STRUCTURE
General Dimensions
Span
Overall length
Overall height
Tread of landing gear -
-
"
"
"
77
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H eraclio A ifaro
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13 feet -l2 "
5
l foot 7.½
2 feet 7.½
l foot 11 .½
5 feet .½
2-l- square feet
- 7.7
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Tail Surfaces
Span
Chord stabilizer
Chord elevator
Chord fin - - Chord rudder
Height rudder
Area stabilizer
Area fin
Area rudder
Area elevator -
-
-
-
-
12
assumed to develop 110 horse power at 1850 r.p.m.
Scintilla magnetos and a Stromberg carburetor
were provided.
Propeller - A two bladed Hamilton
propeller was installed for the tests.
"
Lubricating System-A cylindrical oil tank with a
capacity of 3 gallons was mounted on the forward
side of the fire bulkhead.
Fuel System - Two 17.½ gallon tanks were
mounted in the inboard bays of the two wing
panels. Fuel was fed by gravity through a shutoff
distributing valve and strainer to the carburetor.
EQUIPMENT
Furnishings-A complete enclosed cabin was used
on the airplane. Seat cushions were provided which
could be replaced by seat type parachutes.
Fuselage-The fuselage was constructed of welded
steel tubing and the engine mount, fin, and landing
gear stations were integral with it. The longerons
were spread to a sufficient depth to form an enclosed
cabin in which two seats were provided in tandem.
Warren type bracing was used throughout with the
exception of a plywood bulkhead just behind the
after seat. A firewall was installed behind the
engine. Doors were provided on each side of the
fuselage. Metal cowling was used back through
the doors on the sides and to the firewall underneath. Otherwise the fuselage was fabric covered.
-
Instruments installed:
The following instruments were
Air speed indicator
Altimeter
Tachometer
Rate of climb indicator
Flight indicator
Oil pressure gauge
Oil temperature gauge
Clock
Controls-Engine controls were mounted on the
left hand side of the instruments and consisted of
throttle, mixture and spark controls.
8 feet 8 inches
2-l- x 2-l- inches
The landing gear was of the split axle type with
Cleveland pneumatic shock absorbers. The wheel
deflection was approximately 10.½ inches. A small
tail wheel mounted on a swivel was used. Bendix
wheels equipped with brakes were installed. Landing
gear struts were of streamline steel tubing or were
provided with wood fairing.
Starting button and switch were located on the
instrument board.
Surface controls consisted of a stick and rudder
pedals. Brake pedals were mounted on the rudder
controls.
The stabilizer and flap adjusting mechanisms were
mounted on the left of the pilot, the former below
and the latter above the pilot's shoulder.
POWER PLANT
Engine - A seven cylinder, radial, air cooled
Warren Scarab engine, manufactured by the Warner
Aircraft Corporation of Detroit, Michigan, was
installed in the Alfaro airplane. The engine was
80
metal
Starting System-An Eclipse electric starter and
hand primer located on the dash comprised the
starting system. A battery was mounted on the
floor just behind the firewall.
All tail surfaces were constructed of welded steel
tubing, fabric covered. The stabilizer was adjustable and moved up and down at the front beam
when the control wheel in the pilot position was
operated. None of the tail surfaces was balanced.
The fin was built integral with the fuselage forming
part of its structure. Three streamline struts on each
side provided bracing, the front strut moving with
the stabilizer. Photographs show the construction
clearly.
Landing gear
Tread of wheels Size of tires
COMPETITION
USEFUL LOAD
The useful load carried in tests was 550 pounds
and has been itemized on page 53.
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COMPETITION
BOURDON "KITTY HAWK"
All tail surfaces were built of metal and fabric
covered. The stabilizer was braced to the fuselage
at the forward spar by struts, while streamline wires
in the plane of the rear spar provided the necessary
bracing between fuselage, horizontal and vertical
surfaces. No balanced surfaces were used. The fin
and stabilizer were not adjustable in the air.
GENERAL
The Bourdon entry in the
Competition was constructed by
Aircraft Corporation of Hillsgrove,
The type was standard, known as the
Model B-4.
Safe Aircraft
the Bourdon
Rhode Island.
"Kiitty Hawk"
As shown by the photographs, it was a single
engined, two place, single bay, tractor biplane of
conventional appearance. The landing gear was of
the split axle type, with comparatively wide tread.
Brakes were not installed.
Fuselage - The fuselage was of welded steel
tubular construction, using the Warren truss type
of bracing. The engine mount was integral with
the rest of the fuselage. A fire bulkhead was
installed just behind the engine. Provision for pilot
and observer in tandem arrangement was made.
The fuselage covering was fabric with metal engine
cowling.
SAFETY FEATURES
No features of the airplane appeared of particular
interest from the safety standpoint.
Landing Gear
Tread of wheels Size of tires
STRUCTURE
General Dimensions
Span, maximum
Overall length Overall height Tread landing gear
28 feet
0 inches
22 " 11
-
-
8 "
7
"
8
2
7 feet 4 inches
26 x 4 inches
Engine-A five cylinder, radial, air cooled Kinner
K-5 engine, manufactured by the Kinner Airplane
and Motor Corporation of Glendale, California,
was installed in the airplane. Scintilla magnetos
and a Stromberg carburetor were used.
Propeller-A two blade Standard Steel metal
propeller was installed for tests.
Starting System-An Eclipse Inertia hand starter,
primer, and booster magneto comprised the starting
system.
Lubricating System-A 4 gallon oil tank was
carried immediately behind the engine.
Fuel System-A 35 gallon fuel tank with 3.5
gallon reserve capacity was mounted in the fuselage
just behind the firewall. Fuel was supplied to the
carburetor through a shutoff valve and strainer.
Tail Surfaces
82
-
POWER PLANT
The wings were of wooden spar and rib construction, fabric covered. Ailerons were installed on
both upper and lmver wings.
-
-
The wheels were faired and without brakes.
The wing cellule was a single bay Pratt type, with
streamline steel struts and streamline wire bracing.
Two sets of double lift and single landing wires
were used. The drag bracing at the center section
consisted of a single strut.
- stabilizer elevator
rudder
fin -
-
The landing gear was of the split axle type, using
chrome molybdenum steel tubing and rubber
compression disc shock absorber.
Wings
Span, both wings - - - - - 28 feet O inches
Chord, both wings 4 "
6 "
Gap at fuselage
5
0
- - - foot 2
Stagger - Dihedral, upper wing 1.¼ degrees
Dihedral, lower wing
4
"
Total wing area (incl. ailerons) - 233.4 square feet
Incidence, both wings - - - 1 .¼ degrees
Span
Area
Area
Area
Area
-
EQUIPMENT
10 feet 7 inches
24- square feet
"
"
12.8
Furnishings-Wind shields and head fairing were
installed for both cockpits.
Padding was fitted
around the cowling of both cockpits. Seat cushions
or parachutes were provided for.
6.+
5.7
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�Bourdon Aircraft Corporation "Kitty Hawk"
Bourdon Aircraft Corporation "Kitty Hawk"
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Instruments installed:
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COMPETITION
Controls-Engine controls consisted of throttle
and switch controls of push and pull rod type.
Starting controls were located in the pilot's
cockpit.
Dual surface controls were provided for.
The following instruments were
Tachometer
Oil pressure gauge
·Oil temperature gauge
Altimeter
Fuel level gauge
USEFUL LOAD
The useful load is given in detail on page 56.
BRUNNER WINKLE "BIRD"
GENERAL
SAFETY FEATURES
The Brunner Winkle entry in the Safe Aircraft
Competition was constructed by the Brunner Winkle
Aircraft Corporation, of Brooklyn, N. Y. It was a
single engined, two place, single bay, tractor biplane,
with upper wing of greater span than the lower and
conventional bracing. Ailerons were mounted on the
upper wing only. The landing gear was a typical
split axle oleo type.
Other than the incorporation of oleo landing gear,
no characteristics which could be considered particularly as safety features were included.
In view of the fact that this airplane was a
standard Brunner Winkle "Bird," no detailed
description is given here.
COMMAND-AIRE S-C-3
Ailerons were of unusual span and were located
only on the lower wing.
The landing gear was a typical split axle type,
with rather wide tread, employing rubber shock
absorber and Bendix brake wheels.
In view of the fact that this airplane was a
standard Command-Aire Model 5-C-3, no detailed
description is given here.
GENERAL
The Command-Aire entry in the Safe Aircraft
Competition was constructed by Command-Aire,
Incorporated, of Little Rock, Arkansas. As shown
in the photographs, it was a single engined, two
place, single bay, tractor biplane, with upper and
lower wings of equal span and conventional bracing.
87
86
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Brunner Winkle "Bird"
Command-Aire, Inc.
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CUNNINGHAM-HALL
MODEL X
reduce shock to the plane when a high vertical
velocity is attained in landing.
GENERAL
The Cunningham-Hall entry in the Safe Aircraft
Competition was constructed by the aircraft corporation of the same name, located in Rochester,
New York. As shown by the photographs, it is a
single engined, two place, single bay, tractor biplane,
having an upper wing of unusually high aspect ratio,
and a lower wing of normal proportions. Ailerons
are located only on the upper wing and occupy the
entire trailing edge. The landing gear is a typical
split axle, oleo type, with exceptionally wide tread.
STRUCTURE
General Dimensions
Span, maximum
Overall length Overall height Tread landing gear
Wings
26 feet 0 inches
Span, upper wing
0
30
Span, lower wing - - - 2 " 0
Chord, upper wing 6 " 0
Chord, lower wing,
4 " 11.3
Chord, mean aerodynamic
1 foot 2.5
Chord, aileron
2 feet 6
Chord, flap 5 " 6
Gap at center
0 "10
Stagger (positive)
0 degrees
Dihedral, upper wing 3
Dihedral, lower wing
50
square feet
Area, upper wing (incl.aileron)
153
"
Area, lower wing
30
Area, ailerons
57
- - - Area, flaps
5 degrees
Incidence, upper wing 0
"
Incidence, lower wing -
SAFETY FEATURES
In order to meet the conditions imposed by the
Rules of the Safe Aircraft Competition, a novel
wing cellule was used, making use of the Hall
convertible wing. The latter consists of an airfoil
whose basi_c section is the Clark "Y." Built into
this section and forming a portion of the lower
surface is a second airfoil whose leading edge is
one-quarter chord length back of the leading edge
of the basic section.
The rear portion of the
auxiliary airfoil is hinged so that it can be lowered
as a flap to increase the camber markedly. As the
flap is lowered an opening is formed between it and
the upper surface of the wing which extends aft of
the flap hinge. Photographs show these features
clearly. (See also Page 66.)
The wing cellule is a single bay, modified Pratt
type with outer and inboard A struts of streamline
tubing, with streamline wire bracing. Two sets of
lift and load wires are used, one each in the planes
of the front and rear members of the outboard A
struts. A single set of cross brace wires is used in
the center section. A short strut from the fuselage
to the wing at the point of attachment of the
landing gear also carries part of the lift load as
the forward lift wire attaches at its base.
In the under surface of the main section forward
of the secondary airfoil and covering the same span
as the removeable flap, is located a shutter inter. connected with the flap. When the flap is lowered
the shutter opens, permitting flow of air through
the main wing itself. Movement and position of the
flap and shutter are controlled from the pilot's
cockpit.
The upper wing, of M-6 airfoil section, serves as
a position for mounting the ailerons and as an
important member in the wing truss. The ailerons
are interconnected with the flap gear in the main
wing and are lowered with the flap, although to a
lesser extent.
Combined wood and metal construction 1s used
in the wing panels. The upper wing and aileron
are of metal, both aluminum alloy and steel being
used. Fabric is employed for covering. The lower
wing, as described above, is built in two sections.
The forward spar of the main wing is of wood, to
which is attached the aluminum alloy sheet leading
Brakes are supplied on the landing wheels. Oleo
struts in the landing gear are intended to materially
90
inches
30 feet 0
22 " 1¼
8 " 8
"
8 " 2¾
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edge. A single large diameter tube serves as rear
spar for both base and auxiliary airfoils. Wooden
beams are used in the forward and moveable sections
of the auxiliary airfoil. Ribs in the auxiliary section
are of wood screwed and riveted to the spars.
Fabric covering is employed. The ribs of the main
wing are constructed of duralumin tubing with
riveted joints. With the exception of the leading
and trailing edges, the upper surface of the wing
is fabric covered. Due to the fact that air flow
takes place through the wing when the flap is
lowered, the fabric is very carefully secured to the
top chords of the ribs. The outer rib at the tip is
sheet metal, while the tip itself consists of a formed
aluminum alloy tube.
Four drag bays with
aluminum alloy compression ribs and steel tie-rods
are to be found in each wing close to the upper
surface.
rest 9f the structure. A firewall is installed behind
the engine.
Provision is made for a pilot and
observer in tandem arrangement. The fuselage is
fabric covered behind the firewall , with the exception of metal top cowling back to the rear of the
pilot's cockpit.
Landing Gear
Tread of wheels
Size of tires - -
2
"
0
Engine-A five cylinder, radial, air cooled Vega I
engine, manufactured by J. Walter and Co., of
Prague, Czechoslovakia, was installed in the Cunningham-Hall airplane. The engine developed 90
horse power at 1840 r.p.m. The compression ratio
was 5.15 to 1, and the piston displacement 317 cubic
inches. The dry weight was given as 226 pounds.
Scintilla magnetos and a Zenith carburetor were
included in the equipment.
inches
Propeller-A two blade Hamilton metal propeller
was installed during the tests.
2
1 foot 10
3 feet 9½
13 square feet
9
Starting System-A Viet air starter, primer and
booster magneto were installed. Air pressure was
supplied by a hand pump located in the pilot's
cockpit.
"
3.6
-1-.5 "
"
Lubricating System-A 3¼ gallon oil tank was
mounted just under the top cowl forward of the
firewall. Copper oil piping was used. A visible
flow indicator was mounted on the top cowl.
All tail surf aces according to the drawings
submitted, are made up of welded steel tubing,
fabric covered . Both stabilizer and fin are
non-adjustable.
The stabilizer is attached to the
fuselage at the front spar by streamline struts,
while tie-rods in the plane of the rear spar proviae
the necessary bracing between fuselage, horizontal
and vertical surfaces. The rudder is balanced.
Fuel System-A 21 gallon fuel tank was installed
forward of the cockpits in the fuselage. Fuel was
fed by gravity to the carburetor through a shutoff
valve located on the firewall and a strainer.
EQUIPM E NT
Fuselage-The fuselage of the Cunningham-Hall
was secured from a Fairchild Model 21. It is
Warren type trussing, constructed of welded chrome
molybdenum steel tubing with gussets of the same
material. The engine mount is integral with the
92
8 feet 2¾ inches
25 x 3.85 inches
POWER PLANT
Tail Surfaces
10 feet
-
The landing gear consists of a conventional split
axle oleo type, having 10 ½ inches vertical travel in
addition to the tire deflection, and a swiveling tail
wheel. The wheels use wire spokes and are equipped
with brakes. In addition to wheel fairing an
aluminum alloy streamline boot was installed over
each wheel, including that on the tail skid.
Provision for the flap operating mechanism is
made inside the wing, although the operating rods
and masts project outside of the section. Ailerons
are operated by interplane struts, interconnected with
the flap gear in such a way that the ailerons are
Landing
lowered simultaneously with the flaps.
loads are carried through the inner end of the wing
structure.
Span - .Chord stabilizer
Chord elevator
Height rudder
Area stabilizer
Area elevator
Area fin Area rudder
COMPETITION
Furnishings-A wind shield was provided for
each cockpit and provision for installing padding
around the cowling at the cockpit openings was
made.
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Instruments-The
installed:
A
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COMPETITION
T
just below the rudder bar and were operated by the
heels.
following instruments were
The flap and slot adjusting mechanism is controlled by a hand wheel located on the left side of
the pilot's cockpit.
Air speed indicator
Altimeter
Tachometer
Oil temperature gauge
Oil visible flow indicator
Air pressure gauge
USEFUL LOAD
The following items of useful load were installed
during the tests:
Controls-Engine controls were located in the
right hand side of the pilot's cockpit and consisted
of switch and throttle levers mounted together.
Pilot and parachute Observer and parachute
Fuel (10 gallons)
- Oil ( 1.5 gallons) - - Instruments
Starting controls attached to the pump ·w ere m
the pilot's cockpit.
A conventional stick and rudder bar were used
for surface controls. Brake pedals were located
94
Total
95
193 pounds
176
-
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"
60
12
29
-
-
470 pounds
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CRAFT
CURTISS "TANAGER"
of attack of twelve degrees and be fully open at
sixteen degrees. Rubber pads are provided which
cushion the shock of opening and closing should the
airplane change its attitude suddenly.
GENERAL
The Curtiss entry in the Safe Aircraft Competition was designed and built by the Curtiss Aeroplane and Motor Company at its experimental plant
in Garden City, Long Island, New York. As
shown in the photographs, the airplane was a single
engined, two place, cabin biplane of rather unusual
appearance due to the shape of the fuselage, the
incorporation of a new type of aileron, and the
installation of slot and flap mechanism. The landing gear consisted of conventional split axle oleo
gear with exceptionally long travel and a nonswiveling tail skid.
The entire trailing edges of the wings are provided with manually operated flaps. These have a
small slot open at all times just in front of them.
The flaps are operated by a crank in the pilot's
cockpit, full motion of the flaps being given by
approximately ten turns of the crank. The ends of
the flaps are provided with cloth shields. The flap
adjusting mechanism is so arranged as to lock the
flaps in the extreme positions. With the flaps in
their highest or normal position they fair into the
wing section.
SAFETY FEATURES
In addition to the above devices the movement
allowed in the landing gear is about twice the usual
amount. The landing shocks are taken up by oleo
and rubber disc gear in addition to the usual pneumatic tires. The wheels are fitted with brakes.
In order to meet the conditions imposed by the
Rules of the Safe Aircraft Competition, the Curtiss
"Tanager" incorporated in its design three features
not as yet used to any extent in this country. These
were; first, a new type of aileron which so far as is
known was never used before in its present form;
second, leading edge wing slots; and third, controllable wing flaps.
Stabilizer adjustment in the air is greater than
usual due to the necessity of providing control sufficient to take advantage of the slot and flap devices
in the wings.
The new aileron, known as the floating type,
differs from all other types in that they at all times
assume automatically a position parallel to the relative wind set up by the motion of the airplane in
flight. At the same time they may be moved relative to each other by the pilot in maneuvering the
plane. The ailerons are symmetrical double cambered su daces and do not contribute to the supporting areas of the wings as do the tips of the lower
wings and are statically balanced by means of a
weight forward of the hinge axis. When the aileron
control is moved the two ailerons are displaced
relatively to each other and are not influenced,
except in range of maximum movement, by their
position with respect to the airplane. The ailerons
are of less chord than the main wings and are faired
into the lower wing in plan form.
STRUCTURE
General Dimensions
Span Overall length Overall height Tread of landing gear
43 feet 11 inches
26 "
8
4
11 "
-
6
10¼"
Wings
Span, upper wing
- -B feet 11 inches
Span, lower wing
- - 26 "
1
Chord, upper and lower wings 5 "
0
"
Gap - - - - 5 "
9
"
Stagger
2 "
5¼ "
Incidence, upper and lower wings 2 degrees
Dihedral, upper and lower wings 4
Sweepback, upper and lower wings 0
"
Wing area, including flaps - - 333 square feet
"
Aileron area
- - - 45
Nearly the entire spans of both upper and lower
wings are fitted at the leading edge with automatic
wing slots. The slot mechanism is adjustable and
the moveable airfoil can be regulated so that all slots
open at the same or at different angles of attack.
They may be adjusted to start opening at an angle
The wing cellule of the "Tanager" is composed of
five panels, not including the ailerons, with streamline duralumin tubes and streamline wires as inter-
97
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plane bracing. Two sets of double lift \nres and
a single set of double landing wires were used as
may be seen in the photographs. N-struts outboard
and at the fuselage provide stagger and drag bracing. Two sets of streamline wires are used as center
section bracing. The ailerons are mounted on the
lower wing tip and are braced at the hinge axis by
streamline duralumin struts running to the top wing.
The wing beams are of wooden box construction
with flanges and webs of varying thicknesses depending on the stresses involved. Compression struts
between spars are of similar construction. Ribs are
of wood, and the wing is fabric covered.
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FUSELAGE
The fuselage was constructed of duralumin and
steel tubing with duralumin engine mount. Warren
type bracing is used. The fuselage longerons are
vertically span to form a cabin in which the pilot's
and observer's seats are located. The fuselage is
circular in section about an axis through the propeller shaft. Above this circular section is a rectangular section of the width of the longerons. The
sides above the circular section are provided with
transparent material which serves as windows.
Two seats are provided in tandem arrangement,
the pilot being in front. A firewall is installed
behind the engine. Two doors are located in the
sides of the fuselage, one for the pilot on the right
and that for the observer on the left. Metal cowling is used around the engine, while fabric covers
the rest of the fuselage. Space for a third seat is
available.
The trailing edge flaps are constructed of duralumin, the structure consisting of a beam and a
Warren type truss bracing which serves as the ribs
and transmits the torque to the horn in bending.
The flaps are fabric covered.
The moveable slot airfoil is made of duralumin
and is so arranged that its angle may be changed by
adjusting a brace bolt.
Landing Gear
Tread of wheels Size, of tires - -
The ailerons are constructed of duralumin, the
structure consisting of a beam, ribs, and Warren
truss type bracing.
-
-
-
-
6 feet 1O¾ inches
28 x 4 inches
The landing gear is of the split axle type with
oleo and rubber disc shock absorbing mechanism.
An exceptionally long travel is provided in the
oleo mechanism allowing landings with considerable
vertical velocity. Brakes are installed. Landing
gear struts are constructed of steel tubing faired. A
latch was provided which would allow the wheels
to be held in the up position after taking off. When
ready to land the latch was tripped and the wheels
dropped to normal position for landing.
Numerous inspection windows are provided m
the under surfaces of the wings.
Tail Surfaces
Span stabilizer Maximum chord of stabilizer
Chord elevator - - - - Height rudder
Chord rudder
Height fin - Area stabilizer
Area elevators
- - Area fin - Area rudder
C
12 feet 0
inches
3
7½
2 " 4
"
5 " 11.½
2 " 4
2 " 9½
2+.2 square feet
23.+
6.3
H.1
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Fuel System-Two fuel tanks permanently connected together by a large pipe are located one on
the right side and one in the bottom of the fuselage.
Their combined capacity is 53 gallons. The tanks
are constructed of duralumin nickel cadmium plated.
An engine driven C-5 fuel pump draws fuel from
the sump in the bottom tank through aluminum
lines. A hand pump is also provided. Fuel passes
through a shutoff valve and strainer before reaching
the carburetor.
Co
Surface controls were of stick and pedal type.
Brake controls were mounted on the rudder pedals.
The stabilizer adjusting mechanism and flap
operating gear consisted of a crank whose handle
could be turned out of the way. The former was
mounted on the left side and the latter on the right
side of the fuselage.
Completely enclosed cabin was used on the
airplane. No furnishings other than safety belts
were provided.
USEFUL LOAD
The useful load consisted of the following:
TSTRUMENTS
Pilot and parachute Observer and parachute Instruments
Fuel (53 gallons) - Oil (3 gallons) - - Ballast
- - -
The following instruments were installed, not
including special flight test equipment:
Air speed indicator
Altimeter
Tachometer
Oil pressure gauge
Oil temperature gauge
Compass
Total
POWER PLANT
Engine-A six cylinder, staggered, radial air
cooled Curtiss Challenger engine was installed in
the "Tanager." The engine was assumed to develop
176 horse power at 1830 r.p.m. Scintilla magnetos
and a Stromberg carburetor are standard equipment.
All tail surfaces use wooden beams. The ribs of
both horizontal and vertical stabilizers are of alclad,
while the elevators and rudder are of welded steel
tubing. All surfaces are fabric covered. Fittings
are of duralumin and steel. The rudder is balanced.
The tail surfaces are braced to the fuselage by
streamline tie-rods. The stabilizer is adjustable at
the leading edge from the pilot's cockpit. Photographs show the appearance of the tail surfaces
clearly.
Propeller-A two blade wooden Hamilton propeller with brass tipping was used during the tests.
Starting System -An Eclipse hand operated
inertia starter with crank on right hand side was
installed. No starting magneto was provided, but
a primer was located on the instrument board.
Lubricating System-A 4 gallon duralumin oil
tank is mounted on the right side of the fuselage.
Oil lines are of aluminum with rubber connections.
98
TROLS
Engine controls consisted of switch, throttle and
mixture controls. The throttle was at the pilot's
left hand, the other two being on the instrument
board.
FURNISHINGS
I
COMPETITION
99
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-
-
193 pounds
217
"
17
318
22
113
880 pounds
�....
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0
Curtiss "Tanager"
Curtiss "Tanager" Automatic Slot Support.
Slot open partly
�--
- -
- -
--
-
--~-
~
....
0
I>)
Curtiss "Tanager" Power Plant
8
Curtiss "Tanager" Power Plant
:-,,..
�Curtiss "Tanager" Floating Aileron.
Bearing Wrapped
Curtiss "Tanager" Fuselage Skeleton
104
105
�Curtiss ( 0 leo) Shock Absorber
Curtiss "Tanager" Top View Left Upper Outer Wing
106
107
�-----
....
0
00
Curtiss "Tanager" Tail Unit
-
0
\,:)
Curtiss "Tanager" Right Lower Panel Tip showing Aileron Control
�- - ~----- ----------------------~------=-----.._.,__
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0
Curtiss "Tanager" Top View Flap Control in Flap Down Position
--
Curtiss "Tanager"
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CRAFT
FLEET
(CONSOLIDATED AIRCRAFT MODEL 14)
lower front wing beams. One set of single cross
wires constituted the center section bracing.
GENERAL
The Fleet entry in the Safe Aircraft Competition
was constructed by the aircraft corporation of the
same name, located in Buffalo, New Yark. As
shown by the photographs, it is a single engined,
two place, single bay, tractor biplane, with upper
and lower wings of equal span and chord. Ailerom
are located only in the lower wing which has a
dihedral angle of 4 degrees. The landing gear is
a conventional split axle oleo type.
The structure of the Fleet entry with the exception of the flap gear was identical with that of the
standard Fleet Model 2 training airplane, with
the following changes:
1. Wings moved 2½ inches aft
2. Tail part moved 6 inches aft
3. Wheels moved 5. inches forward
+. Brakes installed
5. Fin made adjustable in the air
SAFETY FEATURES
The wings were constructed of wooden spars with
duralumin ribs, trailing and leading edges, fabric
covered. Internal drag bracing was of chrome
molybdenum tube compression strut and tie-rod
construction. Main wing fittings were of one-piece
sheet steel design having no joints under load. The
ailerons and also the flaps are of triangulated wood
construction, the lower flaps being also covered with
.014 dural to enable them to take the heavy loads
going through them in operating the upper flaps.
Operation of the flaps was by means of a hand
lever in the pilot's cockpit which operated mechanism controlling the lower flaps, which in turn
controlled the upper flaps through the means of
interplane struts.
In order to meet the conditions imposed by the
Rules of the Safe Aircraft Competition, the Fleet
incorporated trailing edge flaps which extended over
nearly the entire span of the upper wing and over
that part of the span of the lower wing not occupied
by ailerons.
Oleo type landing gear was intended to provide
sufficient shock absorbing mechanism to insure safe
landing from a slow glide.
STRUCTURE
General Dimensions
Span, maximum
Overall length Overall height Tread, landing gear
- 28 feet O inches
" 5¾ "
8 " 5
21
Tail Surfaces
5 " 4
Span
Area
Area
Area
Area
Wings
Span, upper and lower wing - 28 feet O inches
Chord, upper and lower wing - 3 " 9
Gap at center 4 " 6
"
Stagger - - - 1 foot 11
Dihedral, upper wing - 0 degrees
Dihedral, lower wing 4
Area, upper wing ( incl. flap) 102 square feet
Area, lower wing (incl. ailerons) 95
''
"
Area, ailerons 21. 7
"
Area, flaps - - - - 39
Incidence, upper and lower wings O degrees
stabilizer
elevator
rudder
fin - - -
- - - -
-
-
- - - -
8 feet 8 inches
1~ square feet
- 9.9
"
"
- 8
1.8
Fuselage- The fuselage was welded steel tubing
with chrome molybdenum steel longerons. A firewall was installed behind the engine. Provision is
made for pilot and observer in tandem arrangement.
113
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Tail surfaces were of steel with stamped ribs and
trailing edges welded to steel torque tubes, and
fabric covered. The stabilizer was moveable at the
leading edge. Streamline tie-rods in the plane of
the rear spar provided the necessary bracing between
fuselage, horizontal and vertical surfaces. The
rudder was balanced.
The wing cellule was a single bay, Pratt type,
with outer inboard N-struts, and streamline wire
bracing. Single landing and double lift wires were
used in the plane determined by the upper rear and
112
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Instruments- The follo,i\ring instruments were
installed:
Air speed indicator
Altimeter
Tachometer
Oil pressure gauge
Oil temperature gauge
Air pressure gauge
Landing Gear-The landing gear ·was a conventional split axle oleo type. The wheels were
provided with brakes. The tail skid was a cantilever
carnage spring type. An aluminum alloy boot was
installed over each wheel to decrease the resistance.
POWER PLANT
Engine-A five cylinder, radial, air cooled Kinner
K-5 engine, manufactured by the Kinner Airplane
and Motor Corporation of Glendale, California,
was installed in the airplane. The engine is rated
at 90 horse power at 1810 r.p.m. Scintilla magnetos
and a Stromberg carburetor were used.
Propeller-A two blade Standard Steel metal
propeller was installed during tests.
Starting System-A Heywood air starter and
primer were installed in the airplane.
Lubricating System-A 2.5 gallon oil tank was
provided.
Fuel System-28.5 gallons of fuel were carried
in tanks in the center section of the upper wing.
Fuel was by gravity to the carburetor through a
shutoff cock and strainer.
Controls-Engine controls were located on left
side of cockpits. Push rods were used without
quadrants.
Starting controls were located only in the pilot's
cockpit.
Conventional stick and pedal surface controls
were provided. Brakes were operated by tilting the
pedals.
The flap control mechanism consisted of a hand
lever working over a sector on the left side of the
pilot's cockpit.
Useful Load-The following items of useful load
were carried on all test flights:
Pilot and parachute Observer and parachute
Fuel ( 10 gallons) - Oil ( 1 gallon) - - Instruments
EQUIPMENT
Furnishings-A wind shield and padded cowl were
provided for each cockpit. Cushion or seat type
parachutes could be used.
114
Total
11S
- - - -
-
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-
203 pounds
212
60
"
8
17
-
"
500 pounds
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FORD-LEIGH
Wings
GENERAL
As shown by the photographs the airplane is a
single engined, two place, single bay, tractor biplane,
having a large amount of stagger, and being
equipped with the high aspect "Leigh Safety 'Wing"
mounted on the leading edge of the upper wing.
Ailerons are mounted only on the upper panel, which
is continuous from one wing tip to the other. The
landing gear is of conventional oleo split axle type
,vith streamline fairing behind the wheels. Brakes
are installed.
In order to meet the conditions imposed by the
Rules of the Safe Aircraft Competition, the "Leigh
Safety Wing" was attached to the leading edge of
the upper wing of a standard Brunner Winkle
"Bird." This wing is an airfoil having a span of
33 feet and a chord of 9 inches mounted above and
ahead of the leading edge of the main wing. The
chord of the auxiliary airfoil is at a negative angle
of about 12 degrees referred to the chord of the
upper wing. Photographs dearly show the method
used in attaching the auxiliary airfoil to the main
wing.
Span - - - Chord stabilizer - - Chord elevator Chord rudder Height rudder Area horizontal surface Area vertical surface :
General Dimensions
116
34 feet O inches
-
-
"
9 ,.
+ "
0
"
0
"
+ "
9
10
"
"
3
"
1¼ "
0 degrees
2
-1+7~"
182 square feet
84
25
14
Tail Surfaces
STRUCTURE
-
0
Ailerons were metal framed with fabric covering,
located in the upper wing only. They were operated by means of push and pull rods.
Oleo landing gear materially reduced shock to
the airplane in landing.
"
"
"
"
5 "
The wings were made up in five sections including the "Leigh Safety vVing." The latter was of
solid spruce riveted to an airfoil section and secured
by suitable steel strap fittings to the leading edge
of the upper wing. The upper wing was a single
panel, constructed of wooden spars and ribs, fabric
The lower panels were of similar
covered.
construction.
The Bendix wheels were supplied with brakes.
22
9
5
33
The wing cellule was a single bay Pratt type,
with outer and inboard N-struts of streamline steel
tubing, and streamline wire bracing. Two sets of
lift and load wires were used, the rear lift wires
being double. A single set of cross brace wires was
used in the center section.
SAFETY FEATURES
Span, maximum
Overall length Overall height
- Tread, landing gear
3+ feet O inches
25 " 0 "
Span, upper wing - Span, lower wing Span, "Safety" wing
Chord, upper wing Chord, lower wing Chord, "Safety" wing Gap Stagger
Dihedral ( both wings)
Incidence ( both wings)
Incidence "Safety" wing Area, upper wing Area, lower wing Area, "Safety" wing Area, ailerons -
The Ford-Leigh entry in the Safe Aircraft Competition was constructed by the Brunner Winkle
Aircraft Company of Brooklyn, New York. It was
identical with the "Bird" model manufactured by
that company, with the exception of the power
plant, as noted below, and the installation of the
"Leigh Safety \Ving," also described under Safety
Features.
10 feet
-
-
-
-
+
inches
6
1 foot 9
2 feet 0
5 " 0
32. 7 square feet
2
13.3
"
"
"
All tail surfaces were welded steel tubing, fabric
covered.
The fin was non-adjustable but the
stabilizer was moveable at the front beam from the
pilot's cockpit. Streamline steel struts braced the
8 "
0 "
6 "
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front beam of the stabilizer, while streamline tie-rods
in the plane of the rear beam provided the neces.sary
bracing between fuselage, horizontal and vertical
surfaces. The rudder was not balanced.
Fuel System-A 45 gallon fuel tank was located
in front of the forward cockpit under the top cowl.
Fuel feeds by gravity to the carburetor through
copper fuel lines, shutoff cock, and strainer.
F_uselage-The fuselage of the Ford-Leigh was of
welded steel tubing using the Warren type of truss.
The engine mount was of welded steel tubing and
could be removed from the rest of the fuselage by
taking out four bolts. A firewall was installed
behind the engine. Provision was made for pilot
and observer in tandem arrangement. The bottom
and sides of the fuselage were fabric covered except
for engine cowling, while the top cowling was made
of metal.
Cooling System-A tunnel type water radiator
was located under the engine. A small expansion
tank was installed between the cylinder banks.
EQUIPMENT
Furnishings-Wind shields provided for both
cockpits. Entrance to forward cockpit was facilitated by a small door. The seats were arranged
for either cushion or seat type parachutes.
Instruments- The following instruments were
installed:
Landing Gear
Tread of wheels
Size of tires - -
-
- 5 feet 6 inches
Air speed indicator
Altimeter
Tachometer
Oil pressure gauge
Oil temperature gauge
28 x 4 inches
The landing gear was a conventional split oleo
type with round steel struts streamlined into wood
and fabric fairing. Bendix wheels and brakes are
installed. The tail skid was non-swiveling and
cantilever carriage spring type.
Controls-Engine controls consisted of switch and
throttle, the latter being on the left side of the
cockpit.
POWER PLANT
Starting controls were mounted on the pilot's
cockpit only.
Engine-An eight cylinder, vee type, water
cooled Curtiss OX-5 engine, modified by Kirkham
Products, Inc., of Garden City, Long Island, was
installed in the Ford-Leigh airplane. The engine
was reported to develop 115 b.h.p. at 1650 r.p.m.
The compression ratio was 5.5 to 1. A Scintilla
magneto and Zenith carburetor were installed.
A conventional stick and rudder bar were used
for surface controls.
Brake pedals were mounted on the rudder bar.
USEFUL LOAD
The following items of useful load were installed
during the tests:
Propeller-A two blade Standard metal propeller
was installed during the tests.
Starting System-An Eclipse electric starter supplied by a storage battery and carburetor choke
comprised the starting system.
Pilot and parachute Observer and parachute
Fuel ( 30 gallons) - - Oil ( 3 gallons)
Lubricating System-A five gallon oil tank was
combined in the crankcase of the engine.
Total
l 19
118
195 pounds
176
180
24
"
-
575pounds
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HANDLEY-PAGE
velocity. Brakes are provided to allow a short
landing run.
GENERAL
The Handley-Page entry in the Safe Aircraft
Competition was constructed by the entrant in
Cricklewood, London, England. As shown by the
photographs, the airplane was a single engined, two
place, single bay, tractor biplane of conventional
appearance with the exception that leading edge slots
and trailing edge flaps were installed. A split axle
oleo landing gear equipped with brakes was provided. The engine was surrounded by a cowling
ring intended to decrease the drag.
The adjustable stabilizer is of greater than
normal range in order to provide adequate longitudinal control.
STRUCTURE
General Dimensions
Span - Overall length Overall height -
In order to meet the conditions imposed by the
Rules of the Safe Aircraft Competition, the airplane
was equipped with leading edge slots, trailing edge
flaps, and a long stroke oleo landing gear equipped
with brakes on the wheels.
The flaps and slots are interconnected so that
forward movement of the slots pulls the flaps down.
They are entirely automatic in operation. Photographs show the appearance of the devices. Springs
adj us table in tension permit setting the slots to
open at the desired angle of attack ·within a limited
range.
operation
1s
1. Give an increase m lift
2. Maintain a minimum center of pressure
movement
3. Obtain maximum lift at a lower angle of
attack than would otherwise be possible
4. Obtain stability as the automatic outer
portion slots open before the lift slots, due
to the restraining effect of the flaps on the
latter
The landing gear has unusually long travel which
is intended to permit landings with high vertical
120
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40 feet O inches
25 " 9 "
9
0
-tO feet 0 inches
28
0
5
3 "
3
6 "
1 foot 9
2 degrees
2
"
-
4¼ "
- 205 square feet
88
-
-
"
R.A.F. 28
The wing structure of the Handley-Page airplane
consisted of five epanels braced together by Warr en
truss arrangement of struts. The upper wings
extended six feet beyond the tips of the lower on
each side. The outer interplane struts were of Ntype while drag loads in the center section were
taken by A-struts. Two sets of streamline cross
hrace wires are in the plane of the forward struts,
and one in the plane of the rear struts. All wing
panels were conventional wood and fabric construction. Wing beams were solid routed spruce, ribs
and compression struts of wood, with solid wire
internal wing bracing. At the leading edges the
inset type of Handley-Page slots were fitted. At the
wing tips a length of slot was fitted for the purpose
of providing adequate lateral control beyond the
normal stalling angle of the airplane. The arrangement was such that at the approach of the stalling
angle the slots automatically opened and adopted a
position intended to ensure continuity of air flow
over the section; thus maintaining full aileron
control. The remainder of the wings was also
fitted ,Yith slots, in order to provide increased lift at
Along the span of each aileron an independent
slot device is used which at certain angles of attack
opens and serves to prevent stalling of the wing
tips at slow speeds. These slots are automatic and
are not interconnected or attached in any way to the
other slots.
flap
-
Wings
Span, upper wing Span, lower wing Chord, upper wing
Chord, lower wing Stagger Incidence, both wings Dihedral, upper wing
Dihedral, lower wing
Area, upper wing Area, lower wing Airfoil section -
SAFETY FEATURES
The combination slot and
intended to
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Propeller-A two bladed wooden propeller having
a diameter of 7. 54 feet was used for the tests.
high angles of attack. These slots also worked
automatically and were interconnected with the
flaps. Ailerons were located only on the upper
wing.
Starting System-A hand operated gear starter,
primer, and magneto constituted the starting system.
Tail Surfaces
Area,
Area,
Area,
Area,
horizontal stabilizer elevator
fin
rudder
Lubricating System-The oil tank with a fillable
capacity of 2 gallons was located behind the firewall.
19. 9 square feet
13.5
" "
4.3
"
Fuel System-34.5 gallons of fuel were carried
in the center section of the top wing. Fuel was fed
by gravity through a shutoff ·valve and strainer to
the carburetor.
"
7.5
Tail surfaces were of conventional wood and
fabric construction. The stabilizer was adjustable
in the air and moved up and down at the rear beam
when a sliding lever was moved in the pilot's
cockpit. The stabilizer was braced to the fuselage
by streamlined struts at the leading edge, while a
cantilever tail post provided stiffeners for the fin.
EQUIPMENT
Furnishings-Seat cushions were provided but the
seats were not fitted for the use of parachutes.
Fuselage-The fuselage was of rectangular section
constructed with spruce ]ongerons and struts, and
covered with three ply veneer. Two cockpits in
tandem and a large baggage compartment aft of the
,rear seat were provided, with dual control for pilot
and observer. A fireproof bulkhead was placed aft
of the engine structure. Portions of the cowling
on each side of the fuselage above the top longerons
were hinged to provide easier access to and exit
from the cockpits. Access to the baggage compartment was through a large door in the top of the
fuselage.
INSTRUMENTS
The following instruments were installed:
Air speed indicator
Altimeter
Tachometer
Oil pressure gauge
Oil temperature gauge
CONTROLS
Throttle control was located on the left side of
the cockpit with a snap switch on a small shelf on
the top longeron.
Landing Gear-The landing gear was of the
divided axle type using oleo and air shock absorbing
mechanism. 9.5 inches deflection was provided.
Bendix wheels with brakes and 28 x 4 inch tires
were installed. Brakes were operated together and
could not be used directly to steer the airplane on
the ground. The tread was 5 feet 3 inches.
Surface controls consisted of stick and rudder
pedals. The stabilizer adjustment was operated by
a slide on the pilot's right side.
The tail skid used rubber compression discs as
shock absorbing mechanism. A large flat shoe was
provided. Inspection of the tail skid was possible
through a door in the side of the fuselage.
USEFUL LOAD
The brakes were operated by a lever forward and
on the left side of the pilot.
The useful load carried during the tests was 778
pounds and consisted of the following items:
Steel struts and tubes were used in the landing
gear and tail skid.
POWER PLANT
Engine-A five cylinder, radial, air cooled Armstrong-Liddeley "Mongoose" Mark III engine
developing 155.6 horse power at 1850 r.p.m. was
installed.
Total
Three Views of Handley-Page Slotted Wing
122
183 pounds
Pilot - Observer
Fuel (34.5 gallons)
Oil ( 2 gallons)
Instruments
Ballast
123
157
207
16
17
198
-
778 pounds
�-~ - - - -~----. --~
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•
IIandley-Page, Ltd.
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Handley-Page, Ltd.
Taylor Bros. Aircraft Corporation
- -
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TAYLOR C-2
aluminum alloy ribs were used in the construction
of the wing panels which were covered into fabric.
The airfoil section was a modified Clark Y. Carry
through in the fuselage between the wings was of
welded steel tubing.
GENERA_L
The Taylor entry in the Safe Aircraft Competition was constructed by the Taylor Brothers Aircraft
Corporation, located in Bradford, Pennsylvania. As
shown by the photographs, it was a single engined,
two place, tractor monoplane of conventional
appearance. The landing gear was a typical split
axle oleo type, using the new Musselman low pressure air wheels.
Ailerons were located in the usual manner on
the trailing edge of the wing. Operation was by
means of push and pull rods to a long torque tube
in the wing.
The incidence of the wing was controlled by the
movement of a wheel located under the seats so
that the rim moved laterally. By means of chain
and sprocket drive and screw and nut mechanism
mounted on vertical shafts, the movement was communicated to the wing.
SAFETY FEATURES
In order to meet the conditions imposed by the
Rules of the Safe Aircraft Competition, the Taylor
entry incorporated a variable angle of incidence and
oleo landing gear. The wing rotated about the
forward spar through a range of 7,¼ degrees,
adjustment being obtained by moving a frame in
the plane of the rear spar to which the wings and
rear lift struts were attached.
The rear spars moved parallel to themselves, the
change in the geometric relations of the wing parts
having been taken care of by hinging the ribs to the
spars.
The three quarter rear view shows the range
adjustment of incidence.
Tail Surfaces-The tail surfaces are of metal,
fabric covered. The stabilizer is adjustable in the
air by motion at the rear spar. Bracing consisted
of streamlined struts from the fuselage to the rear
spar of the stabilizer and streamline tie-rods between
fuselage, fin and leading edge of the stabilizer. No
balanced controls were used.
Brakes were installed on the landing wheels.
Oleo struts and air wheels were intended to provide
sufficient shock absorption for landing at the vertical
velocity reached in the steepest glide.
STRUCTURE
Fuselage-The fuselage of the Taylor was conventional Warren truss type, of welded steel tubing.
The engine mount was hinged to the forward
portion of the fuselage and could be swung laterally
to allow adjustment or repair of engine parts.
General Dimensions
Span , maximum Overall length Overall height Tread landing gear
- - - -
-
Wings
Span - Span, each aileron
Chord
Chord, aileron
Dihedral
Area, wing
Area, aileron - - Incidence, minimum Incidence, maximum
34 feet 0 inches
22 " 6 "
8 " 0
6 " 6 "
A firewall was installed aft of the engine mount.
Provision for pilot and observer in side-by-side
arrangement was made. The fuselage was fabric
covered with the exception of engine and forward
portion below the longerons. An enclosed cabin
with transparent material both around and above
the pilot was used.
34 feet O inches
8 "
S "
-
1
0
1 7S
16
0
7,¼
0
4 "
foot O "
degrees
square feet
Landing Gear-A conventional split axle oleo
gear with non-swiveling cantilever tail skid was
used. Oleo travel was given as 10 inches. The
new Musselman low pressure air wheels were
installed. Brakes were provided, operated by levers
on the rudder pedals.
degrees
"
The wings were externally braced by streamlined
tubular struts, the rear pair moving with the wing
when incidence was changed. Wooden beams with
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Air speed indicator
Altimeter
Tachometer
Oil pressure gauge
Oil temperature gauge
Clock
POWER PLANT
Engine-A :five cylinder, radial, air cooled Kinner
K-5 engine, manufactured by the Kinner Airplane
and Motor Corporation of Glendale, California, was
installed in the airplane. The engine was rated at
90 horse power at 1810 r.p.m. Scintilla magnetos
and a Stromberg carburetor were used.
Controls-Engine controls of push and pull type
were located on the instrument board! together with
the switch and mixture adjustments.
Propeller-A two blade wooden propeller was
installed during tests.
Dual stick and rudder pedals were provided for.
Brakes were operated by levers mounted on the
pedals.
Starting System-An Eclipse inertia starter with
primer was installed.
Lubricating System-The oil tank was located on
the engine mount just under the top cowl.
The incidence control consisted of a wheel
mounted in a lateral plane below the seats.
Fuel System-30 gallons of fuel were carried in
the wings outboard of the fuselage. Fuel was fed
by gravity to the engine through a shutoff cock and
strainer.
USEFUL LOAD
The following items of useful load were carried
on all test flights:
- 203 pounds
Pilot and parachute
176
"
Observer
60 "
Fuel ( 10 gallons)
16
Oil ( 2 gallons)
"
15
Instruments
EQUIPMENT
Furnishings-The passenger compartment was
completely enclosed in a cabin. Cushions or seat
type parachutes could be used.
Instruments- The following instruments were
installed:
Total
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130
COMPETITION
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470 pounds
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SCHROEDER-WENTWORTH
The.entry of Schroeder-Wentworth Company, of
Chicago, Illinois, was flown to Mitchel Field, Long
Island, before the closing date for entries. However,
during a test flight before official presentation to the
Competition committee the entry crashed. It was
then withdrawn.
STRUCTURE
General Dimensions
Wing
The following report is based upon data submitted
and printed press reports:
Span - - - - Chord, at root - - - Dihedral - - - - - - - Area, including flaps and ailerons
Area, ailerons
GENERAL
The entry was an enclosed cabin, semi-cantilever,
high wing monoplane, powered with a Comet engine.
The outstanding features were a variable camber
wing, and a variable pitch propeller.
The variable camber ,ving was built m three
sections, the dividing lines were parallel to the span.
The forward section of the wing was fixed by
external bracing, with the two rear sections moveable. The control of the sections is effected by a
"V" strut, its apex within the fuselage, attached to
the rearward edge of the second section. The "V"
strut was raised and lowered by a hydraulic
mechanism.
• .. · j ·.
...
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Engine-A 150 h.p. Comet engine was the power
plant used.
Propeller-The propeller has been described under
"Special Features."
Fuel System-A 41 gallon tank capacity was
provided.
WEIGHTS
Weight empty (pounds) Useful load
Gross weight
-
The Schroeder variable pitch propeller was
controlled automatically by center of pressure travel
and centrifugal forces on the propeller blade.
Provision was made for two settings having a six
degree variation. A ratchet mechanism held one
blade in either of the two positions while a linkage
between the blades produced equal changes of pitch
in both. The entire mechanism was actuated by the
propeller blades themselves as the engine was
throttled down or speeded up.
132
"
POWER PLANT
The aileron portions of the rear sections had
differential motion. Spoilers were operated by a
cam mechanism in conjunction with the aileron
control.
RIBI
"
The wings and fuselage were of metal construction,
fabric covered.
The central section had an angular travel of 16
degrees; the rear section 40 degrees in addition.
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·1f/ings and Fuselage
The third or trailing edge section of the wing,
composed of flaps and ailerons, was linked to the
central section and moved in conjunction with it.
\
57 feet O inches
11 " 0
0 degrees
480 square feet
Tail Surfaces
- - 3+.4 square feet
Area, stabilizer
Area, elevator - - - - - - 25.6
"
Area, total
- - 60.0
"
"
Area, rudder
- - - 13.5
"
"
Area, fin 16.0
Area, total
- - - - 29.5
"
"
SPECIAL FEATURES
-~-....
.....
57 feet O inches
30 " 0
8 " 6 "
Span Overall length
Overall height
- - -
- -
1840
650
2490
-
SUMMARY
Weight empty (pounds)
Useful load
"
Full load
- Rated engine horse power Power loading (lbs. per h.p.)
Wing loading (lbs. per sq. ft . )
133
- - - - 1840
- - - -
-
650
2490
150
16.6
5.18
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McDONNELL
The·entry of J. S. McDonnell, Jr., & Associates,
of Milwaukee, Wisconsin, made a forced landing
following a demonstration flight conducted at
Mitchel Field, Long Island, before officials of the
Fund in accordance with the Rules and Regulations
of the Competition.
STRUCTURE
General Dimensions
Span Overall length - - Overall height Tread, landing gear
-
-
- 35 feet
- 21
7
- - 12
0 inches
-I- "
10
6 "
Wing
The Fund officials recommended, after due consideration of the facts of the case, that "if the entry
were satisfactorily repaired and re-presented to the
Competition officials in all respects ready for official
tests on or before a certain date, it would be considered eligible for one of the Safety Prizes provided
that the Safe Aircraft Competition were still under
way and that the five Safety Prizes authorized by
the rules had not already been won."
Span Chord
Dihedral - Area, including flaps & ailerons Area, ailerons
- - - Area, flaps
35 feet
O inches
5 " 8
5 degrees
180 square feet
18¼ "
"
42;-i
"
Tail Surfaces
Span
Area,
Area,
Area,
Area,
Area,
Area,
The McDonnell entry was not re-presented for
official tests.
The following report is based on data submitted
by Mr. J. S. McDonnell, Jr., for general information. The data on performance are not to be
considered as authentic.
stabilizer
elevator
total rudder
fin
total -
-
-
-
-
-
-
12 feet
- 20. 75 square feet
- 15.00
"
35.75
7.50
"
"
6.00
"
- 13.50
Wings
Dural box beams, with dural tube ribs, welded
steel tube compression ribs, welded chrome
molybdenum steel fittings, and steel tie-rod drag
bracing formed the internal structure of the wing.
The wing was fabric covered.
GENERAL
The McDonnell entry was a single engined,
tandem two place, low wing monoplane, with a split
type axle landing gear incorporating special oleo
pneumatic shock absorber struts having 18 inch
deflection, and equipped with Bendix wheels and
brakes.
FUSELAGE
Dural tubing, with welded chrome molybdenum
steel fittings, and steel cross tie-rods formed the
fuselage structure . . The fuselage was fabric covered.
SPECIAL FEATURES
LANDING GEAR
The monopiane was equipped with an automatic
leading edge slot across the whole span of the
wing, and a slotted trailing edge flap across 70 percent of the wing.
The landing gear consisted of oleo pneumatic
shock absorbers, permitting 18 inch deflection, and
designed for a vertical landing velocity of 18 feet
per second. Bendix, 24 x 4, special wheels and
brakes with tapered Timken roller bearings, and
special 6 ply cord tires were used. The landing
gear had a tread of 12 ¼ feet.
The most interesting feature was the interconnection of the trailing edge flap and adjustable
stabilizer by means of one control lever.
Lateral control was obtained by means of a
slotted, balanced, differential aileron, having 25
degrees up movement, and 11 degrees down movement. The aileron was separate from the flap and
occupied 30 percent of the wing span.
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POWER PLANT
Engine-The plane ·was equipped with a Warner
Scarab rated at 110 horse power at 1850 r.p.m. An
N". A. C. A. type cowling enclosed the engine.
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wall.
feed.
Propeller-A special two bladed, split hub, dural
propeller, diameter of 97 inches, was to be used for
the tests.
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The fuel was fed to the engine by gravity
Lubricating System-A 2¼ gallon welded aluminum tank was provided.
Gasoline System-The plane was equipped with a
30 gallon welded aluminum tank, sufficient for five
hours' cruising, located immediately behind the fire-
Controls-Engine controls were located on the
left side of the cockpit.
Weights
Weight empty
Pilot - Passenger
- 2 Parachutes
26 gal. gas 2 gal. oil -
1150 pounds
-
-
170 pounds
170 "
38 "
156 "
16
550
1700
Total useful load
Gross weight
"
..,
<u
.~
'->
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Estimated Performance
Low speed High
- - - Take off distance Take off time Landing run (C
-
- - -
35
110
180
8
40
~
m.p.h.
~
;:::
~
feet
seconds
feet
~
'-.
:::::::~
<u
~
;:::
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Summary
Q
Weight empty (pounds) Useful load (pounds)
Full load (pounds)
Rated engine horse power
Power loading (lbs. per h.p.) Wing loading (lbs. per sq. ft.) Maximum speed (estimated)
]36
'-'
~
1150
550
-
c-,:5
1700
110
15.45
9.+5
110 m.p.h.
.....;
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COMPETITION
APPENDIX III
RULES FOR THE DANIEL GUGGENHEIM SAFE AIRCRAFT COMPETITION
. OBJECT OF THE COMPETITIO
which the Daniel Guggenheim Safe Aircraft Competition seeks to further. The employment of design
features which, in the opinion of the Fund, are
copied from the design of another competitor, may
render the aircraft ineligible for entry.
THE object of the Competition is to achieve a
real advance in the safety of flying through
improvement in the aerodynamic characteristics of
heavier-than-air craft, without sacrificing the good,
practical qualities of the present-day aircraft.
PLA
2.
Every aircraft whose entry for the Competition
has been duly accepted will be called upon to demonstrate that it satisfies all the qualifying requirements
which are prescribed under "Qualifying Requirements." In the case of an aircraft which departs
radically from conventional practice in securing
flight, the Committee of Judges may substitute for
those requirements that are impossible of attainment,
other tests that will satisfy the object of the
Competition.
OF COMPETITION
The Competition will be conducted in accordance
with the following plan:
1.
II
QUALIFYING REQUIREMENTS
CONDITIONS FOR ENTRANCE
Application for entry will be received on and
after September 1, 1927. All applications must be
made on forms which will be furnished by the Fund
upon request. All applications must be forwarded
to the Fund at 598 Madison Avenue, New York,
N. Y. An entrance guarantee of one hundred
dollars ($100.00) must be forwarded with the
application and will be returned upon rejection of
the entry, or upon the acceptance and presentation
of the aircraft for test. Before any aircraft can be
tested in the Competition full information as to its
design and construction must be supplied to the
Fund. The application must be accompanied by a
statement giving in so far as possible the information
called for under "Information Required with the
Form of Application for Entry," in which the applicant is required to produce evidence as to the aerodynamic characteristics of the aircraft and as to its
general suitability for entering the Competition
having the object given above. The Fund reserves
the right to accept or reject any application for
entry and to close the list of entries whenever, in its
opinion, sufficient entries have been received to give
a reasonable prospect that the object of the Competition will be achieved.
3.
SAFETY REQUIREMENTS
On satisfactory demonstration that all the qualifying requirements are satisfied, the aircraft will be
eligible to take part in the Competition proper,
consisting of the safety tests and demonstrations
under "Safety Tests and Demonstrations."
4.
PRIZES AND GRANTS
The winner of the Competition will receive a
prize of $100,000, which amount will include the
safety prize if ,previously received as provided below.
The winner will be the competitor whose aircraft
satisfies the qualifying requirements and all the
safety requirements and is awarded the highest
number of points in the four safety tests enumerated in "Basis for the Award of the Prize."
Should more than one aircraft win the same maximum number of points, division of the prize will
rest within the discretion of the Committee of
Judges.
The first five competitors, in order of presentation of their aircraft for examination and test at
the designated field, whose aircraft satisfies all of
the safety requirements called for in "Safety Tests
and Demonstrations," each will receive a safety prize
of $10,000.
Any heavier-than-air craft based on any principle
and built in any country shall be eligible for entry
for the Daniel Guggenheim Safe Aircraft Competition, provided preliminary evidence satisfactory to
the Fund is produced that it will promote the object
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The Fund will consider an application for special
grants toward the cost of transporting duly accepted
entries to the place where the Competition is held,
which will be at a flying field in the vicinity of
ew York City, on the basis of one dollar per mile
in excess of 1,000 miles up to a maximum grant of
$2,000 for any contestant. This grant will not be
made until all the qualifying requirements have been
satisfied.
5.
COMPETITION
be carried out
Conditions.''
6.
are
specified
under
"General
CLOSURE OF COMPETITION
The Competition shall be closed on October 31,
1929, and no aircraft will be accepted for test unless
presented for test at the designated field on or before
this date.
GENERAL CONDUCT OF THE COMPETITION
Notification of 'the result of their applications
will be sent to applicants as soon as possible. The
Competition will be held at a suitable field in the
vicinity of New York City. The examination of
the aircraft and the qualifying and safety tests will
be held from time to time as designated by the
Fund. The tests will be conducted by a Committee
of Judges assisted by a Field Manager and Technical
Advisers, selected by the Fund. Decisions of the
Committee shall be subject to the approval of the
Fund.
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In cases where it is not possible to supply the whole of the
above particulars when application for entry is made, the fullest
information possible in regard to the proposed design should be
supplied at the time of making application, and the remaining
items of information specified above should be forwarded to the
Fund as soon afterwards as possible.
If the applicant desires to withhold any of the above information as likely to divulge valuable secrets, he should give his
reasons for withholding the information and the Fund will
decide whether such reasons may be considered valid.
If the date of closure is thus advanced, any contestant whose entry has been duly accepted before
the date of the closure thus advanced, will be
granted a reasonable extension of time in which to
present his aircraft.
Qualifying Requirements
PROPRIETARY RIGHTS
The award of prizes shall not entail the abandonment of any proprietary rights on the part of the
contestant, but the Fund shall have the right to
disseminate complete information pertaining to the
aircraft in any way it sees fit.
Information Required With the Form of
Application for Entry
(Appendix I of Original Rules)
1. The name of designer and constructor.
2. Date when contestant will be ready to undertake tests.
3. Three-view drawing.
4. Brief general technical description of the aircraft.
5. Type of engine or engines used, with particulars as to official
type trials of such engines and fuel used.
6. Weight estimates and estimates of useful load and volumetric carrying capacity and the horse power for which same
are calculated.
7. Any performance estimates and calculations available.
8. Information and sketches as to power plant installation,
seating, vision for the pilot, instruments and controls.
9. Any further information available including in the case of
aircraft involving a radical departure from normal practice
in aerodynamic form :
(a) Results of wind tunnel tests or any other data available.
(b) Statement as to whether a full scale aircraft of similar
type has been flown previously.
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The Fund may advance the date of the closure
if and when in its opinion the object of the Competition has been achieved.
7.
The general conditions under which the tests will
S
(Appendix II of Original Rules)
The following are the qualifying requirements
every aircraft must satisfy:
Every aircraft whose entry for the Competition
has been duly accepted must be presented for examination and test at the designated flying field on the
date designated by the Fund when the tests will be
carried out within a reasonable time. Reasonable
delay may be granted by the Fund.
1.
POWER PLANT
The engine or engines used must be of a type
which has been submitted to duly authenticated
type tests, full particulars of which must be supplied
by the entrant. The horse power of the engine will
be considered to be the rated normal horse power at
full throttle as developed with the same or equivalent accessories used in the type tests, and throughout
the tests the r.p.m. of the engines shall be limited
accordingly. During the whole of the tests in
connection with the Competition, the fuel used shall
be the standard fuel supplied by the Fund or fuel
of the same quality as was employed during the type
tests of the engine. The aircraft must be provided
with mechanical or electrical means of starting the
engine or engines, or alterns1tively the engines may
be started by hand providing a starting gear is
fitted which i~volves no risk of injury to personnel.
Starting by direct pulling over of propellers by hand
will not be permitted. Any starting gear used will
be considered to be a part of the aircraft and must
be carried throughout the Competition.
Before an aircraft is presented for test the following additional information to that given under
"Information required with the form of application
for entry" will be required.
( 1) Three-view drawing with principal
dimensions of important parts.
(2) Dimensional drawings and particulars required for verification of stress
analysis.
( 3) Stress analysis in accordance with the
methods approved for Civil Aircraft
by the U. S. Department of Commerce or by any recognized Government Agency responsible for the issue
of Airworthiness Certificates including a statement as to the materials
used and the mechanical properties
assumed for same. Stress analysis for
machines in which sustentation is
provided by other means than that of
fixed wings shall be required to show
a theoretical basis of the strength
calculations for the structure as well
as the calculations themselves.
2.
STRUCTURAL STRENGTH
The structural strength of the aircraft shall be
in accordance with the requirements of the U. S.
Department of Commerce Air Regulations. Where
a designer has reason to deviate from such requirements an explanatory statement should be submitted
with his stress analysis. Copies of the U. S. Depart-
( +) Balance diagram.
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ment of Commerce Air Regulations and of the
method proposed for stress analysis by the Department of Commerce will be furnished on request.
If the contestant contemplates landings made with
considerable vertical velocity, computations for
strength of _landing gear covering this condition
should be submitted.
5.
6.
FuEL AND OIL
PERFORMANCE
7.
AccoMMODATION
Adequate accommodation and dual control for
pilot and observer. For every 10 lbs. of useful load
carried in addition to the items specified under ( 4)
above, there shall be provided at least one cubic foot
of cabin or cargo space.
Maximum Speed ( corrected to standard air at sea
level)-110 m.p.h.
Rate of Climb (at 1,000 ft. )-400 ft. per min.
USEFUL LOAD
8.
The aircraft shall carry 5 lbs. of useful load per
h.p. "Useful load" shall include the following items:
VISION
Adequate vision must be provided for the pilot.
9.
Pilot
Observer
Fuel
Oil
FIRE RISKS
All reasonable precautions against fire risks shall
be provided in the design. At least one fire extinguisher of approved type shall be carried and placed
conveniently for the pilot; the weight of this shall
not be included in useful load.
Any special instruments or equipment fitted by the
Fund for the purpose of the Competition.
Safety Tests and Demonstrations
(Appendix Ill of Original Rules)
pass any or all of the safety tests at one fixed
setting of the device, in which case the Rate of
Climb Test under "Qualifying Requirements"
must be passed at the same fixed setting of the
device.
(Note)
The use of devices by which the
aerodynamic characteristics of the aircraft can
be varied during flight will in general be permitted, subject to the following conditions:
1.
SPEED TESTS
Object: To demonstrate the ability of the aircraft to fly and glide at much lower speeds than is
possible in the case of present-day commercial
aircraft, thus reducing the risk involved in negotiating forced landings, particularly under conditions of
bad visibility and when approaching small and confined landing space.
If the device is not automatic and requires
operation by the pilot, the operating control must
be simple, quick in action and conveniently
placed, and must not involve appreciable physical
effort by the pilot. If in the opinion of the
Fund the safety of the aircraft is prejudiced by
dependence on the operation of such device in
emergency, the aircraft may be called upon to
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COMPETITION
The use of braking devices will be permitted
under the conditions set out under (2) above.
4.
2.
TEST OF TAKE OFF
Object: To demonstrate that the aircraft can
take off from a small field and after taking off can
climb at a steep angle so as to clear obstructions,
such as trees, buildings, etc.
Requirements
The aircraft will not be considered to have passed
either of the above tests unless it is clearly demonstrated that each and all of the controls are properly
effective at the minimum speed specified.
(a) The aircraft shall take off after running not more than 300 ft. from a
standing start. The aircraft will not
be considered to have passed this test
if it touches the ground again after
taking off.
TEST OF LANDING RuN
( b) After taking off within a distance of
300 ft. from a standing start, the
aircraft shall clear an obstruction 35
ft. high at a distance of 500 ft. from
rest. The approach to the obstruction
shall be straight and trick flying will
not be permitted. External assistance
in starting the run will not be permitted in either (a) or (b).
Object: To demonstrate the ability of the aircraft to effect a safe landing in a small field.
Requirements
The aircraft shall land with all power switched
off, and after first touching the ground shall come
to rest within a distance of 100 ft.
The landing shall be made in a straight line ;
turning, side slipping or trick flying will not be
permitted.
The use of braking devices will be permitted
provided that control is fully retained until the
aircraft has come completely to rest and provided
that no serious injury to the surface of the landing
field results.
Such braking devices must not require special
equipment which is not carried on the aircraft in
flight.
3.
Every aircraft shall be subjected to the following
safety tests which shall be carried out in any sequence
the Fund may determine.
F
(a) Minimum Flying Speed.
The aircraft to maintain level and
controlled flight at a speed not in
excess of 35 m.p.h.
( b) Minimum Gliding Speed.
The aircraft to be able to glide for a
period of 3 minutes with all power
switched off, during which time the
air speed shall never exceed 38 m.p.h.
INSTRUMENTS
Altimeter
Air Speed Indicator
A
Requirements
The aircraft shall be provided with all necessary
power plant instruments required by the engine
installation, and the following flying instruments:
When carrying full load the aircraft shall satisfy
the following minimum requirements in regard to
. performance :
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The aircraft shall provide tank capacity for fuel
and oil for 3 hours at full throttle at the normal
r.p.m. as given in the type tests.
If an aircraft shows structural weakness during
the Competition, test of the aircraft may be discontinued at the discretion of the Fund.
3.
COMPETITION
5.
TEST OF GLIDING ANGLE
Object: To
aircraft to glide
of engine failure
angles in order to
landing ground.
demonstrate the ability of the
for a reasonable distance in case
and alternatively to glide at steep
facilitate the approach to a possible
Requirements
(a) Flattest Glide: The aircraft shall be
able to glide with all power switched
off so that the angle between the flight
path and the horizontal is not greater
than 8 degrees.
TEST OF LANDING IN CONFINED SPACE
Object: To demonstrate that in case of complete
engine failure the aircraft can approach and land
in a small confined space surrounded by obstructions,
such as trees, buildings, etc.
(b) Steepest Glide: The aircraft shall be
able to glide with all power switched
off so that the angle between the flight
path and the horizontal is not less
than 16* degrees. During this test the
air speed shall not exceed 45 m.p.h.
In both cases the aircraft must demonstrate that all the controls are definitely effective throughout the test,
and that it can land safely out of this
glide from a useful altitude.
Requirements
The aircraft shall make a steady glide in over
an obstruction 35 ft. high and land in a straight
line with all power switched off. After landing,
the aircraft shall come to rest within a distance of
300 ft. from the base of obstruction.
The approach to the landing ground shall be
straight; turning, side slipping, or trick flying will
not be permitted.
* See
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(a) Test of Ability to Maintain Control
in Case of Engine Failure.
The aircraft must demonstrate that
it can be satisfactorily controlled by
the pilot in case of sudden engine
failure when flying at any attitude.
In case of multi-engine aircraft, the
pilot must be able to maintain control
when any one of the e~gines or any
combination of the engines or all of
the engines suddenly fail.
Requirements
(a) Longitudinal Stability: The aircraft
to be provided with means by which it
can be trimmed so as to fly with the
elevator control free at any speed
within the range of 45 m.p.h. to 100
m.p.h. and at any throttle opening of
the engine or engines. The test of
longitudinal stability shall be as
follows:
The aircraft will further be required to demonstrate that if the
elevator control is pulled in toward
its maximum extent at the moment
of switching off and held in that
position, the aircraft will remain
under control, not get into any violent
or dangerous maneuvers, and descend
on a steep glide path at a speed not
exceeding 40 m.p.h.
( b) General Stability: The aircraft to
be capable of flying at any air speed
from 45 m.p.h. to 100 m.p.h. and at
any throttle opening of the engine or
engines with all controls left free for
a period of not less than 5 minutes in
gusty air.
(b) Test of Ability to Recover from
Violent Disturbances
1. The aircraft to be dived with
all power switched off until air speed
reaches 20 percent above maximum
level flying speed. At this speed it
must answer all the controls correctly
and effectively.
All controls will
then be released and the aircraft must
of its own accord return to a steady
gliding attitude without serious loss
of height.
In the case of a multi-engine aircraft, all the
engines may be throttled to the same extent.
During any of these tests, the aircraft must hold
a reasonably steady course and if disturbed from its
normal attitude, must return to such attitude within
a reasonable time and without losing height
appreciably.
TEST OF ABILITY TO RECOVER FROM ABNORMAL
CONDITIONS
The aircraft may be required to
pass this test when trimmed for any
speed from 80 m.p.h. to 110 m.p.h
Object: To demonstrate the ability of the aircraft to recover from any attitude into which it
may get either because of disturbances in the air or
of incorrect application of the controls by the pilot,
or of sudden failure under difficult circumstances.
2. The aircraft to be flown at full
throttle at an air speed of 45 m.p.h.
trimmed for any speed from 45
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8.
COMPETITION
tive in producing disturbances of attitude but also
enabling rapid and definite recovery to be made from
disturbances.
The effectiveness of any one control or combination of two controls when the other control or
controls are left free or held in fixed position must
be demonstrated.
The aircraft may be called upon to pass these
tests in calm or gusty air.
9.
The same test is repeated with the
exception that when in an abnormal
flight attitude, all controls are to be
released, and the aircraft must make
complete recovery of its own accord
and take up a steady gliding attitude
with a loss of height of not more
than 500 ft.
The aircraft will be required to
demonstrate that in case of complete
engine failure ( all power being
switched off) it wiJl take up a steady
gliding attitude when all controls are
left free from the moment of switching off the engine or engines.
The elevator control to be moved
toward its maximum extent either
backwards or forwards sufficiently to
give a fair test of stability and then
released. In either case the aircraft
must return to steady flight in its
original attitude within a reasonable
time.
A
m. p.h. to 7 5 m.p.h. The engine is to
be switched off and at the moment of
switching off, the pilot is to move any
one or any two, or all of the controls
in such manner that an abnormal attitude results. Complete recovery is
to be made with the aid of the controls and a steady glide to be taken
up with a loss of height of not more
than 250 ft. from the height at which
the abnormal flight attitude was
obtained.
Requirements
TEST OF STABILITY IN NORMAL FLIGHT
Object: To demonstrate that the aircraft 1s
stable under all normal flying conditions, that is to
say that if the attitude of the aircraft is disturbed
either by gusts or by the application of the controls,
the aircraft shall return to its original attitude of
its own accord when the controls are left free.
7.
COMPETITION
TESTS OF MANEUVERABILITY IN RESTRICTED
TERRITORY AND ON THE GROUND
Object: To demonstrate that the aircraft can be
safely and effectively maneuvered when taking off or
landing in restricted territory and when taxying on
the ground under its own power without external
assistance.
Requirements
(a) Maneuverability in Restricted Territory.
A square plot, 500 feet by 500 feet,
will be marked off and shall be considered as surrounded by an obstruction
25 feet high along its entire boundary.
The pilot shall take off in any manner
he judges best, and climb either above
the square plot or outside of it,
providing he passes above the
imaginary boundary construction. The
engine may be switched off at any time
and the pilot shall land the aircraft
within the square plot without passing
through the imaginary boundary
obstruction.
TEST OF CONTROLLABILITY
Object: To demonstrate that the control system
is simple and easy to operate and that under all
conditions of flight and gliding, effective control in
all senses is maintained. Every aircraft must be
equipped with three substantially independent controls corresponding to three axes mutually at right
angles and these three controls must continue to be
substantially independent and collectively effective
in the same direction at any attitude of the aircraft
from the attitude at maximum level flying speed to
the attitude at the steepest glide and at any throttle
opening of the engine or engines. The aircraft must
clearly demonstrate that it is not subject to complete
loss of control when any particular attitude is
reached, such as the loss of control which accompanies
the phenomenon of stalling.
(b) Maneuverability on the Ground.
The aircraft will be required to
demonstrate that it can be taxied
under its own power and without
external assistance in any direction in
a wind whose mean speed at ground
ltivel is at least 20 m.p.h.
Requirements
The aircraft will be required to demonstrate the
effectiveness of each and all of the controls at any
speed and at any attitude from the attitude at
maximum level flying speed to the attitude at the
steepest glide and at any throttle opening of the
engine or engines. This will be tested by making
definite and sharp movements of any particular
control or controls, which must result in the aircraft
making corresponding definite rotations about the
respective axes. The controls must not only be effec-
The aircraft will also be required to
demonstrate that it can be easily
handled and moved by ground
personnel as required of any aircraft
operating for commercial purposes.
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General
Basis for the Award of the Prize
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COMPETITION
Conditions
(Appendix V of Original Rules)
(Appendix IV of Original Rules)
Points will be awarded as specified in the four following tests:
Maximum Number
of Points Obtainable
1.
SPEED TESTS
(a) 2 points for every m. p.h. less than 3 5 m. p.h.
at which level controlled flight can be
maintained
- - - - - - - -
10
(b) 4 points for every m.p.h. less than 38 m.p.h.
which is not exceeded in a steady controlled
glide during a period of 3 minutes - -
24
( c) Any aircraft which obtains a combined total
of at least 24 points under tests (a) and (b)
will be eligible to receive points for high speed
in excess of 110 m. p.h. as follows:
1 point for every 2 m. p.h. in excess of 110
m.p.h. at which level flight can be maintained
2.
TEST OF LANDING RuN
2 points for every 3 ft. less than 100 ft. m
coming to rest after first touching ground - -
3.
40
TEST OF LANDING IN CONFINED SPACE
1 point for every 2 ft. less than 300 ft. from
the base of an obstruction 35 ft. high in
coming to rest after gliding m over the
obstruction
4.
10
75
TEST OF TAKE OFF
1 point for every 15 ft. less than 300 ft.
required to take off from standing start - 1 point for every 10 ft. less than 500 ft. to
clear obstruction 35 ft. high from a standing
start
15
26
200
146
1. Contestants shall comply with the
Rules laid down by the Field Manager in
regard to all work and conduct on the Field.
8. The contestant will not be held liable
for injury to flying personnel representing
the Fund.
2. Aircraft shall be kept at the designated field throughout the Competition
unless special authority for its removal is
obtained in writing from the Field Manager.
9. The Fund may at any time suspend
temporarily or permanently any aircraft
from taking further part in the Competition
if, in the opinion of the Fund, danger to
flying personnel in involved, or the object of
the Competition is not likely to be furthered
by proceeding with tests of such aircraft.
~
3. Aviation fuel of standard quality will
be supplied free of charge, but another fuel
may be used provided such fuel was used in
the official trials of the engine or engines
employed.
10. Contestants shall be allowed at least
three fair attempts to pass any test.
4. Prior to any tests made by the Fund,
contestants may be required to demonstrate
in flight by their own pilot that their
machines are airworthy and provided with
proper controls.
11. Alterations to the aircraft during
the Competition may be approved, but any
such alteration may entail requalification in
any or all of the tests at the discretion of the
Fund. Unauthorized alterations may entail
elimination. from the Competition.
5. All tests in the Competition will be
carried out by pilots supplied by the Fund
but contestants shall be given reasonable
opportunities for instructing the Fund's pilot
in the flying of their aircraft prior to the
commencement of the tests.
12. Variations in the form of features of
the aircraft which cannot be conveniently
and easily effected by the pilot during flight,
as, for example, variations in angular settings of supporting surfaces, will be regarded
as alterations.
6. Contestants shall supply their own
mechanics and transport, and prepare and
maintain their aircraft during the Competition at their own expense.
13. The same design of propeller shall
be used throughout the trials. In case of
propeller breakage or damage a new propeller of identical design may be substituted.
Propeller blade settings must be the same
throughout the test except that a pitch-varying mechanism may be used if it can be
operated from the pilot's cockpit during
flight.
7. The Fund will accept no liability at any
time in connection with any risks involved
to the aircraft or to the contestant's personnel, or in connection with any third-party
risks involved when the aircraft is being
flown by the contestant's pilot.
147
��
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Monographs Collection
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<p>The <strong>Monographs Collection</strong> features digitized monographs (books) held by The Museum of Flight's Harl V. Brackin Memorial Library.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. Some items in this particular collection contain derogatory content, such as pejorative language or depictions of racial stereotypes. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
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<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
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The Museum of Flight Library Collection
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Monographs Collection/The Museum of Flight Library Collection
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Monographs Collection
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TL501 .D252 1930
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LMON_text_055
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The Daniel Guggenheim international safe aircraft competition : final report, January 31, 1930.
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Monographs Collection
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Daniel Guggenheim Fund for the Promotion of Aeronautics.
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New York City : The Fund
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[1930]
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Daniel Guggenheim Fund for the Promotiion of Aeronautics.
Aeronautics.
Aerodynamics.
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147 p. : ill., port. ; 28 cm.
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books
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The Museum of Flight Library Collection
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In copyright
-
https://digitalcollections.museumofflight.org/files/original/7831f7ce4cdc939c62650be16c1d5cc1.pdf
c6d6e926eb828e0c6348b19f60348ad7
PDF Text
Text
�I
rv,1~
ENGINEERING
TECHNICAL
DATA
DEPT.
SW -157A
DEVELOPMENT'
OF
THE DOUGLAS TRANSPORT
DOUGLAS Al RCRAFT CO. INC.
SANTA
MONICA
CALIF. U..S.A.
PROPERlY OF
AVIATION HISTORY LIBRARY
So2.o
NORTHROP INST!TOTE OF TECHNOLOGY
INGUWOOD, CALIFORN•A 90306
\, 2DtCoo \
~ l) Oli--l-AS
-r:=c- I
J)C'-'Z-
�The Douglas Aircraft Company, Inc.
The Douglas Aircraft Company has, since 1928,
occupied the present factory site at Clover Field, Santa
Monica, California. The plant has been repeatedly enlarged
and now comprises eight acres of land with 350,000 square
feet of floor space in buildings and adjoins an excellent
all paved surface flying field.
At the present time, the Douglas Company employs
2500 people at its plant in Santa Monica. In addition to
the DC transports, a number of two-engined amphibians for
military and commercial use are being produced. Army observation airplanes in quantity and a great variety of experimental land planes, amphibians and flying boats for the
United States Government are also under construction.
The Company has, in the past, produced large quantities of advanced training planes, bombers, fighters, patrol boa ts and transports in addition to its standard line
of torpedo and observation planes. The success of these airplanes, IDOst of which have been of metal construction, has
been evidenced by repeated orders from the United States and
foreign governments. ·The Douglas general utility amphibion
originally produced for the commercial field has been adopted as a standard type by the United States Army, Navy and
Coast Guard •
. A Douglas subsidiary interest, the Northrop Corporation, employing 1000 people, has at the present a factory
of 140,209 sgµare feet floor space at Los Angeles Municipal
Airport, where much valuable pioneering in high speed airplane building is being carried on. The reliability of the
Northrop all-metal, multi-cellular construction is exemplified by the "Alpha" mail carrying m:>del, of which a fleet
has been operating for several years with running tixoo on
each airplane aggregating over 5000 hours and no struc.t ural
overhaul as yet required.
�AE/2/AL
BEEN
THE: DOUGLAS FACTORY. (TH£ FACTOEY HAS RECENTLY
E"NLARGED SINCE TH/$
P1crueE WAS TAKEN.)
VIEW OF"
�DEVELOPMENT
of the
DOUGLAS TRANSPORT
Introduction
After foo.rteen years of continuous, successful
experience in building airplanes of all types for the
United States .Army, Navy, Post Office Department and Coast
Guard and for private persons and foreign governments, the
Douglas Aircraft Company started plans for the design and
development of a high performance passenger airplane for
airline use. Profiting by extensive experience in the design and production of aircraft, the Company decided to
make an extremely thorough investigation of all factors,
however minor, that might affect performance and passenger comfort. Before construction was started, hundreds of
wind tunnel and structural tests were made in addition to
an intensive mock-up investigation and studies and tests
of special items, such as fuel systems, control mechanisms,
heating, lighting and ventilating systems and sound control.
When the ~arious parts of the airplane were ready, they were
each tested to show their static strength and freedom from
vibration or flutter.
·
The finished airplane was, in all probability,
subjected to more thorough flight tests than any other known
type of passenger transport or even military airplane. Over
two hundred flying hours and fifteen thousand gallons of fuel were used in making these flight tests. Not only were
the usual tests for speed, stability and general performance
made but also tests subjecting the airplane to dynamic loads
in flight to prove its structural strength, to determine the
best soundproofing practical, to eliminate vi bra ti on and to
determine the effect of certain variables, such as different
engine cowls, fairings, oil temperature regulators, propellers, wing and control surface naps, engine cooling and power. In cqnjwiction with these tests, several entirely new
conceptions in flight testing were put into practice and a
new technique for airline cruising operation was developed.
�The development cost of the first airplane, including all research directly connected with the project, was approximately $325,000. In addition, the airplane incorporates
a great amount of the experience obtained during airline operation of the highly successful single-engined Northrop transports, which represent an engineering and development cost of
approximately $290,000.
It is desired to outline briefly in the following
pages some of the work done in the development of the Douglas ,
DC-1 and its successor, the DC-2. Tests are still being carried on daily, both on the ground and in flight, to improve
and refine this airplane and make it a still more superior
product, both from a manufacturing and an operating viewpoint.
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FIRST
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ON
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FINAL
A.S.S£M8L Y
LINE
�Aerodynamic Development
The aerodynamic design of the Douglas Transport
was the subject of exhaustive study for a period of more
than eighteen months. This study included aerodynamic calculations and wind tunnel and flight tests, which were carried out in a scientific and comprehensive manner. Through
the correlation of these calculations and data, it was possible to predict and analyze the actual aerodynamic characteristics which were later obtained in service. The high
degree of performance end safety offered by the Transport
is the realization of features that have been thoroughly
studied and tested in the wind tunnel and in flight.
The aerodynamic calcµlations were particularly
concerned with performance and control at all attitudes of
flight, both in normal and single-engine operating conditions. .Special design of the controls, wing and fairing
makes possible continued single-engine operation at high
altitudes with sufficient controllability to insure safety
for meeting emergency conditions. The pe.rformance studies
for obtaining the desired velocity, range and climb led to
the choice of the bi-motor type with controllable-pitch
propellers and high-lift wing flaps being adopted as best
meeting the requirements of the high-performance airliner.
The flaps give a gain in lift of 35% and a drag increase
of 300%.
An extensive series of wind tunnel tests, including approximately 200 test runs, were carried out on a oneeleventh scale model of the Transport in the 200 mile-anhour wind tunnel at the California Institute of Technology.
The large scale of the model and high speed of the tests
·were particularly valuable for this work. All items of the
airplane affecting aerodynamic operation were tested with
the view not only of obtaining the desired performance, stability and controllability, but also ~ perfectiI:g eac1:- item
to the greatest practical degree. Briefly, the investiga~ion
included tests on three complete wings with various modifications various wing to fuselage fillets, tail surfaces, landing g~ars and tail wheels, several sets of ailerons,
�TH£ DOUGLAS
v1//ND
rU/VNEL
.
ONE £/...£VENTH ..SCAI-£ /v10D£L
rRANSPORT
IN 7H£ 200 /v?.P.H.
AT
THC: CALIF.
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SCALE:
OF
TECHNOLOGY.
NACELLE: . WIND
TUNNE:L
IS
.Sr/OWN IN INCH£S
TE'S7:
TM£
�MOUNTED
WITH
AUXIL/A,eY
NACELLE:..S
M0OEL
IN WIND
TUNNEL F0IZ TE..Sr
-JN/NG se=.rJ¥eEN FUSELAGE ANO
�of normal and special types, six arrangements of high-lift
wing flap devioes, and other special arrangements. Tests
on controllability and stability were made with controls
both fixed and free. The lift and drag of the. final model were ·tested at various Reynolds numbers in order to indicate the trend in passing to full-scale. The wind tunnel
tests resulted in the final erodynamic design providing an
increased degree of performance with satisfactory stability
and ample controllability ·for all normal and emergency conditions of flight.
It is interesting to note that some of the early
models tested in the wind tunnel showed instability and that
the tests revealed that it was necessary for satisfactory
stability to have a hitherto untried arrangement of center
of gravity, wing sweepback and general configuration. The
actual airplane was built in accordance with this new plan
of arrangement· and the stability in flight proved to be exactly as pred'icted. If the wind tunnel tests had not been
made, it is very possible that the airplane would have been
unstable because ordinary investigation had indicated that
the original arrangement was satisfactory.
The actual measured flight test results showed an
excellent agreement with predicted performance in all phases
and fully justified the extensive aerodynamic study and wind
tunnel investigation.
These flight data have further been
used to modify aerodynamic features that indicated possible
improvement, so that the final aerodynamic characteristics
of the Douglas Transport are extremely satisfactory and very
advanced for a transport airplane. In fact, the total resistanceof the complete airplane is less than twice the resistance of the wing alone.
�Ol/,1:?/NO
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ro
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IN O.li?A6 PROVE.C,
WAS UNDES/RA'31..£.
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DC-/
COMPL£T£'.
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THE AEROOYNA.A-'VCAL.LY CLEAN £>ES/ON
�VIEW ...5HOWING
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WING ;:.-L'AP AIR -BRA1<£'S
4
IN TH£ ''UP
AND '~ULL DOJA/N"' PO'..S/ rlON'5.
�Mock-up and General Arrangement
After the wind tunnel tests had indicated the best
aerodynamic arrangement of the component parts of the airplane, a mook-up or model in full size was made to determine
the best location and p.roportions of' all structural details.
This mock-up was made with wooden frames and covered with
heavy paper to simulate the metal sheet covering. All frames
were made in the exact sizes and locations of those in the actual airplane .
A complete floor was installed and various seating
arranger~nts were tried in order to determine the combination
that would give maximum roominess and comfort. The final arrangement was so worked out that it placed each passenger chair
opposite a w-indow, gave ample leg room, wide and unobstructed
aisles and allowed a passenger over six feet tall to walk erect
in the cabin.
The cabin floor was installed completely above the
wing so that there would be no structural manbers whatever in
the cabin. It will be noticed that the level of the passenger windows is considerably higher in relation to the low wing
than in most airplanes, thus allowing excellent vision o.nd, as
the wing has a very pronounced taper, passenger vision downward
is improved still more.
Numerous different designs of passenger chairs of
wood with tubular steel frames were tried and finally replaced
by an aluminum alloy structure of the best model, which was so
designed that the angle of inclination of the entire seat could
be changed in addition to having the back adjustable for sleeping. It was also made reversible so that passengers could face
forward or rearward, as desired. A safety belt adjustment was
provided in the chair frame and the entire phair assembly was
then mounted in rubber to absorb vibration.
Various arrangements of the lavatory and baggage compartments were tried in order to use the space available most
economically and still have them conveniently accessible. The
final arrangement was worked out with doors and all component
parts so located that one could conveniently pass through the
�IN re1210,e
A/YD
VIEW ·o~ THE DOVGLA5
P.A.S5ENGE'l2
COMF02T.
��lavatory to the rear baggage compartment and on into the
tail portion of the fuselage while in flight.
In a similar manner, a number of arrangements
were tried for the door in the -front of the cabin and that
of the forward cargo and mail compartment, the resulting
arrangement allowing a spacious section for stowing mail
bags yet leaving an ample sized passageway from the cabin
to the pilots' ·c<:>mpartment.
._, ·
Different materials for the interior cabin trim
were tried in the mock-up, including various wall coverings, curtains, floor covering and chair upholstery, until
a light, neat appearing, durable and easily maintained arrangement was determined. This resulted in the cabin walls
and flooring being washable and entire panels quickly removable and replaceable. After a number of experiments and arrangements for individual reading lights for each passenger
chair, an installation was developed whereby a beam of light
was so directed to. each chair as not to disturb any other
passenger.
A great deal of effort was put into the development
of the pilots' compartment and many weeks were .spent in trying every possible arrangement of the various items. A complete control system with wooden members made to exact size
and in wo:rking order was installed with strings in place of
cables. Every lever, knob and handle, even such minor ones
as the remote control handle for the radio and the auxiliary
heat control for the cabin were actually installed in a countless variety of positions to determine the most practical arrangement. The brake controls and hydraulic mechanism, including dunnn.y cylinders as well as oil i1nes were included to
insure that they were located in the most efficient manner.
.
An instrument board was installed with full scale
dummies of the instruments in place. After nwoorous instrument installations were tried, a satisfactory placing was determined whereby all related instruments were grouped together with all the ele-ctrical instruments on one portion of the
panel so that they could be removed without disturbing the
rest of the board.
An elaborate investigation of light reflection and
instrument board lighting for night flying was made.
At
first, mirrors were installed in the mock-up of the pilots'
compartment in place of the windshield glass panels and the
reflections noted when angles and locations of the various
mirrors were varied. After a satisfactory arrangement, which
�INS rRU/\4£N r
B0A2O
WITH
A uroMA r1c
PILOT I/\/.S'7l4LL£D AS t./.5£1)
TEST FLIGHTS OF T/-1£:
reAN.SPO,€T. TH£ TH/12O /NSTRVMl!:NT
;::-,eoM
TH£ LEFT IS AN AIRSPEED /NDICAro.e CAL/8/i?ArEO
TO READ
TRUE: A/£!3PE:E:.O
WHICH WAS OCVELOP£0 SY
rHE. DOUGLAS FLIGHT
TESTING ~TAFF. r1-te: TH/i?E:E SMAJ....L
ELECTRIC
LIGHTS AND SWITCH MOUNTED AT rH,C BAS£ OP- THE
IN3T2UMl£NT BOAJ!!?O /NO/CAT,:
THE" .5TA7"E' 0~ £.NC?INE' .SYN CHA!!?ONIZA T/ON.
Ol/£1/NG
�would not reflect the light from the instrtnnent board, was
determined, a complete lighting system was installed with
actual windows in place and this was checked at night to
show the effect of interior lights in the cockpit. All , possible reflections from ground lights were determined and eliminated by moving lights around the outside of the mock-up.
Even inspection openings to all the control cables
were located to determine best access for assembly, adjustment, inspection and replacement. Every possible location
for the various cables was tried before it was finally determined to have them under the floor of the cabin where the
quickly removable center panels expose the entire system for
inspection or repair.
The pilot's seat was a subject of considerable experimentation before an arrangement was finally determined
whereby there would be arm rests on both seats and it would
be easy to get in and out without having to straddle the control column.
In the final arrangement, one arm of each pilot's chair folds out of the way but is quickly locked into
position once the pilot is seated. The problem of the control column resulted in a wheel type control mounted on a "U"
frame, thereby giving dual control with no interference whatever in the cockpit.
In addition to the mock-up, a number of model setups were made for test purposes. A complete brake system was
built up with cylinders, oil lines, handles, rudder pedals
and all component parts and the oil line pressure at the wheel
was then measured with the various pedal forces and · positions. ·
Similarly, a complete hydraulic retracting system for the landing gear and wing flaps was reproduced and tested to determine
the most efficient arrangement. A complete fuel system was
reproduced with all lines of actual -size and length and all
valves and controls installed. Then, by driving the fuel pump
with an electric motor, fuel output and flow was very accurately measured.
Tests were made to determine the best trail and caster dimensions of the tail _wheel to avoid any possibility of
tail wheel shimmy. In these tests, an adjustable wheel mechanism was mounted below a special frame _to which varying loads
could be applied, and was towed behind a truck at various speeds.
�TE.:5T
FUEL
SIZE
.SET UP F"0/2
LANDING
GEA,e
HYO.€?AUL/C .SY.STE"M
..SYSTEM T£ST.
IN THIS TEST ALL TU8/NG WAS THE SAME
LENGTH AS THAT U..SE'O /IV TH£ ACTUAL AlePLAN£.
ANO
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SETUP
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�TRANSPORT CC:NTER
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�Structural Development
r
The studies of aerodynamics and general arrangement showed the desirability of having the engine nacelles
well ahead of the wing leading edge.
It was also found
desirable to house the retractable landing gear within the
nacelles. Sweeping back the outer part of the wing ottered the advantages of getting the landing gear well forward
of the center of gravity and having the center of gravity
come well forward on the wing for stability. With these
points in mind and recognizing the fact that the size and
performance desired for this machine presented an entirely
new problem, an exhaustive study of the various possible
types of construction was made.
In developing a structure having the maximum
strength and rigidity with a minimum of weight, it is preferable to design a wing with the material so distributed
that there is no great variation in the stresses in the
various parts. Such variation is apt to be caused by rigidly attaching very thin members, such as the skin, to very
heavy members, such as spars or beams with heavy stresses,
if very thorough and careful investigation of the distribution of loads, deflections, local stresses, etc., is not
made. At the same time, the wing must havs little or no
torsional deflection, a minimum of vertical deflection, and
no excessively large unsupported flat metal surfaces.
A first investigation showed that most metal wings
were· merely an adaptation of wooden designs in other material. However, the characteristics of wood and metal are quite
' different and, therefore, the design principles of one do not
apply to the other. In a metal wing, having a thin skin rigidly attached to a heavy spar, sudden changes in cross section are apt to cause very objectionable stress concentrations. If precisely the proper proportions of material are
not made, or if the designs of the various attachments are
not exactly correct, there are apt to be cracks in the skin
8Jld popping of rivet heads due to the deflecting spars pulling against the skin.
1
In the Douglas and Northrop types of multi-cellular wing construction, there are a multiplicity of full
length span-wise stiffeners, and the fact that they have no
�abrupt changes or "breaks" results in no concentration of
stresses.
With the centroids of the stiffeners located
at the maximwn distances from the neutral axis of the section, a most efficient structure for absorbing the bending
load is obtained.
In a highly stressed airplane, torsional rigidity of the wing is of paramount importance in the prevention of wing flutter at high speeds and torsional deflection of the structure must therefore be kept to an absolute minimum. When under load, there will always be soIIB
vertical deflection but this must not be excessive since
a wing with large vertical deflections might cause jamming of aileron controls and by no means inspires confidence in the passengers or pilots.
If ~supported flat metal surfaces are even moderately large, there is always a tendency for the middle
of the surface to vibrate in flight even when there is no
stress. This is termed "oil canning" and will, in time,
cause fatigue in the sheet metal and in the rivets and
cause rivet heads to v.ork and to pop off.
These unsupported flat surfaces continually drum and cause a noise
that cannot be completely eliminated in a cabin because
part is caITied as vibration through the structure. Even
when on the ground with the engines running, this "oil
can° action and drunnning is apparent. "Oil oan" action
should be differentiated from wrinkling in the skin. Wrinkling of the skin will be present in every metal wing with a
flat metal covering talcing stre_ss. These wrinkles are deflections of the skin under load and ordinarily do not have
any tendency to vibrate.
In determining the wing construction of the Douglas Transport, single, two, three and multi spar designs
were considered as well as shell type and multi-cellular
designs.
After a th·o rough investigation of all types,
the NorthrQp multi-cellular wing construction was finally
decided upon. This type of structure consists of a flat
skin reinforced by numerous longitudinals and · ribs. The
bending is taken by the combination of fiat skin and full
length stringers. Three main flat sheets or webs carry the
shear loads and torsion an.d indirect stress are carried by
the skin with frequent ribs preserving the contour and dividing the structure up into a number of snall rigid boxes or cells. Since the major loads are carried in the outer surface of the wing as well as in the internal structure,
�an inspection of the exterior gives a ready indication of
the structural condition. The unit stresses in the material are low and therefore the deflections are at a minimum
giving a maximum in rigidity. This construction has prov:en to be a happy medium of those considered since it combines practically all ·or the advantages of each; namely,
very small unsupported areas, extreme lightness for its
strength and rigidity, also ease of construation, inspection, maintenance and repair. The Northrop wing being
comparatively small, it is economical to have many of the
stringers run from the top to the bottom of the wing as
shear webs or spars. However, when the principle is carried out on a larger scale, as in the Douglas Transport
with its deeper wing, it is more efficient to have only
three shear webs or spars. Thus it was not necessary to
evolve a new type of structure but merely to adapt a timeproven type to the dimensions of' the Douglas Transport.
In the fuselage, the structural problem was basically the same. However, the Douglas Company had had extensive experience in building metal monocoque fuselages.
This experience, combined with that of the Northrop Company,
resulted in the present fuselage construction. This construction consists of a smooth, stressed skin in contact
with closely spaced ovrer-strength bulkheads and nwnerous
longitudinal stringers (either flanged members or extruded
angles) as a rigid part of the skin passing through the
bulkheads, thus all parts are securely attached together
and the skin has very small unsupported areas.
The coast to coast airline, Transcontinental and
Western Air, Inc., which has been using a fleet of Northrop mail planes in daily service with notable satisfaction,
advised on the design of the Douglas Transport from an operator's viewpoint. The airline encouraged this type or
wing, fuselage and tail construction principally because
their actual ex~erience of many thousands of flying hours
in hard service with the Northrop mail planes showed that
the maintenance costs of this type of construction are negligible.
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�Structural Tests
After the type of construction was decided upon
the detailed arrangements and dimensions had to be worked
out. This involved approximately 215 individual static
and dynamic tests, approximately 100 preliminary tests on
specimens of structural elements and well over 100 tests
of wing ribs, fittings and various small parts in addition
to the countless number of tests previously made by both
the Northrop and Douglas Comp:lnies in their development of
metal airplane structures for the United States Army and
Navy, and civil use.
As a result of the preliminary tests on combinations.of sheet covering and stiffeners, a structural arrangement giving a high unit strength with ease of attachment to wing ribs or fuselage frames was determined. By a
judicious placing and construction of bulkheads and frames
in the wing and fuselage, this shell type structure has
very low unit stresses with small flexural deflections and
is extremely rigid torsionally.
How well this was achieved is a matter of record
on an N.A.-C.A. velocity-acceleration (V-G) recorder and on
motion picture records which were taken in flight through a
35 mm motion picture camera. This camera, with a built-in
cross hair for use as a horizontal reference line, was set
up in the cabin and focused on two vertical scales mounted
on the wing tip. In addition, a 16 mm motion picture camera
was mounted in the cabin and sighted on the top surface or
the outer and center wing panels and a United States Navy
type visual accelerometer was installed in the pilots' cockpit. The recorded pictures showed that with a measured acceleration of 3.25 times gravity {thus producing a load on
the airplane equal to 3.25 times its gross weight or about
30 tons) the vertical deflection of the wing tip was fourtenths of an inch less than the computed deflection. Less
than three-tenths of an inch difference between front and
rear scale readings was recorded, showing that even with
the large sweepback and overhanging engine the torsional
deflection of the wing was negligible, being only half of
one degree. This indicated a very rigid connection between
�the wing an d fuselag e and a very satisfactory structure in
spite of the fact that _the :ruel tanks occupy a large part
of the inner section of the wing. Although the entire airplane was loaded by this high acceleration no permanent deflections or indications of minor weaknesses -were evident.
Furthermore, the wing was vibrated torsionally
on the ground with the vibrating force applied at various
pqints by means of a specially designed electrically driven oscillation machine. These tests showed the wing to
have an extremely high natural frequency in torsion again
indicating a very high torsional rigidity. In addition,
all control surfaces and systems and their supporting struc- _
tures were vibrated to determine their natural frequencies
in order to be sure that no condition conducive t> flutter
existed. The structure was so designed that all supporting members were far enough out of phase with the surfaces
they carry that flutter could not develop at the high speeds
which are attained by this airplane. The structures investigated include the elevator control system, stabilizer {in
bending), elevator torque tube, rudder control systems, rudder (in torsion), vertical stabilizer {in bending), fuselage
(in side bend, vertical bending and torsion), aileron control
system and the wing {in bending and torsion).
Besides these, static tests were made on the control surfaces, both fabric and metal covered types, by loading them to the maximwn loads expected in flight as based on
the wind tunnel tests and the new Departroont of Commerce regulations. When 40% of the ultimate load was applied, each
control surface was moved through its entire range to ascertain that there was no binding due to excessive deflections.
The wing flaps were tested to 100% load when deflected to 30
degrees although the wind tunnel tests indicated tbat this
maximwn load occurs only when the flaps are full down. This
latter test was undertaken to ascertain the ability or· the
flap control to carry the maximum possible loads throughout
a considerable range of flap travel.
The fuselage and center wing panel were proof tested together by supporting the outer ends of the center wing
panel on rigid steel jigs with the fuselage acting as a cantilever beam. Load was then applied at all points of weight
concentration in the mail compartment, passengers' oabin,
rear baggage compartment and on the horizontal tail surfaces.
This test took ten men more than twelve hours to complete and
all portions of the fuselage were demonstrated to have sufficient strength and rigidity before the design was accepted.
The torsional strength of the fuselage was tested by applying
the full design loads to the vertical stabilizer with the airplane cantilevered from jigs at the ends of the center wing
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�panel. This test showed the deflections across the main
openings, such as doors and windows, to be so small that
even the close fitting cabin door could be opened and
closed under full load.
In order to demonstrate the adequate strength
of the monocoque structure supporting the engine mount,
the entire nacelle structure was proof tested on the
ground by applying loads with a hydraulic jack attached
to a plate on the engine ring. This test showed small
deflections under maximum_ load, with no set whatever in
the structure. Further, the cutout for the landing gear
wheel had less than one-thirty-second of an inch deflection under 60% of the full breaking load and showed no
permanent set whatever.
The ruggedness and shook absorbing qualities of
this type of construction were demonstrated by repeatedly
driving a tractor over a test wing without crushing or impairing the strength of the wing.
The landing gear chassis was subjected to extensive dyna...~io testing in order to prove its strength and
shock absorbing qualities. The tail wheel unit was also
tested dynarnioally both for the shook absorbing strut and
tire and its efficiency has been highly developed by the
collaboration of the Bendix and Douglas companies.
In addition, all typical joints, component parts,
completed units and final assemblies were tested to prove
their strength and safety. A variety of tests are still
being made from day to day to simplify design and improve
the airplane from a standpoint of manufacturing and maintenance.
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�Soundproofing and Elimination of Vibration
Realizing the complexity of the problem of soundproofing and vibration, the Douglas Company determined to
add to its own e:xperience and development everything that
would aid in making the Transport as quiet and free from
vibration as possible. The Sperry Corporation was engaged
for research work because of its extensive experience along
the line of these problems. Engineers from the Sperry Corporation were consulted while the airplane was still in the
design stage so that their recormnendations could be incorporated in the structure.
As the primary sources of noise in an airplane are
the exhaust, propellers, engine clatter and vibration, the
first step in soundproofing of the Douglas Transport was to
reduce each of these noises as much as possible at its origin, to prevent vibration of cabin walls and panels, to seal
the cabin so that sound entering it would be at an absolute
minimum, to abS'orb all sounds that might enter the cabin,
and to make such a pitch (frequency) distribution as to render it agreeable to the human ear.
An acoustical engineer of the Sperry Corporation
accompanied the Douglas Transport on its first test flights,
which were made before the upholstering or soundproofing had
been installed in the airplane. A canplete analysis was then
r:10.de of the frequencies (pitch), and of the sounds at various
points iI; the cabin while flying at various speeds. Under
these conditions, at cruising speed, the average noise level
was about the same as that in an open cockpit airplane and
conversation was only possible by shouting. By studying the
data thus obtained, it was possible to det erraine the best
means of soundproofing the cabin. An assortnent of eleven
different soundproofing materials were used in the final install ation. Each material was chosen after a thorough study
h ad been made of its properties and the. materials were then
judiciously placed in the airplane so as to be the most eff ective without causing excessive weight. Stiff materials
v:e re eliminated as they reflect sounds back into the cabin
very re ad ily. Coarse art sacking or other soft deadening
naterials, such as are sometimes used, were eliminated bec ause they are poor a boo rbers of low frequency sounds ( alt hough they are efficient for high frequencies) and because
.
�they are not easily washable. The material selected for
t he i nterio r cabin finish is washable, pain table, light
in wei ght and has a high coefficient of sound absorption
over the low frequency end of the range o_f the noises enco un tered. Behind the cabin finish special compressed
Kapok fiber sheets were placed to absorb the high frequency sounds. A sound deadening bulkhead 2-1/2 inches thick
was built up to separate the forward mail and baggage comp&rtment from the cabin. The effectiveness of this bulkhead is appreciated on opening the door leading through
the bulkhead into the pilots' and mail compartments. With
the door closed, the cabin is 12 to 14 decibels quieter
than the pilots' compartment. To prevent noises from entering the cabin through the ventilating or heating systems, the interior walls of the ventilators and the intake
ducts were treated with a special sound deadening cement
and sound· filters were provided at critical points. At
all points where the cabin encounters members of the fuselage structure, flexible felt or rubber spacers that have
a high damping effect were used for insulation. In the
cabin all fittings and furniture were designed so that
each piece would contribute its part to the absorption of
sound. The passenger chairs were mounted on rubber supports and the metal hand rail on each wall was stuffed
with soundproofing material.
Further, the engines were mounted flexibly on
special rubber insulators, exhaust noises were reduced by
carrying the exhaust below the wing with the wing blanketing the noise away from the cabin. Each exhaust stack was
designed to a different · shape and diameter to prevent ~sonance effects. Stress carrying members leading from the
wings and engines were prohibited from entering the cabin
in order to prevent direct transmission of vibration.
The airplane was then flown with all soundproofing and upholstering installed and analyses were again
made of the sound and frequency distribution in the cabin.
A number of minor adjustments were then made until the
noise level and distribution were satisfactory.
Noise level is measured by a scale of decibels
ranging from dead silence at zero decibels to a painful
roar, such as a wide open aircraft engine on the ground,
equivalent to 120 decibels. On this scale, noise inside
the Transport fuselage before soundproofing was begun,
mounted to 98 decibels. After completion, the noise level was reduced to 72 decibels at 185 m.p.h. Comparisons
made with soIT~ airplanes cruising at 90 m.p.h. and having
a noise level of 66 to 68 decibels, have shown that at this
�speed the Douglas Transport would have a noise level of 60
decibels or less. Thus it was for the first time in aeronautics and perhaps in any moving vehicle that the principle of balanced acousti·c s has been successfully tried with
the results that this airplane is not only the most quiet
airplane flying but also has a noise spectrum which seems
to be less fatiguing to passengers.
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�Heating and Ventilating
To further insure passenger comfort under
all conditions, a very ti1orough study of the heating
and ventilating system was made. In developing the
heating system, it was resolved to eliminte every
possibility of gases entering the ventilating system
and after considerable experimentation a satisfactory
steam heating system was evolved.
This system provides the cabin with a complete change of air every sixty seconds and will main·tain a temperature of 70 degrees with an outside air
temperature as low as 30 degrees below zero. Further,
there are additional cool air inlets adjacent to each
seat so that each passenger can direct a stream of cold
air in his face, if desired. The entire heating system is thermostatically controlled.
Because of the excellent ventilation and the
absence of noise and vibration, air sickness in the Douglas Transport is practically unknown.
�Flight Testing _
The flight testing of the Douglas Transport initiated a new conception and precision into flight methods
and technique. With the high degree of accuracy of the design data and the elaborate care and precision of the wind
tunnel tests, it was vital that the flight tests do more
than merely measure perfon:nance by the old methods.
It
was necessary to check the design and wind tunnel data quantitatively and with mathematical exactness. Another object
of the flight test program was to determine the cruising
performance of the airplane under airline operating conditions.
The thoroughness with which these flight tests
were conducted is exemplified in the fact that approximately 200 test flights were made, requiring over eight months
to complete and using over fifteen thousand gallons of fuel.
These tests included quantitative determination
of stability (longitudinal, lateral and directional) under
varying conditions of load, power output and lift coefficient and with various wing and control surface flap positions and changes in cowling and wing arrangement to check
the wind tunnel stability determination. Also quantitative
measurement was made of controllability and maneuverability
with the three sets of control surfaces until the correct
proportion of contr.ol effectiveness and control heaviness
with proper aerodynamic balance was obtained.
Tests for loading the structure in the air were
made, in which pull-outs were recorded on velocity-acceleration (V-G) and visual accelerometer instruments. This data was then correlated with deflections recorded by telephoto motion picture cameras.
The power plant development part of the flight
testing occupied several months in the effort to obtain
exactly the right installation and adaptation of airplane
to engines and accessories, such as oil radiators, steam
heating plants, vacuum system, hydraulic and electrical systems. Flight tests were run for five different combinations
of cowling, oil cooling and carburetor air intake systems.
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�Landing and takeoff tests with and without flaps
and with varying powers were made to establish accurate
landing speeds, takeoff distance, landing run, takeoff run,
takeoff time and initial climbing angle. These were all
carefully checked and correlated through motion picture
records.
The automatic pilot installation was developed
with the designer from the Sperry Gyroscope Corporation in
constant attendance and many cross-country flights were
made until the finaJ. development was pronounced to be the
most successful automatic pilot installation to date.
The landing gear has received unusual development to obtain excellent ground handling properties with
· high taxiing speeds and ease of maneuverability, quick
retraction and extension of the gear with fool-proof warning and locking mechanisms.
On one of the first test flights, a landing was
made with the landing gear fully retracted. As the wheels
are well forward of the center of gravity and projeot
sligb. tly below the nacelle structure and the axles re st in
rigidly supported sookets and full brake control is available, no damage was incurred other than that to the propeller tips. In fact, after installing new propellers, the
airplane was flown away.
�Tests were run for two-engine and single-engine flight with
engines from two manufacturers and testswere also run with
three different designs of propeller blades.
In the actual performance determination many of
the hitherto neglected variables and uncertainties of flight
testing were eliminated and there was kept clearly in mind
from the first the object of determining, not the peak performance under ideal test conditions, but that performance
which could be maintained from day to day under airline operating conditions. In order to perform such a flight test,
it was necessary to define cruising in terms of allowable
engine operation and allowable airplane operation and then
to map the entire field of cruising power required, altitude
and atmospheric temperature, engine revolutions, super-charger pressure and true velocity. This was all done in flight.
The Douglas Company test staff developed a set of
engine curves which made possible for the first time the continual determination of engine horsepower while in flight.
These aurves have since been adopted as standard by the engine manufacturers. To check further the power output during flight, a propeller calibration was made in , flight for
each engine-propeller combination.
Cruising speed charts for guidance of transport
pilots were developed to cover the entire range of cruising
powers and atmospheric conditions. The ·conception of optimum cruising altitudes was developed which increased the
cruising speed at constant power by 18 m.p.h. at ordinary
cruising power (63%). A great number of cross-country
flights were made to confirm the accuracy of the cruising
speeds developed.
Emergency operations were exhaustively studied in
flight to determine perforillance and controllability under
all conditions of engine failure. Single-engine operation
was tested with over-load and partially dumped fuel load,
including single-engined takoff from airports at altitudes
up to 5,000 feet and in flight up to and above 12,000 feet.
The final single~engined demonstration was made by cutting
one engine when the airplane had traversed just half of the
takeoff runway on a field 4,200 feet above sea level. The
airplane continued the takeoff, climbed over the continental divide and flew to the next regular airport 240 miles
away on the remaining engine. An altitude of 1,000 feet
above the ground was attained shortly after the takeoff and
maintained throughout the flight, which necessitated climbing to 8,300 feet when passing over the peak of the divide,
which is ?,300 feet above sea level. At no time during this
test was the operating engine allowed to exceed its rated
horsepower output.
�Vlcl,,1/ OF Al2PLANE ArrER LAND/l'vCi WITH WHEELS
RETRACT£0,
NE~
PROPELLERS
l-¥£R£ IN.STALLED
A/VD
T.'-/E: AIRPL.A/'v£
WA.S
FL0/11/N AWAY.
�Conolusion
It is gratifying to note that the ti:rm:t and expense
of a~l the preliminary aerodynamic, wind tunnel, mock-up and
design studies were more than justified by the results obtained. The performance, stability characteristics and wing
deflections, as determined in flight, conformed almost exactly with the predicted results. In fact, no major changes
were necessary in the arrangement or the various parts of the
airplane. Similarly, other wind tunnel predictions were proven in flight to be accurate.
·
The superior strength and rigidity of the Douglas
multi-cellular wing and all-metal :t"u.selage oonstruction has
been proven in both static and dynamic tests as well as in
service to more than justify the time and expense of the thorough investigation made of the structure. There is no doubt
left regarding the strength and reliability of any part.
From·the viewpoint of passenger and pilot comfort,
the mock-up, soundproofing, heating and ventilating investigations have more than proven their value as shown in the
quietness and comfort of this multi-engined transport.
To add further to the completeness and excellence
or this airplane, carefully worked out maintenance aids have
been so constructed and mounted as to provide for servicing
and replacement with a minimum of time and expense. In- fact,
the complete power plant section, including the engine, propeller, oil tank and all cowling, may be completely removed
in sev·en teen minutes.
In general, this airplane is the product of a
- painstaking study of all the problems concerned· and a thorough and methodical investigation of every possible solution,
combined with the extensive experience of the Douglas Company
in producing a great quantity of experimental and production
airplanes. The Douglas Transport takes the air fourfold in
supremacy - in comfort, performance, safety and service - the
luxury liner of the airways.
��
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Manuals Collection
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<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
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MANACT.D65.39
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Development of the Douglas transport.
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Douglas transport
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Manuals Collection
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Douglas Aircraft Company.
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Santa Monica, California : Dougals Aircraft Co.
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<p>Engineering Dept. technical data ; SW 157A</p>
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[1934?]
Subject
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Douglas airplanes--Design and construction.
Douglas DC-1 (Transport plane)
Douglas DC-2 (Transport plane)
Transport planes--Design and construction.
Douglas DC-1
Douglas DC-2 Family
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1 volume of unnumbered pages : illustrations ; 29 cm
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manuals (instructional materials)
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In copyright
-
https://digitalcollections.museumofflight.org/files/original/60226fad6b73d73f9f508e652a3311a8.pdf
b4f7d1cf33993de292d3241a01794dd5
PDF Text
Text
PILOT'S GUIDE
CONSOLIDATED "LIBERATOR"
PB4Y-1 TYPE AIRCRAFT
TRANSITION LANDPLANE UNIT
HEADQUARTERS SQUADRON
FLEET AIR WING FOURTEEN
�MUSEUM OF FLIGHT
PROPERTY
OF
ARCHIVES
DONATED BY ELMER H. HANSEN
•
L88-3-3/d4
ror F11111rr Gmtmtions
9404 East Marginal Way South• Seattle, Washington 98108
�RECORD OF CHANGES
CHANGE NO.
I
MADE BY
I
I
I
I
I
I
I
I
I
I
-I-
DATE
�FOREWORD
This "Pilot's Guide" has been prepared by the Crew
Flight Training Department of Transition Landplane Unit,
Headquarters Squadron, Fleet Air Wing Fourteen primarily
for the instruction and guidance of student pilots undergoing
indoctrination in the "Liberator" (PB4Y-1) type aircraft.
The practices, operational data, and recommended procedures have been derived from the experiences of Transition
Landplane Unit, Consolidated-Vultee Aircraft Corporation
and the United States Army Air Corps.
This book has been compiled from the pilots' point of
view and closely parallels the students' transitional training.
In this connection, it has been written to supplement rather
than replace any manuals previously published.
This guide can become an invaluable aid in the hands
of the serious minded pilot, if he will familiarize himself
with the contents. It is hoped that it will be of great assistance to the student pilot, and facilitate his familiarization with the "Liberator" (PB4Y-1) type aircraft.
Submitted:
E. J. McCONNELL,
Lieutenant, U.S.N.,
Crew Flight Training Officer.
Approved:
D. L. MESKER,
Commander, U.S.N.R.,
0 fficer-in-Charge.
-II-
�TABLE OF CONTENTS
PAGE
SUBJECT
Cockpit Check-Out Procedure .............................................. 1
Stalling Speeds...................................................................... 3
Check Off Lists...................................................................... 5
Power Plant Operation........................................................ 9
Flight Test Procedure (New Engines) ................................ 13
Propeller Synchronization .................................................... 17
Propeller Feathering.............................................................. 17
Emergency Flight Operations .............................................. 19
Taxiing .................................................................................. 27
Take-Offs
Normal or ½ Flap (20°) .............................................. 28
No Flap .......................................................................... 29
Full Flap ( 40°) .............................................................. 29
Three Engine .................................................................. 30
Full Power or Emergency Pull Up ........................................ 30
Landings
Normal or Flap ( 40°) .................................................... 31
Full Flap (40°) No Power............................................ 32
Low Visibility ................................................................ 32
Short Field ...................................................................... 32
Pertinent Equipment
Oxygen .......................................................................... 35
Heating .......................................................................... 37
De-icer and Gyro Equipment ........................................ 39
Fuel ................................................................................ 41
Automatic Pilot ( C-1) ................................................. .45
Long Range Operation .......................................................... 53
Radio Equipment.................................................................... 61
Instrument Flying .................................................................. 65
Forced Descent of Land Planes at Sea ................................ 75
Flight Training
Phase "A"-Basic .......................................................... 89
Phase "B"-Instrument................................................ 91
Phase "C,'-Basic Night ......................................... ..... 94
Phase "D,'-N avigation Hops ...................................... 95
Pilot's Operating Instructions
Type "B" Turbo Supercharger Control System .......... 97
-III-
�ILLUSTRATIONS
PAGE
TITLE
B.M.E.P. Chart ___________________________________ ___________________ 15
Horsepower Chart __________________________________________________ l6
Instrument Pattern ________________________________________________ 70
Maximum Range __________ ________________ ______________ ____________ 51
Automatic Compass Orientation _________________________ _69
Fuel Flow Diagram _______________________________________________ .43
San Diego Range· -----···· -·-··-····················-·-··----·····--72
El Centro Range .... ---·--····--···-····--·-·--·-------·------------73
-IV-
�COCKPIT CHECK-OUT PROCEDURE
Students shall be instructed in the location and use of the following:
1.
Outside and inside Bomb Bay door control.
2.
Outside power supply connection.
3.
Master battery switch, and battery solenoids.
4.
Main power line switch.
5.
Front and rear battery switches.
6.
A.P.U. (Putt-Putt) starting and stopping
procedure.
7.
Fuel sight gauges, generator switches, and
vacuum selector valves.
8.
Seat and rudder adjustment.
9.
Parking brakes and operation.
10.
Control lock and locking sequence (R-E-A)
11.
Hydraulic pressure gauges, (3) method of
checking.
12.
Flight instrument s, location and interpolation.
13.
A.C. Power switch and autosyne instruments location and interpolation.
14.
Engine instruments and interpolation.
15.
Individual engine ignition switches.
16.
Co-pilots, turret and defroster fan switch.
17.
Pitot heater, passing light, running lights, recognition lights and fluorescent lights.
18.
Wheels (warning system), flaps, emergency
flaps, and emergency bomb door and bomb
release control. (Fire extinguisher, if installed).
19.
Pilots and co-pilots fuse boxes and contents.
-1-
�20.
Radio, transmitters and receivers.
(a)
Command and liaison equipment.
(b)
Radio compass, antenna, and homing loop.
21.
Engine starting and warm up procedure.
22.
Engine run up procedure.
23.
SEVEN POINT pre-take off check, lo cation
and purpose of each control.
24.
Explain check off list and its purpose, before
starting engine, prior taxiing, prior take-off, after
take-off, and before landing.
25.
Explain commands and required action between
pilot and co-pilot, before, during, and after
take-off. Prior to and after landing.
26.
Explain engine feathering procedure.
27.
Explain engine stopping procedure.
28.
Explain pilot's oxygen equipment.
29.
Auxiliary hydraulic unit, location and purpose.
30.
Emergency wheel lowering procedure.
31.
Fuel selector valves, location of.
32.
A.F.C., location, purpose, operation.
33.
Emergency exits, all stations.
Check Pilot ________ ___ ________ _
-2-
�STALLING SPEEDS
The following table summarizes approximate stalling speeds
for the PB4Y-1 for various combinations of_ gross weight and wing
flap positions.
Stalling Speed at Sea Level-MPH
Gross
Wing Flap
Weight
Poa.-Deg.
Level
30° Bank 60° Bank
lb.
43,000
152
0
115
107
Wing Loading
101
20
94
133
( 41 lb. Sq. Ft.)
40
80
113
86
50,000
0
115
124
163
Wing Loading
101
20
109
143
( 47. 7 lb. Sq. Ft.)
40
122
86
93
56,000
0
122
131
173
Wing Loading
20
107
152
115
(53.5 lb. Sq. Ft.)
40
91
98
129
Ji~XAMPLE:
40 lb. Wing Loading, Straight and Level.
64 lb. Wing Loading, 30 degree Bank.
80 lb. Wing Loading, 60 degree Bank.
-8-
�CHECK LIST
BEFORE STARTING ENGINES
Co-Pilot Reads
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
Plane Commander Answers
Seat and Rudder Pedals -··-······················-·····················Adjust
Parking Brake ························-··-······~·································On
Main Line Switch ·······················-·······-·-······························On
Battery Switches ··························-·······································On
(Off when Battery Cart Used)
Master Heater Switch ········••-·········--····································Off
Co-Pilot Turret & Defroster Fan Switch ............................ Off
Fire Extinguisher (if installed) ········-·······························Set
Wing De-leers ·-····································································Off
Defroster Switches ................................................................ Off
Propeller De-leers ................................................................ Off
Mixture Controls -···················································Idle Cut-off
Turbo Controls .................................................................... Off
( Stops Released)
Cowl Flaps ·························-··············································Open
Inter-Cooler Shutters ···································--···················Open
Pitot Heaters and Covers ·····-········-·········-···························Off
General Alarm Button ........................................................ Test
Propellers -·-·····•···········--·············-·······•···-······--··-·High R.P.M.
'Trim Tabs ···············•·················-······················Set for Take-Off
Recognition Lights ·····-···············•··········································Off
Passing, Cockpit, and Landing Lights ········-·······As Desired
Running and Formation Lights ............................ As Desired
A.C. Power Switch -·······························································On
Wing Flaps ····························-···············································Up
Control Locks ·············································-························Off
(Plane Captain checks controls visually)
A.F.C. ·········-··•············-·-························································Off
Hydraulic Pressures ........................................................ Check
Altimeters ·····•···-··········-·······················································Set
Radio ...................................................................................... On
Engine Ignition Switches ····················-···············-·············-·On
Oxygen System ................................................................ Check
Co-Pilot Reads
1.
2.
3.
4.
5.
Plane Captain Answers
Wheel Chocks ········-···················································Removed
Main Power Switch ··································-····-···-···········•··••On
Fuel Valves ···········-······························································On
Amount of Fuel ................................................... :........ Gallons
Auxiliary Power Unit ................................................... ~Started
-5-
�6.
7.
8.
9.
10.
Auxiliary Hydraulic Pump --------------------------------------------------·-On
Nose Wheel Accumulator or Assembly ------------····----Checked
Generator Switches (Radio Man) ------------------------··-----·····Off
Bomb Bays and Hatches -·-----------··-------------------------··--Secured
Flight Controls ________________________________________________________________ Check
BEFORE TAKE-OFF
Co-Pilot Reads
Plane Commander Answers
2.
3.
Flight Controls -------------------------------------------------·---· ----------Free
Turbo Controls ------------------------------------------·-----·--·--·----------·--Set
Propellers ________________________________________________________________ High R.P.M.
4.
5.
6.
Vacuum Pumps Nos. 1 and 2 -------------------------·--------------Check
Cowl Flaps ----------------------·-----------------------------------------Streamed
Wing Flaps ________________________________________________________________ One-Half
7.
8.
9.
10.
11.
Trim Tabs ---------------·--·-----------------------------------·---·-----------------Set
Mixture Controls ----------------------------·---··------------------Auto-Rich
Gyro Instruments (D/G and G/H) ________________ Set and Check
Booster Pumps --------------------------------------------------·-----------------On
Hatches ____________________________________________________________________________ Closed
12.
13.
14.
Clocks --------------------------------------------------------···-----····----------------Set
Radio __________________________________________________________________________________ T·est
Hydraulic Pressure (kickout pressure) --·---------------------Check
1.
BEFORE LANDING
Co-Pilot Reads
Plane Commander Answers
1.
2.
3.
4.
5.
6.
Brakes ------------------------------------------------------------------------------Check
Ignition --------------------------------····---------·----------·-------------------Check
Wing De-leers ----------------------------------------------------·----------------·--Off
Mixture Controls --------------------------------------------·-··----Auto-Rich
Turbo Controls ____________________________________________________________________ Off
Cowl Flaps ______________________________________________________________________ Closed
7.
8.
9.
Inter-Cooler Shutters ------------------------------·-----------------------OPen
A.F.C. ---------------··-------------------------------------------------------------------Off
Altimeter ------------------------------------------------·------------·-·--------------Set
Trailing Antenna (Radio Man) ----------------------------- .. -Reeled In
Auxiliary Hydraulic Pump (Plane Captain) --·------·--·-··----On
Nose Wheel Compartment ··------·---·---------------------------------Check
10.
11.
12.
Final Sequence
1.
2.
3.
4.
5.
6.
During Approach
After Landing
Landing Gear ____ . ___ Down --·----------------·----- ---- ------···--••·•----Down
Wing Flaps ____________ One Half ---·----···--·-·-··------····---····--···-···-Up
Propellers ·-·-----------2500 R.P.M. ----···--··-····----····High R.P.M.
Boosters ----·-·-····------On --··-----------------------·-------··-·······-·········-Off
Wing Flaps ____________ Full Down ·-··----·-·-----·---·--····-······-··-···· ··Up
Cowl Flaps _____________ .Closed ···-----···---·--·--··-·------------·-······ .. Open
-6-
�BEFORE LEAVING COCKPIT
Co-Pilot Reads
1.
2.
3.
4.
5.
6.
7.
8.
Plane Commander Answers
Parking Brakes .................................................................... On
(Unless Chocks Used)
Battery Switches (After instruments return to zero) ...... Off
Main Line Switch ................................................................ Off
A.C. Power Switch ................................... ........................... Off
Radio ...................................................................................... Off
Controls .......................................................................... Locked
Landing Gear Lever ....................................... .... ............. Down
Ignition Switches ......................................................... ....... Off
-7-
�POWER PLANT OPERATION
I
II
III
IV
1.
2.
Take-off Sea Level-1200 h.p., 5 minutes duration:
(a) Mixture Controls ............................................ Auto-Rich
( b) R.P.M. . ..................................................................... 2 7 0 0
(c) Manifold Pressure ............................................... .49" Hg
(d) Fuel Pressure ................................................ 14-16 PSI
(e) Oil Pressure ........ 80 'P SI Minimum, 100 PSI Maximum.
(f) Oil Temperature ... .40° C. Minimum, 95° C. Maximum
(g) Cyl. Head Temp ..... 150 ° C. Minimum, 260° C. Maximum
Desired Oil Pressure-Approximately 95 PSI.
Desired Oil T·e mperature-75° C.-85° C.
Do not start take-off with cylinder head temperature
above 205° C.
Military Rating-From sea level to 23,400 feet--1200 h.p.,
5 minutes duration:
All limits same as for take-off.
Normal Rated Power-From sea level to 25,000 feet, 1100
h.p., continuous operation:
(a) Mixture Controls ............................................ Auto-Rich
( b) R.P.M. . ..................................................................... 2 5 50
( c) Manifold Pressure ........................................... .45.5" Hg
(d) Fuel Pressure ................................................ 14-16 PSI
(e) Oil Pressure ........ 80 PSI Minimum, 100 PSI Maximum
(f) Oil Temperature .................................... 95° C. Maximum
(g) Cyl. Head Temperature.... 260° C. Maximum for 1 hour
232 ° C. Maximum continuous
Desired Oil Pressure-Approximately 90 PSI.
Desired Oil Temperature-7 5 ° C.-85 ° C.
Desired Cyl. Head Temperature-220° C.-230° C.
Cruising 'P ower:
Carburetors, Auto-Rich-Sea level to 31,000 feet, 75 %
Normal rated power, 825 h.p., continuous.
(a) R.P.M ..................................................... 2325 Maximum
(b) Manifold Pressure .......................... 35.5" Hg Maximum
(c) Fuel Pressure .............................................. 14-16 PSI
(d) Oil Pressure ................................................ 85-95 PSI
(e) Oil Temperature .................................... 75° C.-86° C.
(f) Cyl. Head Temperature ··········-----···-·232° C. Maximum•
Carburetors Auto-Lean-Sea Level to 33,000 feet, 65 % normal rated power, 715 h.p. continuous.
(a) R.P.M. ·····-·-·················-············-·············2200 Maximum
(b) Manifold Pressure_·-·········---·····-·----·-··-·32" Hg Maximum
(c) Fuel Pressure ···--·········--··········--·-····•···········14-16 PSI
-9-
�(d)
(e)
(f)
(g)
V
VI
1.
Oil Pressure _____ ____ __ _______ _____ __ ____ ___ ______ ____________ 85-95 PSI
Oil Temperature _______ ______ __ ____ __ ____ __ __ ______ _70 ° C.-80 ° C.
Cyl. Head Temperature ____________________ 232 ° C. Maximum
BMEP not to exceed 140 PSI in Auto-Lean.
Listed readings of oil pressures and temperatures are
normal readings. Readings slightly above or below
these limits will not cause damage.
Desired cylinder head temperature- 200 ° C.
War
(a)
(b)
( c)
(d)
Emergency Rating 1350 h.p. for 5 minutes.
Water injection equipment.
R.P.M. _____ ______ ___ _______ _____ _______ _____ _____ _______ __ ___ _______________ __ 2700
Manifold Pressure ___ ________________ __ __________ _____ ___ ____ _57" Hg.
Not installed as yet--No operating instructions available.
Starting and Stopping Engines :
Starting Engines :
(a) All switches off.
(b) Props pulled through by hand ( 6 blades).
(c) Turbo Controls off (see that waste gates are open).
( d) Carburetors-Idle cut-off.
(e) Fuel Valves-Tank to engine (on).
(f)
Master battery switch on, main power switch (bar
switch or crash switch) on, battery switches on-Start
Putt-Putt (APU) *.
(g) Turn on auxiliary hydraulic pump-Set brakes, wheels
chocked.
(h) Cowl flaps open.
(i)
Propellers-High R.P.M.
(j) A.C. Power switch on-Ignition switches on.
(k) Throttles, 1/ 4-1 / 3 open.
(Start engines electrically in order of 3-4-2-1).
(Start engines manually in order of 1-2-3-4).
(1)
Booster on-On engine to be started.
(m) Energize starter-15-20 seconds.
(n) Prime while energizing, 7-8 shots cold, 4-5 shots war m,
then booster off.
( o) Release energizing switch, engage meshing switch.
(p) As soon as engine fires, put mixture control in autolean. If engine does not run immediately put mixture control back in idle cut-off.
(q) When engine is running watch oil pressure gauge. If
no oil pressure registers within 3 0 seconds, stop engine.
(r) Warm up at 1000-1200 r.p.m.
*When using battery cart do not turn on battery
switches or putt-putt.
-10-
�2.
Stopping Engines:
(a) Turn up engines to 800-1000 r.p.m.
(b) Check mags, switch from "R" to "L" and back to
both. This is not to check drop-off, but to check for
possible dead mags.
(c) Place carburetors in idle cut-off.
( d) When engines have stopped firing, slowly open the
throttles.
( e) After engines have stopped turning, turn off ignition
switches.
(f) When engine instruments have returned to zero, turn
off A.C. power switch.
(g) Turn off battery switches, then main power switch.
NOTES:
1. The amount of prime needed is a matter of experience.
2. Starting engines in auto-lean applies only to PB4 Y's
equipped with R-1830-43 engines. These engines are
equipped with Stromberg carburetors which require
auto-lean for all ground maneuvering. PB4Y's equipped with R-1830-65 engines are to be started in autorich, and all ground maneuvering done in auto-rich.**
The R-1830-65 is equipped with a Chandler-Evans carburetor. The only difference between the R-1830-43
and the R-1830-65 engine is the carburetor. All PB4Y's
equipped with R-1830-43 engines have throttle stops.
Those equipped with R-1830-65 engines may or may not
have throttle stops.
3. When starting cold engines it is important to watch the
oil pressure gauge as soon as the engine fires, because
oil pressures attained with cold oil are such that the
pointer will go all the way around the dial and will indicate little or no oil pressure, when actually it is upwards of 200 PSI. As the oil warms up the pointer
will slowly drop back to about 140 PSI. At this point
the oil pressure thermostatic relief valve opens and the
oil pressure drops to normal.
4. Do not cut engines with cylinder head temperature above 205° C.
** All ground maneuvering in auto lean if carburetor
jets have been changed as required. Until jets have
been replaced do not exceed 12,000 feet.
-11-
�FLIGHT TEST PROCEDURE
(NEW ENGINES)
The following is recommended as the procedure to be followed
for testing new engine installations in PB4Y-1 type aircraft.
A. Before starting engines:
1. Follow regular check-off list.
2. Test operation of cowl flaps-closed and open.
3. If everything is in order according to plane captain, start
engines.
B. After starting engines:
1. Warm up thoroughly; Auto-lean, R-1830-43; Auto-rich,
R-1830-65.
(a) Head temperature (cylinder) 150° C. minimum.
(b) Oil temperature 60° C. minimum.
( c) Oil pressure 50-70 PSI at 1000 r.p.m.
C. Check propeller feathering-4, 3, 2, 1.
1. When ground feathering is done, do not cut any engine,
leave it running.
2. Carburetor in Auto-rich on engine to be checked. 'Turn up
to 1700-1800 r.p.m. Feather propeller.
3. R.p.m. will drop to 450-550. Unfeather as soon as possible to avoid excessive cylinder head temperature. Engine may smoke considerably when feathered.
4. When unfeathered-Carburetor in Auto-lean; R-1830-43
only.
D. Engine run up:
1. Auto-rich all four engines.
2. Run up to 1500 r.p.m. Check flaps; down-up. Exercise
propellers at least twice. Check fuel pressure rise or fall
with booster pumps on, then off.
3. If cylinder head temperature rises above 205° C. when exercising propellers, allow to cool below 205° .C. before proceeding further.
4. Check mags and set turbos. Auto-rich on engine being
checked.
(a) Two thousand r.p.m., approximately, 26" Hg M.P.
Check mags; allowed-no more than 100 r.p.m. drop
per mag, if engine runs smooth; desired-no more
than 80 r.p.m drop.
(b) Open throttle to stop, 2400-2500 r.p.m; 36-38"
Hg M.P.
(c)
Set turbo to 45.5" Hg M.P. R.p.m. i-ises to 26002675. Oil pressure not to exceed 105 PSI, 95 PSI
desired, fuel pressure 14-16 PSI.
-13-
�E.
Take-off and climb-Auto-rich:
1. Twenty-seven hundred r.p.m.; 45.5" Hg M.P.
2. When airborne 2500 r.p.m., 44" Hg. Gear up, flaps up,
turbos off.
3. Climb-2250 r.p.m., 32" Hg to 7000 feet altitude noting
any rough engine operation.
(a) Record engine instrument readings dur ing climb.
Cylinder head temperature 232 ° C. maximum.
(b) Oil temperature approximately 80 ° C. (100 ° C. maximum).
Oil Pressure, 85-95 PSI.
Fuel Pressure, 14-16 PSI.
4. Turbos may have to be used to obtain 32" Hg M.P. at 7000
feet altitude.
F.
Level Flight:
1. Leave 2250 r.p.m., 32" Hg Auto-rich, level off at 7000
feet. Boosters off, cowls closed.
2. Run five minutes to allow temperatures and pressures to
stabilize and record engine readings.
(a) Cylinder Head Temperature ........ 232 ° C. Maximum.
(b)' Oil Temperature ........................................ 75 °-80° C.
(c) Oil Pressure -··············-····························85-95 PSI
(d) Fuel Pressure ·······--······--···························14-16 PSI
3. Check fuel pressure rise or fall with boosters on, then off.
4. If turbos are being used, turbos off, change to 2100 r.p.m.
Reset turbos to 32" Hg. After five minutes record engine
readings, approximating those above.
5. Leave 2100 r.p.m., 32" Hg, change to Auto-lean.Run five
minutes and record engine readings, approximately same
as above. Do not exceed 32" Hg M.P. in Auto-lean.
6. Turbos off, change to 1900 r.p.m., reset turbos to 31" Hg
M.P. Run five minutes and record engine reading, approximately same as above.
7. If everything OK, run at 1900 r.p.m. 31" Hg for at least
two hours, if possible. Adjust cowl flaps to maintain 200 °
C. cylinder head temperature (maximum).
8. During run at 1900 r.p.m., 31" Hg set throttles to 29" Hg,
if possible. Run M.P. to 31" Hg with turbos.
9. Check for rough engine operation during all tests.
G.
Final Test:
1. Auto-rich, boosters on, 2550 r.p.m., 45.5" Hg, cowls closed.
Run five minutes and record engine readings.
(a) Cylinder Head Temperature ........ 260° C. Maximum.
(b) Oil temperature ................................ 90° C. Maximum
(c) Oil Pressure ................................ 105 PSI Maximum.
-14-
�B.M.E.P.
HORSEPOWER
IOPO ,
,
2QOO ,
,
CHART
AND
•
DISPLACEMENT
, 3qoo ,
~ _, 4QOO
ri,
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(D.
Sil
INSTRUCTIONS.
SELECT HORSEPOWER AT TOP OFCHART. MOVE VERT ICALLY DOWN TO
DISPLACEMENT. WHERE THESE TWO
LINES INTERSECT, MOVE FROM THIS __,
POINT HORIZONTALLY ACROSS TO
RPM BE ING USED. FROM THIS 1NTER
SECTION DRQP VERTI CALLY AND '
READ B.M .E.P. FROM BOTTOM OF
CHART.
1
r
EXAMPLE
R 1830 ENGINE DEVELOPING 1200
HORSEPOWER AT 2700 RPM.
B.M.E.P. • 192 PSI
UJ
-
s
r::::
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('I)
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BRAKE MEAN EFFECTIVE PRESSURE- LBS.PER SQ. INCH
:
~
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I~
�HORSEPOWER
CHART
R. P. M.
2200 2100 2000 1900 1800 1700 1600 1500
.
675 645 612
32
715
31
685 647 617
30
655 619
-.
29
625 590 562 530 503 471
Cl)
(/)
28
595 561
a::
27
565 532 505 475 448 420 388 358
.
26
535 503 475 448 420 3'92 362 333
<t
25
505 475 448 422 393 368 338 310
24
475 448 421
c.,
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582 550 510 472
585 555 522 483 449
588 559 530 497 460 426
435 405
532 504 475 445 412 382
395 367 343 314
289
�SYNCHRONIZATION OF PROPELLERS
Proper propeller synchronir.ation is very important in any type
of multi-engine plane. Tachometers alone cannot be used for synchronization since a small amount of error is present in all instruments.
1. Syn ~hronization is accomplished by use of the senses of sight,
hearing, and feel. Tachometers are used to indicate r.pm. so bring all
tachometers to same setting.
2. Each outboard propeller is synchronized to the inboard propeller on its side of the plane by observing the shadow caused by the
blades. If propeller governor control switches No. 1 and No. 3 are
used for the port and starboard sides, respectively, an easily remembered system can be used. If the shadow is moving inboard pull the
control switch back, if the shadow is moving outboard push the control
switch forward.
3. To finally synchronize the two pairs of propellers, operate
both the switches controlling the propellers on one side of the plane
until the beat set up between the two pairs of propellers disappears,
hy sound only.
4. To properly synchronize all propellers, it is necessary that all
engines be operating under the same condition of mixture, power, etc.
5. At night use flashlights or landing lights to see shadows.
FEATHERING PROPELLERS
The following instructions should be applied in flight:
1.
Emergency Feathering:
(a) Trim aircraft for level flight, holding altitude.
Close propeller feathering switch.
(b) Close throttle.
( c). Move mixture control to "Idle cut-off" position.
(d)
Leave ignition switch on until propeller stops, then turn
off.
( e) Close cowl flaps.
(f) Check vacuum, if No. 1 or No. 2 engine out. (No. 3
engine out, start auxiliary hydraulic pump and open
star valve) .
(g) Turn off fuel valve.
(h) Turn off generator switch.
2.
Practice Feathering:
(a) Trim aircraft for level flight, holding altitude.
throttle.
-17-
Retard
�(b)
( c)
( d)
( e)
(f)
(g)
(h)
(i)
3.
Reduce r.p.m. to minimum.
Place mixture control in "Idle cut-off" position.
Close propeller feathering switch.
After propeller stops, turn ignition switch off.
Close cowl flaps.
Check vacuum, if No. 1 or No. 2 engine out. No. 3
engine out, start auxiliary hydraulic pump and open star
valve.
Turn off fuel valve.
Turn off generator switch.
Unfeathering:
(a) Turn on fuel valve and generator switch.
( b) Turn on ignition switch.
(c) ' Check propeller in minimum r.p.m.
( d) Set mixture to Auto rich position for starting (if cylinder
head temperature is low, place in Auto-lean for warm
up after starting), when propeller reaches 800--1000
r.p.m.
( e) Crack throttle.
(f) Close propeller feathering switch.
(g)' Keep switch closed until tachometer indicator reads
800-100 r.p.m., th·en release.
(h) After required temper ature is reached, adjust to desired
power.
(i)
Check Star Valve in case of No. 3 engine.
(j) Warm up:
Under 100° C. use 15"• Hg.
Between 100° C. and 150° C. use 20" Hg.
Over 150° C.-Normal operation.
-18-
�EMERGENCY FLIGHT OPERATIONS
ENGINE FAILURE
ENGINE FAILURE ON TAKE-OFF--In the event of engine
failure on take-off, the pilot must immediately choose between two alternatives. The proper choice will be det ermined by the conditions
prevalent at the time of the engine failure.
1. If an engine fails before the landing gear is up and there is
sufficient runway left to land the airplane, the proper procedure would
naturally be to throttle the remaining engines and effect a landing; if
a landing cannot be accomplished, as stated above, and continued flight
is not advisable due to further mechanical trouble, atmosphere or load
conditions, or a combination of the above, the procedure would be to
throttle back and land straight AHEAD on the wheels, if a proper field
was available, or wheels UP if the field were rough.
Caution-In the event of a belly landing, use full flaps and
sufficient airspeed to avoid a high rate of sink.
2. In the event the airplane is going to be flown, which is generally the case, FIRST, fly the airplane by getting the nose down to the
minimum angle of climb required to safely clear any hazards or obstructions. Immediately follow by using enough rudder and aileron
to counteract the yaw created by the unbalanced power condition. The
landing gear should be raised as soon as practical to reduce drag. At
this point, the trim tab should be applied to relieve the physical effort
required on the controls. Next, DETERMINE POSITIVELY WHICH
tmgine is at fault by observing: (1) engine temperature; (2) manifold
pressure; (3) tachometer reading (r.p.m.); (4) yaw of the airplane.
Then feather the propeller. Follow by turning off the magneto switches
and valve of the engine at fault. At a safe altitude, raise the wing
flaps in three or four stages to avoid high rates of sink, under most
conditions retaining 5 ° of flaps is desirable.
3. Do not draw excessive power from the remaining engine for
a longer period than necessary to get the airplane under safe control.
4. Do not fail to use sufficient rudder in trimming the ship. Carry
the dead engine wing high only the amount necessary to make directional control possible. Insufficient rudder and too much aileron will
cause the airplane to be flown in a forward slip, making it impossible
to attain a safe airspeed.
5. Do not try to apply trim tabs while applying rudder and aileron. First, introduce the required amount of rudder and aileron.
Hold it, then, relieve the strain with tabs.
6. Do not forget that it is always desirable to keep d\.ad engine::;
high on all turns.
-19-
�7. Do not fail to attain and hold a safe airspeed. A minimum of
135 m.p.h. with 20 degrees of flap and 145 to 150 m.p.h. with a zero to
five degree flap setting under normal load conditions.
8. Do not forget, engines number one and two are equipped to
furnish the vacuum and pressure for the gyro instruments and de-icer
boots; that number three engine drives the hydraulic pump. In the
event that any of these engines are feathered, switch to the alternate
:'1ource of supply.
9. In the event a propeller refuses to feather, check the circuit
breaker. If this is not at fault, put the propeller in low r.p.m.
FAILURE OF 'T WO ENGINES IN FLIGHT.
With two engines on one side inoperative, it is possible to fly
the airplane in all normal maneuvers within the engine power limits.
2. When the two operating engines are delivering rated power,
it is desirable to bank the airplane (dead engines high) to reduce the
rudder pressure required for straight flight.
3. The service ceiling with left engines running, and both right
engines dead and propellers feathered, will be slightly higher than the
ceiling with right engines running, left engines dead. In all cases the
ceiling with any two engines dead and a gross weight of 41,000 pounds
is above 10,000 feet.
4. Airplanes with one engine out will generally maintain altitude
with the landing gear extended. When only two engines are useful,
the airplane cannot be expected to maintain altitude with both landing
gear and flaps extended.
1.
LANDING WITH ONE OUT·B OARD ENGINE INOPERATIVE.-The following is recommended:
1. Keep the dead engine high on all turns near the ground.
2. Fly the traffic pattern at least 500 feet higher than customary.
3. Place the base leg close enough so a minimum amount of
power is required on the final approach. At the point power reduction
is required, instead of partially reducing power on all three active engines together, reduce power on the active outboard to about twelve
inches manifold pressure. Then, use the inboard engines for power,
the same as a twin-engine aircraft. Just before landing, close the active outboard throttle with the inboards. If the above procedure is
used, the check list for landing can be followed closely in regar d to flap
settings, landing gear, high r.p.m., etc. Also, on the final appr oa ch, a
normal tab setting is possible.
Caution-Avoid any high rates of sink on the final approach
unless you have excessive air speed, due to the reduced available power.
-20-
�If runway length permits, use 5 to 10 m.p.h. higher airspeed than customary on the final approach.
LANDING WITH TWO ENGINES INOPERATIVE ON ONE
SIDE.-Approach the traffic pattern high enough to permit the pattern
to be flown with a minimum amount of power; in other words, a semiglide condition all the way in to the actual landing, reducing power
on the active outboard engine first. Other than having more altitude
in the traffic pattern necessary due to the lack of available power and
the off-balance power condition existing which makes it undesirable
to pull a high amount of power from the active outboard engine, proceed the same as landing with one outboard engine inoperative.
LANDING WITH ONE ENGINE INOPERA'TIVE ON EACH
SIDE.-Use the same method as landing with two engines inoperative
on one side, even though the inoperative engines should be an inboard
0n one side and an outboard on the other. This condition is easier to
control due to power available on each side.
Note--When flying across country with one or more engines
inoperative, it is necessary to maintain sufficient airspeed to properly
fly the airplane. Under normal load conditions a minimum of 150
m.p.h. with no flaps and 145 m.p.h. with ten degrees of flap is recommended. Under a condition where the available power is not sufficient
to maintain altitude, it is usually possible to reduce the sink two or
three hundred feet a minute by using ten degrees of flap and an airspeed of about 146 m.p.h.
Note-If the approach to the traffic pattern, the traffic pattern itself, and the final approach leg are PROPERLY PLANNED, a
1,ilot with average ability can land the airplane with one or two engines inoperative. The less the power required on the live engines
with unbalanced power, the less severe the off-trim condition; thus the
recommended semi-glide base and final approach leg. To acquire this,
more altitude in the traffic pattern and a close base leg is required.
WIND MILLING AN OUTBOARD ENGINE ON TAKE-OFF.
1. When off the ground and at a point where the airplane must
Le flown out and not landed again on the remaining runway, pull either
number 1 or 4 throttle completely off. Have the student fly the airplane by first getting the dead engine wing up and coming in with suf-.
ficient rudder to fly the airplane in a straight flight path, paralleling
the runway. After this has been accomplished trim tab may be applied,
then the gear is raised when safe to do so, followed by 11aking t he flap~
up in stages; to make the student aware of the necessity of feathering
, dead engine. Have him tell at what point he would feather on the
1.
-21-
�take-off, and what engine. Have him tell you this during the actual
performance. He should be so instructed before the take-off. At the
point the student states he would feather, open the throttle on engine
in question to 12 H.G. This simulates the drag of a feathered engine
at 150 m.p.h. airspeed.
Common Errors are:
(a) Failure to get the wing up high enough.
(b) Failure to get the wing up soon enough.
(c)' Not first flying the airplane and getting it under control,
before setting trim tabs.
(d) Failure to choose the right point to r aise the gear.
( e) Feathering engines before being positive which engine
is at fault.
(f) Not raising the flaps in several stages.
(g) Not using enough rudder.
2.
CLIMB.
1. The climb should be made at the highest airspeed, that maximum rate of climb is obtainable usually 150 to 160 miles per hour. The
r.p.m. should normally be 2250 r.p.m. The power setting from 41 to
45 inches H.G. Cylinder head temperatures pretty much control the
power setting. If an excessive cowl flaps setting is required at 45
inches, lower the H.G. setting to 42 or 43 inches.
CRUISE.
1. It is recommended that two inches of 'Turbo be used at altitudes where it is possible to get the desired H.G. with throttles alone.
Above this altitude desired power is obtained with Turbos. Remember
on reducing power, always reduce manifold pressure first, then r.p.m.
When adding power, first increase r.p.m., then increase manifold pressure.
3.
FEATHERING.
1. Feather both engines on one side, have the student trim the
ship hands off. At this point make turns away from the dead engines,
and into the dead engines. Thirty degree banks into the dead engines
is possible at altitude, but not recommended at low altitudes. Maintain an airspeed of 150 miles per hour. Tell the student if he were
actually making a ' landing with two engines feathered on one side, he
should request a traffic pattern that would keep the dead engines up
on all turns. This is also desirable with an outboard f eathe red and if
not possible to make shallow turns into the dead engines.
2. Demonstrate the required power necessary to maintain level
flight with two engines feathered on one side. Now feather the other
4.
•
-22-
�outboard engine, flying on No. 3, engine pulling 45 inches H.G. and
2550 r.p.m. At 140 to 145 miles per hour have him note the rate of
sink, then apply ten degrees flap under the above condition. A minimum sink of from three to five hundred feet is possible with a 43,000
lbs. gross weight. When feathering more than two engines be sure the
active engine has a good generator and start the APU before feathering. Also when unfeathering do not exceed 20 inches H.G., until head
temperature reaches 150 degrees.
5.
DEMONSTRATING DRAG BETWEEN WIND MILLING AND
FEATHERED ENGINE.
1. First windmill an outboard, then have the student trim the
ship hands off. When this has been accomplished feather this engine,
calling the student's attention to decrease in drag by the swing of the
airplane's nose. This can also be demonstrated by doing the above,
but instead of trimming the ship, holding the drag physically, then
feeling the reduced drag when feathered. 'T he above is to impress the
student with the benefit of feathering a faulty engine.
6.
STALLS.
1. At 25 H.G., no flaps, have the student stall the airplane. At
the first indication of a burble lower the nose, keeping the wings level
with the rudder only. Have the student note the airspeed, the airplane stalls from 105 to 110 miles per hour usually. Next, do the above
with half flaps. Stalling speed will be 90 to 95 miles per hour. Next
repeat the above with full flaps, the stalling speed will be about 80 to
85 miles per hour . . Next repeat the full flaps stall with gear down.
Note the stalling speed will be about the same, but is more quickly acquired. Also it takes longer to obtain flying speed due to the drag of
the gear. Do not exceed 150 miles per hour with flaps or gear extended ( on emergency O.K.).
2. With gear and flaps retracted do a power-off stall having the
student note the high rate of sink and loss of altitude on the recovery,
as well as steep angle of recovery necessary to obtain flying speed, and
the ease of producing a secondary stall by too fast a recovery. The
airplane stalls power off, at about 115 miles per hour, no flaps. If desired flaps setting, and gear down, stalls may be demonstrated. The
result will be a longer time required to acquire flying speed.
3. One of the partial power stalls as well as the power off stall,
should be done with power recovery, to demonstr at e the resultant reduced sink and loss of altitude. Note the above quoted stalling airspeeds are maximum obtainable, with properly calibrated airspeed
--,28-
�meters, and good flying technique. It is not necessary to acquire the
above reading.
4. The purpose of the stall is to teach the student to sense the
first indication of the stall, and a proper method of recovery.
7.
SIMULATED ENGINE FAILURE TAKE-OFFS.
1. At a safe altitude and 25 H.G. have the student put the airplane in a moderate climb. When the airspeed reduces to 150 miles
per hour give him half flaps, continue the climb to 125 miles per hour,
at which point pull both throttles on one side completely.
2. He should be given this maneuver until he is able to recover
within ten degrees of the original heading. 'T he proper method of recovery is to get the nose down, get the dead engine wing up, and come
in with full rudder.
3. After the first couple of attempts have the student conscious
of the possible need for more power. For practice make him open the
throttles on the two active engines, explaining that if the engine failure
occurred on take-off, the throttle would be open, so the added power if
needed would be obtained by pushing the turbo levers forward, collapsing the spring loaded emergency stops.
4. Common errors are:
(a) Not acting quick enough, thus allowing the ship to get
in a compromising position.
(b) Not getting the dead engine wing high enough.
(c) Not holding the dead engine wing high.
(d) Failure to use enough rudder.
(e) Trying to recover in a nose high attitude.
(f) · The other extreme, not trying to recover with a minimum
loss of altitude, by over diving and acquiring too much
airspeed. 130 to 135 miles per hour is sufficient airspeed, or forgetting the necessity of more power.
8.
DISCOURAGING STEEP TURNS NEAR THE
1. Have the student fly the airplane in a 30
then cut the throttles on both the low engines.
2. Have him recover to straight flight with
altitude. This maneuver should be done with no
9.
GROUND.
to 35 degree bank,
a minimum loss of
flaps.
THREE (3) ENGINE LANDINGS.
1. In the traffic pattern completely close the throttle on the outboard engine, that will be the high wing on all turns in the pattern.
It is recommended that the airplane is not trimmed completely hands
-24-
�off, due to the excessive off trim condition that will later develop on the
final approach, when the throttles are reduced for landing.
2. The easiest way to execute a three engine landing when an
outboard is out, is to place the base leg close enough, and be high to
be able to pretty much throttle the active outboard, so the final approach can be made with the inboard engines, thus relieving the off
trim condition.
3. Note-Avoid high rates of sink at low airspeeds, when relying
on two engines. A slightly higher airspeed on the final approach is
desirable if the runway length permits it.
-25--
�TAXIING
When taxiing it is imperative that application of brakes, rudder
and throttle be coordinated in such a manner as to keep the plane taxiing in a straight line not in excess of 15 m.p.h. and without excessive
use of throttle at any time. Unless in cases of emergency use of throttle
in excess of 1400 r.p.m.'s is unnecessary. Apply gentle pressure on
brakes at all times and slow plane to below 15 m.p.h. when making
turns.
At all times try and taxi without use of brakes using outboard
engines and rudder where applicable. The secret of taxiing a PB4Y-1
type of aircraft is the proper use of outboard throttle and the minimum
use of brakes, always taxiing at such a speed so as to have complete
control of the aircraft on the ground.
Remember, use only one outboard engine at a time, and be
sure to cut back all throttles when braking plane to a complete stop.
This is important for proper consideration of your brakes and nosewheel assembly may some day mean the saving of not only your own
life but those of your crew as well.
HELPFUL HINTS IN TAXIING
Keep tower controlling field posted as to your movements.
Is your plane captain on lookout from Pilots Escape Hatch?
Is Second Pilot closely watching starboard side of plane?
Are your booster pumps off, Mixtures Auto-lean, and cowl
flaps open?
5. Never at any time spin plane on inboard side mount.
Remember there is a rubber shortage.
6. Do not cock nose-wheel more than 30° at any time.
7. When braking to a complete stop and nose-wheel starts to
turn either to right or left, release pressure on brake on
side to which nose is turning and catch with opposite brake.
8. Refrain from using excessive amounts of outboard throttle
when taxiing as the only result will be the jockeying of
the plane up the taxiway.
9. When parking brake is on and engines are turning up at
1000 r.p.m.'s and parking brakes are released, leave
engines turning up at 1000 r.p.m's until forward motion
is obtained, then throttle back using outboard throttles to
guide forward path of plane.
10. Remember that bouncing of the planes nose section is due
to excessive use of brakes and is a glaring example of an
inexperienced pilot.
1.
2.
3.
4.
-27-
�NORMAL OR 1/2 FLAP (20°) TAKE-OFF
I
II
III
Prior to taking the runway, the pilot will use the "seven
( 7) point" check-off system ie:
1. Turbos set and on
2. High R.P.M. (Lights checked)
3. Tabs set
a. Elevator tab (2° nose up)
b. Rudder tab (2 °-4 ° right rudder)
c. Aileron tab ( 0 or as required)
4. Flaps at 1/2 or 20°
5. Cowl flaps streamed (3°-5° open)
6. Mixture in auto rich
7. Booster pumps on
Clearance for taking the runway:
1. 'Tower if required
2. Plane captain's "all clear"
3. Co-pilot's "all clear"
Take-off position:
1. Down wind as far as possible
2. Center of runway
IV Take-oft':
1.
2.
3.
4.
6.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Hold brakes until 25" H.G. is obtained
Release brakes (shift feet off brakes to rudder pedals)
Steer plane with engines and rudders while drawing
throttles for max. H. P.
Co-pilot adjust lock nut for throttle security
At 80 M.P.H. raise nose wheel off the deck
Place plane in an attitude that will allow it to become
air borne at 116-120 M.P.H.
Between 60 - 100 ft. hit brakes - gear up
Initial power reduction 45" Hg-2600 r.p.m.*
Maintain 140 M.P.H. with 1/2 flaps
After wheels are retracted, flaps up, speed 150 M.P.H.
Turbos off, 35" Hg-2300 r.p.m.
At 1500 feet check nose wheel compartment
Maintain above settings until 1900 feet altitude is
reached then:
Wheels down
81" - 2100
Boosters off.
Cowl flaps closed
After wheels are checked by the plane captain, pilot
checks brake pressures.
-28-
�*
Using 91 octane gas 42.5" Hg - 2750 r.p.m. for T.O.
,,
,,
,,
,, 40.0" Hg - 2500 r.p.m. (Initial power
reduction)
,,
,,
,,
,, 38.0" Hg - 2500 r.p.m. (Maximum
for
climb)
,,
,,
,,
" 35.0" Hg - 2300 r.p.m. (Normal for
climb)
NO FLAP TAKE-OFF
I
'Take-off settings, position, and clearance same as for normal
take-off, except use no flaps.
II
Take-off:
Identical to normal take-off except plane requires longer
run, higher take-off speed, (130 M.P.H.) slightly higher
nose altitude. Climb at 150 M.P.H. remainder of take-off
the same as a normal take-off.
FULL FLAP (40°) TAKE-OFF
In case it is necessary to take-off from an exceptionally short
field and to clear rather high obstructions that are in close, a full flap
take-off should be used. It will place the plane in the air faster with
a shorter run than any other method. It must be noted, however, that
the airplane is in a dangerous attitude in case of engine failure. When
using this method, it is highly recommended that the plane be made as
light as possible.
1.
A full flap take-off differs from the conventional 1/2 flap or
normal take-off in the following manner:
(a) Prior to taking runway, place elevator tab in full nose-up
position.
(b) Start take-off run with half flaps. As soon as throttles
are set and tightened, drop flaps full down ( 40 °).
( c) A decided back pressure is necessary to take the plane
off at approximately 90-100 m.p.h.
(d) Hold 100 m.p.h., climb to 200-300 feet altitude to clear
obstructions, nose over gradually holding your altitude
and pick up speed to 127 m.p.h.
( e) Bleed flaps to half, wheels up, then pro ceed the same a s
for normal take-off.
-29-
�THREE-ENGINE TAKE-OFF
Three engine take-off is accomplished as follows :
The two symmetrical good engines are operated in the same
manner as for normal take-off.
1.
2. Rudder tab is adjusted to give the maximum possible force
to counteract the unsymmetrical thrust.
3. During the take-off run the rudder is held over as far as
possible and power of the odd engine increased as the force on the tail
becomes greater, thus keeping the ship straight.
It has been found that with an outboard engine stopped, and
its propeller feathered, the other outboard may be allowed to develop
approximately 750 H.'P. (2500 R.P.M. and 30" Hg) at take-off. In case
an inboard engine is dead, the other inboard can be allowed to develop
practically 1200 H.P. (full take-off power) by the end of the take-off
run.
Tests show that, with an outboard engine dead, the take-off
run is from 2 ¾ to 3 times as long as when using all four engines. With
an inboard engine dead, the run will be 2 to 2 ¼ times as long as that
required when all engines are used.
If time and facilities permit, removal of the propeller and
closing the front of the dead engine will reduce drag and improve
performance.
OVERSHOOTING FIELD OR POWER PULL-UP
In case of overshooting the field or refusing a landing for any
reason the following prcedure is necessary for the pull up:
1. Apply full throttle. If additional power is needed use the
turbos. Hold throttles forward.
2. Order "bleed flaps up one-half" if airspeed is over one hundred
and twenty-seven (127)' miles per hour.
3. Raise landing gear after the flaps are up to one half.
4. Order "flaps up" as soon as gear is up and airspeed reaches
on hundred forty (140) miles per hour.
5. Order "cowl flaps streamed."
6. Climb to approach altitude (150 M.P.H.).
7. Reduce power setting as on normal take-off.
8. If plane has touched runway, "Flaps to half" before plane is
1.irborne, instead of "Bleed flaps to half."
-30-
�NORMAL LANDINGS
(Procedure as listed will be used for continuous practice landings. (If returning from extended flight, have second pilot run through
tomplete check list prior to entering landing circle). Airspeeds indicated
are for normal loads.
1. Lower landing gear after slowing plane to 150-155 m.p.h.,
maintain constant airspeed.
2. Desired altitude for base leg is 1500 feet, course rules permitting. Base leg is parallel to runway, downwind, sufficiently wide
that the field appears just under the wing tip.
3. Order "Half-flaps," with airspeed 150-155 m.p.h. before
maneuvering for approach. Ideal position is on base leg, 1500 feet
altitude with beginning of runway directly a beam. Maneuvering airspeed 140 m.p.h. with flaps ½ down.
4. With flaps ½ down, airspeed 140 m.p.h., reduce throttle for
steady rate of descent while maneuvering for approach. Normal setting
24 to 26 inches manifold pressure twenty-one hundred (2100) r.p.m.
5. With the field slightly on the quarter, begin and hold a steady
turn until aligned with the runway. The turn should be so judged that
an ample distance and altitude is allowed for the final approach (800100 feet altitude and one to one and half minutes away)·.
6.
Order "Boosters on."
7.
Order propellers "2500 r.p.m."
8. Order "Full Flaps" when needed before landing (Recommended
lowering just prior to straightening out on final approach. Maneuvering
airspeed 130 m.p.h. with full flaps down."
9. Maintain airspeed 130 m.p.h. until throttle is slowly reduced
and levelling off started for final landing. Level off low and land in
slightly nose up position. Hold sufficient back pressure on the yoke to
keep the nose wheel off the mat until plane has slowed down. Do not
drag tail skid.
10. After landing has been completed order:
(a) "Auto Lean"
(b) "Booster Pumps Off" (c) "Cowl Flaps Open," and after slowing
down (d) "Wing Flaps up."
NOTE:
1.
Prior to lowering gear ask the plane captain, "Nose
wheel compartment clear?"
2.
Immediately upon lowering gear check brakes by application then check accumulator pressures prior to landing.
-31-
�FULL FLAP NO POWER LANDING
The procedure for a Full Flaps no Power Landing is as follows:
Make the approach turn following the regular pattern except
that two thousand (2,000) feet altitude is desired at the point on the
final approach, throttle is removed completely. The final glide begins.
2. Push the nose and take throttle off completely; blimp the
engines occasionally during the final descent to avoid fouling the plugs.
3. Maintain one hundred thirty five ( 135 )' miles per hour for the
glide. (This speed will permit a normal flare, leveling off and landing
without the danger of mushing as the glide is broken.)
NOTE: With flaps deflection of twenty degrees (20°) the wing lift
increases twenty four percent (24 % ) but the drag increases
thirty percent (30 % ) •
With flap deflection of forty degrees ( 40 °) the wing lift
increases fifty five percent ( 55 % ) , but the drag increases
seventy seven percent ( 7 7 % ) •
1.
CLOSED FIELD OR LOW VISIBILITY
APPROACH AND LANDING
1. Approach is started when over field, contact flight. Ceiling
500', visibility not more than one mile.
2. Turn upwind, keeping field in sight at all times. Airspeed 155
m.p.h., lower wheels.
3. Turn down wind, keeping within sight of field (1 mile). Lower
flaps to 20°, speed 140 m.p,h.
4. Auto rich, booster pumps on, 2500 r.p.m., lower flaps to full,
speed 130 m.p.h.
5. When end of runway is abeam, start into final approach, maintaining 130 to 135 m.p.h. in turn. Aim at inside corner of runway.
6. Proceed with normal landing.
SMALL OR SHORT FIELD APPROACH
Procedure for small field approach may vary considerably depending upon operating conditions, load, obstruction to be cleared, etc.
The procedure listed is for normal conditions as exist in training.
1. Initial part of approach with half flaps is the same for normal
landing. If desired, lose a little more altitude in the turn so that a
smaller rate of descent may be used for the final approach.
-32-
�2. Straighten out final approach 1 to 1 ½ minutes away from
field, altitude 600-800 feet, using full flaps down, booster pumps on
2500 r.p.m. During first half of final approach maintain 130 m.p.h.
and decrease altitude slowing plane first to 120 M.P.H. and gradually
down to 110-115 M.P.H. after clearing final obstructions, using plenty
of throttle so that the plane is hanging by the propellers in a nose high
altitude.
3. As soon as the throttles are taken off, the plane will drop
immediately. With this in mind, cut the throttles just as you reach the
field at a minimum clearance from the ground. Hold the nose up, land,
and proceed in the normal manner.
-33-
�DEMAND FLOW OXYGEN SYSTEM
I
GENERAL SYS'TEM:
A. 24 G-1 low pressure ( 400 PSI) bottles (2100 Cu. In.)
B. 2 D-2 low pressure (400 PSI) bottles (600 Cu. In.)
C. 12 low pressure portable bottles
D. 10 high pressure bail out bottles
E. 14 demand flow regulators
1. Each regulator has an independent system
2. 1 ½-3 bottles per regulator, depending on supply
required for station
F. Stations
1. Pilots regulator ( 2 G1 bottles)
2. Co-pilots regulator (2 Gl bottles)
3. Bow turret regulator (2 Gl bottles)
4. Bottom turret and tunnel hatch regulators (split
usage of 3 Gl bottles)
6. Navigator and bomb bay regulator (split usage of
3 G1 bottles)
6. Top turret regulator (2 D-2 bottles)
7. Two bow regulators (split 3 Gl bottles)
8. Right waist hatch ( 3 G1 bottles)
9. Left waist hatch ( 3 G1 bottles)
10. Tail turret ( 3 G 1 bottles)
G. Advantages
1. Low pressure system
2. Ten independent systems
H. Refilling system
1. Filling valve outside on port side aft of bomb bays
a. refills all bottles except top turret.
2. Top turret recharged from navigation regulator
3. When recharging from high pressure system make
sure a pressure regulator valve is used
Keep clear of all oil and grease
I. General Information:
1. Use oxygen on all night flights from ground up.
(Improves vision 60 % )
2. Use oxygen if above 12,000 feet
3. Use oxygen if above 10,000 feet for two or more
hours
4. Always use portable bottles when walking about
aircraft at altitudes above 14,000 feet
Captain of aircraft should periodically check crew
stations at high altitudes
-86-
�II
PRESSURE REGULATOR
A. Visual indicators
1. Pressure gauge (pressure in system)
2. Amber light (lights when pressure is reduced to
100 PSI)
3. Flow indicator
a. Fluctuates when oxygen is being breathed.
b. Ball rises and stays stationary, depending on
amount of oxygen escaping
B. Auto Mix control lever
1. "ON" position
a. Mixture of atmospheric air and oxygen
b. Regulates percent of outside air and oxygen
as required up to 28,000 feet when outside air
is completely shut off, and only pure oxygen
enters system (best economy setting)
2. "OFF" position
a. Delivers 100 % oxygen to use at all altitudes.
b. Only used for rapid ascent to high altitude
1. Pressure gauge (pressure in system)
-36- -
�HEATER SYSTEM
I
GENERAL EQUIPMENT:
A.
B.
C.
D.
E.
F.
II
Six Stewart Warner Spot Heaters.
1. Location:
(a) Two in bombardier's compartment.
(b) Two forward Instrument Panel for Pilots.
(c) One on floor of Flight deck by Navigator's
table.
(d)' One on 4.1 bulkhead for top turret.
Defrost tubes.
1. Location:
(a) On all heaters except navigator's.
Flame Arrester.
1. Location:
(a) One on each heater.
2. Prevents fire returning to fuel line.
Burner Tubes.
1. Location:
(a) One in each heater.
2. Diffuses fuel into combustion chamber.
Igniter plug.
1. Location:
(a)
One in each heater.
2. Functions as electrical igniter.
Cylindrical aluminum oven and exhaust lines.
1. Exhaust line discharges into low pressure side of
engine impeller.
FUEL SUPPLY:
A.
B.
C.
D.
Engine Number 2.
1. Supplies pilot, co-pilot and top turret heaters.
Engine Number 3.
1. Supplies bombardier's and navigator's heaters.
Fuel take-off line.
1. Location:
(a) Between cylinders 1 and 14 on high pressure
side of engine internal impeller.
2. Insulated dural tubes.
Fuel flow valve.
1. Solenoid valve located in nacelle.
2. Operated by heater switch.
-37-
�E.
F.
G.
III
OPERATION:
A.
B.
C.
IV
Manual shut-off valve.
1. Location:
(a)
Station 4.1 on each side of bulkhead.
Three-way header.
1. Location:
(a)
4.1, one on each side.
2. Supply line leads off to individual heaters.
Heater safety valves.
1. Location:
(a) One in each heater line.
2. Designed to shut off fuel supply to any heater.
Master heater switch-Turn On.
Heater switch for each system--Turn On.
1. Pilot heater switch: For pilot, co-pilot, and top turret heater.
2. Bombardier's heater switch: For bombardier and
navigators.
Engine manifold pressure.
1. Between 25" and 35" H.G. Best manifold pressure
28" H.G.
TROUBLES AND CORRECTIONS:
A.
B.
C.
D.
E.
Igniter plugs out.
1. Replace plug.
Master solenoid valve inoperative.
1. Pre-flight inspection necessary.
Heaters overheating.
1. Check motor and fan for operation.
2. Damper may restrict blower air.
Heater smokes after turning off.
1. Turn switch back to on; reduce manifold pressure
on that engine until smoking stops; turn switch
to "OFF."
Caution:
1. Have heaters off during take-off and landing.
-38-
�DE-ICER AND GYRO EQUIPMENT
I
GENERAL SYST·E M:
A. Two vacuum pumps.
1. Location: No. 1 engine and No. 2 engine.
B. Distributor valve and electric motor.
1. Location: Starboard side, near ceiling, between
station 4.1 and front spar.
C. Vacuum control valve.
1. Location: On flight deck by fuel sight gauges.
D. Air Filter.
1. Location: Forward of instrument panel. Accessible
from nose.
E. De-icer boots and lines.
1. Location: Leading edge wing panels and tail section.
F. Gyro instruments.
1. Turn and bank, artificial horizontal directional gyro.
II
DE-ICER TROUBLES AND CORRECTIONS:
A. Control valve will not operate.
1. Reason: Mechanical linkage broken or slipping.
2. Correction: Turn valve to ON position.
B. Distributor valve will not rotate-one set of bladders
inflate and fail to deflate.
1. Cause:
(a) Fuse blown.
1. Replace fuse (Station 4.0 fuse box).
(b) Bad brushes.
1. Replace brushes, or stretch spring that
holds brushes in contact with commutator.
(c) A.N. plug loose.
1. Tighten plug.
(d) Wires broken.
1. Repair wires.
( e) Gears out of adjustment.
1. Tighten gear adjustment screws on fore
and aft face of distributor valve.
(f) One engine out-No. 1 or No. 2 engine.
1. Switch vacuum to other engine.
III
GYRO INSTRUMENT TROUBLES AND CORRECTIONS:
A. Malfunction of gyros-slow erection.
1. Clean air filter.
-39-
�FUEL SYSTEM
In lieu of "U" hoses as a means of routing gasoline to the desired location, two selector valves have been mounted on the control
panel at Station 5.1 on the left-hand side of the wing center section.
This revision obsoletes portions of the "New Fuel System Instructions"
contained in Vol. 1, No. 1 Field Service Bulletin of December 15, 1942.
The later system operates as follows:
A.
To Transfer Fuel From Auxiliary Wing Tanks to Main Tanks.
1. Set auxiliary wing tank selector valve to tank to be drained.
2. On auxiliary fuel transfer panel set main wing tank transfer
selector valve to tank to be filled.
3. Turn "ON" auxiliary fuel pump.
4. When main tank is within 50 gallons of being filled, turn
"OFF" auxiliary fuel pump.
5. When transferring operation is completed, turn "OFF" both
auxiliary wing tank and main tank selector valves.
6. Do not change position of selector valves while fuel pump is
"ON."
B. To Transfer Fuel From One Main Wing Tank Cell To Another.
1. Set the fuel selector valve associated with the main tank cells
to be drained, and the selector valve associated with the main tank cells
to be filled, to the "No.--Tank to No.--Engine and Crossfeed" po.sition.
2. Set the fuel selector valves of the remaining main tanks to the
"No.--Tank to No.--Engine" position.
3. Turn "ON" booster pump of tank to be drained.
4. Turn "OFF" booster pump of tank to be filled.
5. Fuel from the main tank to be dr ained will then be pumped
out by its booster pump through its selector valve into the crossf eed
manifold. From here it will flow into the tank to be filled through the
other selector valve connected to the crossf eed manifold.
6. Fuel under pressure will continue to be fed to both engines
from the supply that is being transferred from one group of main cells
to another.
7. When the fuel sight gauge on the forward side of bulkhead
at Station 4.1 indicates that the tank being filled is within 50 gallons of
Full, rest the full tank selector valve to "No.--Tank to No.--Engine"
position. The full tank booster pump may then be turned on if normal
operation ( altitude, etc.) requires its use.
8. If still more fuel should be transferred from the tank to be
drained, the crossf eed operation described above should be followed to
fill either of the two remaining tanks.
9. After tank has been emptied, set selector valve of empty tank
to "Crossfeed to No.--Engine" position. Then set selector valve of the
-41-
�three remaining tanks to "No.--Tank to No.--Engine and Crossfeed"
position.
10. DO NOT attempt to fill more than one main tank at a time. To
do so will cause engines to stop since they are connected to the crossfeed manifold and when the tank being drained becomes empty, air is
introduced into the crossfeed manifold.
Note--Under the new fuel transfer system, it will no longer be
possible to transfer fuel from one main wing tank to
another main wing tank via the transfer system. This
must be accomplished through the "Cross feed." The
The new set-up only provides for a method of transfer
from the auxiliary wing cells to the main wing cells.
C.
To Transfer Fuel From The Bomb Bay To The Main Wing Tanks.
1. Set the bomb bay selector valve, on the catwalk at Station 5,
to the bomb bay tank to be drained.
2. Set the selector valve for the one wing tank to be filled to
"No.--Tank to No.--Engine and Crossfeed."
3. Set the selector valves for the other three tanks to "No.--Tank
to No.--Engine."
4.
Set the bomb bay shut-off valve to "Bomb Bay to Crossfeed."
5.
Turn ON bomb bay booster pump.
6. Turn OFF the booster pump of the wing tank to be filled. Now
the fuel will flow from the selected bomb bay tank through its selector
valve, boos·~ er pump, and shut-off valve and up into the cross feed manifold. It will then flow out of the cross£ eed manifold through the main
wing tank noted in Item 2 above. From there, part of the fuel will
flow to the engine and the remainder will be forced back through the
fuel hose and booster pump (previously turned off) and up into the
main tank When the fuel sight gauges on the forward side of bulkhead LL 1 indicat e that this particular wing t ank is within 50 gallons of
full, turn booster pump OFF and reset selector valves (bomb bay selector and bomb bay shut-off valves) to OFF, and wing tank selector
valve to "No.--Tank to No.--Engine."
7. This procedure should be followed until the wing tanks are all
filled, as noted above, or the bomb bay tanks are empty.
8. Do not attempt to fill more than one main tank at one time as
all engines connected to the crossfeed manifold will stop running when
the bomb bay tanks are completely empty and air is introduced in~o the
crossfeed manifold. When an engine stops set its main selector valve
to "No.--Tank to No.--Engine," and start the engine.
-42-
�AUTOMATIC PILOT TYPE C-1
(MINNEAPOLIS-HONEYWELL REG ULA TOR COMP ANY)
1.
GENERAL:
1.
Purpose:
The C-1 series (24 volt ) automatic pilot was developed by the
Minneapolis-Honeywell Regulator Company for use with the Norden
bombsight. This automatic pilot will not only relieve pilot fatigue,
but it can also execute all the operations that a human pilot can, by
manually controlling the airplane at the desired altitude. This equipment can be used:
(a) As a fire control apparatus to direct the airplane through
the controls of the Norden M. Series bombsight.
(b) As a navigational pilot, which will hold the airplane on
a precision course and with which either the pilot, navigator, or bombardier can direct the airplane.
(c) When used in conjunction with the M-Series bombsight,
the automatic pilot permits the use of the bombsight as
an accurate driftmeter, by tracking some object on the
ground with the fore and aft cross hair of the sight.
2.
Accuracy.
The C-1 pilot can:
(a) Follow bombing-run corrections more accurately than a
pilot.
(b) For navigational purposes, hold a true course better
than a human pilot.
( c) For bombing purposes, level the ship more accurately
than is possible for a human pilot. At high altitudes
in heavy bombardment type airplanes this factor is appreciable and important. Picked bombardier pilot teams
from the AAFFTC were able to demonstrate and convince all personnel whom they contacted that the C-1
pilot was very effective; in fact, greatly superior to the
pilot following the PDI method of bombing. Most pilots
were extremely enthusiastic with the results obtained.
Bombing accuracy with the C-1 pilot showed a decrease
in circular error of more than 75 feet in an overall ave1·age, when compared with the average errors of the
same experienced bombing teams employing manual
(PDI) control of the airplane.
3.
Evasive Action:
During the approach on a bombing run the C-1 pilot can be
-45-
�used to great advantage by the bombardier. Because of the poor pilot
visibility at high altitudes, it is a great advantage to give the bombardier control of the ship on C-1 pilot in order to secure that good antiaircraft fire evasive action until the airplane arrives at a point twenty
seconds from the bomb release line at which point the final approach
is made with present data. This technique will give the shortest possible straight and level approach, which in turn gives the maximum
safety to equipment and personnel and maximum bombing accuracy.
2.
Flight Operation of the C-1 Automatic Pilot:
( See card in plane for condensed procedure).
1.
Before Take-Off.
(a) Check to see that ground check was completed.
(b) Engage AUTO PILO'T CLUT·CH of stablizer.
(c) Disengage BOMBSIGHT CLUTCH of stabilizer.
(d) Adjust all KNOBS on PILOT CONTROL BOX to "pointers up" position. If previously adjusted in flight, do not
alter settings unless necessary.
(e) Set TURN CONTROL at center (detent) position.
(f) Check to see that MASTER SWITCH of C-1 is off.
2.
After Take-Off:
(a) After airplane has reached an altitude of at least 1000
feet, throw on MAS'TER and STABILIZER switches
( connected by bar) .
(b) Turn on TELL-TALE LIGHTS switch.
(c)
Trim airplane to fly straight and level, for "hands off"
flight. On bombing missions trim ship to fly at desired
airspeed with bomb bay doors opened.
( 1) With plane level, bombardier should level stabilizer.
(d) Turn on PDI and SERVO switches after MASTER switch
has been on for about ten minutes.
( e) PDI should be centered by bombardier by moving disengaged Auto Pilot clutch right or left until pointer is
at zero. Then engage Auto Pilot clutch and hold down
directional arm lock to keep PDI on zero during steps 3
(a)', (b) and below:
(1) An alternate method of centering PDI is for the
pilot to turn the airplane until PD! is at zero. This
procedure will only be possible if Auto Pilot clutch
is engaged as in 2 1 (b) above. If this method
must be used, reverse order of 1, (a) and (b) below.
(f) After MASTER switch has been on 12 or 15 minutes, the
control axis may be engaged.
-46-
�3.
To Engage Control Axis:
(a)
(b)
(c)
( d)
4.
To Set Sensitivity Controls:
(a)
5.
With wings level adjust AILERON CENTERING knob
until both aileron tell-tale lights are out. Throw on
AILERON switch.
With PD! on zero, adjust RUDDER CENTERING knob
until both rudder tell-tale lights are out. Throw on
RUDDER switch.
With airplane flying level, adjust ELEVATOR CENTERING knob until both elevator tell-tale lights are out.
Throw on ELEV A'TOR switch.
( 1)
Bombardier now releases directional arm lock.
(Note: Auto Pilot clutch must be engaged.)
Airplane is now under control of the automatic pilot.
( 1)
Check artificial horizon to see if wings are level.
If not level, readjust AILERON CENTERING knob
until wings level.
(2) Check PD! to see if on zero. If not on zero, readjust RUDDER CENTERING knob until PD! is
on zero. If oscillating slightly both sides of zero,
adjustment not necessary. If adjustment causes
ball to ride out of center of inclinometer it is necessary to disengage and check trim of plane.
( 3)
Check sensitive altimeter on airspeed indicator to
see if plane is gaining or losing altitude. If so, readjust ELEV A TOR CENTERING knob until plane
is flying at constant altitude.
( 4) Do not adjust trim tabs after engaging Auto Pilot.
Advance SENSITIVITY knob toward maximum on each
axis. If chattering of control column, wheel or pedals
develops reduce SENSITIVITY until chattering stops.
To Set Ratio Controls:
(a)
( b)
(c)
Advance RATIO knob on each axis towards maximum.
Since RATIO may affect CENTERING, RATIO should
be changed slowly. Readjust CENTERING, if necessary,
after making RATIO changes.
If the airplane develops a tendency to fishtail or to oscillate about its roll or pitch axis, reduce RATIO slowly
until it stops.
If no tendency to oscillate· is observed increase RATIO
to maximum.
-47-
�6.
To Set Turn Compensation Controls:
(a)
(b)
(c)
(d)
(e)
(f)
7.
Aileron and Rudder TURN COMPENSATION knobs are
used only to coordinate turns made from bombsight or
stablizer.
Have secondary clutch arm on the stablizer disengaged
and moved slowly to either stop. The arm should be
held in this position until the TURN COMPENSATION
controls are set.
AILERON COMPENSATION knob on P.C.B. should be
turned until the Gyro horizon shows a bank of 18 degrees.
RUDDER COMPENSATION knobs should be turned until the ball is in the center of the inclinometer.
ELEVATOR COMPENSATION knob should be turned
until the sensitive altimeter shows no loss or gain in
altitude.
Have secondary clutch arm reengaged and note manner
in which airplane returns to level flight. See if PDI
returns to zero. If PDI does not return to zero, change
AILERON and RUDDER RA'TIO adjustment.
To Adjust Turn Control Turns:
(a)
(b)
(c)
(d)
(e)
Remove the two black protecting caps on the side of
TURN CONTROL exposing the trimmer screws. Replace caps after completing adjustment. NOTE: On
console model P.C.B (Pilot's Control Box) the TURN
CONTROL is located in upper left-hand corner. AILERON TRIMMER, marked "A" and RUDDER TRIMMER, marked "R" are located on P.C.B. below SENSITIVITY knobs.
With PDI centered, rotate TURN CONTROL knob slowly and evenly to an indicated turn of 30 degrees in either
direction (beginning of multiple yellow lines on Console
P.C.B.).
Turn AILERON TRIMMER screw (unlabeled) until the
Gyro horizon shows a bank of 30 degrees.
Turn RUDDER TRIMMER screw labeled "RUD" until
the ball is in center of the inclinometer.
Elevator Compensation knob should be adjusted until
the plane holds constant altitude in turns as in 6 ( e)
above.
(f)
To bring airplane out of the turn, slowly rotate TURN
CONTROL knob to zero position, wait until wings are
-48-
�level, and then click the knob into center (detent) position. Do not forget to return T.C. to center.
(g)
(h)
8.
Try a turn in opposite direction and see if turn is coordinated. In rough air, do not use TURN CONTROL
for bank of more than 30 degrees. When turning in
climb or glide, restrict bank to 5 degrees less than maximum for level flight.
Do not adjust centering knobs while in a turn.
To Adjust Dash Pot:
(a)
Tendency for the airplane to fishtail or oscillate can often
be remedied by adjusting the DASH POT on directional
pane. Unlock by moving lever counter-clockwise. Turn
knurled nut up or down until hunting ceases; then lock
adjustments.
3.
OPERATION DURING BOMBING APPROACHES:
1. Place airplane under Automatic Pilot control, as outlined above, with bomb bay doors open, at approximate altitude and airspeed
designated for the bombing mission.
2. Turn airplane toward target.
3. When the pilot tells the bombardier "on course," the bombhardier should first engage the directional clutch, then disengage the
secondary clutch and all corrections will then be made by the course
knobs on the sight.
4. Proceed on bombing approach as usual, observing the following additional precautions:
(a) Turn the course knobs smoothly, not in jerks.
(b) During the run, the pilot will not tamper with any of the
knobs on the P.C.B. except the elevator centering knob
which he will operate in conjunction with the throttles
to keep the altitude and airspeed at their prescribed
values.
6. Upon completion of the bombing approach and when the bombhardier has dropped the bomb, he will engage the secondary clutch and
disengage the directional clutch and return control of the airplane to
the pilot.
4.
DO'S AND DON''TS:
Do insure that the C-1 pilot reaches operating temperature for
which it was calibrated before adjustment.
DON'T wear down airplane batteries if necessary to warm up
equipment on the ground. Use auxiliary power source.
DON'T turn on master and stabilizer switches until at least
1000 feet altitude has been reached.
-49-
�DO center stabilizer brush before adjusting the C-1 pilot.
DON'T turn airplane manually when on the C-1 pilot.
DON'T tamper with equipment you don't thoroughly understand.
DON'T fail to check ability to overpower before flight.
5.
COMPLETION OF MISSION:
Check the following before leaving the airplane:
1. Check that all switches are off.
2. Check that the ship's master switches are off.
3. Check that the control surfaces are locked.
6.
EMERGENCY MAINTENANCE:
Maintenance of the series B-1 and C-1 Automatic pilot consists of a series of periodic inspection and such replacements, repairs,
adjustments, cleaning and lubrication as may be necessary from time
to time to insure satisfactory operation of the equipment. Detailed
inspections are made at specified intervals, and the frequency and performance of these are carefully outlined in the D.C. No. 11-60-1. Qualified maintenance personnel should perform maintenance on the equipment. There are, however, some common troubles which the bombhardier can remedy. The principal sources of trouble are:
1. Grease and dirt in potentiometers will prevent the wiper arms
from making contact with the potentiometers. Potentiometers should
be cleaned with a clean lintless white cloth (or soft brush)' and white
gas or benzol.
2. Contact points on limit switches of the servos, and the contact
points on the roller cut-out switch may become dirty and greasy, thus
preventing contact. These contact points may be cleaned with crocus
cloth, orange wood, or a point file. If crocus cloth is used, wash points
with white gas or benzol. Do not attempt while auto pilot switch is on.
3. Excessive oiling of the equipment can be responsible for many
kinds of trouble. In addition to causing dirty potentiometers, the excessive oil in the servo units is likely to get on the cork surface and
the metal facing, permitting slipping of the clutch and brake so as to
make servos inoperative. Cork surfaces may be cleaned with alcohol.
However, if they are saturated with oil they must be replaced.
4. Brushes and commutators on servo motors may become dirty
or greasy. Wipe off dirt. Start motor, then turn it off. Touch soft
rag to commutator to remove dirt. Do not use abrasive material or
brush on commutator.
6. Dash pot may need refilling. Refill to three-fourths level with
hydraulic fluid (Spec. 3580-C). Never use prestone, kerosene or other
liquids which cause rust.
6. Check electrical connections, see that there are no exposed
· wires and that there are no loose connections.
-50-
�(
MAXIMU~
ALTITUDE· 8000 FT. PRESS. ALTITUDE
ALTIMETER· SET e9.9e
OUTSIDE AIR TEMP. 111· C.
RANGE
PB 4Y·I
(FERRY
CONDITION)
3100 GALS . OF GAS-GROSS WEIGHT 62000 LBS . ESTIMATED
RADAR'WING ANTENNAE REMOVED a STOWED•CONSAIR NOSE TURRET•BALL BELLY TURRET
CREW•6 C.G. ESTIMATE FORWARD-TAIi SETTING 3 ' NOSE HE·AVY CRUISING FLIGHT
Ill lo~~II/1/ l/ l/ ll I I l/ l/
t"··
'l
0
160
170
170
165
165
160
160
160
150
150
R.P.M.
TO
2200
2150
2000
1975
1850
1825
1800
1700
1700
'l·
.~-
r
;: ~
,l
~#
~-
'l'
~
0
1\0
'I,
.~
~-
~o
t
32
32
31
31
31
31
31
30
30
197
197
190
190
183
183
183
171
171
MILES PER
G.P.H.
AVER.
.c;.c;n
240
216
191
187
170
t66
163
155
155
EXPECTED FUEL USED PER. HR •
2920
2440
2008
1626
1252
912
580
254
99
EMPTY
TANKS
EXPECTED FUEL REMAINING
57
451
845
1225
1605
1971
2337
2708
2874
3007
EXPECTED RANGE• STATUTE
392
735
1064
1395
1714
2030
2350
2495
2616
EXPECTED RANGE· NAUTICAL
'I"
GAS REMAINING
DISTANCE
ST,ATUTE MILES
DISTANCE
NAUTICAL MILES
CLIMB
49.5
HOUR
NOTE : CLIMB TO SOO FT. ABOVE CRUISING ALTITUDE ·····LEVEL
OFF
SET R.P.M. AND M. P. TO FIRST 2 HR. PERIOD. TRIM SHIP•GO TO AUTO LEAN.
LET PLANE SLOWLY DECEND TO DESIRED ALTITUDE.
CHECK
M.P.H.
170
R. P.M. AND M.P.
0
~
~
RECORD TO BE KEPT
BY PILOT
CALIBRATED AIRSPEED
T.A.S.
M.P.
0
.:
l
20 MIN. lsT 2 HR 2ND2HF 3RD." MA 4TH 2HR.Lo;TH 2HR.16TH 2MR. 7TH 2H_f'! ~I._!1.1!, 38_ MJ_N .
C.AS
ACTUAL FUEL USED
,..., uAL
OISTANC£ TRAV~' ~n
MAXIMUM RANGE T/D
FLYING TIME
1s:sa
TOTAL STATUTE MILES
3007
TOTAL NAUTICAL MILES
2818
�INSTRUCTIONS
LONG RANGE OPERATION
The preceding chart is to be used as a guide to the pilot and
navigator in completing a ferry flight to Honolulu in a PB4Y-l, weighing approximately 62,000 pounds, and is based on data accumulated
during an actual flight conducted under the conditions given on the
chart.
From tests conducted, it is apparent that very little additional
range will not be gained by adding additional gasoline to the 3100 gallons unless the weight can be kept under 62,000 pounds. It will be
noted on the chart that 2200 r.p.m. and 32" manifold pressure are used
the first two hours of the flight in order to maintain 170 m.p.h. calibrated airspeed. This r.p.m. and manifold pressure constitute 65 % of the
available horsepower of the engines. Automatic lean mixture setting
may be used with this percentage of power. At any power above 65 % ,
Automatic rich will be used. It may be found that at 65 % power in
Auto lean position that the head temperature will approach the maximum allowable of 230° Centigrade. If the head temperatures do approach the maximum allowable of 230° C., reduce them by minor adjustments of the cowl flaps. The cowl flap opening should be kept as
small as possible in order to prevent any loss in airspeed. Do not open
over 6°.
The principle of long range operation or most miles per gallon
is based on airspeed versus horsepower versus coefficient of lift. The
angle of attack of the PB4Y-1 relative to the amount of power being
used during the first four or five hours of flight while the plane is in
an over-loaded condition is very critical and requires very proficient
pilotage to get the most miles per gallon of gas used. It requires very
close attention to maintain a constant altitude and airspeed. The A.F.C.
should not be used if any oscillation results. The plane should be
flown manually within just as close limits as possible and with as little
over-control as possible. The following suggestions are offered for the
information of pilots who have not flown the PB4Y-1 in an over-loaded
condition on a long range operation:
1.
Prior to Take-Off:
Be sure that plane is properly loaded. As much as 10 m.p.h.
may be lost by cruising in a tail heavy attitude.
2.
Take-Off:
Do not pull the plane off the ground. Fly it off normally. It
will take a much longer run than when loaded normally, and
will not pick up speed as rapidly after leaving the runway.
Obstructions at the end of a field will be cleared much easier
-53-
�if plane is flown off and not pulled off.
Do not raise the flaps until airspeed reaches 145 to 150 m.p.h.
Climb straight ahead, if possible, until plane is stabilized at its
climbing altitude of 160 m.p.h. indicated.
3.
Cruising:
Maintain the airspeeds as given on the chart. 'The manifold
pressure and r.p.m. given for the air speeds are approximate
and may vary slightly in different planes. It is believed that
the chart figures are conservative and that in most cases it will
be possible to maintain the airspeed as given with slightly less
power, with a consequent reduction in gasoline use. Alter the
r.p.m. to obtain the recommended airspeed.
The same airspeeds as given in the chart should be maintained
for any altitude flown. The chart is made up for 8000 feet. For al-
titudes under 8000 feet, the power should be reduced to maintain the
same airspeed. The same holds true for higher altitudes also, except
it is not recommended that 8000 feet be exceeded the first four hours
due to the probability of having to exceed 65 % power to maintain the
given airspeed.
Maintain an accurate hourly record of gasoline consumed and
compare with the figures given on the chart. It is impossible to level
the gasoline gauge inclinometer without losing altitude, due to the
angle of attack while the plane is heavily loaded. Therefore, although
the gauges will not accurately indicate the amount of gas in the plane,
a fairly accurate record may be kept hourly of the amount used.
Use from 1 ½ to 2 inches of turbo manifold pressure when
crmsmg. In other words, set manifold pressure for 1 ½ to 2 inches less
than that called for with throttles, and bring manifold pressure up to
that required by use of the turbo controls.
Remember that proficient and precise pilotage is absolutely
mandatory during the first four hours of flight, and will be reflected in
power required to maintain the necessary airspeed which in turn reflects
miles traveled and gasoline consumed.
MIXTURE CONTROL
Best power results from a mixture proportion of one pound
of fuel to approximately 14 pounds of air (.072 F / A ratio). While
the greatest amount of power for a given weight of fuel/ air mixture
results from this ratio, optimum power per pound of fuel requires a
leaner mixture, which will weigh more, but with the added weight being
air instead of fuel. When progressively leaning from the .072 F / A
-54-
�ratio (approximately automatic lean in the R-1830 engines) the
fuel flow at a given power will decrease until the ratio is 17 to 1 (.059
FI A ratio), and will remain approximately constant from this point to
a 19 to 1 ratio (.052 FIA ratio). During this progressive leaning from
a .072 FI A ratio, the cylinder head temperatures will rise until past a
15 to 1 ratio (.067 FIA ratio), and will progressively fall as the leaning is carried further. At .059 F I A ratio, the "entering point" of the
minimum fuel consumption zone, the temperature will be below that
resulting from the automatic lean mixture at all powers up to 70 % .
This coincidence gives a positive indication of the proper position of
the mixture control lever for manual leaning.
The leaning must be carried down to a point where the temperature drops to below that of auto lean to obtain optimum fuel consumption with satisfactory engine operating conditions. Further leaning may be desirable for cooling pur poses, but fuel consumption will
not decrease. The cooling effect is caused by the excess air which
must be introduced in the mixture to maintain power as the leaning
progresses. It was found that adding 3" to the manifold pressure used
with a .072 (automatic lean) F I A ratio will normally give the same
power when the mixture is leaned to a .059 FI A ratio. To date, this
full lean mixture has not been extensively tested above 70 % power,
but cooling difficulties will limit use of the mixture in higher powers for
continuous operation. In automatic rich mixture, internal cooling is
accomplished by an excess of fuel, instead of an excess of air as recommended for the lower powers.
The following procedure is recommended for "setting up" the
full manual lean mixture:
(a)
Fly 15 to 20 minutes in automatic lean mixture, using
r.p.m. specified for the weight and airspeed. Note the
cylinder head temperatures.
(b)
Increase the manifold pressure on one engine by 3".
(c)
Immediately lean until the cylinder head temperature
begins to drop, if the tachometer hand starts to oscillate
(d)
(e)
Lean other engines individually, as above.
you have over-leaned, and should enrich slightly.
Watch head temperatures and r.p.m. closely for 20 minutes, if a head temperature starts to rise, lean further;
if it falls too far, enrich slightly. A drop of twenty or
more degrees may cause "self leaning," due to cooling
of ambient air surrounding carbureter and induction
system, and engine may surge or cut. Adjust so that
temperatures are not over 232 ° C. and not less than 5°
-55-
�C. below that obtained during the stabilization run with
automatic lean mixture.
CAUTION:
LEANING IS INADEQUATE UNTIL A TEMPERATURE
DROP IS OB'TAINED. AUTOMATIC LEAN MANIFOLD PRESSURE LIMITS SHOULD ONLY BE EXCEEDED IN CONNECTION WITH A LOWERED HEAD
TEMPERATURE.
DO'S AND DON'TS
1. Mark the position at which you have leaned each engine satisfactorily on the mixture control quadrant; this will give you the approximate lever position for future leaning. Adjustment therefrom
will involve a very small movement of the lever, and with experience
this final adjustment will be easily made by watching the head temperature and r.p.m.
2. Don't allow head temperatures to rise during the leaning procedure. Move the mixture control lever through the "hot zone" with
a steady pull, watching the head temperature. When you think you
have gone far enough, stop a moment; if the head temperature rises or
doesn't drop, lean more. No damage will result if you do not lean too
far. The first indication will be oscillation of the tachometer hand, and
if not corrected, the engine will spit back or cut. It will immediately
resume firing if enriched. With experience, there is no excuse for leaning until the engine cuts, and no need of leaning until it surges eX<cept
when the cylinder head temperature gauge fails. In case of temperature gauge failure, lean until oscillation starts, then enrich slightly.
If, after 20 or 30 seconds, oscillation continues, enrich a little more.
(Never more than ½ notch at a time.)
3. Watch the engine instruments closely for some time (at least
half an hour) after leaning, and stabilize all engines so that the head
temperatures are equal (with due allowance for faulty indication).
An eX<cessive temperature drop will cause self leaning, and the engine
may be expected to surge (and cut, if the surge is not corrected) 15
or 20 minutes after the controls are set. Enrich slightly to prevent
this.
4. Don't overlean; a drop of 5 to 10° C. in head temperature is
sufficient, unless a larger drop is required to cool an engine which has
been running definitely hot. The recommended increase of 3" in manifold pressure is only sufficient to maintain power with an F / A ratio of
.058, further leaning will require more manifold pressure if power is
to be maintained.
-56-
�5. Stand by for mixture adjustment under any of the following
conditions:
(a) Outside air temperature change of over 10° C. If colder
enrich mixture; if warmer, lean the mixture. To main-tain power it will be necessary to reduce manifold pressure or r.p.m. when enriching for cold, and to increase
either manifold pressure or r.p.m. when leaning for
warmth.
(b) Cooling of engine during prolonged descents. Will require temporary enrichment, and it is recommended thal
in such case the mixture be put in automatic lean after
the descent and before cruising power is resumed, and
that it be kept there until the heads have increased to
normal temperature. (ALWAYS REDUCE MANIFOLD
PRESSURE 'TO AUTOMATIC LEAN LIMITS BEFORE
MOVING MIXTURE CONTROL TO AUTO LEAN POSITION.)
(c)
Change of power.
Additional leaning is required as
power is increased, but to a very slight extent up to 700
h.p. per engine (neutral blower). Normally if the mixture is leaned to a mixture ration of .057, no mixture
adjustment need be made for any power change below
700 h.p. (A cylinder head temperature 10° C. below
that resulting from automatic lean operation approximates this ratio.) When using a power above 700 h.p.
in neutral blower ( 665, low blower, 635 in high) it will
be found that additional leaning will usually be required.
Remember that the cylinder temperature relationship
between automatic lean and full manual lean is in respect to a given power. Therefore, if the automatic
lean temperature at 600 horsepower is 200°, while at
750 horsepower it is 215° the leaning relationship would
be a drop from each of the respective temperatures.
Therefore, in changing from power to power, you cannot
use the indicated temperatures as a guide. Instead,
check by either enriching or leaning slightly. If the
temperature goes up when you enrich and down when
you lean your adjustment is correct. If the reverse occurs, lean further.
(d)'
Frequency of adjustment. Don't keep fiddling with the
mixture control. Once the initial setting is made, give
the engine time to stabilize; then you will have an indication of what, if any, adjustment is required. If the
power is changed, watch the cylinder head temperatures
-57-
�and the r.p.m until the engine is stabilized at the new
power before readjusting the mixture control. There is
one exception to the above; NEVER ALLOW THE T·EMPERA'T URES TO RISE ABOVE 232° C. When they
have stabilized at any temperature above 210° C. try to
bring them to or below that temperature by leaning.
Meanwhile increase manifold pressure sufficiently to
maintain power.
6. Never change cowl flap position during a mixture adjustment,
ot herwise your relative temperature comparison will be nullified. Keep
cowl flaps closed except when at or near the temperature limits. (232°
continuous, 260° temporary.)
7. If engine fails to lean normally it is an indication of subnormal
engine condition. During tests, such failure was invariably found to
be the forerunner of engine trouble, and in two cases where operation
was continued in auto rich, despite unsatisfactory leaning results, one
bank of ignition failed within a few hours from the time that the unsatisfactory condition was first noted. The slow burning full lean mixture will not ignite with sub-standard ignition, it will not ignite when
diluted by piston ring and valve blow-by, and it will not ignite when
the fuel is below the specified octane rating. Most probable causes
and typical indications are:
(a)
Faulty ignition ( engine surges before a temperature
drop can be obtained). Check harness, plugs, timing,
and magneto, in order named. Reduce manifold pressure to auto lean limits.
(b)
Burnt or sticky valves or rings. (Engine can be leaned, but becomes rough with a mixture at which smooth
operation should be obtained.) Check compression.
(c)
Less than 100 octane fuel. (Cannot lean sufficiently to
obtain a temperature drop, engine is apt to cut out without the normal surging which precedes cutting, as the
engine is progressively leaned.) Check octane rating of
fuel, or try leaning with a fuel of known octane rating.
8. Automatic propeller control is recommended when leaning, as
the action of the propeller pitch governor accentuates engine surge, so
that an actual surge of 10 r.p.m. with fixed pitch propeller may be amplified to 50 r.p.m. in automatic by the limiting action of the governor.
(Tests were also run in fixed pitch, on the theory that power would be
constant if, after the 3" manifold pressure had been added, the mixture
was leaned until the original r.p.m. was obtained. Checking the
method on the torque motor showed that a minor change in plane attitude or speed caused an appreciable change in the power required to
--18-
�maintain r.p.m.; therefore, the method was discarded as unreliable.)
NOTE:
Above method is for manual mixture control of
R-1880 Engine.
To be done in emergency ONLY.
And then at low power ONLY.
-It-
�RADIO EQUIPMENT
COMMAND RECEIVERS AND TRANSMITTERS
The command set consists of three independent receivers and
two transmitters. The three receivers cover a frequency range of 19 0
to 550, 3000 to 6000 and 6000 to 9100 kc. The three receivers feed
through the filter box and into the pilot's junction box when the switch
on the pilot's junction box is turned to the "Command" position.
To tune any or all receivers, turn the receivers main switch
from the "off" position to the "MCW" position and turn the "A tel--B
tel" ( B "tel" not wired in T .L. U. planes) switch to "A" side. This
will feed receiver into all of the plane's interphone control boxes. The
"B" side of the switch is to be used with phones plugged into the "B" tel
phone plug on back of receiver control panel, this may be used when it
is desired that the pilots each listen to a different frequency. Turn
hand crank until the frequency dial is on desired frequency.
The command set has 2 transmitters, the first covering the
3000--5000 kc. frequency band, the second the 7000--9100 kc. frequency
band. The transmitters are set to any desired frequency and a proper
notation is made on the space provided on transmitter control box.
T.L.U. planes are set so that No. 1 transmitter is on 3105 kc. and No. 2
transmitter is on 7535 kc. The No. 3 and 4 position on transmitter
control box do not have any transmitters attached to them, but in case
of interphone failure, positions 3 and 4 may be used for interphone
communication. To turn on the transmitter put "on--off" switch to
"on" position, turn "Tone--CW--Voice" switch to voice position, and the
four position switch to the No. 1 or 2 position, depending on frequency
desired.
The command set is a low power set to be used for intersquadron communication or for plane to ground communication where
distances are small as communication with airport control towers. The
command set may be used to receive radio range signals, but it is not
recommended as the antenna is such that a very poor cone of silence
and a very narrow range leg are obtained.
The command transmitter control box has a · couple of added
features, a microphone jack, for plugging in on command set only, and
a jack for plugging in a separate key.
COMP ASS RECEIVER
This receiver covers a frequency range from 200 to 1750 kc.,
this includes the radio range frequency band and the commercial broadcasting band.
'The receiver has two control boxes, one in the cockpit, and one
in the navigator's compartment. Control of the receiver may be had
-61-
�by either control box, by pushing in the control transfer switch. The
green light will indicate the box having control of the receiver.
To place receiver in operation turn pilot's junction box switch
to " compass" and push in the control transfer switch if the green light
is not on. Turn power and antenna switch from "Off" position to "Antenna" position, and select frequency band desired by turning band
change switch to the proper frequency band; tune in station with hand
crank.
There are two other positions on power and antenna switch
"Loop" and "Compass."
In the loop position the receiver is connected to the shielded
loop only. The position of the loop is indicated by the radio compass
indicator. The needle points in the same direction as the hole in the
loop. The loop may be rotated in either direction, by use of the loop
"L or R" switch, by turning switch to "L" position loop will rotate to
the left; in the "R" position to the right. 'The speed of rotation may be
controlled by pushing in on the switch for a faster rotation.
The loop has the bi-lateral feature, that is, it will give two
nuls 180 degrees apart so that a line of bearing only can be obtained.
When using the loop on a broadcasting station it is usually
better to turn the "Voice-CW" switch to "CW" position and tune the
receiver to get the carrier wave squeal. In this position it is easier
to obtain a sharp, well defined null.
To use the compass receiver in the compass position, tune in
station as before on "Antenna" and then shift to "Compass." Retune
receiver to a maximum, using ammeter on control box. In this position the radio compass needle will point to the station giving the continuous relative bearing of station from plane.
On some types of stations it is very difficult to obtain a good
bearing. 'The older type range stations (loop antenna type)' and most
higher frequency radio stations, especially at sunset or sunrise, as the
needle will oscillate quite a bit. Some times thunder storms in vicinity
will cause needle to oscillate or even to point at storm, rather than
station.
The loop in the 90 degree position may be used in heavy rain,
snow, or dust static, when all other receivers are blocked.
For radio range operation it is suggested that the antenna
position of receiver be used as in this position the whip antenna gives
a very good cone of silence. If the "Compass" position is used, be sure
and remember that it has an automatic volume control and no fade or
build up will be encountered.
FILTER BOX
Each pilot's junction box is connected to a filter box. The
filter box has a threet way switch "Voice, Range and Both." The switch
-62-
�should be left in the "Both" position for normal operation of either
range station or voice reception. The "Voice" position should be used
to filter out the range station signal when voice communication with
the range station is desirable. It may be some help in filtering out
some static, under heavy static conditions. The "Range" position
should be used to filter out any voice that is modulated into a range
signal, if it is interfering with the range signals. It will also sometime eliminate some static under severe static conditions.
LIAISON RADIO EQUIPMENT
The liaison receiver and transmitter are the plane's main
radio set. It consists of one receiver covering a frequency band of
1500 kc. to 18000 kcs., and a transmitter having seven removable units,
the first of which covers 200 to 500 kc., and the other six together cover
the frequency rang·e from 1500 to 12000 kc.
It should be remembered that the liaison set is a very powerful set, and can be used from the cockpit by either pilot by switching
to "liaison" position on pilot's control box. The proper frequencies
must be first set up by the radioman. The pilot has a limited control
of received volume through his control box rheostat.
MARKER BEACON RECEIVER
The Marker Beacon equipment consists of a 75 MC receiver
connected to an indicator lamp on the pilot's instrument panel. The
Marker Beacon receiver will give a visual signal when the plane passes
over a fan marker, or Z marker in cone of silence of a radio range
station.
The power for the equipment is taken from the radio compass
receiver, therefore, it is necessary that the radio compass be turned on
for the marker beacon receiver to operate.
-63-
�INSTRUMENT FLYING
INSTRUMENT CHECK PRIOR TO FLIGHT
1.
Flight Indicator:
(a)
(b)
( c)
( d)
2.
Uncage after engines are started.
Horizon bar should move slowly downward and remain
absolutely level.
Adjust little airplane.
Allow engines to run five minutes to attain proper speed,
then check the horizon bar for any tendency to tip over
while making turns on ground.
Directional Gyro:
(a)
(b)
(c)
Uncage gyro after engine has started.
Rotor speed is attained in five minutes.
Uncage with a sharp twist of the caging knob. It should
remain steady.
( d) Set with magnetic compass and recheck with compass
when in take-off position.
3. Turn and Bank Indicator: While taxiing aircraft, check indicator while making left and right turns. Needle should be positive
in its indication and not sluggish. See that ball is free in the ball race.
4. Suction Gauge: Proper suction of 4.0" Hg to 4.5" Hg.
6.
Altimeter:
(a)
Set to the station altimeter setting. It should then read
the elevation of the field. If it doesn't, note the scale
error. Tap face of instrument and set if necessary.
INSTRUMENT TAKE-OFF
After the ship has been readied for take-off, the hood should
be snapped on, leaving ample forward visibility for the check pilot, and
the ship lined up as straight as possible with the runway being used.
The DIG should be set at the nearest five degrees to the heading of the
runway. It is important to have it set to an even figure such as 240,
as this heading has to be held very exact during the take-off run. The
three instruments used in this take-off are the DIG, AIH, and A/S.
The sequence of steps in this operation are as follows:
1. Hold the brakes and apply power to about 25". Release brakes
and continue application of power to about 40", then release throttles
to co-pilot and keep attention focused on the Gyro, holding exact gyro
'leading.
2. When the airspeed reaches 75 to 80 m.p.h., start the wheel
back until the nose-wheel leaves the ground, checking the attitude of
the small airplane on the AIH.
-65-
�3. The airplane should be held in this attitude until the A/S
reaches 115 to 120 m.p.h., and the airplane leaves the ground.
4. At this time the attitude of the A / H should be noted, and the
small indicator airplane raised slightly, and the ship held in this position.
Special emphasis should be noted of the fact that during this take-off,
the rate-of-climb indicator and altimeter are completely disregarded,
as these instruments will give an err oneous reading during initial takeoff run.
5. After the plane is airborne, hold the ship in this attitude until
approximately 200 feet is reached, then check the A / S against the flight
indicator for the proper climbing attitude and continue climb, continually checking flight indicator, A/S and D/G.
MANUAL LOOP ORIENTATION
Tune in radio station on antenna position of the radio compass.
2. Turn control switch to loop position and adjust null width to
about 10 degrees by use of volume control.
3. Set needle on radio compass dial to the ninety degree position.
4. Turn plane until the null is obtained, noting gyro heading of
middle of null. ( This places station abeam etiher to port or starboard.)
5. Hold above heading until the null has progressed ten degrees
or more in either direction from ninety degrees. Check position of null
by turning loop manually. If the null has progressed forward, the
station is to the left. If the null has progressed aft the station is to
the right. THE TIME REQUIRED TO GET A TWENTY DEGREE
NULL CHANGE MULTI PLIED BY THREE GIVES THE APPROXIMATE TIME THE PLANE IS AWAY FROM THE STATION.
6. Put the compass needle on the zero position and turn toward
the station until the null is obtained. In this position the station is
ahead.
7. Home on the station, checking the width of the null occasJonally, keeping it about ten degrees wide. Homing on a station may be
done best by flying a heading and watching the position of the null by
keeping the needle on the null with the manual turning dial, adjusting
the heading as required.
8. When over the station it is impossible to obtain a null. Key
clicks can be heard if a range station is being used. When using this
method remember it is very easy to pass over station and not know it
except for a slow increase in null width on leaving station. After det ermining heading to station and three or f our minutes befo1·e arrival
as determined from paragraph five , turn forty-five degrees t 0 on e sid e
or the other, and fly for one minute, and then resume base "'1'1!'S<'
again. This will cause plane to pass to one side of station. When
1.
-66-
�null 1has ·progressed to the 270 or-'90 degree position the · statihn is ..a.:
bealil.. ··
'· ,
;_ .
:
. ,.-·, .
1
9. When·· using the '• loop on a . broad'ca:st statiori··a ·b etter mill may
be obtained by turning the Voice:--CW switch to a CW position, and returning for a carrier wave squeal.
10. It should be remembered that :the Joop is. shielded, .·and that it
ca .n be used . sometimes. when all other r~dio. is q.ro_wned out· ·b y either
rain, snow, or dust static. When using it this way turn _loop to the 90
or 2JO d~gree position..
USE OF "COMP ASS" POSITION
Tune in desired station, adjust to maximum input with am1)1.eter and• set... switch to "compass" position.
1 •: 2.
Ih .this ·p osition a continuous unr-fateral relative· bearing from
plane to station .is· obtained. · The radio ·in this position may be used
to leave ;or approach any station on any ·giVen heading.
3. It is desired to home in on ·a · station on · instruments at ·sooo
feet, and ·then to . make a low approach to the station on· a heading of
270 de·g rees. This problem ·o r any· other problem could be done as
follows:
(a)' Tune in station on. coµipass.
(b) Turn plane until compass .n e~dle is at zero positio_n.
( c) Fly plane to s~ation by keepii;ig needle on zero position.
, (In case of cr oss wind the plane's track to station :wiJl
be such that the plane will tend to make an up wind ' approach . to station;) This will lengthen_ app_roach to
station by a few minutes but is .such a small amount that
. ,rit ·can be disregar~e~: ,' - ·. .. . .
'
1.
1
. , 4. . On _re_ach_ing sta.tion tµrn to a heading of ~O degrees and fly for
about one . min.u te or_ until needle ·has i:ridfoated .·that .s tation is aft of
plane.
·
·
·.
5. Needle will now be in a position such that it indicates the
station is aft and north or south of plane, depending on the original approach heading to station. If plane is south of desired track (90
degrees from station) the radio compass needle will point to a relative
bearing greater than 180 degrees. If plane is north o.f track the needle
will indicate a bearing of less than 180 degrees.
6. If the needle indicated a relative bearing of 200 degrees, then
the plane is south of track. To return to track take some heading
tha t will take plane to the desired track. A heading of 45 degrees
will get plane back on track.
7. Turn to heading of 45 degrees and fly this heading until radio
compass needle indicates plane is back on track. Plane will be on
-67-
�track when needle comes to 225 degrees. At this point return to the
t-10 degree heading and radio compass needle will turn to 180 degrees
indicating that plane is on a 90 degree track from station.
8. Fly this heading until at a point four or five minutes from
station.
9. Make a 46 degree right turn and fly for one minute.
10. Make a 180 degree turn to left. This will put plane on heading of 315 degress.
11. Hold this heading until compass needle indicates bearing of
316 degrees.
12. Turn to a heading of 270 and compass needle will indicate
relative bearing of zero.
13. Fly heading of 270 degrees until station is reached, or until
the radio compass needle indicates that a wind has drifted plane off its
course. This will be indicated by needle progressing to the right or
left. If progression is to the right, plane has drifted to the south, in
which case a new heading should be fl.own.
14. Fly a heading of 300 degrees. This will put plane back on
desired track of 270 degrees. To allow for a wind drift now turn back
to heading of 280 degrees.
16. This will allow for a drift of 10 degrees. Plane is on track
as long as needle points to 350 degrees.
16. Continue to station until passing over as indicated by needle
turning 180 degrees.
1 7. The above is accomplished by the use of the true bearings of
station from plane.
(a) The sum of the heading and relative bearing is true bearing of station from plane.
(b) The desired course subtracted from the preeent heading
gives the relative bearing necessary to place plane on
course.
-68-
�¼,/
l
l
,,
JI
~60°
WIND
l
,'
,
,,Jtt,,
:
I
\
..._______
,,
,
,,
J('
X
+-•ao
-
,\
200
--
--~-;
•2:/'•·,
'
~to_
WIND
.
- -.
-~- - -
--1',~90°
10
o
➔......
.,,
',,('
270
'I.
\
~-, ____ ,,, ~ ..,..
,~
\
'
I
�PATTERN FOR INSTRUMENT PRACTICE
In the following pattern maintain headings within five degrees,
and altitude within 100 feet. Strive to make all turns smoothly, using
20° banked turn unless otherwise specified.
1. Heading 360°, altitude above 5000 feet, plane in cruise setting, fly for one minute.
2. Make 270° left turn, putting gear down, and one-half flaps
maintain altitude, airspeed 140 to 145 m.p.h.
3. Descend for two minutes, heading east at 500 feet per minute.
4. Make 450 right turn. Keep 500 feet- . per minute descent
until reaching north heading. Hold altitude for rest of turn.
5. Pull gear and flaps up, heading south.
6. Start 270° left turn making a military climb 45 inch manifold
pressure and 2500 r.p.m. (Auto rich-cowl flaps streamed).
7. Fly for one minute using military climb, heading west. Level
off and go into cruise.
8. Start 450° right turn, speed at least 175, first 90 degrees,
20 degree bank, next 180 degrees, 30 degree bank, and last 180 degrees, 40 degree bank. Finish heading north.
,,,,,--- .... ,
/140 M.P.H. \
[ 1/2. FLAP
~
-\' GEAR
:
\. DOWN
I
...
N
t
:---------- .....-----
_____
500 FT/MIN. DESCENT = 2 MINUTES
. - - - ,·~.,--
.t
/
I
/
~I
~
LEVEL OFF
I
'
140 MP. H. \
A
\
\
~If
-...
'----~--.,.
I~
w~wl
~10
FINISH
,~
I
I/"""--.....
~
i~
I~
t: 175 MPH',
START~'-
It
l<~E
~,c
~
v
/Io..
I=>
I ~N-
f"' END
,/
OF CLIMB
'-
:
t ·t;;;~~;--+-----------~---- '\
INTO CRUISE
I
'f
s
~
CL~~s
;
\2500 RPM/
' ,~.., ,,
�LET DOWN PROCEDURE
Tne two charts, on pages 72 and 73, for Sc1.n Diego and El
Centro range stations show the actual procedure to be used under instrument condition. To avoid any traffic during instrument practice,
all altitude will be increased 4000 feet.
1. On initial cone ( either 4000 or 8000 feet) :
(a) Cross check leg.
* (b) ' Wheels down.
* (c) One-half flaps.
* ( d) Auto rich.
* ( e) Boosters on.
2. Final cone:
(a) Turn to magnetic course to field.
(b) Start immediate descent.
(c)' 2500 r.p.m.
( d) Level off at minimum altitude and fly for the allotted
time.
3. Pull out (no contact) :
(a) Power on-45" Hg manifold pressure, 2500 r.p.m.
(b) Immediately Gear-up.
(c) Flaps up.
(d) ' Climb on prescribed pull out procedure.
*b to e may be done two minutes before reaching 4000 foot
cone, if an acc_u rate time of arrival can be determined.
In an effort to help the student become familiar with CAA
voice procedure and requirements, the student will report to the instructor or check pilot as he should to the radio station under actual instrument conditions.
(a) Request initial approach clearance.
(b) Report over initial cone.
(c) Report whether contact or making no contact pull out.
( d) Request further instru0tions if on no contact pull-out.
-71-
�INITIAL
APPROACH
4 000'N.S.& E
8000'
WESTBOUND
INITIAL
APP.ROACH
4000' N.&.S
80~ESTBOUND
DESCEND
~Cl:!!'1B
TO
1500'
- - NORTH WEf>T
TO
4000'"
----------'--lllllli•r--------SOUTH
_--.;L-- ~
EM"f --
15'
TO LINDBERG TO NORTH IS. TO KEARNEY
CFR 0
WHEN PRACTICING
ADD 4000 FEET
TO ALL INDICATED
I MIN. 4!S SEC. I MIN. 4!S ·SEC. 3 MIN. !S SEC. ALTITUDES.
140 M.P.H.
140 M.P.H.
145 M.P.H.
015• M
-72-
�ALL BEARINGS ARE MAGNETIC
EL CENTRO
(SEELY BEAM)
2.12 KC.-- -··· MB
ELEVATION
50'
INITIAL
APPROACH
8000' E. S. 1tW.
N. 4000'
N
A
75°-+
A
N
WHEN PRACTICING ADD 4000'TO ALL ALTITUDES
INITIAL
APPROACH -
'
•COURSE•
:, 11° MA6.
•DISTANCE•
,.j M.
TIME TO FIELD
I'
,o.,
-73-
�FORCED DESCENT OF LAND PLANES AT SEA
"DITCHING"
1. General-The following notes have been prepared by the British for the general guidance of all members of aircraft crews in event
of a forced landing at sea, which they call "Ditching." Liferaft referred to in this Technical Order is called "Dinghy" in the following text.
2.
Preparation for Ditching:
(a) If doubt exists in the captain's mind whether he can
reach the coast, preparation for ditching MUST begin, particularly the
radio procedure.
(b) If height cannot be maintained, above 1000 feet, the
crew should move to their ditching stations in order that the pilot
should be able to re-adjust trim, and lower his flaps without the crew
moving about the aircraft.
(c) The executive order to prepare for ditching is "Dinghy,
Dinghy, prepare for ditching" which must only be given by the captain.
The order will be acknowledged by the whole crew by interphone with
the answer "Navigator ditching ditching" :or "Front Gunner ditching,"
whichever is appropriate. 'The crew should also have a pre-arranged
call light ditching signal, and the letter "d" repeated three times is appropriate. The captain will normally warn the wireless operator in this
manner, and the member of the crew nearest the wireless operator
should also give him verbal warning. The preparation for ditching is
thus begun on a coordinated basis, and the captain is assured that his
crew is aware of the situation, an4 if they have practiced the drill,
they know what to do, and do it.
(d) The captain's duty is to coordinate the work of his crew,
but the crew should act on his executive order "Dinghy, dinghy, prepare
for· ditching" without further orders from him being necessary, other
than his final order to the wireless operator to move to his di~ching
station, and the final warning of the impending impact.
3.
The Navigator:
(a) Should have a constant appreciate of WS (wind speed)
and D (direction) and Dr (drift)' and fixed position. He should al~ays
be well aware of fuel consumption in relation to his ETA (estimated
time of arrival).
(b) On the captain's executive order, the navigator will:
1. Calculate position.
2. Pass DR position to W.O with cou;rse, height, and
speed maintained.
3. Receive fixes and bearings from W.O.
-75-
�4.
5.
6.
7.
4.
Calculate estimated position of ditching and pass to
w.o.
Inform captain of surfaces WS and D.
Make out air and dinghy release pigeon messages.
Destroy secret papers and place charts (with latest
positions marked thereon) in satchel.
Wireless Operator:
On the captain's order "Dinghy, dinghy, prepare for ditching"
the W.O. will:
(a) If on group frequency make the first signal on that
frequency and then change over to the allotted MFDF section.
(b) Turn IFF to emergency.
(c) According to the situation use one of the three priority
calls:
S.O.S I am in immediate need of assistance. May
Day (by Radio Telephone).
2. I may require assistance.
3. I may be forced to land without further signal.
(d) Give a time and position to the signal. It is better to
make one of the distress signals as appropriate, than to remain silent.
A distress can always be cancelled when no longer applicable, and in
fact, this must be done.
( e) Transmit course, height and ground speed maintained.
(f)' Pass fixes or bearings to navigator.
(g) Receive estimated position of ditching from navigator.
(h) Transmit estimated position of ditching.
(i)
Clamp down key on captain's order and move to ditching
1.
station.
(j)
(k)
Destroy secret papers.
Where possible use the trailing aerial as an altimeter.
5.
It is the personal responsibility of the captain:
(a) To insure that the bomb doors are opened, the bombs
and containers jettisoned, and the doors closed again. It takes time
to open and close doors, and if there is any doubt that there is time to
do this it is better to keep doors closed; in this case it is essential for
the captain to check that the bombs are "safe."
(b) To decide whether to jettison fuel; the member of the
crew detailed in the drill then opens the cocks on the captain's order.
When the fuel is jettisoned it is imperative that the cocks should be
closed to retain buoyancy of the tanks. Jettison cocks take time to
open and close; the fuel can seldom be jettisoned faster than 100 gallons
per minute.
-76-
�NO'TE: Most U.S. airplanes are not equipped to jettison fuel.
( c) To insure that the member of the crew detailed in the
drill, assists him to secure his sutton harness.
( d) T·o jettison the pilot's upper exit.
(e) To check that the undercarriage is UP.
(f)' To lower flaps to the ditching setting.
(g) To order the Wireless Operator to his ditching station,
since it is important to remain at the set as long as possible.
(h) To warn the crew when ditching is imminent.
(i)
To switch on the landing lamp and the upper identification lamp, (if this does not cause reflections which upset vision). It is
important to remember that judgment of height may not be correct.
6.
Preparation of the Aircraft to make it as seaworthy as possible.
(a) Not only does jettisoning the fuel lighten the aircraft
and so reduce the speed at which the aircraft can be ditched, but also
the empty fuel tanks are a considerable contribution to flotation.
(b) The security of all lower and side hatches must be
checked. Side exits may have to be used as ditching exits, but only upper exits can be regarded as ideal, since they must be opened before
ditching. This is necessary because the hatches may become jammed
on impact and also because it is essential for the crew to be free to
leave the aircraft without delay after ditching.
(c) The bombs should be jettisoned to lighten the aircraft to
assist in reducing the airspeed at impact, and this loss of extra weight
will contribute considerably to flotation. If there is any danger of the
doors being open when the aircraft hits the water, it is better to keep
the bombs on board "Safe." Thirty seconds must be allowed for opening and closing of bomb doors.
NO'TE: Insure that when equipment is jettisoned it does not
hit the tail plane or carry away the I.F.F. aerials. If airplane has full
droppable fuel tank, drop it. If droppable tank is empty retain it for
flotation.
( d) All bulkhead doors must be closed to hinder the flow of
water from bow to stern.
(e) Close all camera hatches and flare chutes.
7.
Preparation by the Crew to insure safety on and after impact:
(a) All the actions to make the aircraft seaworthy also come
into this category.
(b )' It is vitally important that the crew should be braced
against the impact. There are two ideal ditching stations.
1. In a sitting position, back and head braced against
a solid structure, such as at the rear of a spar, an
armored door or an armored bulkhead. If the head
-77-
�comes above a spar being used as a ditching station,
it is very important that the head should be clasped
in the hands, to avoid its being forced back and injured. In this position the body can withstand
forces which are far greater than those expected in
ditching with the exception of forces expected when
the aircraft dives straight in.
2. The second but less satisfactory ditching station is
to lie upon the floor with the head to the rear and
the feet braced against a solid structure. It is necessary to have the knees bent to avoid injury as far
as possible, but the limiting factor of this ditching
station is the liability of the legs to fracture.
(c) Straps are not normally required at ditching stations unless there is a lack of suitable positions in the aircraft when the member of the crew may have to remain in his seat. Loss of life may occur
due to failure to get clear of the aircraft so that strap must not be
used unless virtually necessary.
( d) It is vitally necessary for the pilot to be secured by sutton harness, and it is considered that the embarrassment caused by
having the harness done up during ditching is far less serious than the
consequence of not being secured.
(e) The rear step formed by the end of the bomb cell should
not be used as a ditching station, since a great rush of water is expected here, owing to the almost certain collapse of the bomb doors and
consequently the step will be liable to burst inward.
(f) All forward and amidship upper hatches should be opened
before ditching to facilitate the rapid egress of the crew, and also to
insure that the hatches do not become jammed on impact due to being
left closed. It should, however, be borne in mind that open hatches
cause drag and, therefore, the aircraft should not be opened until at
:i.eat 1000 feet is reached.
(g) In night ditching all bright internal lights should be put
out and only the amber lamps used. This will accustom the eyes to
the external darkness.
(h) All lights should be left on after ditching to facilitate
search, in the event of the aircraft floating for a period.
(i)
Life jackets must be worn at all times with the leg
strips secured. Where there are small upper ditching exits, jackets
should not be _inflated till immediately after leaving the exit. On ai1·craft with large upper exits the jacket may be inflated before the ditching takes place. In most cases it is safe to inflate the jacket with one
or two breaths before ditching.
-78-
�(j)
Parachute harnesses should be removed before ditching
in all cases where practicable, except where the single-seater dinghy is
attached to the parachute harness.
(k)
Helmets should be retained for the sake of protection
of the head against cold when in the dinghy. The leads should be
tucked firmly within the life jacket before the V of the neck at the top
tie.
(1) The latest aircraft sea rescue equipment is usually stowed
in either the dinghy stowage or conveniently near the ditching exits,
and it should not be removed from these stowages before ditching to
avoid its being flung forward on impact and becoming lost in the surge
of water. That equipment which is carried free must be held firmly
during ditching.
8.
Wind speed and direction and surf ace conditions in relation
to ditching.
(a) At least an elementary understanding of sea conditions
must be gained to obtain full advantage from the notes on handling,
which follow this section. It should be remembered that Fleet Air Arm
and boat pilots are continually associated with the sea, and have
therefore, a decided advantage over the landplane pilot who usually has
not that experience.
(b )' Calm Sea-With this type of sea there may be little or
no wind, so that it is essential to ditch with the lowest IAS possible.
Such a sea is deceptive with regard to judgment of height particularly
if the surface is "glassy." If there are ripples upon the surface
judgment of height is improved.
(c)
Waves always move with the wind except when close inshore, and in fact flowing estuaries. Waves are the direct result of
the wind which creates and maintains them.
( d) Swell is an undulating movement of the surface caused
by past or distant disturbance by action of the wind. It does not necessarily move with the wind, and it has no breaking crests. If the wind
is blowing across the swell, a cross-sea is created with the waves (which
are moving down-wind) running on the swell. In these conditions the
pilot must choose that direction along the swell which will make the approach as near into the wind as possible.
9. Ditching Characteristics-If the aircraft lights tail down in
a three-pointer attitude (as it should) there will be a primary slight
impact as the rear of the aircraft strikes. This will be followed by a
severe impact with violent deceleration in most cases. If the alighting
has been made too fast a bounce will occur, providing the underbody
is sufficiently strong. As the aircraft conies to rest the nose will bury,
but if the alighting has been carried out correctly, the effect of the
-79-
�nose burying will be minimized, and the structure may not collapse.
Usually bomber aircraft may be expected to float for a minimum per.
iod of one minute.
10.
Characteristics in a Short, Moderate or Calm Sea:
If the aircraft bounces, the control column should be held
back. In the average short sea the tail should touch the crest of a
wave and as soon as it d-o es the nose should be kept up as much as possible. This should cause the forebody to touch down approximately
under the CG on the next wave crest.
WARNING: The open sea always appears from the air to be
much more calm than is the case.
11.
Wind Speed and Direction:
(a) In the absence of any fixed mark (land, lightship, etc.)
or floating object not under way, the pilot can only judge motion relative to the motion of the waves.
(b) Waves, as distinct from swell, move down-wind, and the
line of the wind can be taken to be at right ~ngles to the line of the
wave crests; but doubt may exist as to which way the wind blows along
the line.
(c) If there is sufficient wind, waves break, and they break
down-wind. This can readily be observed from a low height. If the
aircraft is flown at right anges to the breaking waves the direction of
drift will be apparent.
(d) If there is enough wind to blow the spray off the wave
crests, the direction in which the spray moves is reliable.
(e) Wind direction may be obtained by dropping a smoke
float. The smoke from ships is also a useful guide. Smoke naturally
drifts with the wind and if this drift could be observed, the direction
would be indicated. But do not make the mistake of supposing that the
wind direction is along the trail of the smoke. This trail is the resultant of the wind speed and direction and the ship's forward motion.
Therefore, the wind direction is somewhere between the forward path
of the ship and the smoke trail. Only when the wind is blowing in a
similar direction to the forward motion of the ship will the smoke be
a reliable indication of direction. It will be from astern.
(f) If low enough, it is possible to calculate the direction of
the wind by observing the sails of surface craft. A reasonable jndication of speed can also be gained by observing the set of th e sails.
(g) Where the surface is not broken up it is possible to
watch gusts rippling the surface in great sweeps, which indica te wind
direction.
-80-
�12.
Drill During the Final Approach:
(a) The captain should keep his wireless operator at the set
as long as possible and only leave him a safe margin of time to take up
his ditching station.
(b) The crew on their part must see to it that the wireless
operator's station is not occupied and is clear of obstacles.
( c) The captain will warn the wireless operator to move to
his ditching station by call light and/ or interphone or by shouting.
(d) 'I'he wireless operator for his part can be fairly certain
that the order will come when he feels the flaps finally being lowered.
( e) The wireless operator will immediately clamp down the
key and move to ditching station on the captain's order, fully realizing
that he has been left at the set only as long as it is safe, thus if he
does not move quickly he may be caught standing up at impact. This
is very dangerous.
(f) The captain will maintain intercommunication with the
crew up till the last moment, and warn them of the impending impact.
lt is not reasonable to expect a crew to remain braced for long periods.
If they are not in intercommunication with the captain, the temptation
to get up and see how things are progressing may end in being caught
c,ut of a ditching station with consequent injury. A casualty in ditching is a very grave handicap to the rest of the crew, who may scarcely
be able to save themselves.
13.
Drill During Ditching:
(a) The crew must not relax or release themselves in their
ditching stations until the aircraft has come to rest. The first impact
of the tail can be mistaken for the shock against which they are on
guard, but it will be followed by a greater shock as the nose strikes the
water after a correct three-pointer tail-down ditching.
NOTE: Serious casualties have occurred in crews who have
not taken up proper ditching stations or where they have relaxed before the final impact. Also, some crews have thought they knew better
ditching stations than those laid down in the official drill; this also has
resulted in casualties. It is pointed out that these drills are the result
of experience of a great many previous ditchings and are drawn up by
Air Sea Rescue with the advice of operational pilots of squadrons,
groups and commands and by technical officers of the Ministry of Aircraft Production. Such advice and instructions should not be lightly
disregarded.
(b) Aircraft may slew to one side after impact, especially
after a down-wind or cross-wind ditching. In most dinghy drills the
ditching stations provide for this contingency in various ways.
-81-
�14.
Handling of Landplanes in Ditching:
(a) Use of Flaps--the flaps should be lowered to reduce the
speed at which the aircraft can approach and touch down. It is better
to use a medium setting and not to lower them fully because little, if
any, further reduction of speed is obtainable by so doing, while the
rate of descent is increased and the aircraft approaches more nose
down; a steep nose down descent is dangerous if the sea is met sooner
than expected, and also more height is required for flattening out from
such an attitude.
NOTE: The maximum flap deflection for the B-24C, D and
E airplane is 40 degrees, at which position the wing lift increase is 55
percent and the drag increase is 70 percent. At the position of 20 degrees down the lift increase is 24 percent and the drag increase
amounts to 30 percent.
(b) Approach Speed-Assuming that symmetrical power is
n ot available for the normal glide, approach speed should be used. This
will insure control and some margin of speed after flattening out to allow the pilot to choose the best spot for ditching on the swell.
(c) Touch Down-Apart from choosing the best point at
which to ditch, the pilot should hold off until he loses all excess speed
above the stall and so strikes the sea at the normal three-point landing
at titude (slow landing attitude for tricycles). The best point for
ditching is towards an oncoming swell top.
( d) Direction of Approach in a Swell-In a steep swell the
pilot should generally ditch along the top of the swell. He should ditch
up-wing in a long ocean swell; however, if ditching along the swell
would involve alighting with a very strong cross-wind, the aircraft
should be ditched into wind. In ditching across the swell, the aircraft
should be put down on an upslope towards the top.
(e) Ditching Across Wind Along a Swell-As the sea is approached, drift should be taken off by sideslipping, and the aircraft
ditched on the upslope of the swell.
(f)
Use of Engines:
1. If one engine of a twin-engine aircraft is available,
a little power should be used to flatten the approach; but the
engine should not be used to such an extent that t he aircraft
cannot be turned against it right down to the stall, with a margin of rudder power in hand. On no account should the engine be opened up during the final stages of ditching. The
power that can be used will depend on the characteristics of
the airplane.
2. If two engines are available on one side, the inne,
engine only should be used.
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�3. If the power is, for instance, inner port and outer
starboard, it will be possible to use considerable power, adjusting the throttles so that little rudder is needed; this case
approximates to the next case.
4. If power is available symmetrically, it should be
used-to full, if necessary, with two engines out of ·four-to
secure the flattest possible approach and the slowest possible
touchdown. The slip-streams over wings and tail will aid considerably in reducing speed and retaining control.
,
15. Retention of Fuel for Ditching-The value of power in ditching is so great that the pilot should always ditch before fuel is quite
exhausted, when it is certain that land cannot be reached.
16. Altimeter-The aneroid altimeter is quite unreliable as an indicator of close approach to the sea. The trailing aerial can be used,
the wireless operator signalling the captain when the current drops on
the weight hitting the sea. An alternative method is to engage the
aerial with an insulated hook in the hand, when the impact of the weight
on the sea will be felt. This drill can only be carried out where a suitable ditching station is adjacent to the W .0.
17.
Drill After the Aircraft Has Come to Rest:
NOTE: 'There are two critical periods in ditching:
The actual handling of the aircraft onto the water. This is
the sole responsibility of the pilot.
The abandonment of the aircraft in an orderly manner after
ditching in the very shortest time possible. This cannot be done well
in a training fuselage in a hangar without much practice. Far less
can it be expected to carry out an efficient drill in the dark after a
shock in a fuselage which is filling with water UNLESS the drill is perfect. Practice makes perfect. A very large number of crews have
thus saved themselves and finally have been rescued by surface craft.
(a) The crew must not release themselves until the aircraft
comes to rest.
(b) · Most multi-engine aircraft now have automatic release
of the dinghy, but do not depend solely upon this because the mechanism may have been damaged. Operate the manual release of the dinghy
as soon as the aircraft comes to rest but not before. The manual release should not be gripped before or during the ditching to avoid inadvertent release as a result of the impaGt. If this mistake is made
the dinghy will blow out while there is still way on, and it may thus
break free and drift out of reach.
(c) Directly the aircraft comes to rest, rise from the ditching
stations and collect that equipment detailed in the drill. Leave by the
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�hatch detailed in the drill and in the correct order, carrying that equipment allocated to each member of the crew. When the dinghy radio is
carried remember that it, and the means of erecting the aerial (mast or
kits) are the most vital pieces of equipment required in the dinghy to
assist rescue; the pigeons are next in importance and the food last but
not least.
( d) On emerging, inflate the life jacket if not already done.
Do not be surprised to find that waves may be breaking over the aircraft. If they are large it is possible to get swept off. If the aircraft
has a life line attached to the inside of the hatch, make use of it,
otherwise hold on to the outside of the hatch and await a favorable
moment to board ~he dinghy, but by doing so take care not to block the
escape hatch, vr to hinder the tempo of the drill to any great extent.
( e) In aircraft with blow-out dinghies, one man is detailed
to assist the dinghy from the stowage, and it is his duty to see that the
necessary cordage does not entangle during inflation. He should also
assist the dinghy into the water in order to hasten the boarding.
(f) If the dinghy should inflate inverted, an endeavor should
be made to right it from the wing, if the aircraft is not sinking rapidly;
otherwise one (and one only) of the crew should jump into the sea and
right it. There are two methods of doing this:
1. If there are handling patches on the bottom of the
dinghy, grasp them with both hands. Then haul on these
patches with knees on the buoyancy chamber. Now while
still hauling on the handling patches lean back and prepare to
become submerged for a moment. The dinghy, even the
largest, will turn over.
2. In the absence of handling patches, place the toe of
the foot on the bottom of the ladder, grasp the two nearest
stabilizing pockets. Lean back and haul on the pockets while
pressing with the foot on the ladder.
(g) Do not jump onto the inverted dinghy, as doing so expels
air trapped beneath it, and makes righting more difficult.
(h) If there is a painter which attached the dinghy to the
aircraft, it is made intentionally light in order that it shall break if
the aircraft sinks while the dinghy is still attached. There is a floating knife attached to the dinghy near the point where the painter is
made fast. This knife is to be used to cut the dinghy free.
18.
Boarding the Dinghy:
(a) If the ditching has been made into the wind, the dinghy
should float toward the tail plane, and the boarding should not be difficult.
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�(b) If a cross-wind ditching has been made, the aircraft will
tend to swing into the wind. If the dinghy is on the up-wind side of
the aircraft, there is danger of it becoming wedged beneath the wing
as the aircraft rolls and swings into the wind. On the other hand, if
the dinghy is on the down-wind side, there is a danger of getting beneath the fuselage or tail plane which may be thrashing up and down,
as the aircraft weather-cocks into the wind. Look out for jagged edges
which may puncture the dinghy.
(c)' Do not jump into the dinghy; by so doing it may become
damaged and the whole crew endangered.
( d) If boarding from the sea, use the r ope ladder, or the t ail
line, if provided. When using the ladder, grasp the ratlines (which
run across the dinghy) with one hand and the bottom rung of the ladder
with the other, pushing it down into the water as far as it will go to
assist in inserting the foot. Then grasp the ratlines with both hands
and pull, at the same time pressing downward with the foot.
( e) One man already in the dinghy can be of great assistance to those in the water who require helping aboard.
(f) To avoid the consequences of exposure, it is important
not to get more wet than absolutely necessary. But wet clothing must
NOT be taken off; it is far warmer with wet clothes on than off. In
hot weather this may not apply, so far as cold is concerned, but the
body should be covered ag.a inst the sun.
(g) On every main dinghy there is a heaving line which may
be used for aiding crews to reach the dinghy.
(h) All the above actions concerning boarding the dinghy are
comparatively simple if the life jacket is fully inflated. If this jacket
has been partly inflated by mouth, it is important to be sure that the
mouth valve is closed before using the CO2 bottle. A non-swimmer can
feel quite confident in a fully inflated jacket, providing the leg straps
are secure.
19.
Aboard the Dinghy:
(a) Once aboard it is the duty of the man detailed in the
drill to check whether there are any leaks, and stop them up with the
stopper provided. Another member of the crew is also detailed to connect up the topping-up bellows and top-up until the dinghy is rigid. If
any of the crew are in the water the topping-up of the dinghy will greatly assist in boarding.
(b) Once every one is aboard, the captain should call the
roll and give the order to cast off, then the crew should paddle away
from the aircraft. If the aircraft floats, keep nearby to increase t h e
chance of being spotted. But do not remain made fast to the air craft
where there is any chance of the dinghy being punctured or in rough
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�conditions where the dinghy is likely to be damaged by the rise and fall
of the aircraft.
(c) The dinghy cover should next be rigged with the assistance of the whole crew.
( d) Once the dinghy cover is rigged, bailing should start to
clear out most of the water.
(e)
Emergency Operation of Radio Equipment:
1.
Operation of Portable Emergency Radio Transmitter (Type SCR-578-A).
(a)
General:
A complete self-contained portable emergency
transmitter is provided for operation anywhere away from the
airplane. It is primarily designed for use in a small boat or
life raft, but may be placed in operation anywhere a kite can
be flown, or where water may be found. The unit is usually
stowed in the aft end of the radio compartment next to the
transmitter tuning units, and is equipped with a small parachute to permit dropping from the airplane in event of any
emergency.
When operated, the transmitter emits an MCW
signal, and is pretuned to the international distress frequency
of 500 kc. Automatic transmission of a predetermined signal
is provided. Any searching party can "home" on the signal
with the aid of a radio compass. No receiver is provided.
(b)
Removal from Airplane:
If the airplane has made an emergency landing on water, the emergency set should be removed at the same
time that the life raft is removed. The set is waterproof, and
will float, and therefore it is not necessary to take any precautions in keeping the equipment out of the water. Be sure
that it does not float out of reach.
The emergency set may be dropped from the
airplane by use of the parachute attached. The altitude of
the airplane when dropping the equipment should be between
300 and 600 feet. To drop the equipment, the following steps
should be observed:
'T ie the loose 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.
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�Throw the emergency set out through a convenient opening in the airplane. Parachute will be opened by
static line.
CAUTION: Do NOT attach static line to any
part of one's body when throwing the equipment through the
opening.
( c) Operation-Complete operating instructions
ar·e contained in one of the bags which contain the equipment.
Complete instructions for the use of transmitter are also located on the transmitter itself.
2. Inter-phone Equipment Failure-In the event of interphone equipment failure, the audio frequency section of the command
transmitter may be substituted for the regular interphone amplifier.
To make this connection, the pilot should place his command transmitter control box channel seiector switch in either "No. 3" or No. 4"
pos1t1on. Set the interphone jackbox 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 "No. 3" or "No. 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
back in either "No. 1" or "No. 2" position.
3.
Substitution of Radio Compass Receiver 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
jackbox selector switch in the "COMP" position and then place the
radio compass selector switch (marked "OFF," "COMP," "ANT,"
"LOOP") in the "ANT" position. The radio compass can then be
tuned as desired.
4. Substitution of Liaison Receiver for Low, Medium
and/ or high Frequency Command Receiver-In case of 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.
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�NOTE: When substituting one receiver for another,
such as the compass receiver for the command receiver, the pilot must
move his interphone jack box switch to the "COMMAND" or "LIAI-SON" position in order to transmit. At the end of the transmission,
he must switch 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.
5. 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 he
desires to use. He should then set his interphone selector switch to
"LIAISON" position and operate his microphone button in the same
manner that he did when the command set was in operat ion. 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.
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�FLIGHT TRAINING
Prior to flight, student pilot is given a cockpit check out
shown on Page 1. After this check out student pilot rides eight ( 8)
hours in center seat as an observer. Upon completion of the observation rides, the student is ready for the following flight training.
PHASE A-BASIC TRAINING
Phase A-1 (2 hours)
Solo students-Right seat:
Co-pilots-Right seat.
Instructor explains or demonstrates: stalling characteristics,
check off lists, emergency procedures, engine failures, radio equipment,
AFC ( C-1) operation, gas system, autosyne instruments, fuse boxes,
pre-flight check, and general flying characteristics under various conditions. This flight is conducted above 7000 feet with the student occupying the right seat.
Phase A-2 (2 hours)
Solo students-Left seat:
1.
2.
3.
4.
5.
6.
Co-pilots-Right seat.
Normal landings.
Emergencies.
(a) Cut gun (No. 1 or No. 4) on take-off.
(b) Simulate feathering (15" Hg at take-off).
Engine failure in flight.
(a) No. 1, No. 2, No. 3 or No. 4.
(b) Go through entire feathering procedure.
Emergency or full-power pull up.
Methods of lowering gear ( 4).
Methods of lowering flaps ( 4).
Phase A-3 (2 hours)
Solo students-Left seat:
1.
2.
3.
4.
5.
6.
Co-pilots--Right seat.
Normal landings.
Full flap no power landing.
Three engine landing.
No flap take-off.
Full flap take-off.
Emergencies.
-89-
�Phaae A-4 (2 hour,)
1.
2.
3.
4.
5.
Solo students-Left seat: Co-pilots--Right seat.
Normal landings.
Short field landing and approach.
Closed field landing and approach.
No flap landing.
Emergencies.
Phaae A-5 (2 hours)
1.
Solo students-Left seat:
General review.
Co-pilots-Right seat.
Phase A-6 (4 hours)
1.
Solo students-Left seat: Co-pilots-Right seat.
General review for unqualified pilots if required.
Phase A-7 (2-4 houra)
Solo X for solo students (left seat) only.
1. Pre-flight check.
2. Cock pit procedure and radio operation.
3. .Taxiing, run up, and ramp procedure.
4. Take-offs:
(a) Normal or ½ (20°) flap.
(b) Full flap (40°).
(c) No flap.
5. Landings:
(a) Normal.
(b) Full flap (40°)-no power.
(c) No flap or half (20°) flap.
( d) Small field.
(e) Low visibility.
(f) Three engines.
6. Emergencies:
(a) No. 1, No. 2, No. 3, or No. 4 out in flight.
(b) No. 1 or No. 4 out on take-off.
(c) A.C. power and fuel off to one engine.
7. AFC (C-1) operation.
8. Aptitude and Airplane Commanders' T·e chnique.
NOTE: Co-pilots are not given a check as their respective
instructors qualify them when ready, but are not to utilize more time
than allotted. After qualifying, they fly as co-pilots for solo students
until their flight time is approximately forty ( 40) hours.
-90-
�Phase A-8 to A-11
1.
The above phases take care of extra time and re-checks.
Phase A-12 (10 hours)
1.
Basic solo.
PHASE B-INSTRUMENT TRAINING
This instrument course is to familiarize the student with the
handling of the plane on instruments and to completely familiarize the
student with the radio equipment in the plane.
The limited time of this course will not allow for much basic
instrument instruction, but if time permits, the instructors will do their
best to help any student with his basic instrument flying.
The student should strive to smooth out his instrument flying
during the short time allotted, and then to familiarize himself with all
the radio equipment in the plane and the uses to which they may be put.
Phase B-1 ( 2 hours)
Basic Instrument Instruction
During basic instrument instruction and solo the student should
strive to maintain his flight within the following tolerances:
Altitude
or - 150 feet.
Heading
or - 5 degrees.
Rate of climb
or - 300 feet per minute from the desired
rate of climb or descent.
Air Speed
or - 5 m.p.h. from desired airspeed.
Degree of Bank
or - 5 degrees from desired amount of
bank.
When turning to a heading stop plane and hold heading within
5 degrees of desired headings.
1. Explain how to check all flight instruments before take-off.
2. Climb to altitude ( constant power).
(a) Hold a heading for 5 minutes.
(b) Twenty degree banked turn to right and left (180 ° ).
3. Level flight (cruising) .
(a) Hold heading and altitude for 5 minutes.
(b) Twenty (20 ° ) degree banked turn to right and left (90°).
(c)' Thirty (30°) degree banked turn to right and left (180°).
(d) Forty (40°) degree banked turn to right and left (180°)
at least 175 m.p.h.
+
+
+
+
+
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�4.
5.
6.
Attitude flight.
(a)
Lower gear-150 m.p.h. maintain heading and altitude.
(b) Lower flaps to ½-140 m.p.h. maintain heading and altitude.
(c) Twenty (20°) degree banked turn to right and left (90°).
(d) Descend 1000 feet at 300 FPM.
1. Hold heading for 2 minutes.
2. Make twenty (20°) degree banked tur n to right and
left.
(e) Level off and make full power pull up.
1. Climbing power.
2. Gear up.
3. Stream cowl flaps.
4. Flaps up.
5. Climb on desired heading.
(f) Turn on A.F.C. power switch.
(g)' Go through basic instrument pattern.
Three engine operation.
(a) Cut one engine (feather).
1. Straight and level flight.
2. Twenty (20°) degree banked turn away from feathered engine .
A.F.C.
(a)
(b)
( c)'
7.
8.
Engage A.F.C. on any desired heading.
Make ten (10°) degree course change to right and left.
Make eighteen ( 18 °) degree banked turn to right and
left coming out on given headings.
Radio Instruction.
(a) Explain operations of manual loop, adjusting volume
control to obtain bearings and procedure for loop orientation, use of "Voice- CW" switch, and use of rain static
position.
(b) Explain use of automatic loop, method of using loop to
maintain a given track to and from radio station.
( c) Explain fade parallel system of orientation and the full
procedure for range let downs, gear down, half (20°)
flap after getting initial cone.
Explain use of oxygen equipment.
Phase B-2 (6 hours)
Basic Instrument Practice (Solo)
1.
First two hours (Basic) :
Climb to altitude using 35" Hg manifold pressure--23()'1 r.p.m.
(a) Hold constant heading (5 minutes).
-92-
�(b)
'Twenty (20°) degree banked left and right turn (90°
turn).
2.
Level off (holding altitude and heading for 5 minutes).
(a) Practice turning (20° banks) to right and left and coming out on definite headings holding these headings for
3 minutes (altitude plus or minus 100 feet. Heading
plus or minus 5 degrees).
(b) Same for thirty (30°) degree banked turns.
(c) Practice lowering gear and flaps to one-half. Hold heading and altitude.
(d) Raise gear and flaps. Hold heading and altitude.
3. Practice basic instrument pattern. (Go t hrough complete
pattern twice.)
Second two hours (Basic) :
Climb to altitude using 35" Hg manifold pressure-2300 r.p.m.
(a) Hold constant heading (5 minutes).
(b) Twenty (20°) degree banked left and right turns.
2. Practice basic instrument pattern (go through twice).
3. Set up automatic flight control ( C-1 auto pilot).
(a) Make small course changes to right and left.
(b) Make large (over 50 degree) turns to right and left coming out on definite headings.
4. Practice taking bearings (manual loop) on both radio ranges
and radio broadcasting stations. Check bearings by turning radio
compass to "COMP ASS" position.
5. Fly by station (to right or left) taking continuous bearings as
you pass stations.
1.
Third two hours (Basic):
1. Practice all phases, especially any in which you feel that mor e
practice is required.
Phase B-3 (2 hours)
Instrument and Radio (Solo)
Students will use oxygen during 6 hours of solo.
First two hours (Advanced):
1. Go through basic instrument pattern.
2. Make two complete manual loop orientations and home to
station. (One on range station, one on radio broadcast station. )
3. Use. both a radio range st ation and broadcast st ation to depar~from station on a definite heading, and return to station on the reciprocal, using the automatic radio loop ( one using A.F.C.).
-98-
�4. Make complete fade parallel orientation and let down on range
legs (don't go below 2500 feet if using San Diego range). Make no
contact pullout.
Second two hours (Advanced):
1. Go through basic instrument pattern.
2. Make one complete manual loop orientation and home to
station.
3. Make good a track of 70 degrees from range station, return
on track of 250 degrees after making procedure turn to right. Use
automatic direction finder only.
4. Make fade parallel orientation and two range let downs.
(Keep above 2500 feet when using San Diego.) Each time make no
contact pullout.
Third two hours (Advanced) :
1. Practice all the above problems.
2. Practice the problem in which you feel the time could be spent
most profitably.
3. Blank out A/H and DIG and fly a let down.
Phase B-·5 (2 hours)
Instrument Check for Solo Students (Left Seat) Only
1.
2.
3.
4.
5.
6.
7.
8.
9.
Instrument check prior to take-off.
Instrument take-off.
Climbing to altitude.
Warm up on basic pattern.
Manual loop operation.
Automatic direction finder operation.
A.F.C. (C-1) operation.
Radio range operation.
Three engine operation.
Phase B-6 to B-9
The above phases take care of extra time and rechecks.
Phase C-1 (2 hours)
1.
2.
Basic night check out.
Two landings (lights on).
Two landings (lights off)·.
Phase C-2 (2 hours)
BASIC NIGHT SOLO
1.
Two landings (lights on).
-94-
�2.
Two landings (lights off).
Phaae D-1 ( 4 houra)
DAY NAVIGATION HOPS
Phaae D-2 ( 8 hours)
NIGHT NAVIGATION HOPS
NOTE:
1.
Phase D-1 and D-2 have not been included in the syllabus as
yet.
2. All solo students will log their solo time on board in crew
flight training office immediately after flight. In addition they will
log time for co-pilot on same board. See yeoman for details.
3. Transition Landplane Unit does not qualify pilots as to Patrol
Plane Commanders, and Patrol Plane First and Second Pilots ratings,
but qualifies pilots either to act as solo or co-pilot for Liberator
(PB4Y-1) type aircraft. In this connection, after the instrument
course has been satisfactorily completed a card is issued, i.e.,
"Qualified on instruments in 4 engine landplane."
"Qualified for let-down on instruments."
-95-
�PILOT'S OPERATING INSTRUCTION
TYPE B TURBOSUPERCHARGER CONTROL SYSTEM
Engaging the system-After turning on the airplane's battery
switches, the airplane's master switch, and one inverter switch, allow
two minutes for the Amplifiers to warm up. The control system will
then respond to the setting of the Turbo Boost Selector.
Taxiing-Turbo Boost Selector can be set at position "6" or
slightly lower, according to power desired. Turn on filters.
Before Take-Off-Turn Turbo Boost Selector clockwise to "8".
Set props to take-off r.p.m. Check manifold pressure on each engine
separately at full throttle. If the manifold pressure on any engine
fails to come up to within 1" of take-off pressure with full r.p.m., turn
dial to zero and check the engine r.p.m. and manifold pressure without
turbo boost. This will show whether the low manifold pressure is
caused by faulty engine operation, or by insufficient turbo boost. Be
sure generators are turned on. Also check D.C. voltage on voltmeter.
Take-Off-Turn 'Turbo Boost Selector dial to "8," and set
throttles full open.
Climbing-After take-off, turn knob counter-clockwise until
desired manifold pressure is reached. Decrease r.p.m to desired value.
Reset manifold pressure with Turbo Boost Selector if necessary. Adjust
intercooler shutters to maintain proper carburetor air temperature.
For climbing, after cruising, increase r.p.m. first; then increase
MP to desired value by turning Turbo Boost Selector clockwise.
Cruising-Use dial to select manifold pressure. If manifold
pressure cannot be lowered sufficiently with the knob, pull back on the
throttles. Decrease r.p.m. to desired value, and then if necessary reset
the manifold pressure with throttles and dial.
NOTE-At least 2" of turbo boost should be maintained at all
times to insure proper lubrication of turbo. If atmospheric
conditions are such that carburetor icing may occur, maintain
at least 4" of turbo boost and adjust intercoolers to maintain
proper carburetor air temperatures. To arrive at the proper
turbo boost, reduce M'P 4" by retarding throttle, and bring
MP back up 4" by increasing dial setting.
Emergency Power-Increase r.p.m. to maximum.
stop release and turn dial clockwise to "10."
Press dial
Formation Flying-The throttles, the Turbo Boost Selector
knob, or the throttles and the knob combined ,may be used in formation
-97-
�flying, depending on the tightness of the formation, the position of the
plane in the formation, and the altitude. In all cases, the Turbo Boost
Selector must be set at a point where the manifold pressure will not
exceed the recommended limit for the r.p.m. being used, even with
throttles full open. At altitudes in the turbo overspeed range, the
Turbo Boost Selector should be held to a setting below the point where
t he overspeed control begins to "cut in" on any engine, and the throttles
should then be used to vary the power. Below 6,000 feet, the throttles
must be used, as the effective range of the control system is limited at
]ow altitudes.
Descending-Use the dial to select manifold pressure until
t hr ot tle range is reached. For further reduction, use throttles.
NOTE-Turbo boost should be used when descending. Intercoolers should be closed to maintain carburetor air temperature.
Landing-Set props at maximum cruise r.p.m. Set dial at approximately "6." Pull back on throttles. Leave dial at "6" for taxiing.
NOTE-THROTTLES CAN BE USED TO OVERRIDE TURBO-SUPERCHARGER CONTROL SYSTEM AT ANY TIME.
-98-
�.
I
'
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Manuals Collection
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An account of the resource
<p>The <strong>Manuals Collection</strong> features digitized manuals held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include aircraft and engine manuals produced by corporations and military branches.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. These manuals are intended for research purposes and should not be used to build or operate aircraft. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
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<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
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The Museum of Flight Library Collection
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Manuals Collection/The Museum of Flight Library Collection
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Manuals Collection
Text
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MANACT.C6.PB4Y-1.2
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LMAN_text_020
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manuals (instructional materials)
Title
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Pilot's guide : Consolidated "Liberator" PB4Y-1 type aircraft.
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United States. Navy.
Consolidated Vultee Aircraft Corporation.
United States. Army Air Corps.
Publisher
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[Washington, DC] : United States Navy
Description
An account of the resource
<p>Prepared by the Crew Flight Training Department of Transition Landplane Unit, Headquarters Squadron, Fleet Air Wing Fourteen.</p>
Table Of Contents
A list of subunits of the resource.
Contents: Cockpit check-out procedure -- Stalling speeds -- Check off lists -- Power plant operation -- Flight test procedure (new engines) -- Propeller synchronization -- Propeller feathering -- Emergency flight operations -- Taxiing -- Take-offs -- Full power or emergency pull up -- Landings -- Pertinent equipment -- Long range operation -- Radio equipment -- Instrument flying -- Forced descent of land planes at sea -- Flight training -- Pilot's operating instructions.
Date
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[194-?]
Subject
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Consolidated PB4Y-1 Liberator
United States. Navy--Handbooks, manuals, etc.
B-24 (Bomber)--Maintenance--Handbooks, manuals, etc.
Airplanes, Military--Maintenance--Handbooks, manuals, etc.
Seaplanes--Maintenance--Handbooks, manuals, etc.
Source
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Manuals Collection
Extent
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iv, 98 p. : ill. ; 20 cm
Rights
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No copyright - United States
-
https://digitalcollections.museumofflight.org/files/original/186c7a68f240111b41ccd7beebefdb1e.pdf
c89b11ac834593cc2d5abcd847971999
PDF Text
Text
������������������
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Manuals Collection
Description
An account of the resource
<p>The <strong>Manuals Collection</strong> features digitized manuals held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include aircraft and engine manuals produced by corporations and military branches.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. These manuals are intended for research purposes and should not be used to build or operate aircraft. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
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<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
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The Museum of Flight Library Collection
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Published works have been digitized under fair use. Material may be protected by copyright law. Responsibility for obtaining permission rests exclusively with the user.
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Manuals Collection/The Museum of Flight Library Collection
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Manuals Collection
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MANACT.N6.B-25.14
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LMAN_text_022
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Manuals Collection/The Museum of Flight Library Collection
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manuals (instructional materials)
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B-25 instructor's manual.
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Cover title: B-25 instructor's syllabus.
Contributor
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United States. Army Air Forces. Air Transport Command. 7th Ferrying Group.
North American Aviation, Inc.
Publisher
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Great Falls, MT. : Transition School, 7th Ferrying Group
Description
An account of the resource
<p>Compiled by class IV flight commander.</p>
<p>Includes instrument transition "c" pattern.</p>
<p>Contents: Ground instruction -- Flight instruction.</p>
Table Of Contents
A list of subunits of the resource.
Summary: "The importance of the B-25 transition cannot be over-emphasized. in most cases this training is a pre-requisite of A-20, P-38, and B-26 flight training. The purpose of this pamphlet is to serve as a guide and reference for instructors in this particular aircraft." -- p. 2.
Date
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[194-?]
Subject
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North American B-25 Mitchell Family
North American airplanes (Military aircraft )--Training--Handbooks, manuals, etc.
Mitchell (Bomber)--Training--Handbooks, manuals, etc.
Bombers--Training --Handbooks, manuals, etc.
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Manuals Collection
Extent
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15 p. : ill. ; 21 cm
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No copyright - United States
-
https://digitalcollections.museumofflight.org/files/original/86d39e461eda911732f29d2ee2d73e67.pdf
e2e868a02450f08344ad0f5280308457
PDF Text
Text
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PILOT TRAINING MANUAL FOR THE
D
PUBLISHED FOR HEADQUARTERS, AAF
OFFICE OF ASSISTANT CHIEF OF AIR STAFF, TRAINING
BY HEADQUARTERS, AAF, OFFICE OF FLYING SAFETY
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New Era Litho. N. Y. 25M-10~44
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THIS MANUAL is the text for your training as a B-17 pilot and airplane commander.
The Air Forces' most experienced training and supervisory
personnel have collaborated to make it a complete exposition of
what your pilot duties are, how each duty will be performed, and
why it must be performed in the manner prescribed.
The techniques and procedures described in this book are
standard and mandatory. In this respect the manual serves the
dual purpose of a training checklist and a working handbook. Use
it to make sure that you learn everything described herein. Use it
to study and review the essential facts concerning everything taught.
Such additional self-study and review will not only advance your
training, but will alleviate the burden of your already overburdened
instructors.
This training_ manual does not replace the Technical Orders for
the airplane, which will_ always be your primary source of information concerning the B-17 so long as you fly it. This is essentially the
textbook of the B-17. Used properly, it will enable you to utilize
the pertinent Technical Orders to even greater advantage.
GENERAL U.S. ARMY,
COMMANDING GENERAL,
ARMY AIR FORCES
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,/
/
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THE FIRST FORTRESS: The Air Corps called for a "battleship of the skies;" Boeing offered the "299" (later the XB-17);
observers called it a "regular fortress with wings." It exceeded expectations, later crashed-victim of pilot error.
THE STORY OF THE B-17
In 1934 the U. S. Army Air Corps asked for
a battleship of the skies. The specifications
called for a "multi-engine" bomber that would
have a high speed of 200-250 mph at 10,000
feet, an operating speed of 170-200 mph at the
same altitude, a range of 6 to 10 hours, and a
service ceiling of 20,000-25,000 feet.
Boeing designers figured that with a conventional 2-engine type of airplane they could
meet all specifications and probably better
them. But such a design probably would not
provide much edge over the entries of competitors. They decided to build a revolutionary
type of 4-engine bomber.
In July 1935 an airplane such as the world
had never seen before rolled out on the apron
of the Boeing plant at Seattle, Wash. It was
huge: 105 feet in wing span, 70 feet from nose
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to tail, 15 feet in height, It was equipped with
4 Pratt & Whitney Hornet 750 Hp engines, and
4 Hamilton Standard 3-bladed constant-speed
propellers. To eliminate air resistance, its bomb
load was tucked away in internal bomb bays.
Pilots and crew had soundproofed, heated, comfortable quarters where they could operate efficiently while flying in any kind of climate. And
the big bomber bristled with formidable firepower.
"It's a regular fortress," someone observed,
"a fortress with wings."
Thus the Boeing 299, later designated the
XB-17, was born-the grandfather of the Flying
Fortress that was to become champion and
pace-setter of all heavy bombardment aircraft
in the World War II.
The XB-17 surpassed all Army specifications
s
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NEXT CAME THE Yl B-17: Thirteen were delivered in 1937. One stalled, spun down over Langley Field, recovered,
landed safely. Recording instruments showed it had held up under greater stress than it was designed to stand.
THE B-17 A WENT HIGHER: Equipped with turbos, it topped all previous service ceilings, gave maximum performance
·above 30,000 ft. To range, speed, bomb load, firepower, the B-17 added another advantage: altitude operation.
6
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for speed, climb, range, and load-carrying requirements. Then, in October, 1935, it crashed
at Wright Field when a test pilot neglected to
unlock the elevator controls on takeoff.
But the Army Air Corps recognized in this
first Fortress the heavy bomber of the future.
Thirteen airplanes, designated YlB-17, were
ordered. While one airplane was held at Wright
Field for experimental purposes, the other 12
went out to set new range and speed records,
cruising the Western Hemisphere, and confounding skeptics who s,a id that the Flying
Fortress was "too much airplane for any but
super-pilots." Not one of the 12 was ever destroyed by accident.
With experience, the Fortress acquired new
strength, . virtues, possibilities. The YlB-17 A,
equipped with Wright G Cyclone engines and
General Electric turbo-superchargers, gave astonishing performances at altitudes above 30,000 feet. The B-17B, flight tested in 1939, had
1000 Hp Wright Cyclone engines and hydromatic full-feathering propellers.
In the spring of 1940, when Hitler had overrun Norway, Denmark, Holland, Belgium, and
France, the B-17C made its debut with more
armor plate for crew protection, more power in
its engines. The B-17D took on leakproof fuel
tanks, increased armament, better engine
cooling in fast climbs, and a speed increase to
more than 300 mph.
When the Japs attacked Pearl Harbor, the
B-17C's and B-17D's were the first Fortresses to
see action. But soon the B-17E's were on their
way to join them in even greater numbersfaster, heavier, sturdier Fortresses, packing
.50-cal. waist and tail guns, with a Sperry ball
turret under the fuselage, and another power
turret on top.
By the spring of 1942, still another Fortressthe B-17F-with longer range, greater bomb
load capacity, more protective armament and
striking power, was streaking across both Atlantic and Pacific in enormous numbers to provide what General Arnold called "the guts and
backbone of our world-wide aerial offensive."
THE FIRST 8-178 left Seattle 1 August, 1939, arrived in New York 9 hours, 14 minutes later, setting a new coast-tocoast non-stop record. Later, seven B-178's cruised the hemisphere for the 50th anniversary of the Republic of Brazil.
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THE B-17D SAW ACTION FIRST: When the Japs struck, Fortresses of the C and D series gained experience that later
made the B-17 the "guts and backbone of our worldwide aerial offensive." B-17E was first wartime model.
THE B-17F FULFILLED THE PROMISE: With over 400 major changes-producing greater speed, range, bomb load,
firepower, crew protection-new Forts swept the Pacific and the heart of Europe, raised the curtain on D-Day.
8
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Rugged Forts
Make History
The combat record of the Flying Fortress
has been written daily in newspaper headlines
since Dec. 7, 1941.
Frorh the hour of Pearl Harbor, through the
·dark, early months of the war in the Pacific,
they were sinking J ap ships and shooting
arrogant Zeros out of the skies.
They carried the war to the enemy in the
Coral Sea, over Guadalcanal, New Guinea,
Java, Burma, and the Bismarck Sea.
Changing tactics, they hedgehopped volcanic
peaks, flew practically at water level through
unbroken fog, to bomb the J aps out of the
Aleutians.
They flew the blistering deserts to ·drive the
enemy out of North Africa, the Mediterranean,
Sicily, and open the way to Rome.
Pilot points proudly to battle-scarred Fortress-calls it
"series of holes held together by ragged metal."
Doomed ME 109 plowed into this Flying Fortress over Tunisia, cutting fuselage nearly in half, entirely removing
one elevator. Pilot nursed the airplane home to British base, brought it in for a perfect landing.
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Beginning in August, 1942, they brought daylight bombing to Hitler's Europe, first over strategic targets in Occupied France, then gradually spreading out over the continent until, in
the spring of 1944, shuttle bombing from bases
in Britain and Russia left no corner of the once
haughty Festung Europa safe from concentrated Allied bombing attacks.
Detailed Fortress history must remain a voluminous post-war job for military historians.
For pilots, however, one important fact stands
clear-cut now. The Flying Fortress is a rugged
airplane.
In the words of one veteran: "She'll not only
get you to the target and do the job, but she'll
fight her way out, take terrific punishment, and
get you safely home."
Headlines have reiterated that fact with
heart-warming redundancy:
40 NAZIS RIDDLE FORT, BUT FAIL TO
DOWN IT.
LAME FORTRESS BAGS 6 GERMANS,
MAKES HOME BASE.
B-17, SPLIT IN TWO, LANDS SAFELY.
FORT FALLS 10,000 FEET, BUT COMPLETES RAID.
FORT LIMPS HOME ON ONE MOTOR.
HARD-HIT FORT CUTS LOOSE BALL
TURRET, GETS HOME.
The ground crew looked up and saw,
coming down for a landing, not the Flying
Fortress, but a Jone motor. Sitting on the
motor was a sergeant with a machine gun
across his lap. He brought the motor down
to a beautiful no-point landing, jumped
off.
"Boy," he said, "were we in a fight!"
-Yank: The Army Weekly
With only ragged pieces of tail left, this Fortress,
believed wrecked in enemy territory, limped home.
10
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Swarms of FW 190's shot out plexiglas nose, killed
navigator, wounded entire crew. Pilot brought in airplane safely despite loss of flaps, hydraulic system.
Gaping flak and shell holes, received while bombing
Nazi aircraft factories, failed to prevent "F for Frenesi"
from returning safely with three wounded gunners.
Fragments of German 8.3-inch rocket tore into fuselage aft of cockpit, made long journey home difficult. Most
Fortress crews, always amazed by airplane's ability to take it, have a word for the fighting B-17: "Rugged."
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FORT STRUGGLES HOME WITH TAIL
BLOWN OFF.
The B-17's incredible capacity to take it-to
come flying home on three, two, even one engine, sieve-like with flak and bullet holes, with
large sections of wing or tail surfaces shot away
-has been so widely publicized that U.S. fighting men could afford to joke about it.
But the fact remains: the rugged Forts ca~
take it and still fly home. Why?
The B-17 is built for battle. Its wings are constructed with heavy truss-type spars which
tend to localize damage by enemy fire so that
basic wing strength is not affected.
12
Because of its unusual tail design, the airplane can be flown successfully even when
vertical or horizontal tail surfaces have been
partially destroyed, or with one or more engines shot away.
Even when battle damage prevents use of all
other control methods, the autopilot provides
near-normal maneuverability.
There are many other reasons. But perhaps
the most important of all is the fact that every
man who flies one knows that the B-17 is a
pilot's airplane. It inspires confidence and warrants it. For the fulfillment of its intended function it demands just one thing: pilot know-how.
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DUTIES AND RESPONSIBILITIES OF
THE AIRPLANE COMMANDER
Your assignment to the B-17 airplane means
that you are no longer just a pilot. You are now
an airplane commander, charged with all the
duties and responsibilities of a command post.
You are now flying a 10-man weapon. It is
your airplane, and your crew. You are responsible for the safety and efficiency of the crew at
all times-not just when you are flying and
fighting, but for the full 24 hours of every day
while you are in command.
Your crew is made up of specialists. Each
man-whether he is the navigator, bombardier,
engineer, radio operator, or one of the gunners
-is an expert in his line. But how well he does
his job, and how efficiently he plays his part as
a member of your combat team, will depend to
a great extent on how well you play your own
part as the airplane commander.
Get to know each member of your crew as an
individual. Know his personal idiosyncrasies,
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his. capabilities, his shortcomings. Take a personal interest in his problems, his ambitions, his
need for specific training.
See that your men are properly quartered,
clothed,, and fed. There will be many times,
when your airplane and crew are away from
the home base, when you may even have to
carry your interest to the extent of financing
them yourself. Remember always that you are
the commanding officer of a miniature army-a
specialized army; and that morale is one of the
biggest problems for the commander of any
army, large or small.
Crew Discipline
Your success as the airplane commander will
depend in a large measure on the respect, confidence, and trust which the crew feels for you.
It will depend also on how well you maintain
crew discipline.
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Your position commands obedience and respect. This does not mean that you have to be
stiff-necked, overbearing, or aloof. Such characteristics most certainly will defeat your purpose.
Be friendly, understanding, but firm. Know
your job; and, by the way you perform your
duties daily, impress upon the crew that you
40 know your job. Keep close to your men, and
let them realize that their interests are uppermost in your mind. Make fair decisions, after
due consideration of all the facts involved; but
make them in such a way as to impress upon
your crew that your decisions are to stick.
Crew discipline is vitally important, but it
need not be as difficult a problem as it sounds.
Good discipline in an air crew breeds comradeship and high morale, and the combination is
unbeatable.
You can be a good CO, and still be a regular
guy. You can command respect from your men,
and still be one of them.
"To associate discipline with informality,
co.m radeship, a leveling of rank, and at times a
shift in actual command away from the leader,
may seem paradoxical," says a brigadier general, formerly a Group commander in the VIII
Bomber Command. "Certainly, it isn't down the
military groove. But it is discipline just the
same-and the kind of discipline that brings
success in the air."
Crew Training
Train your crew as a team. Keep abreast of
their training. It won't be possible for you to
follow each man's courses of instruction, but
you can keep a close check on his record and
progress.
Get to know each man's duties and problems.
Know his job, and try to devise ways and
means of helping him to perform it more efficiently.
Each crew member naturally feels great
pride in the importance of his particular specialty. You can help him to develop his pride
to include the manner in which he performs
that duty. To do that you must possess and
maintain a thorough knowledge of each man's
job and the problems he has to deal with in the
performance of his duties.
14
THE COPILOT
The copilot is the executive officer- your
chief assistant, understudy, and strong right
arm. He must be familiar enough with every
one of your duties-both as pilot and as airplane
commander-to be able to take over and act in
your place at any time.
He must be able to fly the airplane under all
conditions as well as you would fly it yourself.
He must be extremely proficient in engine
operation, and know instinctively what to do to
keep the airplane flying smoothly even though
he is not handling the controls.
He must have a thorough knowledge of cruising control data, and know how to apply it at
the proper time.
He is also the engineering officer aboard the
airplane, and maintains a complete log of performance data.
He must be a qualified instrument pilot.
He must be able to fly good formation in any
assigned position, day or night.
He must be qualified to navigate by day or
at night by pilotage, dead reckoning, and by
use of radio aids.
He must be proficient in the operation of all
radio equipment located in the pilot's compart,ment.
In formation flying, he must be able to make
engine adjustments almost automatically.
He must be prepared to take over on instruments when the formation is climbing through
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an overcast, thus enabling you to watch the
rest of the formation.
Always remember that the copilot is a fully
trained, rated pilot just like yourself. He is subordinate to you only by virtue of your position
as the airplane commander. The B-17 is a lot
of airplane; more airplane than any one pilot
can handle alone over a long period of time.
Therefore, you have been provided with a second pilot who will share the duties of flight
operation.
Treat your copilot as a brother pilot. Remember that the more proficient he is as a pilot, the
more efficiently he will be able to perform the
duties of the vital post he holds as your second
in command.
Be sure that he is allowed to do his share of
the flying, in the pilot's seat, on takeoffs, landings, and on instruments.
The importance of the copilot is eloquently
testified by airplane commanders overseas.
There have been many cases in which the pilot
has been disabled or killed in flight and the
copilot has taken full command of both airplane
and crew, completed the mission, and returned
safely to the home base. Usually, the copilots
who have distinguished themselves under such
conditions have been copilots who have been
respected and trained by the airplane commander as pilots.
Bear in mind that the pilot in the right-hand
seat of your airplane' is preparing himself for
an airplane commander's post too. Allow him
every chance to develop his ability and to profit
by your experience.
igator determines the position of the airplane in
relation to the earth.
Pilotage
Pilotage is the method of determining the airplane's position by visual reference to the
ground. The importance of accurate pilotage
cannot be over-emphasized. In combat naviga- ·
tion, all bombing targets are approached by
pilotage, and in many theaters the route is
maintained by pilotage. This requires not
merely the vicinity type, but pin-point pilotage.
The exact position of the airplane must be
known not within 5 miles but within ¼ of a
mile.
The navigator does this by constant reference
to groundspeeds and ETA's established for
points ahead, the ground, and to his maps and
charts. During the mission, so long as he can
maintain visual contact with the ground, the
navigator can establish these pin-point positions so that the exact track of the airplane will
be known when the mission is completed.
THE NAVIGATOR
The navigator's job is to direct your flight
from departure to destination and return. He
must know the exact position of the airplane
at all times.
Navigation is the art of determining geographic positions by means of (a) pilotage, (b)
dead reckoning, (c) radio, or (d) celestial n~vigation, or any combination of these 4 methods.
By any one or combination of methods the navR EST RIC TED
15
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o'
Given: TAS
0800
0810
0830
0850
0900
I 40K
TH 45°
TH 110°
TH 60°
TH 90°
Pilotage Fix
28° 351/i N 115° 27' W
Required: Wind Direction and Velocity
332°
21K
Dead Reckoning
Dead reckoning is the basis of all other types
of navigation. For instance, if the navigator is
doing pilotage and computes ETA's for points
ahead, he is using dead reckoning.
Dead reckoning determines the position of
the airplane at any given time by keeping an
account of the track and distance flown over
the earth's surface from the point of departure
or the last known position.
Dead reckoning can be subdivided into two
classes:
1. Dead reckoning as a result of a series of
known positions obtained by some other means
of navigation. For example, you, as pilot, start
on a mission from London to Berlin at 25,000
feet. For the first hour your navigator keeps
track by pilotage; at the same time recording
the heading and airspeed which you are holding. According to plan, at the end of the first
hour the airplane goes above the clouds, thus
losing contact with the ground. By means of
dead reckoning from his last pilotage point, the
navigator is able to tell the position of the aircraft at any time. The first hour's travel has
given him the wind prevalent at altitude, and
the track and groundspeed being made. By
computing track and distance from the last
pilotage point, he can always tell the position
16
of the airplane. When your airplane comes out
of the clouds near Berlin, the navigator will
have a very close approximation of his exact
position, and will be able to pick up pilotage
points quickly.
2. Dead reckoning as a result of visual references other than pilotage. When flying over
water, desert, or barren land, where no reliable
pilotage points are available, accurate DR navigation still can be performed. By means of the
drift meter the navigator is able to determine
drift, the angle between the heading of the airplane and its track over the ground. The true
heading of the airplane is obtained by application of compass error to the compass reading.
The true heading plus or minus the drift (as
read on the drift meter) gives the track of the
airplane. At a constant airspeed, drift on 2 or
more headings will give the navigator information necessary to obtain the wind by use of his
computer. Groundspeed is computed easily
once the wind, heading, and airspeed are
known. So, by constant recording of true heading, true airspeed, drift, and groundspeed, the
navigator is able to determine accurately the
position of the airplane at any given time. For
greatest accuracy, the pilot must maintain constant courses and airspeeds. If course or airspeed is changed, notify the navigator so he can
record these changes.
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Radio
Radio navigation makes use of various radio
aids to determine position. The development of
many new radio devices has increased the use
of radio in combat zones. However, the ease
with which radio aids can be jammed, or bent,
limits the use of radio to that of a check on DR
and pilotage. The navigator, in conjunction with
the radio man, is responsible for all radio procedures, approaches, etc., that are in effect in
the theater.
Celestial
Celestial navigation is the science of determining position by reference to 2 or more
celestial bodies. The navigator uses a sextant,
accurate time, and many tables to obtain what
he calls a line of position. Actually this line is
part of a circle on which the altitude of the
particular body is constant for that instant of
time. An intersection of 2 or more of these lines
gives the navigator a fix. These fixes can be relied on as being accurate within approximately
10 miles. One reason for inaccuracy is the instability of the airplane as it moves through
space, causing acceleration of the sextant bubble ( a level denoting the horizontal) . Because
of this acceleration, the navigator takes observations over a period of time so that the acceleration error will cancel out to some extent.
If the navigator tells the pilot when he wishes
to take an observation, extremely careful flying
on the part of the pilot during the few minutes
it takes to make the observation will result in
much greater accuracy. Generally speaking, the
only celestial navigation used by a combat crew
is during the delivering flight to the theater.
But in all cases celestial navigation is used as
a check on dead reckoning and pilotage except
where celestial is the only method available,
such as on long over-water flights, etc.
Instrument Calibration
Instrument calibration is an important duty
of the navigator. All navigation depends directly on the accuracy of his instruments. Correct calibration requires close cooperation and
extremely careful flying by the pilot. Instruments to be calibrated include the altimeter, all
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compasses, airspeed indicators, alignment of
the astrocompass, astrograph, and drift meter,
and check on the navigator's sextant and watch.
Pilot-Navigator Preflight Planning
1. Pilot and navigator must study flight plan
of the route to be flown and select alternate
airfields.
2. Study the weather with the navigator.
Know what weather you are likely to encounter. Decide what action is to be taken. Know
the weather conditions at the alternate airfields.
3. Inform your navigator at what airspeed
and altitude you wish to fly so that he can prepare his flight plan.
4. Learn what type of navigation the navigator intends to use: pilotage, dead reckoning,
radio, celestial, or a combination of all
methods.
5. Determine check points; plan to make
radio fixes.
6. Work out an effective communication
method with your navigator to be used in flight.
7. Synchronize your watch with your navigator's.
Pilot-Navigator ih Flight
1. Constant course-For accurate navigation,
the pilot-you-must fly a constant course. The
navigator has many computations and entries
to make in his log. Constantly changing course
makes his job more difficult. A good navigator
is supposed to be able to follow the pilot, but
he cannot be taking compass readings all the
time.
2. Constant airspeed must be held as nearly
as possible. This is as important to the navigator as is a constant course in determining position.
3. Precision flying by the pilot greatly affects
the accuracy of the navigator's instrument
readings, particularly celestial readings. A
slight error in celestial reading can cause considerable error in determining positions. You
can help the navigator by providing as steady a
platform as possible from which he can take
readings. The navigator should notify you when
he intends to take readings so that the airplane
can be leveled off and flown as smoothly as possible, preferably by using the automatic pilot.
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Do not allow your navigator to be disturbed
while he is taking celestial readings.
4. Notify the navigator of any change in
flight, such as change in altitude, course, or airspeed. If change in flight plan is to be made,
consult the navigator. Talk over the proposed
change so that he can plan the flight and advise
you about it.
5. If there is doubt about the position of the
airp1ane, pilot and navigator should get together, refer to the navigator's flight log, talk
the problem over and decide together the best
course of action to take.
6. Check your compasses at intervals with
those of the navigator, noting any deviation.
7. Require your navigator to give position
reports at intervals.
8. You are ultimately responsible for getting
the airplane to its destination. Therefore, it is
your duty to know your position at all times.
9. Encourage your navigator to use as many
navigation methods as possible as a means of ·
double-checking.
Post-flight Critique
After every flight, get together with the navigator and discuss the flight and compare notes.
Go over the navigator's log. If there have been
serious navigational errors, discuss them with
the navigator and determine their cause. If the
navigator has been at fault, caution him that it
is his job to see that the same mistake does not
occur again. If the error has be~n caused by
faulty instruments, see that they are corrected
before another navigation mission is attempted.
If your flying has contributed to inaccuracy in
navigation, try to fly a better course next time.
Miscellaneous Duties
The navigator's primary duty is navigating
your airplane with a high degree of accuracy.
But as a member of the team, he must also have
a general knowledge of the entire operation of
the airplane.
He has a .50-cal. machine gun at his station,
and he must be able to use it skillfully and to
service it in emergencies.
He must be familiar with the oxygen system,
know how to operate the turrets, radio equipment, and fuel transfer system.
18
He must know the location of all fuses and
spare fuses, lights and spare lights, affecting
navigation.
He must be familiar with emergency procedures, such as the manual operation of landing
gear, bomb bay doors, and flaps, and the proper
procedures for crash landings, ditching, bailout,
etc.
THE BOMBARDIER
Accurate and effective bombing is the ultimate purpose of your entire airplane and crew.
Every other function is preparatory to hitting
and destroying the target.
That's your bombardier's job. The success or
failure of the mission depends upon what he
accomplishes in that short interval of the
bombing run.
When the bombardier takes over the airplane
for the run on the target, he is in absolute command. He will tell you what he wants done, and
until he tells you "Bombs away," his word is
law.
A great deal, therefore, depends on the understanding between bombardier and pilot. You
expect your bombardier to know his job when
he takes over. He expects you to understand
the problems involved in his job, and to give
him full cooperation. Teamwork between pilot
and bombardier is essential.
Under any given set of conditions-groundspeed, altitude, direction, etc.-there is only one
point in space where a bomb may be released
from the airplane to }_lit a predetermined object
on the ground.
There are many things with which a bombardier must be thoroughly familiar in order
to release his bombs at the right point to hit this
predetermined target.
He must know and understand his bombsight, what it does, and how it does it.
He must thoroughly understand the operation and upkeep of his bombing instruments
and equipment.
· He must know that his racks, switches, controls, releases, doors, linkage, etc., are in firstclass operating condition.
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He must understand the automatic pilot as it
pertains to bombing.
He must know how to set it up, make any
adjustments and minor repairs while in flight.
He must know how to operate all gun positions in the airplane.
He must know how to load and clear simple
stoppages and jams of machine guns while in
flight.
He must be able to load and fuse his own
bombs.
He must understand the destructive power of
bombs and must know the vulnerable spots on
various types of targets.
He must understand the bombing problem,
bombing probabilities, bombing errors, etc.
He must be thoroughly versed in target identification and in aircraft identification.
The bombardier should be familiar with the
duties of all members of the crew and should
be able to assist the navigator in case the navigator becomes incapacitated.
For the bombardier to be able to do his job,
the pilot of the aircraft must place the aircraft
in the proper position to arrive at a point on a
circle about the target from which the bombs
can be released to hit the target.
Consider the following conditions which
affect the bomb dropped from an airplane:1
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1. ALTITUDE: Controlled by the pilot. Determines the length of time the bomb is sustained in flight and affected by atmospheric
conditions, thus affecting the range (forward
travel of the bomb) and deflection ( distance
the bomb drifts in a crosswind with respect to
airplane's ground track).
2. TRUE AIRSPEED: Controlled by the
pilot. The measure of the speed of the airplane
through the air. It is this speed which is imparted to the bomb and which gives the bomb
its initial forward velocity and, therefore,
affects the trail of the bomb, or the distance the
bomb lags behind the airplane at the instant of
impact.
3. BOMB BALLISTICS: Size, shape and
density of the bomb, which determines its air
resistance. Bombardier uses bomb ballistics
tables to account for type of bomb.
4. TRAIL: Horizontal distance the bomb is
behind the airplane at the instant of impact.
This value, obtained from bombing tables, is set
in the sight by the bombardier. Trail is affected
by altitude, airspeed, bomb ballistics and air
density, the first 2 factors being controlled by
the pilot.
5. ACTUAL TIME OF FALL: Length of
time the bomb is sustained in air from instant
of release to instant of impact. Affected by alti19
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1. Speed, altitude and power settings at
which run is to be made.
2. Airplane trimmed at this speed to fly
h~nds off with bomb bay doors opened.
The same condition will exist during the actual run, except that changes in load will occur
before reaching the target area because of gas
consumption. The pilot will continue making
adjustments to correct for this by disengaging
the autopilot elevator control and re-trimming
the airplane, then re-engaging and adjusting
the autopilot trim of the elevator.
tude, type of bomb and air density. Pilot controls altitude to obtain a definite actual time
of fall.
6. GROUNDSPEED: The speed of the airplane in relation to the earth's surface. Groundspeed affects the range of the bomb and varies
with the airspeed, controlled by the pilot.
Bombardier enters groundspeed in the
bombsight through synchronization on the target. During this process the pilot must maintain the correct altitude and constant airspeed.
7. DRIFT: Determined by the direction and
velocity of the wind, which determines the distance the bomb will travel downwind from the
airplane from the instant the bomb is released
to its instant of impact. Drift is set on the bombsight by the bombardier during the process of
synchronization and setting up course.
The above conditions indicate that the pilot
plays an important part in determining the
proper point of release of the bomb. Moreover,
throughout the course of the run, as explained
below, there are certain preliminaries and
techniques which the pilot must understand to
insure accuracy and minimum loss of time.
Prior to takeoff the pilot must ascertain that
the airplane's flight instruments have been
checked and found accurate. These are the
altimeter, airspeed indicator, free air temperature gauge and all gyro instruments. These
instruments must be used to determine accurately the airplane's attitude.
Setting Up the Autopilot
The Pilot's Preliminaries
The autopilot and PDI should be checked
for proper operation. It is very important that
PDI and autopilot function perfectly in the air;
otherwise it will be impossible for the bombardier to set up an accurate course on the
bombing run. The pilot should thoroughly
familiarize himself with the function of both
the C-1 autopilot and PDI.
If the run is to be made on the autopilot, the
pilot must carefully adjust the autopilot before
reaching the target area. The autopilot must be
adjusted under the same conditions that will
exist on the bombing run over the target. For
this reason the following factors should be
taken into consideration and duplicated for
initial adjustment.
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r
One of the most important items in setting up
the autopilot (see pp. 185-188) for bomb approach is to adjust the turn compensation knobs
so that a turn made by the bombardier will be
coordinated and at constant altitude. Failure to
make this adjustment will involve difficulty and
delay for the bombardier in establishing an accurate course during the run-with the possibility that the bombardier may not be able to
establish a proper course in time, the result
being considerably large deflection errors in
point of impact.
Uncoordinated turns by the autopilot on the
run cause erratic lateral motion of the course
hair of the bombsight when sighting on target.
The bombardier in setting up course must eliminate any lateral motion of the fore-and-aft hair
in relation to the target before he ha3 the
proper course set up. Therefore, any erratic
motion of the course hair requires an additional
correction by the bombardier, which would not
be necessary if autopilot was adjusted to make
coordinated turns.
USE OF THE PDI: The same is true if PDI
is used on the bomp run. Again, coordinated
smooth turns by the pilot become an essential
part of the bomb run. In addition to added
course corrections necessitated by uncoordinated turns, skidding and slipping introduce
small changes in airspeed affecting synchronization of the bombsight on the target. To help
the pilot flying the run on PDI, the airplane
should be trimmed to fly practically hands off.
Assume that you are approaching the target
area with autopilot properly adjusted. Before
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reaching the initial point (beginning of bomb
run) there is evasive action to be considered.
Many different types of evasive tactics are employed, but from experience it has been recommended that the method of evasive action be
left up to the bombardier, since the entire antiaircraft pattern is fully visible to the bombardier in the nose.
EVASIVE ACTION: Changes in altitude necessary for evasive action can be coordinated
with the bombardier's changes in direction at
specific intervals. This procedure is helpful to
the bombardier since he must select the initial
point at which he will direct the airplane onto
the briefed heading for the beginning of the
bomb run.
Should the pilot be flying the evasive action
on PDI' (at the direction of the bombardier) he
must know the exact position of the initial point
for beginning the run, so that he can fly the airplane to that point and be on the briefed heading. Otherwise, there is a possibility of beginning to run too soon, which increases the airplane's vulnerability, or beginning the run too
late, which will affect the accuracy of the bombing. For best results the approach should · be
planned so the airplane arrives at the initial
point on the briefed heading, and at the assigned bombing altitude and airspeed.
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AUTOPILOT
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PDI
At this point the bombardier and pilot as a
team should exert an extra effort to solve the
problem at hand. It is now the bombardier's
responsibility to take over the direction of
flight, and give directions to the pilot for the
operations to follow. The pilot must be able to
follow the bombardier's directions with accuracy and minimum loss of time, since the
longest possible bomb run seldom exceeds 3
minutes. Wavering and indecision at this moment are disastrous to the success of any mission, and during the crucial portion of the run,
flak and fighter opposition must be ignored if
bombs are to hit the target. The pilot and bombardier should keep each other informed of
anything which may affect the successful completion of the run.
HOLDING A LEVEL: Either before or during the run, the bombardier will ask the pilot
for a level. This means that the pilot must accurately level his airplane with his instruments
(ignoring the PDI). There should be no acceleration of the airplane in any direction, such as
an increase or decrease in airspeed, skidding or
slipping, gaining or losing altitude.
For the level the pilot should keep a close
check on his instruments, not by feel or watching the horizon. Any acceleration of the airplane during this moment will affect the bubbles (through centrifugal force) on the bombsight gyro, and the bombardier will not be able
to establish an accurate level.
For example, assume that an acceleration
occurred during the moment the bombardier
was accomplishing a level on the gyro. A small
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increase in airspeed or a small skid, hardly
perceptible, is sufficient to shift the gyro bubble liquid 1 ° or more. An erroneous tilt of 1 °
on the gyro will cause an error of approximately 440 feet in the point of impact of a
bomb dropped from 20,000 feet, the direction
of error depending on direction of tilt of gyro
caused by the erroneous bubble reading.
HOLDING ALTITUDE AND AIRSPEED:
As the bombardier proceeds to set up his course
(synchronize), it is absolutely essential that
the pilot maintain the selected altitude and airspeed within the closest possible limits. For
every additional 100 feet above the assumed
20,000-foot bombing altitude, the bombing error
will increase approximately 30 feet, the direction of error being over. For erroneous airspeed, which creates difficulty in synchronization on the target, the bombing error will be
approximately 170 feet for a 10 mph change
in airspeed. Assuming the airspeed was 10 mph
in excess, from 20,000 feet, the bomb impact
would be short 170 feet.
The pilot's responsibility to provide a level
and to maintain a selected altitude and airspeed
within the closest limits cannot be over-emphasized.
If the pilot is using PDI (at the direction of
the bombardier) instead of autopilot, he must
be thoroughly familiar with the corrections demanded by the bombardier. Too large a correction or too small a correction, too soon or too
late, is as bad as no correction at all. Only
through prodigious practice flying with the PDI
22
can the pilot become proficient to a point where
he can actually perform a coordinated turn, the
amount and speed necessary to balance the
bombardier's signal from the bombsight.
Erratic airspeeds, varying altitudes, and
poorly coordinated turns make the job of establishing course and synchronizing doubly difficult for both pilot and bombardier, because of
the necessary added corrections required. The
resulting bomb impact will be far from satisfactory.
After releasing the bombs, the pilot or bombardier may continue evasive action-usually
the pilot, so that the bombardier may man his
guns.
The pilot using the turn control may continue
to fly the airplane on autopilot, or fly it manually, with the autopilot in a position to be engaged by merely flipping the lock switches.
This would provide potential control of the airplane in case of emergency.
REDUCING CIRCULAR ERROR: One of
the greatest assets towards reducing the circular error of a bombing squadron lies in the
pilot's ability to adjust the autopilot properly,
fly the PDI, and maintain the designated altitude and airspeeds during the bombing run.
Reducing the circular error of a bombing
squadron reduces the total number of aircraft
required to destroy a particular target. For
this reason both pilot and bombardier should
work together until they have developed a complete understanding and confidence in each
other.
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THE RADIO OPERATOR
There is a lot of radio equipment in today's
B-17's. There is one man .in particular who is
supposed to know all there is to know about
this equipment. Sometimes he does, but often
he doesn't. And when the radio operator's deficiencies do not become apparent until the
crew is in the combat zone, it is then too late.
Too often the lives of pilots and crew are lost
because the radio operator has accepted his
responsibility indifferently.
Radio is a subject that cannot be learned in a ·
day. It cannot be mastered in 6 weeks, but sufficient knowledge can be imparted to the radio
man during his period of training in the United
States if he is willing to study. It is imperative
that you check your radio operator's ability to
handle his job before taking him overseas as
part of your crew. To do this you may have to
check the various departments to find any
weakness in the radio operator's training and
proficiency and to aid the instructors in overcoming such weaknesses.
Training in the various phases of the heavy
bomber program is designed to fit each member
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of the crew for the handling of his jobs. The
radio operator will be required to:
1. Render position reports every 30 minutes.
2. Assist the navigator in taking fixes.
3. Keep the liaison and command sets properly tuned and in good operating order.
4. Understand from an operational point of
view:
(a) Instrument landing
(b) IFF
(c) VHF
and other navigational aids equipment in the
airplane.
5. Maintain a log.
In addition to being a radio operator, the
radio man is also a gunner. During periods of
combat he will be required to leave his watch
at the radio and take up his guns. He is often
required to learn photography. Some of the best
pictures taken in the Southwest Pacific were
taken by radio operators. The radio operator
who cannot perform his job properly may be
the weakest member of your crew-and the
crew is no stronger than its weakest member.
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THE ENGINEER
Size up the man who is to be your engineer.
This man is supposed to know more about the
airplane you are to fly than any other member
of the cr~w.
He has been trained in the Air Forces' highly
specialized technical schools. Probably he has
served some time as a crew chief. N evE;,rtheless,
there may be some inevitable blank spots in his
training which you, as a pilot and airplane commander, may be able to fill in.
Think back on your own training. In many
courses of instruction, you had a lot of things
thrown at you from right and left. You had to
concentrate on how to fly; and where your
equipment was concerned you learned to rely
more and more on the enlisted personnel, particularly the crew chief and the engineer, to
advise you about things that were not taught
to you because of lack of time and the arrangement of the training program.
Both pilot and engineer have a responsibility
to work closely together to supplement and fill
in the blank spots in each other's education.
To be a qualified combat engineer a man
must know his airplane, his engines, and his
armament equipment thoroughly. This is a big
responsibility: the lives of the entire crew, the
safety of the equipment, the success of the
mission depend upon it squarely.
He must work closely with the copilot, checking engine operation, fuel consumption, and the
oper~tion of all equipment.
24
He must be able to work with the bombardier, and know how to cock, lock, and load the
bomb racks. It is up to you, the airplane commander, to see that he is familiar with these
duties, and, if he is hazy concerning them, to
have the bombardier give him special help and
instruction.
He must be thoroughly familiar with the
armament equipment, and know how to strip,
clean, and re-assemble the guns.
He should have a general knowledge of radio
equipment, and be able to assist in tuning transmitters and receivers.
Your engineer should be your chief source
of information concerning the airplane. He
should know more about the equipment than
any other crew member-yourself included.
You, in turn, are his source of information
concerning flying. Bear this in mind in all your
discussions with the engineer. The more complete you can make his knowledge of the reasons behind every function of the equipment,
the more valuable he will be as a member of
the crew. Who knows? Someday that little bit
of extra knowledge in the engineer's mind may
save the day in some emergency.
Generally, in emergencies, the engineer will
be the man to whom you turn first. Build up
his pride, his confidence, his knowledge. Know
him personally; check on the extent of 'his
knowledge. Make him a man upon whom you
can rely.
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·TH E GU NNERS
The B-17 is a most effective gun platform, but
its effectiveness can be either applied or defeated by the way the gunners in your crew
perform their duties in action.
Your gunners belong to one of two distinct
categories: turret gunners and flexible gunners.
The power turret gunners require many
mental and physical qualities similar to what
we know as inherent flying ability, since the
operation of the power turret and gunsight are
much like that of airplane flight operation.
While the flexible gunners do not require the
same delicate touch as the turret gunner, they
must have a fine sense of timing and be familiar
with the rudiments of exterior ballistics.
All gunners should be familiar with the coverage area of all gun positions, and be prepared
to bring the proper gun to bear as the conditions may warrant.
They should be experts in aircraft identification. Where the Sperry turret is us~d, failure
to set the target dimension dial properly on the
K-type sight will result in miscalculation of
range.
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They must be thoroughly familiar with the
Browning aircraft machine gun. They should
know how to maintain the guns, how to clear
jams and stoppages, and how to harmonize the
sights with the guns.
While participating in training flights, the
gunners should be operating their turrets constantly, tracking with the flexible guns even
when actual firing is not practical. Other airplanes flying in the vicinity offer excellent
tracking targets, as do automobiles, houses, and
other ground objects during low altitude flights.
The importance of teamwork cannot be overemphasized. One poorly trained gunner, or one
man not on the alert, can be the weak link as a
result of which the entire crew may be lost.
Keep the interest of your gunners alive at
all times. Any form of competition among the
gunners themselves should stimulate interest tp
a high degree.
Finally, each gunner should fire the guns at
each station to familiarize himself with the
other man's position and to insure knowledge
. of operation in the event of an emergency.
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THIS 15 THE FLYING FORTRESS, B•l7F:
A 4-ENGINE, MID-WING MONOPLANE OF
ALL-METAL, ALUMINUM ALLOY, STRESSED•
SKIN CONSTRUCTION.
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--------
,_______ _
I
APPROXIMATE OVER-All DIMENSIONS:
Length: 7 4 feet, 9 inches
Height: 19 feet, 1 inch (gear down)
Wing Span: 103 feet, 9 inches
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APPROXIMATE WEIGHT:
Tactical empty: 41,000 lb.
Maximum gross: 64,500 lb.
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FUSELAGE
The fuselage is a series of aluminum alloy
rings (circumferential stiffeners) fastened together by aluminum strips (longitudinal stiffeners), covered by an aluminum skin. The
fuselage is constructed in four sections: (1) the
plexiglas nose; (2) the forward section; (3) the
rear section; and ( 4) the "stinger" tail section.
28
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TAIL ASSEMBLY
WINGS
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Tail surfaces, both vertical and horizontal,
are similar in structure to the wings, except
that sheet stiffeners, instead of corrugated
sheet, are used to support the skin. The loads
on these surfaces are lighter, hence the structure is made comparatively lighter.
Each wing consists of (1) an inboard panel;
(2) an outboard panel; (3) a wing tip; ( 4) a
flap; and (5) an aileron. A trim tab is provided
in the left aileron only.
The engine nacelles, of semi-monocoque design, are installed in each inboard wing panel.
The wing construction: spars and highly
stressed ribs of the truss type. Corrugated dural
sheet, attached to the rib cords, reinforces the
skin to withstand compression loads.
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POWER PLANT
I
Engines
The B-17F has four 1200 Hp Wright Cyclone
Model R-1820-97 engines of the 9-cylinder,
radial, air-cooled type with a 16-to-9 gear ratio.
Each engine has a turbo-supercharger to
boost manifold pressure for takeoff and maintain sea-level pressure at high altitude.
Propellers
The Hamilton Standard 3-bladed propellers
are hydromatically controlled with constantspeed and full feathering provisions. Adjustment of the propeller governors is accomplished
individually by cable controls from the cockpit.
Feathering and unfeathering is accomplished
hydraulically by an electric motor-driven pump
mounted on the forward side of the firewall in
each engine nacelle.
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MAIN LANDING GEAR
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The B-17F landing gear is of the conventional
type: left hand and right hand main gear and a
tail gear.
The main gear retracts into the nacelles behind the inboard engines. Electrically operated
retraction units, with auxiliary manual systems,
are used for raising and lowering the main
wheels. The emergency hand crank connections
for operating the main landing gear are at the
forward end of the bomb bay on each side of
the doorway leading to the cockpit.
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'
TAILWHEEL
32
EXTENDED
The tail gear consists of a wheel assembly,
knuckle, treadle, oleo, retraction unit, antishimmy brake and wheel lock. Provisions are
made for 360 ° rotation of the wheel, and for
locking the wheel in a straight fore-and-aft
position during takeoff. The tailwheel gear may
be retracted either electrically or manually.
Electrical retraction is controlled in the cockpit with the same toggle switch that controls
the main landing gear retraction motor. For
manual retraction, a hand crank is operated
through the motor slip clutch.
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PILOT'S COMPARTMENT
Between the nose section and the bomb bay
is the flight deck, or pilot's compartment. This
elevated enclosure contains the pilot's and copilot's stations with all the essential flight controls, instruments, etc., (See pp. 34-39.) It is
also equipped with a Sperry power turret with
twin .50-cal. machine guns.
NOSE SECTION
The no_se section of the B-17 provides a compartment for the navigator and the bombardier.
In addition to the equipment necessary for the
performance of their duties, the compartment is
equipped with three .50-cal. machine guns.
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33
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PILOT'S OPERATIONAL EQUIPMENT
CONTROL PANEL AND PEDESTAL
1.
2.
3.
4.
5.
6.
7.
8.
34
Ignition switches
Fuel boost pump switches
Fuel shut-off valve switches
Cowl flap. control valves
landing gear switch
Wing flap switch
Turbo-supercharger controls (B· 17F)
Turbo and mixture control lock
9.
10.
11.
12.
13.
14.
15.
Throttle control lock
Propeller control lock
Propeller controls
Throttle controls
Mixture controls
Recognition light switches
Landing light switches
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ABOVE
2
WINDSHIELD
f
1.
2.
3.
4.
Clock
Compass
De-icer pressure gage
Compass card
LOWER CONTROL PEDESTAL
1.
2.
3.
4.
5.
Elevator trim tab control
Automatic flight control pane,
Rudder tab control
Elevator and rudder lock
Tailwheel lock
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35
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CONTROLS AT PILOT'S LEFT
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
36
Panel light
Panel light switch
Pilot's seat
Filter selector switch
Propeller anti-icer switch
lnterphone iackbox
Oxygen regulator
Windshield wiper controls
Portable oxygen unit recharger
Windshield anti-icer switch
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Windshield anti-icer flow control
Propeller anti-icer rheostats
Surface de-icer control
Aileron trim tab control
Pilot's seat adjustment lever
Aileron trim tab indicator
Cabin air control
Suit heater outlet
Vacuum selector valve
Emergency bomb release
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PILOT'S CONTROL PANEL
1.
2.
3.
4.
5.
6.
7.
8.
9.
Passing light switch
Running lights switch
Ammeters
Generator switches
Voltmeter
Battery switches
Alarm bell switch
Hydraulic pump servicing switch
Landing gear warning horn switch
10.
11.
12.
13.
14.
15.
16.
17.
Position lights switch
Voltmeter selector switch
Panel lights
Panel lights switch
Pitot heater switch
lnterphone call light switch
Bomber call light switch
Inverter switch
------@
PANEL
LIGHT
~ ~
ON
@
MOM
POSITION LIGHTS
~I BRIGHT,
II:;\
OFF
DIM
W
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Ci
T
37
�RESTRICTED
CONTROLS AT COPILOT'S RIGHT
1.
2.
3.
4.
5.
6.
38
Hydraulic hand pump
Checklist
lnterphone selector switch
lnterphone iackbox
Filter selector switch
Copilot's seat
7.
8.
9.
10.
11.
Rudder pedal adiustment
Copilot's control wheel
lntercooler controls
Suit heater outlet
Engine primer
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---
~ ~
~ 0
0 0
0
0
C>
0
u
~
0
PILOT'S COMPARTMENT CEILING
l.
2.
3.
4.
5.
6.
7.
8.
9.
1O.
38A
Command receiver control unit
loop control switch
light control switch
Volume control
Control indicator lamp
Band selector knob
Power switch
Tuning crank
Control push button
Transmitting key
l 1. Transmission selector switch
(Tone-CW-Voice)
l 2. Transmitter power switch
13. Channel selector switch
14. A-B channel switch
15. Signal selector switch
16. Volume control
17. Tuning crank
18. Emergency hand brake
19. Dome light
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..I
Ill
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THIS IS A TYPICAl B-17 INSTRUMENT PANEL.
DETAILS WILL VARY IN DIFFERENT MODELS.
IL
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.............
·········· ····················
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---
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I
II
38B
1. Fluorescent light switches
2.
3.
4.
5.
6.
7.
8.
9.
10.
Pilot's oxygen flow indicator,
warning light and pressure gage
Copilot's oxygen flow indicator,
warning light and pressure gage
Voltmeter (AC)
Radio compass
Emergency oil pressure gage
(Not on G)
Flux gate compass
Hydraulic oil pressure gage
Suction gage
Altimeter correction card
11. Airspeed alternate source switch
12. Vacuum warning light
13. Main system hydraulic oil warning light
14. Emergency system hydraulic oil
warning light (Not on G)
15. Bomb door position light (Not on G)
16. Bomb release light
17. Pilot's directional indicator
18. Pilot's localizer indicator
19. Altimeter
20. Propeller feathering switches
21. Airspeed indicator
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22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
Directional gyro
Rate-of-climb indicator
Flight indicator
Turn-and-bank indicator
Manifold pressure gages
Tachometers
Marker beacon light
Globe test button
Bomber call light
Landing gear warning light
Tailwheel lock light
Flap position indicator
Cylinder-head temperature gages
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35. Fuel pressure gages
36. Oil pressure gages
37. Oil temperature gages
38. Carburetor air temperature gages
39. Free air temperature gage
40. Fuel quantity gage
41. Carburetor air filter switch
42. Oil dilution switches
43. Starting switches
44. Parking brake control
45. Spare fuse box
46. Engine fire extinguisher controls
(on some airplanes)
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BOMB BAY
The bomb bay is aft of the pilot's compartment. Provision is made for releasable gasoline
tanks in place of a bomb load. One tank may
be carried on each side of the bomb truss. Tanks
(or bombs) can be released electrically by the
bombardier, or can be released by pulling one
of the emergency release handles.
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Bomb rack selector switches, installed on
either side of the bomb bay, are used in conjunction with the rack selector switches on the
bombardier's control panel. When either switch
is "OFF" electrical release of bombs and fuel
tanks is impossible.
A hand transfer pump is mounted on the aft
bulkhead of the bomb bay and is used in case
of the failure of the electric fuel pump.
"Tokyo tank" shut-off valves are mounted
below the door at aft end of bomb bay. (In
some installations these valves are in the radio
compartment.)
A relief tube is located behind the dome light
in the left bomb bay.
39
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RADIO
COMPARTMENT
The radio compartment is aft of the bomb bay
section, and is reached from the flight deck by a
catwalk through the bomb bay.
The radio compartment is equipped with one
.50-cal. machine gun .
•
BALL TURRET.
40
In the bottom of the waist section ( aft of the
radio compartment) provision is made for a
' Sperry ball-type power turret equipped with
twin .50-cal. machine guns. This turret can be
entered from within the airplane after takeoff.
R E-S T R I C T E D
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TAIL GUNNER'S COMPARTMENT
The tail gunner's compartment is in the extreme end of the fuselage and is equipped with
2 direct-sighted .50-cal. machine guns. There
are two ways of entering this compartment:
(1) from the waist section through the tailwheel compartment by means of a small door
in the bulkhead, and (2) from the outside of the
airplane through a ..small side door. The latter
is an emergency exit and has an emergency
release handle.
WAIST SECTION
Main entrance and exit is located in the
waist section.
Two flexible .50-cal. machine guns are located
in the waist gunners' compartment, one on
each side.
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41
�::a
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ARMOR PLATE
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Armor protection for the top turret operator
is placed on the aft side of the bulkhead at the
rear of the pilot's compartment.
The gunner's seat in the ball turret is made
of armor plate.
Armor plate in the waist gunner's compartment is installed above, below, and to the rear
of each side window.
Padded armor plates and bulletproof glass
protect the tail gunner.
The autopilot Servo motors above the tailwheel are protected by armor at the side and
bottom.
ARMOR
Protective armor plate mounted on rubber
cushions is installed at crew stations throughout the airplane.
The pilot, copilot, and radio operator are
protected by armor plate on the backs of their
seats.
The bombardier-navigator compartment contains armor plate on the bulkhead at the rear
of the compartment.
~
B-17G
The new B-17G, seventh major rev1s10n of
the Flying Fortress, is now in operation at
many bases in the continental United States.
It incorporates a number of n~w features which
have been developed as a result of the B-17's
extensive combat experience.
The exterior appearance of the B-17G differs
from that of the B-17F only in a few details.
Chin Turret
An electrically powered chin turret, equipped
with two M-2 .50-cal. machine guns which have
hydraulic charging mechanism, has been added.
The sights are synchronized with the turret
turning mechanism, but they are not automatic
computing sights.
The turret itself is located beneath the bombardier's station, and is operated by the bombardier.
The earlier models of the B-17G did not have
cheek guns, but they are installed on later
modifications on each side of the nose.
Pitot Static Mast
A single pitot static mast, placed just below
the body center line aft of the chin turret and
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above the forward entrance hatch, replaces the
two pitot static ·masts with which the B-17F is
equipped.
Interior Changes
The navigator's compartment has been re-arranged. A larger table and a swivel chair are
installed.
The flux gate compass and the radio compass
have been relocated more conveniently on the
bulkhead wall.
A shelf has been installed over the navigator's table.
A step has been added under the astrodome
to facilitate the , navigator's work in taking
celestial shots.
Later B-17G's have the all electric bomb
salvo system. Three toggle switches ( on the
bombardier's panel, above the copilot's instrument panel, and on the forward bomb bay bulkhead) allow emergency release of bombs. Any
one switch opens the bomb doors electrically
and releases the bombs. Entire operation takes
about 12 seconds.
43
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NEW CHIN TURR,ET ON B·l7G
44
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MISCELLANEOUS CHANGES
EQUIPMENT
B-17F
B-l7G
Waist Windows
Removable
Fixed and staggered
Tachometer
Autosyn
Direct indication
Fuel Pressure Gages
Autosyn
Direct indication (liquid}
Oil Pressure Gages
Autosyn
Direct indication (liquid}
Manifold Pressure Gages
Autosyn
Direct indication (pressure)
Turbo-superchargers
B-2 (Manually Controlled)
B-22 (electronically controlled}
Tu rbo-s u percha rgers
B-2 governed speed 23,400
r.p.m.
B-22 governed speed 26,400
r.p.m.
Tail Gunner's Compartment
Conventional; closed in by canvas cover on tail.
Enlqrged; closed in completely
by turret.
Windshield Knockout Panels
On some late modifications.
Installed.
Airspeed Indicator
Zero correction at low speeds.
Too low indication a't high
speeds.
Zero correction at low speeds.
Indicates too high at high
speeds.
Booster Coil
Installed. Fires after top dead
center.
Induction vibrator firing on top
dead center. Requires change in
starting procedure.
Emergency Oil Supply for
Feathering
Not installed.
Oil tanks equipped with standpipe holding emergency supply.
Engine Fire Extinguisher
System
Installed on few early models.
Installed on late airplanes.
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INSPECTIONSa#a ~
As a rated pilot with a certain number of
hours in single engine and 2-engine aircraft to
your credit, you are by now thoroughly indoctrinated in the vital importance of systematic
and thorough inspections and checks.
That in itself is sufficient reason for you to
stop now and reconsider the entire matter as
you approach the B-17. For if the inspections
and checks which you practiced as a pilot of
single or 2-engine aircraft were important, they
are doubly important now that you are the
commander of one of the largest and most complex military airplanes in the world.
You are the commanding officer of an airplane costing approximately $250,000. You are
responsible not only for the safety and efficiency of this valuable equipment but also for
the lives of the crew.
46
Never take anything for granted about the
airplane you are to fly. Not even the best preflight of the airplane by an unquestionably
competent ground crew can relieve you of your
responsibility to inspect personally the equipment you are about to take into the air. By now
your own experience should tell you that perfect maintenance is almost an impossibility.
The responsibility is yours, and you can discharge the duties that it implies in one way
only: Check and double-check.
Follow your routine of inspection scrupulously, and with your eyes wide open. Know
what you are looking for and why.
Use your cockpit checklist. Use it properly,
and at the indicated times: before starting the
engines, before and after takeoff, before landing, on the final approach, after landing, etc.
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�::a
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... ... ...
... ...
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VISUAL OUTSIDE INSPECTION RO
C
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VISUAL OUTSIDE INSPECTION
Your visual outside inspection begins as you
approach the airplane. Make a complete circuit
of ,the airplane, beginning at the right wing,
proceeding around the nose to the left wing, the
ball turret, the tail surfaces, etc., before entering the waist door. Follow a definite sequence
in making this outside inspection, checking
each item in turn, always bearing in mind what
you are looking for and why.
Beginning at the right wing
4. Check the nacelle: Look for loose fasteners
or cowl flaps. Look for signs of oil leaks in the
nacelle or on the engine. Look for dirt, stones,
or other foreign matter wedged between the
cylinders or the cylinder cooling fins.
5. Check the engine exhaust systems for
cracks or loose joints.
6. Check turbo wheels: Revolve them slowly
by hand to observe clearance and freedom.
Look for missing buckets and for cracks between buckets. Be sure the waste gate is fully
open; check it for proper looseness or freedom
of movement.
Now follow the same procedure on Power
Plant No. 3, checking each item as in the case
of Power Plant No. 4.
P~oceed to the right landing gear
1. Check the de-icer boots: Any torn or worn
spots, any roughness of contour?
2. Check the wing center section: Any signs
of fuel leaks? Are the oil and fuel caps secure,
the gaskets in place?
3. Check the air ducts: Are they free of obstructions?
That brings you to Power Plant No. 4
1. Check the propeller blades: Any nicks or
cracks?
2. Check the propeller anti-icer boots: Look
for looseness, for imbedded stones that might
be thrown at the propeller, for signs of leaking
anti-icing fluid from the slinger ring.
3. Check the propeller governor cables for
tautness.
48
1. Check the main wheel: Look for worn
spots on the tire, for cracks along the flanges
in the rim. Check the tire visually for proper
inflation; if it looks low, check with gage.
2. Check the conditions of the hydraulic
lines, the condition and alignment of the drag
link and drag strut, and the condition of the
drag strut bolts. Check the joint between the
oleo cylinder and axle knuckles for proper 1 ½inch clearance.
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�RESTRICTED
. 3. Check the interior of the wheel nacelle,
examining for play in the retracting screw,
testing tautness of control cables and condition
of pullies and electrical wiring. Look for excessive oil leaks throughout accessory section.
l~spect the ball turret
Inspect the nose of the airplane
Be sure that it is in the locked position, that
guns are stowed, and that the door is securely
closed and locked.
Inspect the tail assembly
1. Check pitot · tubes: Have the covers been
removed?
2. Check the antennae: Are they in proper
place and with leads connected? Is the trailing
antenna retracted?
3. Check the marker beacon antenna on the
airplane's belly between the main entrance door
and ball turret.
Continue your inspection of (1) the left landing gear, (2) Power Plant No. 2, (3) Power
Plant No. 1, ( 4) the left wing, in each instance
following the proper procedure as outlined.
1. Check the de-icer boots.
2. Check the condition of the elevators and
rudder; check the trim tab alignment. Be sure
external locks have been removed.
3. Apply pressure to control surfaces to determine whether they are locked or free.
4. Che~k the tail gun assembly: Are the guns
locked in position? Is the tail gunner's escape
door closed?
Check ailerons and flaps
Inspect the tailwheel assembly
1. Check aileron surfaces and trim tab alignment, with controls in neutral. Apply pressure
to the aileron to determine if controls are
locked; check for excessive looseness.
2. See that external locks are removed.
3. Check the flap for alignment, and for holes
or dents.
1. Check the tire: For inflation, for cuts, for
excessive wear.
2. Check shear pin and slot: Be sure they are
not worn or rounded.
Finally, inspect your right aileron and flapfollowing the procedure used on the left aileron
and flap.
You are now ready to enter the airplane.
RESTRICTED
49
�RESTRICTED
INTERIOR VISUAL INSPECTION
CONTINUE YOUR SYSTEMATIC INSPECTION OF THE
AIRPLANE AS YOU ENTER THE WAIST DOOR, AND
BEFORE YOU PROCEED TOWARD THE FLIGHT DECK.
·in the tail section
so
1. Check the oleo for the approximate clearance of 2% inches.
2. Check the drag link, screw and entire assembly for alignment.
3. Examine the control cables for tightness.
4. Make certain that no baggage or equipment is in the tail section.
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�RESTRICTED
In the waist section
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1. Check guns for proper stowage.
2. Make certain that windows are closed.
3. Check control cables. Are they too tight,
or too loose? Are they free from coat hangers,
magazines, newspapers, miscellaneous articles
that may have become wedged in among them?
Loose small equipment must not be stowed in
the rear of the airplane. Violent action in rough
air may throw such articles into the control
cables.
51
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In the radio compartment
1. Stop and check your weight and balance
data in Form F-AN 0l-lB-40. (See pp. 198-202:
Weight and Balance.)
2. Check Forms 1 and lA. Watch particularly
for the symbol that may appear under the
heading "Status Today." A red diagonal means
that the airplane is flyable, but is not in perfect
condition; a red cross means that there is a
major defect in equipment and the airplane
must not be flown; a red dash indicates that the
required inspection has not been made.
When maintenance personnel place a red
symbol under this heading, they a re fulfilling
their responsibility to you and to the safety
of your flight. It's up to you to investigate the
significance of the warning symbol, learn the
nature of the trouble, and govern your flight
accordingly.
The meaning of the red diagonal will be
stated clearly on Form lA. Be sure you understand the exact nature of the defect indicated.
1
52
3. Check the fuel and oil servicing section of
Form lA and the amounts serviced.
4. Pay particular attention to (a) the number of hours on each engine, (b) when the next
inspection is due, ( c) any notes that may have
been entered by previous pilots or crew chiefs.
5. Check the flight engineer's report of preflight inspection. Discuss with the engineer any
item that may indicate a questionable condition
of the airplane or its equipment.
6. Make certain that the names of all crew
members and passengers have been properly
entered on the loading list. Sign the list and see
that it is sent to Base Operations as required.
7. Ascertain that all on board are equipped
with parachutes, that there is one extra parachute, and that this equipment is in proper
condition.
8. Check oxygen equipment: The condition
of masks, condition of main oxygen system, the
condition of walk-around bottles.
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On the flight deck
9. Check the emergency landing gear hand
crank: Is it in proper place and locked?
10. Check life raft emergency release handles
to be sure that they are properly set.
1. Check the upper turret: switches "OFF,"
guns in aft position.
2. Be sure that up-to-date copies of all required maps, radio facility chart, instrument
let-down procedures, radio navigational aids,
and direction finding charts are aboard.
3. See that sufficient first-aid packets are
aboard.
4. Check the number, condition, and location
of fire extinguishers aboard.
5. Have the ground crew pull the propellers
through at least 3 revolutions to clear the combustion chambers of the engines.
You are ·now ready to begin your actual preflight operations according to the cockpit checklist.
In the bomb bay section
•
1. Be sure the bomb bay doors are closed.
2. Check bombs or racks for proper installation.
3. Check the proper stowage of miscellaneous equipment.
4. If bomb bat tanks are installed, check_the
amount of fuel in each; be sure tank caps are
properly secured, and rack selectors "OFF."
5. Check for excessive gasoline fumes in the
bomb bay.
6. Check to be sure hand transfer pump is in
place.
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53
�RESTRICTED
Every B-17 has a checklist on the copilot's
side of the cockpit. Individual sections of the
cockpit checklist are described at length in the
chapters that follow.
Bear this in mind: It is absolutely essential
that the cockpit checklist he used properly by
pilot and copilot at all times.
The number of procedures necessary for the
safe and efficient operation of the B-17 are far
too many for even the most experienced pilot
to carry in his head. The best trained pilots are
likely to forget things occasionally. There is no
place for forgetfulness in flying the B-17! Your
cockpit checklist is the only sure safeguard
against it.
Proper use of the checklist requires a definite
procedure and active cooperation between the
pilot and copilot.
1. The copilot takes the checklist in his hand
and, in a clear, loud voice, calls out each item.
2. The specific operation or check is then
performed, either by pilot or copilot (as specified by the checklist), whereupon pilot or copilot repeats aloud the item as "Checked!"
For example:
Copilot: "Gear switch ... "
The pilot places his hand on the landing gear
switch and ascertains that it is in the neutral
position.
54
Pilot: "Gear switch neutral."
Copilot: "Intercoolers ... "
The intercooler controls are on a separate
stand to the right of the copilot. Therefore, the
copilot places his hand on the controls and
makes sure that they are in the "COLD"
position.
Copilot: "Intercoolers cold."
There are some duties which must be performed by both the pilot and copilot, as in the
case of checking the fire guard and calling
"Clear!" before starting engines.
The copilot, with checklist in hand, has the
responsibility of seeing that no item on it is left
unchecked inadvertently. He must keep his
finger on each item as it is called aloud, and not
move on to the next item until he has personally seen the pilot check the first item or
checked it himself.
Practical necessity demands that a few portions of the checklist (such as After Takeoff,
After Landing, Running Takeoff, Go-Around,
Approach, Before Takeoff) be memorized by
pilot and copilot, since both will be too busy
during these operations to refer to the printed
checklist. In such cases, the checklist is called
aloud from memory; but both pilot and copilot
have the same responsibility to see that the
checks and double-checks are made.
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•
�RESTRICTED
APPROVED B•17F and G CHECKLIST
REVISED 3•1•44
PILOT'S DUTIES IN RED
COPILOT'S DUTIES IN BLACK
BEFORE STARTING
1. Pilot's Preflight- COMPLETE
2. Form 1A- CHECKED
3. Controls and Seats-CHECKED
4. Fuel Transfer Valves & Switch-OFF
5. lntercoolers-Cold
6. Gyros- UNCAGED
7. Fuel Shut-off Switches-OPEN
8. Gear Switch- NEUTRAL
9. Cowl Flaps-Open RightOPEN LEFT...... Locked
10. Turbos-OFF
11. Idle cut-off- CHECKED
12. Throttles- LOSED
13. High RPM- CHECKED
14. Autopilot-OFF
15. De-icers and Anti-icers, Wing and
Prop- OFF
16. Cabin Heat-OFF
17. Generators-OFF
STARTING ENGINES
1. Fire Guard and Call Clear- LEFT Right
2. Master Switch- ON
3. Battery switches and inverters- ON &
CHECKED
Parking
Brakes-Hydraulic Check-On4.
CHECKED
5. Booster Pumps-Pressure- ON &
HECKED
6. Carburetor Filters-Open
7. Fuel Quantity-Gallons per tank
8. Start Engines: both magnetos on
after one revolution
9. Flight Indicator & Vacuum Pressures
CHECKED
10. Radio-On
11. Check Instruments- CHECKED
12. Crew Report
13. Radio Call & Altimeter- SET
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ENGINE RUN-UP
1. Brakes-Locked
2. Trim Tabs- SET
3. Exercise Turbos and Props
4. Check Generators- CHECKED & OFF
5. Run up Engines
BEFORE TAKEOFF
1. Tailwheel-Locked
2. Gyro-Set
3. Generators-ON
AFTER TAKEOFF
1. Wheel- PILOT'S IGNAL
2. Power Reduction
3. Cowl Flaps
4. Wheel Check-OK right- OK LEFT
BEFORE LANDING
1. Radio Call, Altimeter- SET
2. Crew Positions-OK
3. Autopilot- OFF
4. Booster Pumps-On
5. Mixture Controls- AUTO-RICH
6. lntercooler-Set
7. Carburetor Filters-Open
8. Wing De-icers-Off
9. Landing Gear
a. Visual-Down Right- DOWN LEFT
Tailwheel Down, Antenna in, Ball
Turret Checked
b. Light- OK
c. Switch Off-Neutral
10. Hydraulic Pressure-,OK Valve closed
11. RPM 2100-Set
12. Turbos-Set
13. Flaps ½-½ Down
FINAL APPROACH
14. Flaps- PILOT'S SIGNAL
15. RPM 2200- PILOT'S SIGNAL
55
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AFTER LANDING
1. Hydraulic Pressure-OK
2. Cowl Flaps-Open and Locked
3. Turbos-Off
4. Booster Pumps-Off
5. Wing Flaps-Up
6. Tailwheel-Unlocked
7. Generators-OFF
END OF MISSION
1. Engines-Cut
2. Radio-On ramp
3. Switches-OFF
4. Chocks
5. Controls-LOCKED
6. Form 1
GO-AROUND
1. High RPM & Power-High RPM
2. Wing Flaps-Coming Up
3. Power reduction
4. Wheel Check-OK Right-OK LEFT
RUNNING TAKEOFF
1. Wing Flaps-Coming Up
2. Power
3. Wheel Check-OK Right-OK LEFT
SUBSEQUENT TAKEOFF
1. Trim Tabs-SET
2. Wing Flaps-UP
3. Cowl Flaps-Open Right-OPEN LEFT
4. High RPM-CHECKED
5. Fuel-Gals per tank
6. Booster Pumps-ON
7. Turbos- SET
8. Flight Controls-UNLOCKED
9. Radio Call
• SUBSEQUENT LANDING
1. Landing Gear
a. Visual-Down Right-DOWN LEFT
Tailwheel Down, Ball Turret
Checked
b. Light-ON
2. Hydraulic Pressure-OK
3. RPM 2100-Set
4. Turbo Controls-Set
5. Wing Flaps 1/3-1/3 Down
6. Radio Call
FINAL APPROACH
7. Flaps-PILOT'S SIGNAL
8. RPM 2200-PILOT'S SIGNAL
FEATHERING
1. Throttle Back
2. Feather
3. Mixture and Fuel Booster-Off
4. Turbo Off
5. Prop Low RPM
6. Ignition Off
7. Generator Off
8. Fuel Valve Off
UN FEATHERING
1. Fuel Valve· On
2. Ignition On
3. Prop Low RPM
4. Throttle Cracked
5. Supercharger Off
6. Unfeather
7. Mixture Auto-Rich
8. Warm up Engine
9. Generator On
SEQUENCE OF POWER CHANGES
INCREASING POWER
1. Mixture Controls
2. Propellers
3. Throttles
4. Superchargers
56
DECREASING POWER
1. Superchargers
2. Throttles
3. Propellers
4. Mixture Controls
RESTRICTED
�RESTRICTED
Fuel Transfer Valves and Switch
STARTING
Your cockpit checklist becomes effective just
as soon as you have stepped across the flight
deck and climbed into your seat:
Pilot's Preflight
The duties under this heading-which began
with your outside visual inspection of the airplane and continued as you passed through the
interior from the rear section to the flight deck
-have been completed.
Check your fuel transfer valves and switch
to be sure they are in the "OFF" position. Remember: if they are not turned "OFF," ·you
may pump one of the engine tanks dry, and
waste a lot of fuel from the overflow of the tank
into which the gasoline is being pumped.
Form 1A
Form lA was checked, completed, and signed
after you inspected the radio compartment.
lntercoolers
Controls and Seats
Check your controls-rudder, elevators, and
ailerons. Put them through their full range of
. operation to insure freedom of movement and
proper direction of operation.
Now both pilot and copilot adjust their seats,
rudder pedals, and safety belts to insure freedom of movement and control through the full
range of operation. Proper adjustment of these
items is particularly important when the use of
full rudder beGomes necessary.
~
The copilot checks the intercooler controls
and ascertains that they are in the "COLD"
position. (The function of the intercoolers in
connection with the operation of the superchargers is explained on pp. 169-173.)
-
57
RESTRICTED
•
�RESTRICTED
gines to avoid spot heating. Pilot and copilot
check: "Cowl flaps open left"; "cowl flaps open
right!"-"Locked." Cowl flaps should be in the
"LOCKED" or neutral position to prevent
creeping or loss of pressure.
Gyros
Turbo-superchargers
Turbos are always turned "OFF" during
starting. With the supercharger on, the waste
gate is closed. A backfire could blow out the
waste gate or damage the supercharger.
Check your gyro instruments to be sure they
are uncaged.
Idle Cut-off
Check to insure that mixture controls are in
the "IDLE CUT-OFF" position.
Fuel Shut-off Switches
Throttles Closed
Check the fuel shut-off switches to be sure
they are "OPEN." These switches control the
fuel supply to the engines. They should be left
open at all times except in emergencies.
Landing Gear Switch
Before turning on the battery switches, make
sure that the landing gear toggle switch has not
been turned "UP" inadvertently. Landing gear
switch should be at neutral and the switch
guard in position.
Close the throttles, then move them forward
to the setting for approximately 1000-2000 rpm.
Engines will start much easier with the throttles in this position. (After the engine has been
started and begins to run smoothly I bring the .
throttles back to approximately 800-1000 rpm.
The throttles should not be moved backward
and forward in an attempt to smooth out the engine. This results in a lean mixture, backfiring,
and increased fire hazard.
High RPM
Place the propeller controls in "HIG H RPM"
and adjust the lock to hold securely.
Automatic Pilot
Cowl Flaps
-----:-::--:::-:-::::-----,
COWL FLAPS
1
2
3
4
Place the automatic pilot switches in the
"OFF" position and leave them there until after
takeoff. Takeoffs with the automatic pilot on
have resulted in accidents. Autopilot pressure
is supposed to be low enough so that it can be
overpowered by the manual controls, but on
takeoff the busy pilot probably will be slow to
recognize this condition and apply sufficient
pressure on the controls quickly enough. So,
before starting, check: Autopilot-"OFF."
De-icers and Anti-icers
Regardless of outside air temperature, the
cowl flaps must be open before starting en58
Place the wing de-icer control valve, and the
propeller anti-icer knobs and control switch in
•
RESTRICTED
�RESTRICTED
MIXTURE
CONTROLS IN
IDLE CUTOFF
RESTRICTED
59
�RESTRICTED
GENERATOR
.
•
WING DE-ICER VALVE
0~
O.,<-.,<-
.
.
~
~
• •
T
• '
1
'e
ON
4
OFF
i,
(j)
~
@
@
OFF
the "OFF" position. Since the action of the wing
de-icer boots disturbs the. flow of air over the
lifting surfaces and materially increases stalling
speed, the wing de-icers are never used on takeoff. The propeller anti-icing fluid is not needed
on takeoff since ice is unlikely to form quickly
enough. (When flights are to be made into icing
conditions, both these systems should be
checked thoroughly prior to takeoff.
Cabin Heat
I
the consequent r~verse flow of current while
taxiing. Don't use generators below 1500 rpm.
Check Fire Guard and Call "Clear"
Look out the window and be sure that the .
fire guard is posted at his proper station.'.._behind and to the right of the engine being started.
The starting sequence is engines No. 1, No. 2,
No. 3, No. 4. This sequence should be followed
in order to avoid confusion of the ground crew.
The pilot calls ''Clear left," and the copilot
calls "Clear right," before engines are started
on either side. Both will make sure that the
mechanic hears the 'call, and signifies (by voice
or by hand signal) that all is clear.
Put the cabin heat control in the "OFF" position and keep it there during all ground operations. This will allow an unrestricted flow of
air through the heating system radiator, and
tend to prevent boiling of the fluid. Use the
cabin heater only in the air.
Generators
Keep the generator switches "OFF" until the
airplane is in the takeoff position with engines
running up to 1500 rpm. This prevents closing
the points of the generator cut-out relays and
60
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�RESTRICTED
Master and Ignition Switches
Parking Brakes and Hydraulic Check
•
Place the bar switch in the "ON" position.
Put all ignition switches in "BOTH" position.
(Note: Except in the B-17G where individual
ignition switches are turned "ON" after the
corresponding engine is meshed and the propeller has turned through one revolution.)
Battery Switches and .Inverter
•
INVERTER
Booster Pumps
'="
"
ALTERNATE
+
BATTERY
& 6 OFF'
ON
1
3
+
+
4
•
Move the inverter switch to "NORMAL."
Then operate each battery switch separately to
detect a battery in need of charging. Check the
fuse and solenoid. Return all 3 battery switches·
to "ON." Now check inverter in "ALTERNATE" position. Return the inverter switch to
"NORMAL," and leave it there during flight.
The alternate inverter is used only in the event
that the normal inverter fails. The alternate
remains new and unused for such emergency.
RESTRICTED
Copilot sets and locks the parking brakes.
Check the pressure gages for sufficient hydraulic pressure (600-800 lb.). Check the switch
on the pilot's switch panel for the "AUTO" or
"ON" position-depending on the type of switch
installed. If the emergency pressure system is
low, recharge by opening the manual shut-off
(star) valve. This will build up pressure in both
systems to approximately 800 lb. After recharging, close the manual shut-off (star) valve. If
emergency system is installed, operate levers to
insure that upon application pressure does not
drop immediately to zero. Be sure that the selector is in "NORMAL" position, and that the
reservoir is filled with hydraulic fluid.
Turn on the booster pumps and check to see
that each gives from 6 to 8 lb. pressure. The
fuel booster pump is an independent electrically driven source of extra ' fuel pressure. It
takes the place of the wobble pump for both
starting and emergencies, and augments the
engine-driven fuel pump at high altitudes. As
a safety measure, it is always turned on for
takeoff and landing, for flights below 1000 feet,
and for flights above 10,000 feet.
61
�RESTRICTED
Carburetor Filters
CLOSE
I»----
" {i)
OPEN
- - · -
~
W'
~o. 1
f;f"'
N0.2
N0.3
,.
NO. 4
CARBURETQR AIR CLEANER
Carburetor air filters must be "ON"
("OPEN") for engine starting and all operations up to 8,000 feet in the B-17F (15,000 feet
in the B-17G). Check amber warning light for
"ON."
In dust conditions filters may be left "ON"
in the B-17F up to 15,000 feet (20,000 feet in
the B-17G).
But under no circumstances should the carburetor air filters be left "ON" above these
limits. When intake air passes through the
carburetor air filters at such altitude the turbosuperchargers must speed up to maintain desired manifold pressure. This can result in
turbo overspeeding.
Fuel Quantity
1. The sequence of starting engines is: No. 1,
No. 2, No. 3, and No. 4.
2. Be sure the engine being started has been
pulled through 3 or 4 complete revolutions.
m
0
3. If fire extinguisher system is installed, set
the selector switch to the engine being started.
100 200 300 400
' \ I
\Q
I
I , / /
TANK N° I
FULL U.S. GALS
4f
'](
Check the 'fuel gages for quantity of fuel in
each tank. Remember that the fuel gages are
electric and will not operate unless the battery
switches and inverter are on.
62
4. Indicate to the ground crew (by holding
up fingers) which engine is being started.
5. When the copilot is ready, he will notify
the pilot: "Starting by to start No. 1."
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�RESTRICTED
+
ENGINE STARTERS :
2
3
+
+
+
MESH
START
MESH
START
MESH
• •· •
START
•
e
~
1
,,
+
4
+
6. Direct the copilot: "Start No. 1." The copilot will then energize Engine No. 1, and at the
same time expel all air from the primer with
the number of strokes necessary to obtain a
solid fuel charge.. The primer must be held
down until needed again.
10. If the engine stops, return the mixture
control to "OFF" immediately, and repeat the
starting procedure. As soon as engine is running, copilot calls: "Oil pressure." Pilot notes
pressure, and responds: "Coming up" when
pressure reaches 50 lb. sq. in.
11. If no oil pressure is indicated within 30
seconds after starting, stop the engine and determine the cause.
12. Warm up engines at 1000 rpm until oil
temperature of 40°C is indicated.
13. If it is necessary to engage by hand, signal
to the ground crew by raising a clenched fist
and pulling down an imaginary starter handle.
One of the ground crew will pull the handle on
the nacelle. Meanwhile, hold down both the
starter and the mesh switches in the "ON" positions. The booster coil will function only when
the mesh switch is on.
14. Repeat the same starting procedure on
No. 2, No. 3, and No. 4 engines, in that order.
Flight Indicator and Vacuum Pressures
7. After approximately 12 seconds of energizing, direct the copilot to "Mesh No. 1." The copilot, while still holding the starting switch
at "START," moves mesh switch to the
"MESH" position. At the same time he primes
with strong, steady strokes until the engine
fires.
8. If the engine fails to fire after the starter
has turned it over 4 or 5 times, the copilot must
release both switches quickly while the propeller is still turning. This prevents damage to,
or sticking of, the starter. If the starter dog
sticks and the engine turns over while re-energizing, stop re-energizing immediately, cut the
ignition switch, and release the starter dog
by turning the propeller in the direction of rotation.
9. When the engine fires, move the mixture
control to "AUTO-RICH" immediately.
RESTRICTED
When an engine that operates a vacuum
pump (No. 2 and No. 3 Engines) is started,
check the rapid response of the flight indicator.
With vacuum pump operating, the flight indicator should erect itself within a few moments.
Sluggish response at this time indicates poor
operation of the instrument. At the same time
check (1) vacuum pressure - approximately
3.75" to 4.25"; and (2) both pumps for proper
operation.
(Note: If Jack and Heintz flight indicator is
installed, it must be erected with the caging
knob.)
63
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Radio
Set the switches on the command receiver to
proper positions. Turn the transmitter switch
"ON." Set the selector to the desired transmitting frequency . .Turn volume controls on
jackboxes to maximum output. Set the selector
switch on filter box to "VOICE," and selector
switch on the jackbox to "COMMAND."
Tachometers
STEADY INDICATION
Manifold pressures
STEADY INDICATION
Hydraulic pressures ·
DESIRED .................... 600-800 LB.
Clock
CHECK AND SET
Magnetic compass
IS THE FLOAT LEVEL?
Flap position indicator
Check instruments for
CHECK FOR OPERATION
( 1) proper operation
(2) readings within the proper range
Oil pressure
DESIRED ...... . .. . .............. 75 LB.
MAXIMUM ....................... 80 LB.
MINIMUM . . ........... . ......... 70 LB.
Oil temperature
DESIRED ......................... 70°C.
MAXIMUM ....................... 88°C.
MINIMUM ........................ 60 °C.
Cylinder-head temperature
DESIRED ........................ 170°C.
MAXIMUM ...................... 205°C.
MINIMUM ....... .- ............... 125°C.
Fuel pressure
DESIRED ......... . ............ 12-16 LB.
Carburetor air temperature
DESIRED ......................... 15°C.
MAXIMUM ....................... 38°C.
Free air temperature
DOES GAGE REGISTER APPROXIMATE OUTSIDE TEMPERATURE?
64
Check lights
Check all warning lights. (The fuel gage
warning light is tested by pushing in the light
bulb.)
If the flight is to extend after dark, check all
other lights for proper functioning: landing,
passing, wingtip, fluorescent, compartment,
radio compass, and identification lights. A
flashlight, in good w~rking order, should be
carried.
Check fuse panel covers for adequate supply
of extra fuses.
Check the warning bell for proper operation.
Crew Report
Check the crew to make sure that all doors
and hatches are closed, and that all crew members are at proper stations, with headsets on.
Radio Call and Altimeter Setting
Call the tower for clearance, and obtain
altimeter setting. Set and check the altimeter. If
the setting varies more than 75 feet from field
elevation, ask for another check.
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�RESTRICTED
TAXIING
'1:
,,
'
There is only orie· :reason for a taxiing accident: carelessness. The pilot who taxies slowly
and observes the few :basic .rules will never
have the inexctisablet exp'tfrience of damaging
an airplane in si~ple ground operation.
The pilot experienced on heavier types of aircraft should understand. the rea~mns for taxiing
slowly. Primarily they are safety considerations, and . the mech,a,nical limitations of the
brakes.
·
Safety considerations are so ~bvious that
they need • little explanation. The pilot who
taxies slowly always has control of the airplane
and can stop whenever and wherever he
chooses.
The mechanical limitations of brakes make
slow taxiing mandatory. You ca:q.'t stop 50,000
lb. of fast-moving airplane in a short space. It
takes tremendous fz:ictional energy to slow
down and stop this large mass. Moreover, frequent application of brakes, which is necessary
when the airplane is not taxied. slowly, causes
excessively high brake teinperatµ~e and eventual brake failur.e.
'
1. Before wheel c:hocks are removed, check
hydraulic pressure: it should be 600 to 800 lb.
2. Taxi from the parking area· with all 4 engines running, using the outboard engines for
RESTRICTED
turning. Keep your inboard engines idling at
not less than 500 rpm, with just enough friction
lock applied to prevent the throttles from
creeping. Don't lock ·the throttles of the inboard
engines tightly; you may need them in an emergency.
3. Never taxi faster than a ground crew man
can walk.
4. Use brakes only to slow down or stop the
airplane, or to aid in making turns, when necessary. At all other times, keep your feet off the
brake pedals with your heels on the floor. Even
slight pressure will result in brake heating.
When it becomes necessary to use brakes, slide
your feet up on the pedals until the balls of the
feet are squarely on the brake controls. Apply
brakes smoothly and firmly. (Don't pat the
brakes.) As soon as the airplane is under control, release brakes and return heels to floor.
5. For a~l straight ahead taxiing-even for a
short distance-keep the tailwheel locked.
6. Before making a turn, have the copilot
unlock the tailwheel. Make tu~n by using the
throttles, with as little brakes as possible.
7. Always make turns with the inside wheel
rolling. Pivoting on the inside wheel causes excessive wear on the tire and places a heavy
torque strain on the gear.
65
�RESTRICTED
-----',
RIGHT.
',
'
\
\
\
I
e
4'WRONG
NEVER PIVOT
8. If a side wind blows the airplane off a
straight line, wait until you reach the other side
of the runway, then unlock the tailwheel and
redirect the airplane, crabbing away from the
windward side of the runway in a series of arcs
or S's. (See cut.) Use the outboard engine on
the side from which the wind is blowing to decrease the rapidity of your drift toward the
windward side of the runway.
9. Hold the aileron and elevator controls in a
neutral position, so that these control surfaces
will be streamlined with wing surfaces and elevator stabilizers respectively. Don't try to taxi
an airplane by steering with the control wheel
as you would drive a car.
10. Take particular care never to allow the
inboard engines to idle slowly enough to load
up. During any one period of parking, don't
permit them to idle at less than 1000 rpm. If
you have to taxi over a long distance, stop and
run up the engines high enough and often
enough to keep them clear.
11. Don't try to taxi if hydraulic pressure is
low and will not build up. (You will only lose
what little pressure you have.) Have the airplane towed back to the line.
12. Have your auxiliary power unit turned
on for all ground operations. This insures operation of the electrically operated hydraulic
pump.
Remember that cold weather and low rpm do
not work together. Therefore, when the temperature is low clear the engines oftener than
usual. Naturally, this will require an incr~ased
use of brakes.
66
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�RESTRICTED
TAKEOFF TECHNIQUE
Taxi to run-up area, park into the wind when
possible, and call for engine run-up check. Copilot responds: "Brakes set." Make sure that
the throttles are set at not less than 1000 rpm.
Trim Tabs
Set the trim tabs for takeoff. Check to see
that all 3 tabs are at the "O" (zero) setting.
Incorrect setting of any trim tab on takeoff can
cause a serious accident, especially if the airplane is heavily loaded.
Exercise Turbos and Propellers
Advance throttles to 1500 rpm, and run the
turbo controls through their range several
times. Still maintaining 1500 rpm, and with
turbo controls "OFF," run the propellers
through to "LOW RPM," then back to full
"HIGH RPM."
Allow ample time for the propellers to
change pitch. Watch carefully for the drop in
rpm (approximately 300-400 r pm) indicated by
the tachometers.
When rpm decreases to approximately 1100,
return the propeller controls to "HIGH RPM."
At the same time, return turbo controls to the
"OFF" position.
Repeat these turbo and propeller exercises
three or four times, or more if the outside air
temperature is below 0°C.
RESTRICTED
67
�RESTRICTED
Check Generators
Check the generators while the engines are
operating at 1500 rpm. Check them for ample
output; and, by using the voltmeter selectors,
check for voltage output.
With all generators on, check the pitot heaters by watching for a rise in the ammeter reading. Then turn the pitot heater off.
Turn generators "OFF." Idle engines at not
less than 1000 rpm.
Run Up Engines
During the pilot1 s ignition check, the copilot
will check the following items:
Fuel pressure
DESIRED ........... 12 TO 16 LB. SQ. IN.
MAXIMUM .............. . 16 LB. SQ. IN.
MINIMUM ................ 12 LB. SQ. IN.
Oil pressure
DESIRED ................. 75 LB. SQ. IN.
MAXIMUM ............... 80 LB. SQ. IN.
MINIMUM ................ 70 LB. SQ. IN.
Oil temperature
DESIRED ......................... 70°C,.
MAXIMUM ...................... . 88°C.
MINIMUM ..................... ·.. . 60°C.
Cylinder head temperature
MAXIMUM ...................... 205°C.
Run-up Procedure
Run up engines one at a time and in sequence. Open throttle to 28'! manifold pressure.
Then turn to left magneto, back to both, then
to right magneto, then back to both. Do not
operate on one magneto for more than 5 seconds
at a time.
The copilot watches for roughness of engine
operation by observing any drop in rpm. The
pilot keeps an eye on the engine nacelle and
cowling for visible indications of engine roughness. While the visual check of the nacelles and
cowling is more reliable than the tachometer
indication, utilize both methods as a double
check. If much roughness is noticed on either
magneto, run the engine up to full throttle with
turbo off for about 10 seconds; then return to
28" manifold pressure, and check again.
68
1. After checking magnetos, hold at 28" Hg.,
and move turbo control full forward against the
stop.
2. Wait for increased manifold pressure (usually about 5-8" Hg. surge). This indicates that
turbo wheel is turning up to speed.
3. Run throttle forward, and adjust turbo to
give desired takeoff setting.
Remember that because of direct linkage
control, the waste gate will open immediately
when turbo control is moved toward closed
position, and will lag when moved forward.
Therefore, care should be exercised in adjusting control so that excessive full throttle operation is avoided on the ground.
Check rpm. Normally, for ground operation,
rpm can vary between 2400 and 2500 maximum.
Reduce throttle to 1000 rpm.
Repeat the foregoing run-up procedure on
engines No. 2, No. 3 and No. 4 in sequence.
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�RESTRICTED
Before Takeoff
After engine run-up has been completed,
make your radio call to the tower and request
permission to taxi to takeoff position. Do not
taxi on the runway until this radio contact has
been comp~eted. Bear in mind that it may be
necessary for the tower to respond by .using a
red or green Aldis light.
Pilot and copilot should check visually to be
sure the runway is clear and that no aircraft
are landing. The tower is not infallible.
When cleared by the tower, instruct the copilot to unlock brakes. Then, with engines
idling at not less than 800-1000 rpm, taxi on to
the runway. Take a position that will allow use
of the full runway. See 'that all windows are
closed and locked. Cowl flaps must be left open
on takeoff. Call for takeoff check.
The most comfortable and effective way to
handle the throttles of the B-17 for operation
of all 4 engines is to hold the right hand palm
upward, thus grasping all 4 throttle handles
firmly within the palm and fingers. (See cut.)
Holding them in this manner permits an easy
wrist movement for progressively leading and
controlling the throttles, and tends to favor the
inboard throttles.
Progressively leading the throttles means alternately advancing right and left engines-in
other words, walking the throttles steadily forward.
Adjustment of the throttle friction lock
should be just enough to prevent the throttles
from c~eping. Don't jam the lock lever hard
forward; you'll only have to struggle to loosen
the lock each time you want to change throttle
settings. Friction should be such that (1) throttle creeping is prevented, and (2) the throttle
can be moved without too much pressure in
case of emergency.
RESTRICTED
See that the airplane is lined up properly
with the runway. Instruct the copilot to "Lock
tailwheel." The copilot will lock the tailwheel
as the airplane is slowly rolling forward, and
will inform you: "Tailwheel locked; light outGyro~."
Check the gyros. Set the directional gyro to
correspond with the magnetic compass. When
lined up for takeoff, check your compass reading with the runway heading. Pilot responds:
"Gyros set."
Copilot calls: "Generators" as throttles are
advanced for takeoff. When 1500 rpm is
reached, pilot turns on generators with left
hand.
'
69
�RESTRICTED
TAKEOFF
Duties of the pilot, copilot, and flight engineer
on takeoff are well defined. Each has specific
duties to perform, and it is important that all
three should have an over-all understanding of
the takeoff procedure.
1. Apply power gradually, progressively
leading the throttles. (See p. 69.) Avoid overcontrol, which will require reduction of power
on either side.
2. Keep your right hand on the throttles.
3. During the takeoff run, maintain directional control with rudder and throttles. Keep
ailerons neutral.
4. Always take off from a 2-point, tail-low
attitude. (The 3-point takeoff should never be
attempted except in an emergency.) Don't attempt to pull the airplane into the air. Normally
when you have attained an airspeed of approximately 110-115 mph, moderate back pressure
on the control column will enable the airplane
to fly itself off the ground.
5. The copilot follows through on the throttles, keeping his left hand in position to make
adjustments for variations in manifold pressure, and prepared to take immediate action in
such emergencies as runway propellers or overspeeding turbos.
6. The copilot's principal duty on takeoff is to
watch the engine instruments, particularly
manifold pressure, rpm, pressure gages, and
temperature gages. He must divide his attention between engine instruments and the actual
progress of the takeoff.
7. Takeoff distances for various field conditions and airplane loading are stated specifically on the seat-back operating instructions
and in AN 01-20EF-1 and AN 01-20EG-1.
8. After the airplane has left the ground, and
you are positive that you have sufficient flying
speed and that everything is under control,
signal to the copilot to raise the landing gear.
The copilot will apply brakes gently to stop the
rotation of the wheels, and raise the gear. Both
pilot and copilot make a visual check, and
acknowledge the retraction of the main wheels
(Pilot: "Landing gear up left." Copilot: "Landing gear up right." The flight engineer checks
and reports "Tailwheel up.") The copilot
places the landing gear switch in the neutral
position.
9. The B-17 is so constructed that very little
change in trim will be required after takeoff.
10. Depending upon elevation and gross load,
signal the copilot either to reduce or shut off
the turbos.
11. Reduce power upon attaining an airspeed
of 140 mph. To obtain normal climb attitude,
the pilot reduces the throttles to a manifold
pressure between 32" and 35" Hg. in the transition type B-17, and 35" Hg. in the normally
operated tactical airplane. Then the copilot reduces rpm to 2300.
12. The copilot will make the necessary adjustments of cowl flaps to regulate cylinderhead temperature during the climb. They
should be closed whenever possible.
_........,.________ _
2 POINT WITH
TAIL LOW
70
AT 110-115 MPH APPLY
MODERATE BACK PRESSURE
ON CONTROL COLUMN
•
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PLANE WILL FLY
ITSELF OFF THE GROUND
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RUNNING TAKEOFF
,
......___,.._ __
,
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This type of takeoff does not vary much in
basic technique from the normal takeoff.
1. Make a normal 3-point landing.
2. When the airplane has settled into the
landing roll, inform the copilot: "Running takeoff."
3. The copilot immediately checks propeller
controls for "HIGH RPM," and places the flap
switch in the "UP" position.
4. Now apply power, walking up throttles
steadily and smoothly. Avoid abrupt throttle
movement.
Ir
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F
5. Use rudder for directional control. The
airplane still has most of its landing speed when
power is applied. If directional control is difficult before full power is attained, use coordinated throttle and rudder.
From this point forward, the operation is the
same as a normal takeoff. Complete the usual
after-takeoff check: (1) Signal copilot for
"Wheels up" if leaving traffic; (2) reduce
power; (3) adjust cowl flaps; (4) make check
of "Wheels up right." "Wheels up left." Engineer: "Tailwheel up."
CROSSWIND TAKEOFF
The crosswind takeoff requires use of more
rudder and more differential throttling than
the normal takeoff.
Most modern airfields are so constructed that
there is seldom any occasion for taking off in an
extreme crosswind. However, because the large
vertical surfaces of the airplane are exposed to
any wind from the side the airplane will tend
to veer into the wind. Therefore, the technique
of the crosswind takeoff is extremely important
and frequently useful.
Remember that the important elements in the
crosswind takeoff control, in order of importance, are: (1) rudder, (2) differential throttling, and (3) the downwind brake only as a
last resort.
Use rudder to ke.e p the airplane straight as
long as possible. However, in a strong crosswind, if use of rudder is not sufficient to keep
the airplane straight, apply more power to the
upwind engines. Remember that progressive
application of power ( on all 4 engines) is necessary to attain takeoff speed as quickly as
possible.
If the upwind engines have been used all the
way to the stop and the rudder still will not
straighten the airplane, only then apply slight
reduction of power on the downwind engines.
Under most crosswind conditions, this should
not be necessary.
Don't attempt to use the downwind brake
except as a last resort.
CORRECT WITH RUDDER
AND UPWIND ENGINES
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•
71
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CLIMBING AND CRUISING
The rate at which an airplane will climb is
obtained directly from the difference between
the power required for level flight and the
power available from the engines. This difference is the reserve power which can be used for
climbing.
Climbing the B-17
Flight tests have shown that for B-17's of all
weights, the difference between power required
for level flight and power available reaches a
maximum at approximately 135 mph IAS. For
stability purposes, another 5 mph is added as a
safety margin. Therefore, make your climb at
140 mph IAS, except on instruments.
Climbing on Instruments
On instruments below 20,000 feet, climb at
150 mph IAS. Here again an allowance has been
made in the recommended airspeed for a safety
margin.
Power Settings for Climbing
Power settings for the normal climbing conditions are as follows:
GRADE 100 FUEL
MANIFOLD PRESS.
MIXTURE
Maximum climb ..................... 2300
38" Hg.
Auto-Rich
Desired climb ....................... 2300
35" Hg.
Auto-Rich
Maximum climb ..................... 2300
37" Hg.
Auto-Rich
Desired climb ....................... 2300
35" Hg.
Auto-Rich
Desired climb ....................... 2300
(light transition planes)
32-35'' Hg.
Auto-Rich
RPM
GRADE 91 FUEL
72
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�~
DIFFERENCE BETWEEN POWER REQUIRED FOR LEVEL FLIGHT AND POWER AVAILABLE
m
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40001--------,1---t.1Ll....---+-----+----+---4---~-----+-----1-----+------+----.6-~~----.J
POWER
'/~"""~--1 REQUIR D
FOR
LEVEL FIGHT
a.:
:c
~2500~~~~~+-ri~~~~~.,.£-,4,.<Y-r,~~~~~~~~~--t-----+---+----I-------I
°'
BLE
-RPM)
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lO00t----+---~----+----+----+----+----+-----+------+-----1----1-------1
130
140
150
160
170
180
190
200
210
INDICATED AIRSPEED (MPH} AT 5,000 FT. ALTITUDE
220
230
2 0
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-1
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Angle of Climb
The proper angle of climb should be judged
by airspeed, obstacles to be cleared, and the
attitude of airplane. Trim the airplane to relieve control pressures, and synchronize propellers as soon as climbing power settings are
established.
In B-17's with full crews, and with guns and
turrets installed, with or without bomb load,
35" Hg. and 2300 rpm at 140 "1ph will give a
desired attitude and rate of climb. However, in
a transition airplane from which this equipment has been removed, this power setting for
climbing may cause the airplane to assume a
high climb attitude while maintaining 140 mph
IAS. Take these things into consideration, and
remember: the important thing is to maintain
normal climbing attitude and airspeed.
Auto-rich for All Climbs
For all climbs leave mixture controls in autorich. At high power the proportion of fuel to
air must be relatively high to assist in cooling
and prevent detonation.
Effects of Increasing Altitude
As altitude increases:
1. Engines get hotter the longer they operate
at climbing power, thereby increasing cylinderhead and oil temperatures.
2. IAS gradually falls; atmospheric pressure
gradually decreases.
3. It becomes more difficult for man to obtain
sufficient oxygen from the atmosphere.
Remember these conditions which develop
with increasing altitude. Consider their effects
on (a) your airplane, (b) your crew.
operating limits. Use the minimum setting that
will maintain the temperatures desired.
3. Oil Temperatures. Oil temperatures can be
reduced more quickly by decreasing the engine
rpm and manifold pressure than by reducing
the throttles alone. Another way to reduce both
cylinder-head and oil temperatures is to shallow your climb so that your IAS is 5 to 10 mph
faster than normal climbing airspeed. This will
not cause much loss in your rate of climb.
In case of high cylinder-head and oil temperatures, you can use emergency (full) rich
mixture. This will dissipate the heat rapidly,
but will also cause loss of power and excessive
gas consumption. Therefore, use it only long
enough to reduce temperatures.
Excessive temperatures are often caused by
failure of the automatic feature of the carburetor, there by producing too lean a mixture.
Placing the control in emergency rich corrects
this by enriching the mixture.
Decreasing Air Temperature
1. Carburetor Air Temperature. On an extended climb, check constantly to be sure your
carburetor air temperature is either above or
below the icing range: from -5°C to +15°C.
Particularly if the humidity is high, you can
develop carburetor ice with little or no warning.
Carburetor temperatures above 38°C are
likely to cause detonation. Control your carbu-
}
SAFE RANGE
Engine Heat
1. Cylinder-head Temperatures. Adjust cowl
flaps to maintain head temperatures just below
the maximum of 205°C.
2. Use of Cowl Flaps. Keep in mind that the
position of cowl flaps affects your rate of climb
because of added drag and disturbance of the
airflow. However, do not hesitate to use them
to keep the cylinder-head temperatures within
74
0
SAFE RULE:
KEEP THE CARBURETOR AIR
TEMPERATURE ABOVE 15°C
BUT NEVER ABOVE 38°C
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retor air temperatures with your intercooler
shutters and superchargers.
2. Intercooler Shutters. Hot compressed air
is coming to your carburetor from the supercharger through the intercoolers. Intercoolers
are kept in the "OPEN" position to cool this
compressed air. As you climb to higher altitudes it may be necessary to close these shutters to keep the carburetor air temperatures
above the icing range. If you do close them,
keep a close watch on both carburetor air temperatures and cylinder-head temperatures to be ·
sure that the rise is not beyond limits. Intercooler shutters should always he used with
caution.
3. Heater. Remember that there are crew
members all over the airplane who may be getting cold. Ask them if they desire heat. The
longer you can keep them warm the more
effective they will be with their headwork,
their bombs and their guns. Crew comfort is
important to crew efficiency.
Decreasing Atmospheric Pressure
pressure will increase slightly with altitude because the atmosphere has less back pressure
effect in relation to the constant exhaust pressure. This results in a steady increase in turbo
wheel speed.
3. Rules for U~ing Turbo-supercharger.
a. Establish initial manifold pressure with
full throttles. Get additional boost from turbosuperchargers.
b. Reduce manifold pressure by first reducing the turbo-supercharger regulators completely and then, if further reduction is necessary, reduce the throttles.
c. At altitude the turbo bucket wheel has
a tendency to overspeed. (See pp. 169-173.) The .
critical altitude at maximum power setting of
46" Hg. and 2500 rpm is 27,000 feet. At 41" Hg.
and 2300 rpm it is 30,000 feet. Reduce the manifold pressure 1.5" for every 1000 feet of climb
above this critical altitude. If climbing at less
than the maximum manifold pressure, you
can
I
raise the critical altitude 1000 feet for each 1.5"
that your manifold pressure is below the maximum. Thus, if the critical ceiling is 27,000 feet
at 43'', it will be 29,000 feet at 40", etc. Then
• INDICATED AIRSPEED 150 MPH.
ACTUAL AIRSPEED
207 MPH.
46" Hg.
2500 R.P.M.
20,000 FT. - - - - - - 27,000FT. - - - - - - ~
1. Airspeed Indicator. Decreasing atmospheric pressure causes your airspeed indicator
to show an airspeed lower than your true airspeed.
2. Manifold Pressure. The density and pressure of the outside air is decreasing as altitude
increases. At sea level, normal atmospheric
pressure on some engines will be sufficient to
maintain desired manifold pressure. As altitude
increases and full throttles fail to give sufficient
manifold pressure, you add boost with the
turbo-superchargers.
When climbing at a given throttle setting,
rpm, and turbo regulator setting, the manifold
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41" Hg.
2300 R.P.M.
30,000 FT.- - - - - - -
MAXIMUM POWER SETTINGS
75
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ing. Their operation above this altitude will
cause rise in carburetor air temperatures,
thereby increasing the possibility of detonation.
In the B-17F, filters must be closed above 15,000
feet. Failure to observe this precaution may
cause detonation and eventual engine failure or
sufficient overspeeding of the turbo wheel to
cau_se serious damage. Remember also: use of
filters reduces manifold pressure 1" to 2".
continue to decrease manifold pressure 1.5" for
each 1000 feet above 29,000 feet.
4. Booster Pumps on at 10,000 Feet. As you
climb and the atmospheric pressure decreases,
there is more and more tendency for suction
from your engine-driven fuel pump to cause
vapor lock. Booster pumps put 8 lb. additional
pressure in the lines to offset this. Turn the
booster pumps on at 10,000 feet and keep them
on until you descend below that altitude.
5. .Crew. As altitude increases your crew is
becoming less efficient. Their ears tend to
bother them. Head congestion may cause
severe pain and they are getting insufficient
oxygen. During day flights, go on oxygen between 7000 and 10,000 feet. At night, have the
entire crew use oxygen from the ground up.
(See pp. 110-118.)
6. Carburetor Air Filters. A void use of carburetor air filters above 8000 feet when climb-
The Importance of Smooth Flying
Smooth, steady flying, proper trim, and minimum horsing of the airplane becomes more
and more important to maximum performance
as altitude increases. Steady, expert flying will
cut fuel consumption, eliminate hazards, increase rate of climb, and reduce engine wear.
Remember that the only way you can maintain a constant altitude or climb and smooth,
steady flying is with the aid of instruments.
SEQUENCE OF POWER CHANGES
The sequence of power changes for POWER I NC REASE is first, mixture
controls; second, propellers; third, throttles; last, superchargers.
3. Throttles: Pilot advances as the rpm is increased. If more power than full throttle is required, advance the superchargers.
4. Superchargers: The supercharger controls may be advanced together, but it is advisable to set them one at a time (starting with
the dead engine side, if operating with one or
more engines dead). Always use full throttle
before applying supercharger boost. If throttles
are partially closed when turbos are in operation, the resulting back pressure will cause a
power loss and possible carburetor damage.
1. Mixture Controls: At the pilot's signal, copilot sets mixture controls to "AUTO-RICH" if
necessary. Maximum settings in "AUTOLEAN" are prescribed for Grade 100 fuel (see
Table of Power Setting, p. 86). If power is increased to beyond these maximums, the mixture should be set in "AUTO-RICH" first.
2. Propellers: Copilot increases to desired
setting. Propellers are set at desired rpm before
increasing manifold pressure to eliminate the
danger of an excessive BMEP (Brake Mean
Effective Pressure).
•
76
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The sequence of power changes for POWER REDUCTION is first, superchargers; second, throttles; third, propellers; last, mixture controls.
1. Superchargers: Pilot retards supercharger
controls slowly in order to prevent cracking of
the turbo nozzle box by too rapid cooling. Retard superchargers before throttles to prevent
back pressure in the carburetor above the butterfly valve.
2. Throttles: Pilot retards throttles. Reason:
Manifold pressure must be reduced before propeller rpm in order to keep BMEP on the low
side of normal. Although BMEP limits may not
be exceeded for a particular case, it is advisable
to always use the power sequence so that the
pilot will instinctively follow this sequence in
emergencies.
3. Propellers: Copilot decreases rpm at command of pilot. This must follow throttles to keep
sequence in order, as explained above.
4. Mixture Controls: Copilot puts mixture
controls in "AUTO-LEAN" if new power setting falls within limits.
TO INCREASE
POWER
TO REDUCE
POWER
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77
�RESTRICTED
LEVELING OFF
-- -- -- ---
--
.__.._
- - 1 - - - - - - - - - ~-----200-300 FT.
~
DESIRED ALTITUDE
DESIRED ALTITUDE
1
2
~----...&...._
-
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--.... ...._
~
___
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--
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DESIRED ALTITUDE
3
Always level off the cruising from the top in
both speed and altitude. The purpose of this is
to let the airplane build up full momentum for
cruising. If you go directly from a climb to level
flight and reduce power, the airplane will mush
along at a high angle of attack and in a high
drag attitude while trying to gain speed. It will
fly sluggishly and inefficiently. The heavier
your load, the more important it is to level off
properly.
Leveling-off Procedure
1. Continue your climb to 200-300 feet above
the desired cruising altitude.
2. Level off, drop the nose slightly to get on
the step and pick up speed.
3. Reduce power to cruising setting and grad-
78
DESIRED ALTITUDE
4.
ually descend to your cruising altitude.
4. Synchronize propellers and trim the airplane.
Cool Off the Engines
Remember that throughout the climb the engines have been generating heat. Give them a
chance to cool down to slightly below desired
cruising temperatures before you change to
"AUTO-LEAN" mixtures (when using Grade
100 fuel). This allows the cylinders, blower and
rear sections to dissipate heat. A well-cooled
engine is less likely to detonate than a hot
engine.
To aid cooling, don't close the cowl flaps immediately upon completing the climb. Instead
close them progressively as airspeed builds up.
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Rudders
TRIMMING
Trimming the B-17 is a routine procedure,
but it is tremendously important to the easy
and proper operation of the airplane. Brawny,
200-pound pilots have exhausted themselves in
one hour's flight merely because they failed to
trim properly and frequently enough. Poor trim
cuts down airspeed, increases fuel consumption,
lowers the speed and ceiling of a climb, and decreases the efficiency of the airplane and the
pilot. Formation flying is a nightmare if the
airplane is improperly trimmed.
Balance the Power
1. Hold the wings level with the ailerons by
reference to the flight indicator and remove all
rudder pressure.
2. Watch the directional gyro to see if the airplane is tu.rning. Gradually correct with rudder
trim until the directional gyro holds a · steady
course straight ahead.
Ailerons
1. Level the wings, hold a gyro heading with
rudder, and release the wheel.
2. If the flight indicator shows a wing dropping, correct with aileron trim.
Double-check
Make certain that you are using balanced
power. Propellers should all be synchronized
and you should have equal manifold pressure
on all engines. This is important! Manifold pressure must be equalized exactly to give balanced
power.
Elevators
1. Check the flight indicator with the altimeter and rate of climb indicator, and re-set it if
necessary for level flight.
2. Hold the airplane level by referring to the
flight indicator. Adjust elevator trim to relieve
any fore or aft pressure required to hold the
airplane level.
Finally, check directional gyro, flight indicator, and needle and ball with hands and feet
off controls to make sure of proper trim. Once
the airplane is properly trimmed, small adjustmen ts will usually keep it there. Trimming
should be done automatically, and as quickly
as possible. Learn to trim by reference to instruments, and by visual reference to outside
objects.
When to Trim
Trim at the first sign of excessive control
pressure. You will want to trim for climbs,
descent, gear down or up, flaps down or up,
when the crew changes positions, as fuel is
used up, when bombs are dropped, in case of
engine failure, when cowl flaps are changed, etc.
,H4--------.;::a,WATCH THESE
.INSTRUMENTS
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79
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HOW TO SYNCHRONIZE PROPELLERS
The copilot brings propellers to desired tachometer setting with the propeller governor controls. Although rpm readings may be .identical
for all four engines, propellers may not be perfectly synchronized because of slight variations in tachometers.
Procedure for Synchronizing
1. To synchronize No. 1 and No. 2 propellers,
leave No. 2 rpm unchanged. Have navigator or
some crew member in the nose look at the propellers and report the direction of the rotating
shadow (where the propellers appear to overlap) . If the shadow is moving in the direction
opposite to No. 1 propeller rotation, (up) that
propeller is too slow and rpm should be increased. If the shadow is moving in the same
direction as No. 1 propeller rotation, No. 1
propeller is too fast and should be decreased.
2. To synchronize No. 3 and No. 4, leave No.
3 rpm unchanged. If the shadow is moving in
the direction opposite to No. 4 propeller rotation, the No. 4 propeller is too slow and rpm
should be increased. If the shadow is moving
in the same direction as No. 4 propeller rotation, it is too fast and should be decreased.
1 turns toward you and No. 4 away from you.
If the shadow rotates with the propeller, the
propeller is too fast. If it rotates backward
(against the propeller rotation) the propeller is
too slow.
1. Make small adjustments with propeller
controls. When propellers are synchronized,
shadows will disappear.
2. If shadows have disappeared and the engines still sound unsynchronized, ( a distinct
pulsation or engine beat) then the two propellers on one side are not synchronized with
the two on the other side.
3. Synchronize left propellers with right propellers. ~heck the tachometers to see if either
pair is indicating less than the desired rpm. If
so, make small adjustments with the two propeller controls until you eliminate the beat and
get a steady drone. If the beat gets worse, decrease rpm instead of increasing.
The difference in tachometer needle travel
will indicate which governors are slow. With
practice you will be able to lead with the controls for slow-acting governors and bring all
four propellers to desired rpm simultaneously.
Synchronizing at Night
Check the Shadow
Remember that as seen from the pilot's seat
all four propellers rotate to the right. Thus No.
Use landing lights or flashlight to determine
the rotation of shadows. With practice, you can
complete the entire operation by sound.
IF SHADOW MOVES DOWN
DECREASE No. 1 R.P.M.
80
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As soon as you have leveled off, synchronized
propellers, trimmed the airplane, and let the
engines cool down, check all instruments before going into "AUTO-LEAN." (Auto-lean is
used only when operating on Grade 100 fuel.)
Normal Pressures and Temperatures
for Automatic Lean
1. Cylinder-head temperature: 218°C maximum; desired 205 °C or below.
2. Oil temperatures: 75°C desired; 88°C
maximum.
3. Oil pressures: 70 to 80 lb. sq. in.
4. Fuel pressures: 14 to 16 lb. sq. in.
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5. Carburetor air temperature: from 15°C to
38°C.
Automatic Lean
If instrument readings are satisfactory, copilot (at the pilot's direction) moves the mixture controls one at a time to "AUTO-LEAN."
Pilot and copilot note the effect of this on temperatures and pressures.
Carburetor air temperature should be kept
below 38°C, as excessive heat may cause detonation. If an engine gets hot in "AUTO-LEAN"
(a less cooling mixture) go to "AUTO-RICH"
long enough to cool it down. If it stays hot in
81
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"AUTO-LEAN," the automatic feature may
not be operating properly, and you may have
to use "AUTO-RICH" for that engine.
Booster Pumps
Remember to keep booster pumps on when
cruising above 10,000 feet.
Heading
Hold your heading. If you are going to change
heading, or dive or climb, warn your navigator
in advance exactly what to expect. Know where
you are, but let the navigator navigate. Require
position reports every 30 minutes.
Superchargers
Altitude
Low altitude: If cruising at a low altitude
you may have sufficient manifold pressure with
superchargers completely off. However, under
icing conditions and extremely cold air temperatures, it is important to keep superchargers
engaged and operating to prevent induction system icing and to insure warm oil to the supercharger regulators.
1. Engage superchargers and increase desired manifold pressure 1 ½ ".
2. Reduce throttles to re-establish desired
manifold pressure.
Above 20,000 feet: Superchargers won't function properly when engines are operating at less
than 1800 rpm above 20,000 feet, because in
thinner air there is insufficient exhaust gas to
operate the turbo wheel at the necessary speed.
Don't suspect turbo regulator trouble until you
have checked rpm.
Hold your altitude. Don't be satisfied with·
200 feet higher or lower.
Cowl Flaps
Regulate cylinder-head temperatures with
cowl flaps. The closed position reduces drag and
increases speed.
Directional Gyro
Check and correct for precessing at least
every 15 minutes, or as often as necessary.
Note: Although pilot and copilot will be
checking instruments regularly, it is a good idea
to call for a complete check and report by the
copilot at regular intervals.
Airspeed
As time passes and your fuel load lightens,
your airplane will tend to gain airspeed. Maintain your recommended IAS (i.e., 150-155 mph
for long-range cruising) by reducing rpm every
1 to 3 hours. This is always a good rule for
efficient cruising.
Automatic Pilot
See section on use and operation of automatic
pilot, pp. 183-190.
Flight Performance Record
It is the copilot's duty, with the assistance of
the engineer, to keep a flight performance record of every mission. (See suggested form.)
Preferably entries should be made every 30
minutes. Prope~ly kept, this form will:
1. Warn you of excessive gas consumption.
2. Give a running report of the performance
of engines.
3. Provide a check on how efficiently you are
flying the airplane.
Engineer's Hourly Visual Check
Require the engineer to make a visual check
once an hour of instruments, engines, nacelles,
fuel cell areas. Above 15,000 feet this check can
be postponed at the direction of the pilot for
purposes of crew safety.
Flying the Airplane
Take pride in your ability to fly the airplane
as perfectly as possible. You can't expect your
copilot or your crew to develop keen interest
in the technique of their jobs unless you set an
outstanding example.
82
Oxygen
When on oxygen require the copilot to check
crew stations once every 15 minutes by interphone to ascertain that crew members are all
right and have an adequate supply of oxygen.
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FLIGHT PERFORMANCE RECORD
Airplane No.
Date
Pilot
Time of T.O.
To
Copilot
Time
1.A.S.
Alt.
Free
Air
Temp.
,
1
Fuel in Tanks
2
1
4
3
LBB
RBB
L.
Aux.
R.
Aux.
~
Fuel Consumed
in Last Period
Gals.
Gals. Per Hr.
RPM
1
2
3
4
)
!
l
)
I
I
FLIGHT PERFORMANCE RECORD- Continued
Wt. at T.O.
Total Oil at T.O.
Mission
C.G. at T.O.
Total Fuel at T.O.
From:
j
1
'
l
Manifold Pressure
1
2
3
Mixture Control
4
1
2
3
4
Cyl. Head Temp.
1
2
3
4
Oil Pressure
1
2
3
Oil Temperature
4
1
2
3
4
Wt.
Pos.
of
C.G.
,
)
,
I
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(
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83
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Long-Range Cruising
For normal long-range cruising (with all engines operating, and no external loads):
1. Below 20,000 feet set rpm to maintain an
IAS of 150 mph, manifold pressures of 29"
or - 1") Hg., 1400-2000 rpm as required.
(+
+
2. Above 20,000 feet use 29" (
or - 1")
Hg. and an rpm necessary to maintain an IAS
of 140 mph.
3. If long-range cruising speed cannot be
maintained up to 2000 rpm, use higher rpm with
correspondingly higher recommended manifold
pressures.
4. With Grade 100 fuel, at or below 2100 rpm
use "AUTO-LEAN" mixture.
5. Close cowl flaps or adjust for proper
cylinder-head temperature (205 °C or below).
6. Hold power setting and let airspeed increase up to 155 mph as fuel is used. Re-set rpm
every 3 hours to maintain desired cruising
speed.
Reason why airspeed is maintained at 140
mph: power necessary to maintain 150 mph increase~ with altitude to a point where "AUTORICH" mixture becomes necessary (when
using Grade 100 fuel only) unless airspeed is
reduced, thereby using more fuel.
For long-range cruising (a) with one engine
dead, (b) with 2 engines dead, ( c) with all
operating, carrying extra bomb loads:
1. Use the same manifold pressure as stated
above.
2. Fly at 145 mph IAS below 20,000 feet.
3. Fly at 130 mph above 20,000 feet.
The reduced airspeed is necessary under
these conditions because of increased power re-
84
quirements, and for the same reason as at high
altitudes: higher airspeed would require rich
mixtures and cause engine inefficiencies.
Maximum Endurance
To remain aloft for the greatest possible
length of time with a given amount of fuel (and
where distance flown is no consideration), you
will have to employ a technique considerably
different from that used for long-range cruising.
This technique is sometimes called hovering.
Calculating the approximate variations in
power required for level flight in a medium
gross weight B-17: minimum power is required
at airspeeds around 110 mph; only slightly more
power is required at 120 mph; whereas substantially more power is required at 130 mph.
Therefore, the best and safest hovering (maximum endurance flight) can be done at 120
mph, since there is reserve speed and fuel consumption is only slightly more than at 110 mph.
1. Using no flaps, set manifold pressures at
29" Hg., rpm as required down to 1400 rpm, and
keep an airspeed of 120 mph.
·
2. If lower power than 29" Hg. and 1400 rpm
is needed to maintain 120 mph, reduce manifold
pressures to 26" Hg.
3. Do not feather any engines.
4. As in cruising, the lower altitudes will
yield the best performance. Reasonable altitude
( several thousand feet a hove the ground) , obviously, must be maintained.
Reference: Flight Operation Instruction
Charts, and Composite Cruising Control Chart,
AN 01-20-EF-1 and AN 01-20-EG-1.
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POWER SETTINGS
FOR GRADE 100 AND GRADE 91 FUEL
The 2 accompanying charts present a clear
picture of the engine operating limits for
Wright R-1820-97 engines using Grade 100
and Grade 91 fuel.
The charts are divided into 3 regions of operation. The "Desirable Region of Operation" is
in the center, and is based on the allowable
limits within which a given combination of
manifold pressure and engine rpm will produce
economical fuel consumption and avoid preignition and detonation. To the left of the "Desirable Region" lies the "Prohibited Region"
where excessive engines pressures cause preignition and detonation. To the right of the
"Desirable Region" lies the "Region of Excessive Consumption."
Desirable Region of Operation
The meaning of this designation is obvious:
If the pilot chooses to operate outside the region
indicated, he can expect the consequencesdetonation or excessive fuel consumption.
The black points between the lines indicate
the recommended power settings. Notice that
1" of manifold pressure more or less is considered allowable.
ON THE USE OF
GRADE 91 FUEL
The principal concern of the pilot operating
on a different grade. of fuel than that for which
the engine was designed should be the possibility of detonation.
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The power settings in the "Desirable Region
of Operation" on the accompanying chart are
recommended for the best all-round engine performance when operating on Grade 91 fuel.
Exceeding these manifold pressures at a given
rpm will result in detonation and undue stress
on the engine; operating at a lower manifold
pressure for a given rpm will result in excessive
fuel consumption.
A dead sparkplug can cause detonation,
which will develop irito pre-ignition on the side
of the piston where the dead sparkplug is installed.
Bear in mind the relationship of manifold
pressure to engine revolutions. The settings
recommended for a given power output are
minimum rpm and maximum pressure. While
an increase in rpm and a reduction in manifold
pressure would result in a condition more favorable to long engine life, it would also result
in excessive fuel consumption.
Detonation and Pre-ignition
Detonation may be described as the condition
in which the fuel charge in the cylinder fires
spontaneously and too rapidly instead of progressively burning over a longer period of time.
Pre-ignition is one of the results of detonation. Local hot spots within the combustion
chamber (excessive carbon or other deposits)
reach such high temperatures that they cause
ignition of the fuel-air mixture before it can
be ignited normally by the ignition spark. Preignition is even more severe than detonation
itself in its effect on the engine. The engine will
not continue to operate for more than a short
time when pre-ignition is present.
R~sults of detonation or pre-ignition are: (1)
reduction in power output, (2) possible engine
failure, (3) actual damage to the engine parts.
Detonation may be the result of a variety
of causes (see T.O. No. 02-1-7) and may occur
85
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46 AA A2..&. AO 38 36 34 32 30 28 26 24 22 20 18 16
25QQ,---:~-----.__or----r---.-------.-~-~-~--~~-~-
~~
M~NIFOLD PRESSURE
2 AOO ,___---'----'---~ ~II~
REGION OF
2300 t---+--+---+--+":,,.'lllild~~.a---+.,-....::11111r--· -----4---+-----+---+----EXCESSIVE FUEL_
'~~Q~ VJ'o
"'-
.
2100
~-
PROHIBITED REGION
IN PREIGNITION
AND DETONATION
1900
~
18 00 -
I I I
I
l
-i>~-c--+-----+---------i---+-----4-----'
_ ~_.__.....~:-+---1-----+---+-----+---+-------1.....---~
~
A:
OF EXCESSIVE ENGINE
2000 : - PRESSURES RES ULTl NG
z
5-
CONSUMPTION
h~~.
o,v
2200
...i...'~
1~~I
o}.,,..~,..+-----+---1-----1----1---l-----...J
R~
~~~1/0'"~
,
~
2~ 1000 FT.
I
- I - I
___ MINIMUM LONG
lS,000 FT.
..1.
l 7 00
RANGE CRUISING
T
1600 .._____._R.P.M. TO AVOID
AUTO RICH ~
CLOSED WASTE
1500 1-----6-GATE AND T U R B O - + • - - - - - - - - - - - - - - - - - - _ _ .
SURGE
- ~ _ 1__
~LJ,o_o. o
. . .__F__T......._o..._.R_L·i....aEs___s_____
_J
1-~
1- ~1
1400
SEA LEVEL TO 25,000 FT.
-v--------------
L..-~-...L.
.._.,_,.___-L_....L.._____J_
POWER SETTINGS FOR GRADE 91 FUEL
2500
46
2400
2300
2200
AA
.
A2
¥
'
AO
38
36
34
2000
1900
1800
LU
z
5z
LU
-
28
26
24
22
20
18
16
MANIFOLD PRESSURE
I
'~----
I
~~~
·0_1y . .
-
30
T
~
PROHIBITED REGIO~
2100 ~-
aa
32
OF EXCESSIVE ENGINE
PRESSURES RESUL Tl NG
IN PREIGNITION
AND DETONATION
I I I
T
I
I
I
I
L
◄u,.o
li1clf I- ◄ u
REGION - OF
EXCESSIVE FUEL
CONSUMPTION
---
~;!◄~o
'i'--~
0
.,,
m
,a
)>
25,000 FT.
I
r
15,000 FT.
-I
0
MINIMUM LONG
z
RANGE CRUISING
R.P.M. TO AVOID
1600 ...--- CLOSED WASTE
◄
GATE
AND
TURBO
1500 ...--SURrE
10,000 FT. OR LESS
1700
1400
_...L_
I
■
-
SEA LEVEL TO 25,000 FT.
POWER SETTINGS FOR GRADE 100 FUEL
86
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at any of a great number of manifold pressure
and power settings depending upon the octane
rating of the fuel, the original temperatures of
gasoline, carburetor air, cylinder heads, etc.
Therefore, no definite lines can be drawn·on the
charts to show exactly where detonation will
occur.
The only safe operation procedure is to stay
within the "Desirable Region of Operation" or,
conversely, to stay out of the regions of ex. cessive engine pressures where detonation may
occur.
•
s~
•
FOR GRADE 91 FUEL: OPERATING LIMITS OF THE 8•17
RPM
Manifold
Pressure
Mixture
Takeoff
2500
41" Hg.
AUTO-RICH
550 gal/hr.
Maximum Climb
2300
37" Hg.
AUTOuRICH
480 gal/hr.
Desired Climb
2300
35" Hg.
AUTO-RICH
435 gal/hr.
Maximum Cruise
2020
31" Hg.
AUTO-RICH
280 gal/hr.
Normal Cruise
2000
28" Hg.
AUTO-RICH
200 gal/hr.
150 mph IAS
28" Hg.
AUTO-RICH
200-140 gal/hr.
Condition
Long Range
Estimated Fuel
Consumption•
FOR GRADE 100 ,:UEL: OPERATING LIMITS OF THE 8•17
Manifold
Estimated Fuel
RPM
Pressure
Mixture
Takeoff
2500
46" Hg.
AUTO-RICH
560 gal/hr.
Maximum Climb
2300
38" Hg.
AUTO-RICH
440 gal/hr.
Desired Climb
2300
35" Hg.
AUTO-RICH
400 gal/hr.
Max. Cruise
2200
34" Hg.
AUTO-RICH
350 gal/hr.
Max. Cruise
2100
31" Hg.
AUTO-LEAN
250 gal/hr.
Normal Cruise
2000
29" Hg.
AUTO-LEAN
188 gal/hr.
150 mph IAS
29'' Hg.
AUTO-LEAN
188-122 gal/hr.
Condition
Long Range
Consumption•
*Operation on all 4 engines
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87
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FLIGHT CHARACTERISTICS
The B-17F possesses many outstanding flight
characteristics, · chief among which are: (1)
directional stability; (2) strong aileron effect
in turns; (3) ability to go around without
change in elevator trim; ( 4) exceptionally satisfactory stalling characteristics; and ( 5) extremely effective elevator control in takeoff
and landing.
Trim Tabs
The airplane will go around without changes
in elevator trim tab settings. However, trim
must be changed with adjustment of cowl flaps
and power settings, for these reasons:
1. Increased power on the inboard engines
causes the airplane to become slightly tailheavy. (Power change on the outboard engines
has no appreciable effect on trim.)
2. Closing the cowl flaps on the inboard engines also causes tail-heaviness. (The effect of
cowl flaps on the outboards is negligible.)
With the airplane properly trimmed for a
power-off, flaps-down landing, you can take off
and go around again by applying power and
putting the flap switch "UP" with no change
in trim. The flaps will retract at a satisfactorily
slow rate.
Turns
Because of the inherent directional stability
of the B-17, dropping one wing will produce a
noticeable turning effect. Very little rudder
and aileron will enable you to roll in and out
of turns easily. Carefully avoid uncoordinated
use of aileron.
In shallow turns the load factors are negligible. But in steeper turns proportionately more
back pressure is required, thereby increasing
the load factor.
In banks from 10° to 70 ° the load factor increases from 1.5 to 3.0. Obviously, steep turns
of a heavily loaded airplane may place sufficient stress on the wings to cause structural
failure.
If the airplane tends to slip out of turns, recover smoothly without attempting to hold
bank. Decrease the bank. Use proper coordination of rudder and aileron.
)
-.
LOAD FACTOR
88
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Rough Air Operation
Stalls
In rough air, use both rudder and ailerons
without worrying about excessive loads. Both
aileron and rudder forces vary with changes in
airspeed in such manner that it is almost irn-
The stall characteristics of the B-17 are
highly satisfactory. The tendency to roll-commonly caused by lack of symmetry in the stalling of either wing-is minimized by the large
vertical tail. Under all conditions a stall warning at several mph above stalling speed is indicated by buffeting of the elevators.
If airspeed is reduced rapidly near the stall,
the speed at which the stall will occur will be
lower than when the stall is approached gradually. The stall will also be more violent because the wing's angle of attack will be considerably above the stalling attitude.
possible to damage the system without p.eliberately trying to do so. Necessary control pressures are small enough, and the responses large
enough, to maintain ample control of the airplane.
However, in the case of the elevators, exercise great care, both in rough air and in recovery from dives, to assure smooth operation. In
thunder storms, squalls, and in or near turbulent cumulus clouds, it is possible to develop
excessive load factors by means of the elevators unless they are used properly. This does
not mean that there is any greater tendency to
exceed allowable load factors in the B-17 than
in other heavy bombardment or transport airplanes. It means that the larger the airplane,
the greater the time and distance required to
complete any maneuver. In operation, you
must allow more distance and time in proportion to the size of the airplane.
Generally, in rough air, hold constant airspeed by means of the elevator, but do it
smoothly. Remember that recovery to the desired airspeed may take time.
Avoid hurried recovery from dives, climbs
or changes in airspeed. Never dive the airplane
through a cloud layer or through rough air at
maximum diving speed. Don't attempt highspeed flight in rough air.
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The stalling speed of the B-17F, like that of
any other airplane, depends upon: (a) the gross
weight, (b) the load factor (number of Gs), (c)
the wing flap setting, (d) the power, (e) de-icer
operation and ice formation.
The effect of gross weight upon stalling speed
is obvious: the heavier the load, the higher the
stalling speed.
The effect of the load factor is simply to increase the effective gross weight in proportiol)
to the load factor.
The greater the flap angle the lower the
stalling speed. The greater the power, the lower
the stalling speed. Full flaps reduce the stalling
speed about 15 mph for gross weights of 40,000
to 45,000 lb., and a load factor of 1.0; but full
military power for the same loading conditions
may reduce the stalling speed another 15 mph.
Any yawing, accidental or otherwise, will increase the stalling speed and any tendency to
roll at the stall. This is obvious, since the normal procedure in deliberately making a spin is
to yaw the airplane as it stalls. For example, if
the left wing drops at the stall and you apply
right aileron to raise the left wing, the ailerons
will have a tendency to overbalance and reverse effectiveness, because of the drag induced
by the aileron. The result will be increased
dropping of the left wing. The aileron procedure in recovering from a stall, therefore, is
to hold ailerons neutral and refrain from their
use until coming out of the dive in the final
phase of recovery.
89
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RECOVER FROM STALL SMOOTHLY
Stall Recovery
For the B-17F the procedure for recovering
from a stall is normal.
1. Regain airspeed for normal flight by
smooth operation of the elevators. This may require a dive up to 30°.
2. While regaining airspeed, use rudder to
maintain laterally level flight. After airspeed is
regained, use ailerons also for lateral controlhut not until airspeed is regained.
The important thing is to recover from the
dive smoothly. Penalty for failure to make a
smooth recovery may be a secondary stall or
structural damage to the airplane, both because of excessive load factors. Rough or
abrupt use of elevators to regain normal flying
90
speed may cause the dive to become excessively steep.
The additional airspeed necessary to regain
normal flight need not be more than 20 mph.
This means that excessive diving to regain airspeed is absolutely unnecessary.
Remember these additional facts about stalls:
1. Stalls with wheels down will increa~e the
stalling speed about 5 mph.
2. Stalls with wheels and flaps down will decrease the stalling speed about 10 mph.
3. Stalls with de-icer boots operating will increase the stalling speed 10-15 mph. In recovering from stalls with de-icer boots operating,
regain slightly more than the usual 20 mph
needed for recovery. Such stalls are apt to be
more abrupt, with a greater tendency to roll.
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Spins
Accidental spinning of the B-17 is extremely
unlikely. The directional stability and damping
are great, and it is probable that even a deliberate spin would be difficult. However, remember that the airplane was not designed for
spinning, and deliberate spins are forbidden.
Dives
The maximum permissible diving speed in
the B-17F (flaps and wheels up) with modified
elevators is 270 mph IAS; without elevator
modifications, the maximum diving speed is
220 mph.
The structural factors limiting the diving
speed of the B-17F are the engine ring cowl
strength, the wing leading-edge de-icer boot
strength, the cockpit windshield and canopy
strength, and the critical flutter speed. The engine ring cowl has been designed to withstand
420 mph. The windshield and cockpit canopy
have ample margin at 305 mph. The wing leading-edge de-icer boots begin to raise slightly
from the wing at 305 mph, and any additional
speed would be likely to lift the upper part of
the boot above the wing surface, possibly causing structural failure. The mass balance of the
control surface is so essentially complete both
statically and dynamically that, basically, the
critical flutter speed depends entirely on the
wing-bending torsion critical speed, which is
approximately 375 mph.
Therefore, it is obvious that simply diving
the airplane (with modified elevators) to 270
mph involves no danger whatsoever. The only
danger that must be considered is in recovery.
Recovery must be smooth and gradual. Normally, a load factor of 2 will not be exceeded.
At the gross weight of 50,000 lb., the initialyield point factor is slightly less than 3, making
the ultimate load factor slightly over 4. Obviously, at that gross weight the load factor 3
should never be reached; the load factor 2 normally will not be exceeded.
Heavy Loads
MAXIMUM DIVING SPEED
WITHOUT ELEVATOR
MODIFICATIONS IS 220 MPH.
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The B-17 is stable longitudinally with heavy
loads as long as the center of gravity is forward
of 32% of the Mean Aerodynamic Chord (87
inches aft of the leading edge of the center
section).
For all normal loading the CG must be kept
forward of 32 % of the MAC. If an excessive
load is placed in the rear, the airplane will have
neutral or negative stability. It is possible to
trim the airplane with an unstable load, but it
will be difficult to fly, especially on instruments. It is also mucp easier to stall inadvertently when flying an u~stable airplane on instruments.
Loading for the forward CG positions is preferred because, in addition to being easier to
fly, it gives a smooth increase in elevator forces
required to pull out of dives, and eliminates
the necessity of using excessive elevator trim
to hold the tail up.
91
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LANDINGS
LANDING GEAR
DOWN AND CHECKED
The before-landing check (see Pilot's Checklist) is used when returning from a mission
that takes the airplane away from the home
field, i.e., for other than traffic pattern work.
Complete this check before entering the traffic
pattern, so that thereafter you will be able to
devote your undivided attention to traffic and
landing. (For traffic pattern work a subsequent
landing check is provided. See pp. 55-56.)
92
The traffic pattern and the rules for entering and flying it are prescribed by local field
regulations. At the majority of B-17 stations
within the continental U.S., the pattern is rectangular in shape. The pattern altitude may
vary, but generally it is between 800 and 1000
feet above the ground.
For traffic and safe spacing purposes, fly the
pattern at 140-150 mph IAS and 2100 rpm, with
manifold pressures sufficient to hold the desired airspeed, but not in excess of 31" Hg. (If
more power is needed, increase rpm and manifold pressure together.) When 113 flaps are lowered when turning on base leg, maintain an airspeed of 135 mph.
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BEFORE-LANDING CHECK ·
Radio Call, Altimeter Setting
Radio call to the tower is made by pilot or
copilot (see Pilot's Information File). Obtain
altimeter setting for the field q.nd landing instructions. Repeat the altimeter setting to the
tower to insure correctness. (Final radio call
will be made while in traffic.)
should emergency power or full throttle be
used.
Wing De-icer Boots
Have the engineer check the crew to see
that all members are in proper positions for
landing.
The radio operator will check the trailing
antenna and see that it is retracted.
Gunners will check their guns and make
sure they are in proper position for landing.
Check the wing de-icer boots: controls should
be in the "OFF" position except when testing
or actually in use.
Make a visual check to be sure the de-icer
boots are deflated before the final approach.
Remember that action of the wing de-icer boots
disturbs the flow of air over the lifting surfaces
and materially increases the stalling speed.
Check propeller anti-icers: "OFF." The rheostats of the propeller anti-icers usually are set
at a predetermined rate of flow. Their adjustment should not be changed.
Automatic Pilot
Landing Gear
Crew Positions
See that the automatic pilot is "OFF." All
switches must be turned "OFF" to eliminate
any possibility of accidental engagement.
Booster Pumps
Check the booster pumps "ON."
lntercoolers
Be sure the intercoolers are in the "OFF"
or "COLD" position for landing. Intercoolers
"ON" will cause detonation and loss of power
if emergency power is needed on the landing.
When freezing precipitation is present during the approach glide to the runway, and there
is danger of carburetor icing, turn the intercoolers "ON," but be sure to notify the copilot
and all persons on the flight deck. This will
serve as a reminder to all that, in any emergency, the intercoolers must be turned "OFF"
immediately.
Carburetor Filters
Place the carburetor filters in the "ON" ( or
"OPEN") position for landing. With filters off,
or closed, a rise in available manifold pressure
takes place. If left off or closed for landing,
dangerous manifold pressures will develop
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Instruct the copilot to put the landing gear
switch in the "DOWN" position. Make a visual
check from the left-hand window, and report
aloud: "Down left." The copilot will make a
similar check_ on his side and will report,
"Down right." From the rear of the airplane,
the engineer will check the tailwheel and report: "Tailwheel down." At the same time, the
engineer will visually check the condition of
the tailwheel .assembly (no worn threads or
gear, etc.), and see that the trailing antenna
is retracted. Engineer will check the ball turret.
Check Landing Gear Warning Lights
Copilot returns switch to neutral position
and checks warning light: green light on.
Hydraulic Pressure
With landing gear down, check the hydraulic
pressure gages: normal pressure is 800 lb.
Service the accumulators, if necessary.
Be sure the cowl flap controls are in the
"LOCKED" or neutral position to prevent any
loss of oil supply through leaks in the actuating mechanism.
If in doubt about hydraulic pressure, instruct the copilot to stand by on the hand
pump, awaiting your signal.
93
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Increase RPM
FINAL APPROACH
In the traffic pattern, signal the copilot to
increase rpm to 2100.
Flaps
Turbos
Decrease manifold pressure to about 23",
then signal the copilot to place the turbo controls full "ON," readjust manifold pressure to
desired value. Be extremely careful that allowable manifold pressures are not exceeded with
the turbos in the full "ON" position. This is
important in case an emergency takeoff or goaround is necessary after an attempt landing.
Normally, full takeoff manifold pressure will
not be needed in such an emergency, since the
airplane still will be at or near flying speed and
no original inertia has to be overcome.
Flaps
Lower 1/a flaps when turning on base leg,
after airspeed has been reduced below 147
mph.
For normal landings, place the wing flaps in
the full down position on the final approach.
However, in heavy winds or heavy crosswinds
partial flaps produce better results.
In the event of an emergency takeoff or goaround after an attempted landing, do not retract flaps until full power has been applied.
High RPM
While fully retarding throttle, signal the copilot to move propeller controls to full "HIGH
RPM."
Power-off Approach
The power-off approach can be executed successfully in normal empty-weight B-17's, and
is taught in transition schools.
The important factors in making a successful power-off approach are: (1) setting the
proper base leg-not more than 3 miles out; (2)
----- - - --
-- - -- --
-- -- -- -- .... ---
--- --
FOUR VARIABLES AFFECTING THE
ACCURACY O.F LANDING
94
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J
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maintaining constant altitude on the base leg;
(3) maintaining constant airspeed and angle
of glide; and ( 4) the wind.
These are the 4 variables. The first 3 are under your control; the fourth-the wind-can be
taken care of by proper application of the
first 3 factors.
Usually, a good approach means a good
landing. The best approach can be made by
setting the base leg approximately 2 miles from
the field, never more than 3 miles.
Maintain altitude throughout the turn on the
approach.
The third and most important consideration
in the successful approach and landing is to
maintain a constant glide. Roll out of the turn
on the approach, lower flaps, maintain altitude,
and reduce power at the proper point.
Smoothly blend power reduction to the change
to gliding attitude.
A good or bad landing of a 4-engine airplane
usually is determined by the time it has de-·
scended to 300 feet. By that time the pilot
should have established constant glide, constant airspeed, constant rate of descent, and
made an accurate judgment of distance. If he
has accomplished these things, the landing is
in the bag.
Proper altitude for breaking a power-off
glide is approximately 150 feet with a medium
load. The flatter the glide, the lower the glide
may be broken.
Level off. for landing smoothly and gradually. In the B-17 an abrupt change of attitude
from the vertical to the horizontal plane will
increase the wing loading, thereby increasing
the stalling speed. There is no danger of this if
you level off smoothly and gradually.
Power Approach
The same 4 variables-setting the base leg,
maintaining altitude on the base leg, holding
constant airspeed and angle of glide, and reckoning with the wind, govern the success or
failure of the power approach.
The power approach does not mean flying
the airplane in at excessive speed and skimming over half the runway's length. Nor does
it mean bringing the airplane in at such a low
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speed that it is virtually hanging on the prop
to stall in as soon as throttles are cut.
The power approach is a controlled glide in
which power is used to obtain accuracy in landing on a selected spot, and greater control of
the airplane.
Put down flaps and reduce power on the approach. Continue to reduce power gradually
until the desired airspeed and rate of descent
have been established. (Approximately 15" Hg.
on the B-17E, and approximately 20" Hg. on
the B-17F and B-17G). Hold a desired manifold
pressure until you are ready to close throttles
when nearing the runway. This eliminates any
need for jockeying throttles back and forth,
and makes for a smooth, precise landing.
Normally, the gliding speed sh·ould be maintained at 120 mph; but this will vary with the
gross weight and CG location, rigging, angle
of descent, wind conditions, and pilot technique. Correct glide usually results from bringing these factors into harmonious relationship.
Proper gliding speed is approximately 20%
above stalling speed for a B-17 with a medium
load.
Strong Winds
When landing in strong winds, the use of full
flaps often is inadvisable. Use your discretion
as to the amount of flaps to use. However,
never use less than ½ flaps.
Crosswinds
When turning on the approach in a crosswind, be careful to prevent the wind from forcing you off your approach to a degree where it
is impossible to align with the runway.
There are 3 possible ways of making a crosswind approach and landing: (1) holding the
airplane straight toward the runway, dropping
one wing into the wind with just enough top
rudder to counteract drift; (2) heading the airplane into the wind ( crabbing) just enough to
keep a straight ground path; and (3) a combination of the first two methods.
The last combination of methods is preferred, because it eliminates the possibility of
dropping the wing too low, or of crabbing too
much. It also prevents crossing controls and
95
�RESTRICTED
CROSSWIND LANDING TECHNIQUES
------,.::1~~1-··----DROP UPWIND WING
CRAB INTO WIND
COMBINATION OF BOTH IS BEST
decreases the amount of correction needed to
straighten out and level off during the roundout.
If the airplane drifts after leveling off, nose
just a little downwind. This will eliminate some
of the sideload that may be placed on the
wheels. However, the necessity for nosing
downwind can be eliminated by gliding in with
slightly less speed.
Make a 3-point landing, gliding at 120 mph
with full flaps, or at 125 mph with ½ flaps.
Watch Brakes
On all landings, take particular care to
avoid holding brakes while using rudder on the
approach. Landing with brakes, or applying
96
brakes before the full weight of the airplane
settles, will cause blown tires and possible
damage to the landing gear without the pilot
ever knowing what is happening.
NEVER LAND WITH BRAKES.
NEVER APPLY BRAKES
BEFORE FULL WEIGHT OF
PLANE SETTLES.
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GO-AROUND
If the airplane is not on the ground within
the first % of the ruriway, go around again and
make another approach and landing.
1. Walk up throttles slowly. Copilot will
check rpm before power is increased.
2. Retract flaps immediately after applying
power. While they are being retracted raise
nose slightly to overcome the loss of lift which
occurs as flaps come fully up.
3. Copilot will call airspeed while flaps are
retracting. Upon attaining an airspeed of 140
mph, reduce turbo regulators and throttles to
· desired setting. Signal copilot to reduce rpm.
Copilot will then make an even adjustment on
turbo regulators and synchronize the propellers.
Never reduce rpm before reducing manifold
pressure. Remember: (1) for reducing power,
reduce manifold pressure first, then reduce
rpm; (2) for increasing power, increase rpm
first, then increase manifold pressure.
If landing gear has been retracted, make a
visual check before placing the landing gear
switch in neutral. (Pilot will check and call
aloud: "Up left"; and copilot: "Up right." Engi-.
neer will check tailwheel and report.)
Turn booster pumps "OFF" when leaving
traffic above 1000 feet.
LANDING ROLL
After landing, use the entire runway for the
landing roll, unless some emergency necessitates turning off at an intersection. Judgment
of speed, and feel of the brakes, will tell you
when and how to use them. After rolling half
the runway, feel out the brakes by applying
light pressure. If the braking effect is negligible, it means you will have to apply brakes
sooner than normally in order to stop at a desired spot. If the brakes produce the desired
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slowing effect, you can leave them off until
they are needed.
Finally, when brakes are used to slow down
the airplane in order to turn off onto the taxi
strip, apply them slowly and steadily, until you
have attained a slow taxiing speed. Then turn
off the runway. Use judgment in your application of brakes so that you will not have to
apply additional power in order to turn onto
the taxi strip.
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AFTER-LANDING CHECK
While rolling down the runway, complete
the after-landing section of the checklist from
memory.
1. Copilot checks gage for proper hydraulic
pressure ( 600 to 800 lb.) .
2. Copilot opens and locks cowl flaps to cool
engine and help slow down airplane.
3. Copilot turns turbos "OFF."
4. If no further takeoff is to be made, copilot
turns booster pumps "OFF."
5. Copilot raises wing flaps upon signal from
the pilot. Wing flaps are an aid in decreasing
speed in the landing roll, and normally will be
raised when speed is . down to approximately
30 mph. When there is any possibility that
flaps may be damaged by mud or slush, retract
them immediately after contact with the
ground.
6. Do not unlock the tailwheel before the
end of the landing roll, except in emergency.
(Tailwheel lock is operated by the copilot upon
command from the pilot.)
7. Turn all generator switches to the "OFF"
position.
End of Mission
After 30 seconds operation at 1200 rpm, signal the copilot to cut the inboard engines. Engines should not fire after mixture controls are
in the "OFF" position. Advance throttles
slowly so that the accelerating pump on the
carburetor will not throw an extra charge into
the cylinders and cause them to fire.
98
Turn off the runway and taxi toward the
parking area. Be sure a crew man is out in
front to guide you into the parking space.
Park the airplane with the tailwheel locked.
Be sure that chocks• have been placed under
the wheels before releasing the foot brakes.
Never set parking brakes upon return to the
line. The hot brakes may cause the expander
tubes to burst.
When the airplane is on the ramp, cut the
outboard engines, after making sure that they
are not fouled.
Contact tower by radio and report the airplane on the ramp.
Turn all electrical switches "OFF" before
turning off master switch and battery switches.
AC power switches must not be turned off until
the engines have stopped and engine instruments have settled in neutral position. Tum
off main line and battery switches last. This
procedure will prevent arc-ing of relays, and
eliminate heavy load on batteries when
switches are turned on again.
Move the control column full forward, place
rudder pedals in neutral, and raise the lock (in
the floor to the right of the pilot's seat) to the
"UP" position. Place the aileron lock in the
control wheel.
Complete Form 1. Time ends when the airplane is in position on the ramp. Compute pilot
time carefully. Make notations on Form lA of
things found wrong with the airplane; discuss
the more serious items with the crew chief.
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Don't fall for the belief, common among less
experienced flyers, that "night flying is no different from day flying." Night flying is different
from day flying. Your vision at night is different because you are using , a different part of
your eye (see Physiology in Flight and AAF
Memorandum 25-5). Unless lights are properly
grouped (as on runways) or easily identifiable
(horizons, large cities, towns, etc.) , your visual
references are diminished considerably. Finally, when visibility is reduced and you have
no clearly defined horizon, night flying is instrument flying.
Illusions in Night Flying
Night flying can' be much more confusing
than simple instrument flight through clouds.
Probably many of the accidents and fatalities
that occur in night flying result from the fact
that pilots rely too much on their vision and
other senses rather than on instruments. (See
T.O. No. 30-l00A-1.)
•
The inexperienced pilot is continually looking for some light on the ground by which he
can orient himself. Unless he is flying near a ,
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large city where there are enough lights to
make a good p,a ttern, this practice of trying to
orient himself in relation to the terrain is extremely hazardous. Many experienced pilots
can tell how they have mistaken a star for a
light beneath them, or how they thought lights
were moving past, when actually their plane
was turning about the lights.
The reason for the particular confusion in
night flying js that a pilot's eyes may deceive
him. He does not have any definite horizon to
use as a plane of orientation; he has only isolated points of light. His sensation may tell him
that these light-points are in a completely different relationship. As a result, when the airplane does not react as · he expects it to, he
becbmes completely confused. In addition, the
inexperienced pilot usually forgets his instruments and is so busy looking around that he
glances at the instrument panel only after he
has become confused and is already in a bad
situation.
The only solution for this is to watch the instrument panel with only occasional glances
out at the visual reference points. In night fly99
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ing, use instruments as your major reference,
and scattered lights only as a secondary reference.
Tips on Night Vision
Before flight don't subject your eyes to any
bright lights: brightly lighted rooms, wing
light beams, bright cockpit lights, etc.
Turn out all unnecessary cockpit lights; dim
instrument panel lights.
Read instruments, maps, and charts rapidly;
then look away. Use red light within the airplane whenever possible.
Lack of oxygen seriously impairs vision. At
12,000 feet without oxygen, for instance, night
vision is only 50 % efficient. Use oxygen from
the ground up on all night flights to altitude.
100
Night Vision, Precautions
Be sure that goggles, side windows, and wind
shields are kept scrupulously clean. Scattered
light on unclean surfaces reduces the contrast
between faint lights and their background.
Be sure that all fluorescent lights, winglights,
navigation lights, passing light, cockpit light,
and individual instrument lights are in operating order.
Be sure that pilot, copilot, and engineer have
individual flashlights.
Check radio operation and set proper frequencies. Your radio is especially important at
night.
Know your field layout, the proper relationship of taxi strips to runways, etc. It's easy to
become confused at night.
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Takeoff
Obtain clearance from the tower before taxiing to the runway. Line up in the center of the
runway and use runway lights for reference.
If visibility is poor and no horizon is visible,
prepare to take off on instruments.
Maintain proper airspeed, but be sure you're
climbing. It is imperative to hold a constant
heading until you reach sufficient altitude for
the turn.
Post observers at the side windows and top
turret to give warning if you are turning into
the path of other aircraft.
Remember that, for safety, 145 mph is the
recommended climbing speed at night.
Don't start turns until you are at least 400
feet above the terrain. Don't reduce power until 200 feet altitude has been reached.
Night Landings
1. Fly compass headings on the various legs
of the traffic pattern.
2. To line up properly with the runway and
avoid overshooting or undershooting, begin a
medium turn on the final approach when the
runway lights seem to separate. On the downwind and base legs, the runway lights seem to
be in a single row. ,As the airplane comes
nearer to the runway on the base leg, the lights
begin to separate into 2 rows. This is the time to
start the turn onto the approach.
3. A void a low approach at night. Maintain
constant glide, constant airspeed, and constant
rate of descent by making slight changes in
power and attitude.
4. Don't turn on wing lights while too high.
They will become effective at 500 feet.
5. Don't try to sight down the wing light
beam. Use the whole lighted area ahead and
below for reference. Don't rely on winglights
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alone; use runway lights as a secondary reference. Winglights alone may induce you to level
off for landing too late. Runway lights alone
may cause you to level off too high, especially
if there is haze or dust over the field.
6. If you are uncertain of your final approach, carry a little more power; this will prevent stalling out high. Carry power until you
are sure of making contact with the ground.
Avoid cutting power too high or too soon.
7. Check generators and batteries for proper
operation. They carry a heavier load at night.
8. Check au~iliary power unit for operation
in possible emergency. It should be on for all
takeoffs and landing.
Taxiing Precautions
1. Keep use of landing lights while taxiing
to a minimum; they burn out quickly. When
taxiing use the winglights alternately as
needed. This reduces the load that would be
imposed on the electrical system by both lights.
However, don't hesitate to use both lights if
you really need them.
2. Make frequent checks of wheels and tires,
using flashlights if landing gear inspection
lights are not installed.
3. Using your flashlight, check cowling for
signs of engine roughness.
4. When taxiing close to obstructions or
parked aircraft, see that members of the ground
crew walk ahead of each wing and direct taxiing by means of light signals.
5. Be particularly careful in judging distance from other taxiing aircraft. Sudden
closure of distance is difficult to notice at night.
6. In case of failure or weakening of brakes,
stop immediately and have the airplane towed
in to the line. Faulty brakes are always hazardous. They are certain to cause accidents when
taxiing at night.
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COLD· WEITH ER OPERATION
Winter operation presents seasonal headaches in the operation and maintenance of the
B-17 as it does in any other airplane.
Unless ground temperatures are below
-23°C, no special procedures other than oil
dilution are necessary so far as the pilot is concerned. Below this temperature, ground heaters must be used to preheat the engines and
instruments, or warm hangar space must be
available. (For detailed Winterization Instructions and Operation, see Technical Orders No.
01-20EF-51 and No. 00-60-3 and the PIF.)
Preheating.-Preheating is necessary under
extreme cold weather conditions. Ground heaters are available for this purpose.
1. Cabin Compartment-When temperature
is below -29°C it· is necessary to heat the instrument panel to insure proper functioning of
the instruments. Follow the prescribed procedure, utilizing openings in the nose and the
bottom exit door.
2. Preheat propeller domes and engine front
housing.
3. Preheat engine accessory section.
4. Thaw tailwheel assembly, if necessary.
5. Thaw control surface hinges.
Oxygen Equipment.-Operate all oxygen
valves carefully in cold weather, opening and
102
closing them slowly. (Rapid opening may
cause sudden pressure and an explosion.)
Frost Prevention on Windows.-Leave opening in cockpit to permit air circulation, thus
preventing frosting of windows.
Brakes.-When parking brakes have been in
the "OFF" position for any length of time, the
expander tubes stiffen in the contracted position. If pressure is applied suddenly, the expander tubes can be ruptured easily.
1. Have heat applied to brake drums if you
think that the brakes are frozen.
2. lJpon the first use of brakes, apply pressure gently. Do not apply full pressure until
a number of light applications have been made.
3. While taxiing, if you suspect that moisture
or water is present in the brakes, exercise the
brakes more than usual. The extra heat thus
generated will not only melt the snow or ice
particles but will cause moisture to evaporate,
leaving brakes practically dry. Be careful not
to overheat brakes.
To Start Engines
1. Have the propellers pulled through at
least 3 complete revolutions (9 blades). If difficulty is encountered in this operation, remove
the lower spark plugs and clear the cylinders.
Never back up the engine.
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2. The proper use of engine primer will do
mt'.ich to facilitate engine starting in cold
weather. A void overpriming, especially if first
start is unsuccessful.
3. Leave mixture controls in "IDLE CUTOFF" position.
4. Don't start on batteries if auxiliary power
is available.
5. Start fuel booster pump.
6. Crack throttle to between 800 and 1000
rpm.
7. Set primer to engine being started and
operate to expel air from lines.
8. As starter is meshed, operate primer with
rapid full strokes to atomize the fuel. Limit
hand priming to amount necessary to keep
engine running.
9. When engine fires, place mixture control
in "AUTO-RICH" position. In extreme cold
weather, it may be necessary to stand by with
hand primer for a short time to keep engine
running.
10. Return primer to "OFF" (down) position after all engines are started. Never leave
primer plunger in the up position when not
priming engine. This allows fuel to pass. directly to engine selected.
11. Don't use the starter repeatedly ( 4 or 5
times) without allowing it to cool off.
Over-priming
During a difficult starting, if the mixture
controls have been moved from the "IDLE
CUT-OFF" position, the engines will be overprimed. Fuel will flow from the blower-drain
section of the engine.
1. Shut off the ignition switch. Place the
throttle in the full open position. Have the
propeller pulled through by hand to clear the
engine of fuel.
2. Repeat starting procedure.
3. If several attempts at starting prove un-
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successful, locate cause of the trouble by consulting the Handbook of Service Instructions.
Oil Dilution After Starting
Follow the normal engine-starting procedure
without regard for the oil dilution system.
After starting, if oil pressure (a) is too high,
(b) is fluctuating, or (c) drops as rpm is increased, this indicates that heavy viscous oil
is in the system. The condition can be corrected
by pushing the oil dilution switches several
times.
Use this method with caution, and only when
extreme weather conditions and lack of time
do not permit normal engine warm-up. Remember that it is possible to cause engine
failure by supplying the engine pump with
pure gasoline.
If dilution is used during the warm-up, keep
a close check on oil pressure throughout the
warm-up and takeoff to guard against possible
overdilution. (See p. 104.)
Warm-up
1. Keep flaps open for ground operation.
2. Check oil pressure. If there is no oil pressure indication within 30 seconds, shut down
engine and investigate.
3. Idle engines at 900 to 1000 rpm until oil
temperature rises to 40°C.
4. Operate turbo controls slowly through
their entire range several times after engines
have warmed up. Proper functioning of turbo
regulator depends on flow of engine oil through
the regulator. It is imperative that cold oil in
the regulator be replaced by warm engine oil.
Otherwise, closed waste gate and runway turbo
may result on takeoff.
5. Operate propeller controls slowly through
their entire range several times after engine
oil reaches desired temperature. Proper propeller functioning depends on flow of engine
oil through governor and propeller dome.
103
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OIL DILUTION
Oil dilution is simply the introduction of
gasoline into the engine oil supply to thin the
oil, making starting of the engine easier in
cold weather. Engine oil should be diluted before stopping the engines when it is suspected
that the outside· air temperature will drop below 5 ° C during the period the engine is to be
stopped.
System-The system consists of 4 electric
solenoid-operated oil dilution valves, each located on the front of its respective engine firewall. Four toggle switches are on the copilot's
control panel. A fuel line from the carburetor
connects to the Y oil drain valve, also a line
from the dilution valve to the fuel pressure
gage. Turning the oil dilution switch "ON"
permits gasoline to flow through the valve into
the oil line to circulate through the entire engine oil system. Engines must be running before ,dilution can be accomplished.
Procedure
1. Idle engines until oil temperature drops to
approximately 40°C.
2. Run engines at 1000 to 1200 rpm for dilution.
, 3. Maintain oil temperatures at less than
50°C and an oil pressure above 15 lb. sq. in. If
oil temperature rises above, or oil pressure falls
below these limits, stop engines, allow to cool,
and continue dilution.
4. If the airplane has an automatic dilution
switch installed, simply dilute as instructed.
Anticipated Lowest
Outside Temperature
4° to -12° C
-12° to -29° C
-29° to -46° C
104
Dilution Time in
Minutes-One Period
2 minutes
5 minutes
7 minutes
5. If the plane has the manual dilution
switch, hold the switch "ON" for the period
shown in the table; release the switch only after
engine has been stopped.
For each 5°C below --46°C, add one minute
to the time given.
6. Proper operation of the dilution system is
indicated by considerable drop in fuel pressure.
7. If it is necessary to service oil tanks, split
the dilution period in half and service between
the 2 periods.
8. Near the completion of the final dilution
period, depress the propeller feathering button
for 2 to 4 seconds, or a maximu~ change of
400 rpm, and pull out. Repeat several times.
9. Toward the end of final dilution period,
operate supercharger regulator controls several times from low to high boost positions,
taking 8 to 10 seconds for this procedure. This
insures dilution of oil in turbo regulator. (The
procedure is unnecessary on models equipped
with electronic regulator.)
Whenever engines have been previously diluted and the airplane has not been flown,
operate the engines for at least 30 minutes with
oil temperature above 50°C before attempting
full dilution. If a short ground run-up is made,
the engines should be rediluted by reducing
the dilution period accordingly. For instance,
assume that dilution time is 5 minutes for full
dilution. If engine run-up time is 15 minutes,
the dilution time will be 2½ minutes.
After several days layover, during which
time the engines have been started and diluted
several times, it is advisable to ground-run
the engines for 30 minutes at normal temperatures before takeoff to evaporate the gasoline
in the oil.
Avoid overdilution. It causes the engine
scavenging system to break down, resulting
in a complete loss of all engine oil in a short
time. Overdilution may be evidenced by a
spewing of oil out of the engine breather, and
a considerable drop in engine oil pressure.
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CARBURETOR ICE PREVENTION
IN FL·IGHT
An understanding of the theory of carburetor ice formation and elimination is an important item in every pilot's technical knowledge. Tests have shown that under the most
favorable conditions an engine will stop completely within 3 minutes after the first indications of icing have appeared. All B-17G and
most B-17F airplanes are equipped with carburetor air temperature thermometers and
gages to assist the pilot in detecting icing. The
thermometers are so located that they measure
inlet air temperature before fuel vaporization
takes place.
Causes of Icing
The formation of carburetor ice is directly
dependent upon the temperature and relative
humidity of the carburetor inlet air. For ice
to form, it is necessary that the carburetor
inlet air temperature be less than 15°C and
that the relative .humidity be 50 % or more.
The ice forms in the adapter section, and
sometimes at the fuel nozzle, as a result of the
temperature drop · (sometimes as much as
18°C) induced by fuel evaporization.
Icing caused by fuel evaporization does not
affect the throttle valve of the Bendix Stromberg carburetor used on the B-17 airplane, as
fuel is injected between the valve and the
engine. Throttle icing can occur, however,
under the following conditions:
1. Carburetor air inlet temperatures between 7°C and 10°c.
2. A relative humidity greater than 100% .
(Rain drops or ice particles entering the air
inlet.)
3. A throttle opening of less than 45 °.
Icing is evidenced by rough engine operation,
loss in manifold pressure, or abnormally high
settings required of the throttle or turbo control levers to produce the desired manifold
pressure.
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Procedure for Ice Prevention
When operating under suspected icing conditions the following procedure is recommended:
OPEN'-•--
CLOSE
- - - -
N0.1
N0.2
N0.3
N0.4
CARBURETOR AIR CLEANER
1. Carburetor air filters on and intercooler
shutters full closed ("HOT") for taxiing, flight
under 10,000 feet, and landing.
2. Above 10,000 feet, it may be necessary
to open the shutters in proportion to the altitude to avoid exceeding 38°C carburetor air
temperature. Filters may be left on up to
15,000 feet with full-throttle engine operation,
but not higher because serious overspeeding
of the turbos will result if they do not have
overspeed control. (Under icing temperatures
it is safe to keep filter on up to 15,000 feet.)
105
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Emergency Ice Removal
To remove ice in an emergency use the
following procedure:
1. Turn filter on if below 15,000 feet.
2. Close intercooler shutters, but do not
exceed 38°C carburetor inlet air except momentarily.
3. Add up to 3" of boost below 25,000 feet
by reducing the throttle and increasing the
turbo boost. Below 15,000 feet, more heat can
be obtained by using full turbo and part throttle, not exceeding 34" manifold pressure at
2200 rpm. Use this only for a short time, since
excessive carburetor leanness results from the
high carburetor deck pressures.
4. At or above 25,000 feet, close intercooler
shutters only. Do not use filter or extra boost,
because excessive turbo rpm will result unless
turbos have overspeed control. Increase or decrease altitude to change the outside air temperature and reduce the amount of visible
moisture such as fog, rain, snow, sleet, etc.
5. Generally, icing will not occur if the carburetor air inlet temperature is kept at 20°C
or above.
If 38 ° C is not exceeded there will be no
danger of detonation. It is more desirable to
prevent formation of ice than to have to remove it in an emergency.
Experience proves that you can fly through
severe icing conditions with normal precautions. However, a mild icing condition may
cause the loss of an engine if you allow icing
to progress to the point where corrective
measures are ineffective.
ICING 0,N AIRCRAFT
Icing on aircraft in flight is a serious hazard.
Ice accretion may occur at any temperature
from near freezing down to more than -20 °C
when there is visible moisture in the atmosphere.
A void flying through icing zones when possible. Know how to remove ice when you do
encounter it. Know your plane's limitations in
icing conditions.
Ice on the Airplane
1. Reduces the efficiency of the airfoil, adds
drag, and increases the stalling speed.
2. Makes your airplane difficult to control
and maneuver.
3. Increases the drag of struts, fuselage,
radio masts, landing gear, etc.
4. Increases the load.
5. Causes failure of or error in certain flight
instruments.
Prepare for icing wherever there is visible
moisture in the air at temperatures approaching or below the freezing level:
106
1. In freezing rains, in all frontal zones.
2. If there is sleet on the ground, somewhere
aloft there is a layer of freezing rain, and
above that a layer of air with temperature
out of freezing range. Sleet itself is not considered too hazardous, although hail will cause
immediate damage to wing and empennage
leading edges, windshield and nose.
3. In cumulus clouds and others with vertical development, whenever they occur.
4. In orographic clouds, formed when moisture-laden air is forced upward over hills and
mountain ranges.
5. Along fronts, in stratus and stratocumulus
cloud formations.
Temperatures
Look for most severe icing when the temperature is between 0°C and -5°C. Icing may
,. occur down to -20 °C or colder. Low pressure
areas on the airfoil may cause mild icing at
temperatures a few degrees above freezing
when other conditions are favorable to icing.
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Propeller Anti-icer System
De-icer System
The propeller anti-icer system is designed to
prevent the formation of ice on the propeller
blades, not to remove it. Therefore, as a prerequisite to the satisfactory operation of the
system, it is necessary to turn the propeller
anti-icers "ON" upon encountering icing conditions and not after ice has formed.
The vacuum system of the B-17F operates
both the de-icer boots and the flight instruments. Operation is obtained by means of
2 vacuum pumps mounted on the accessory
case of the No. 2 and No. 3 engines. The system is so arranged that the pressure side of
both pumps will inflate the de-icer boots while
the vacuum side of one pump is operating to
deflate them, and the vacuum side of the other
pump is operating the flight instruments. In
event of failure of either pump, use the remaining one to operate the instruments. That
pump will also maintain the inflation of the
boots. Their efficiency will be greatly reduced,
however, because the boots have to depend
upon their own elasticity for deflation.
The vacuum selector valve ( control handle
Windshield Anti-icer System
The pilot's windshields are kept free from
ice by the use of windshield wipers in conjunction with an alcohol spray. The controls for
the system are or1 the sidewall above the pilot's
control panel. Don't use the wipers on dry
glass. This system also must be in operation
before any ice has formed. It is designed to
prevent ice, not to remove it.
C
C
r:
.·~-
c
:'.C
c
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DE-ICER SYSTEM
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107
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at the pilot's left) directs the suction flow from
the instruments to either the No. 2 or No. 3
vacuum pump. The de-icer control valve ( contro~ at left of pilot's seat) operates the de-icer
q.istributor valve and also connects the pressure
from both vacuum pumps and suction from
one pump to the distributor valve. The de-icer
distributor valve controls the alternate distribution of vacuum and pressure to the various
de-icer boots.
Efficient performance of the de-icing system
depends upon correct usage. It is generally considered good practice to permit the deposit of
1/s-inch ice on the boots before starting inflation. Then operate the boots intermittently
as new ice is formed. The cycle of operation
depends upon the severity of the icing conditions. Sometimes ice forms so rapidly that continuous operation of the boots is necessary.
Watch continuous operation closely, as new ice
may form over the cracked ice on the boots.
The tubes then will pulsate ineffectively under
a layer of ice.
Under conditions conducive to formation of
smooth ice, it may be undesirable to use the
de-icers. Glaze usually forms smooth layers
of ice around the leading edges and conforms
to their contour. Unless the ice becomes rough,
the aerodynamic efficiency of the airfoil may
not be greatly impaired. A ridge of ice left
along the aft edges · of the boots can have a
more detrimental effect than the ice covering
the entire leading edge.
Although the stalling speed changes only
slightly, landing with de-icer boots operating
is a poor policy. When a stall does occur with
boots operating, it is more violent, and recovery requires a considerable increase in
airspeed.
Pitot Heater
Before entering an icing condition turn the
pitot heater switch on the pilot's control panel
"ON." This will prevent the formation of ice
in the pitot tube which would render the
entire pitot system useless.
During Takeoff
Never take off with snow, ice or frost on
the wings. Even loose snow cannot be de108
pended upon to blow off, and a thin layer is
sufficient to cause loss of lift and abnormal
flying characteristics.
1. Where landing or taking off on a narrow
strip of clear ice, crosswinds are particularly
dangerous. Lack of traction causes loss of
maneuverability. If the wind is gusty, the airplane may be blown completely off the icy
runway before you can regain control.
2. If deep, heavy snow interferes with the
takeoff but permits the airplane to be taxied,
move slowly up and down the takeoff course
several times to pack down a runway before
attempting the actual takeoff. The depth and
hardness of the snow determine whether takeoff or landing is practicable.
3. Regardles's of outside temperature, always
take off with cowl flaps open. The hazard of
taking off with partially closed cowl flaps is
too great, and the possibility of an engine cooling off excessively during the takeoff and rated
power climb is negligible.
4. If necessary, you can take off immediately
after oil dilution without the normal warm-up,
provided that oil temperature is up, oil pressure is steady, and the engines are running
smoothly. Cold oil properly diluted has the
same viscosity as heated, undiluted oil, and
therefore has the same ability to circulate
and properly lubricate aircraft engines.
5. During takeoff the intercoolers may be
turned on partially to prevent carburetor icing
or to insure smooth engine operation.
During Flight and Landing
During flight, it is advisable to maintain
cylinder-head temperatures not lower than
150°C. If the temperature drops below 125°C,
rough operation may result.
During the glide, you should maintain the
cylinder-head temperature at 125°C. Engine
failure may result if the temperature drops
below 100°C (212°F).
Make your approach and landing with the
carburetor air filters on. This reduces the
tendency toward carburetor icing.
During the approach for landing in cold
weather, don't idle engines at low speed. They
should be run up and checked frequently for
ability to accelerate.
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HOT WEATHER TIPS
Before Flight
1. Starting in hot weather requires less priming than starting under normal operating conditions.
2. Although outside air temperature is high,
don't take off until oil temperature and oil
pressure readings are normal.
3. Keep warm-up time and engine run-up
time to a minimum. Run-up time for each engine should never exceed 30 seconds.
4. Always have cowl flaps open for all
ground operation and for takeoff.
5. Remember, takeoff distances will be longer
in hot weather.
6. While the airplane is on the ground, leave
opening in fuselage for ventilation.
7. Use brakes as little as possible.
RE-STRICTED
In Flight
1. Climb at not less than specified climbing
speed (140 mph); lower climbing speeds will
cause higher engine temperatures.
2. Low-altitude flying also will cause higher
engine temperatures.
3. True stalling speed is greater in hot
weather because the air is not as dense, but
the indicated stalling speed is the same.
4. Don't expect to land in the same distance
in hot weather as in cool weather. Indicated
airspeed is the same, but groundspeed is increased because of the thinner air.
5. In hot weather, watch cylinder-head temperature closely and regulate it with cowl flaps.
�RESTRICTED
OX
EN
period of use. It's a good idea to have the fit
re-checked regularly whether you think it
needs it or not.
Your airplane was designed to operate just
as well at high altitude as at low altitude.
Your body wasn't!
All organisms require oxygen to support life.
At ground level you get plenty of oxygen from
the surrounding air, which is packed down by
the weight of the air above it.
As you go up there is less air above you.
Therefore the air you breathe becomes thinner, your body is getting insufficient oxygen,
and you begin to lose efficiency. At some altitude-varying with the individual-you'll become unconscious, and then, unless you get
some extra oxygen quick ... that's all, brother!
Remember, when the pressure of the air
you're breathing is less than the normal atmospheric pressure of 10,000 feet, you need
extra oxygen.
Therefore, your airplane has an oxygen system to meet the requirements of your body and
allow you to function normally.
The equipment is excellent, simple to operate, and safe for flights up to 40,000 feet. But
it is not safe unless you understand it thoroughly and strictly observe the rules regarding its
use. You can't take short cuts with oxygen and
live to tell about it!
The lack of oxygen, known as anoxia, gives
no warning. If it hits you, you won't know it
until your mates revive you from unconsciousness, if they can. Therefore, you must . check
the condition and operation of your equipment
with extreme care, and continue to check it
regularly as often as possible during flight.
Your oxygen mask is an item of personal
issue. Take care of it. It's as important as your
life.
Before you use the mask in flight, have it
fitted carefully by your personal equipment
officer, or his qualified assistants. They will see
that you have the right size, that it fits perfectly, and that the studs to hold it are properly fixed to your helmet.
Bring it in for re-checking whenever necessary. The straps will stretch slightly after a
110
Keep your mask in kit when not in use.
Draw the mask before each mission. Return
it to the supply room afterward. Equipment
personnel will check it for repair and cleaning.
But don't assume that this procedure relieves
you of the responsibility of your own regular
inspection and care of the mask.
Before each mission, make the following
checks on your mask:
1. Look the mask and helmet over carefully
for worn spots or worn straps, loose studs, or
evidence of deterioration in facepiece and hose.
2. Put the mask on carefully. Slip the edges
of the facepiece under the helmet. Adjust the
straps, if necessary, to get a good fit.
3. Test for leak. Hold your thumb over the
end of the hose and breathe in gently. The
RESTRICTED
�RESTRICTED
mask should collapse on your face, with no
air entering. Don't inhale strongly because the
mask would seal anyway in that case, even with
a leak.
Don't let anyone else wear your mask except
in emergencies.
Keep it in the kit between flights, and keep
it clean.
Report anything wrong with the functioning
or condition of the mask when you turn it in.
after a flight.
Oxygen Regulator
A demand regulator is mounted at each
station in the plane. There are 2 types of demand regulators, the Airco and the Pioneer.
You may find either one on your plane. They
look slightly different but the principle of
operation is the same in both.
A demand regulator is one that furnishes
oxygen on demand, or only when you inhale.
It furnishes no oxygen when you exhale. Obviously, this is a more economical principle than
a continuous flow of oxygen.
Clip hose in position to allow full head movement
4. Clip the end of the regulator hose to your
jacket in such a position that you can move
your head around fully without twisting or
kinking the mask hose or pulling on the mask
hose or pulling on the quick-disconnect. Get the
personal equipment section to sew a tab on
your jacket at the proper spot.
5. See that the gasket is properly seated on
the male end of the quick-disconnect fitting
betw~en mask and regulator hose. Plug in the
fitting and test the pull. If it comes apart easily,
spread the prongs with a knife blade.
Note: This is only a temporary adjustment.
As soon as possible report the difficulty to the
equipment men and let them replace the fitting
if necessary.
General Tips: Vapor in your breath will
freeze in the mask at extremely low temperatures. If you detect freezing, squeeze the mask
to prevent ice particles from clogging the
oxygen inlet.
RESTRICTED
Pioneer Demand Regulator
Airco Demand Regulator. Auto-mix "ON"
111
�RESTRICTED
Airco Demand Regulator. Auto-mix "OFF"
The regulator has an auto-mix mechanism
controlled by a lever on the side of the cover.
The lever should be in the "ON" position at
all times when the system is in use ( except in
certain emergencies) . When the lever is in the
"ON" position, oxygen furnished below 30,000
feet is mixed with air. The mixture is controlled
automatically by an aneroid to furnish the correct amount of oxygen which your body requires for a given altitude. Above approximately 30,000 feet the air inlet closes and you get
100 % oxygen, although the lever in the regulator is still in the "ON" position.
With the lever in the "OFF" position, 100 %
oxygen is furnished. This operation wastes
oxygen.
When breathing oxygen, never tum the lever
to "OFF" except in the following cases:
1. To give 100 % oxygen to a wounded man
below 30,000 feet.
2. If poison gas is present in plane.
3. If the airplane commander prescribes
breathing 100 % oxygen all the way up to high
altitude as a protection against the bends.
To operate the emergency valve, turn the
red knob .o n the intake side of the regulator in
the direction indicated on the regulator face.
Caution: Never pinch the mask hose or block
the oxygen flow when the emergency valve is
turned to "ON." This action breaks the regulator diaphragm.
Turning emergency valve to "ON" causes
the oxygen flow to bypass the demand mechanism and to flow continuously into the mask.
It is extremely wasteful of oxygen. Leaving the
valve "ON" bleeds the whole air.plane oxygen
system in a short time.
Never turn the emergency valve to "ON,"
except:
1. To revive a crew member.
2. In cases of excessive mask leakage.
3. When you have to take off your mask
temporarily, for example, to blow your nose,
vomit, or spit. In those cases unhook one side
of the mask and hold it as close to your face
as possible.
Make the following checks before each flight:
Check tightness of knurled collar
Operation of Emergency Valve
112
1. Check the tightness of the knurled collar.
It should be so tight that the movement of the
regulator hose will not turn the elbow.
2. Open the emergency valve slightly and
see that there is a flow of oxygen. Be sure to
close it tight again.
RESTRICTED
�RESTRICTED
OXYGEN PANEL LOCATED AT EACH STATION
....
Flow indicator.
....
Warning light.
....
Pressure gage.
Flow Indicator
The flow indicator on the oxygen panel winks
open and shut as the oxygen flows. The blinker
may not operate normally at ground level with
the auto-mix lever at "ON." Therefore, before
the flight plug in your mask, turn the auto-mix
lever to "OFF" and see that the blinker works
as you breathe.
Be sure to move the lever back to "ON"
before flight.
The blinker does not work when the emergency valve is "ON."
(Note: Some models ·have ball-in-cylinder
flow indicators.)
Watch your flow indicator during flight. It is
the only indication you have that the oxygen
is flowing regularly. If it stops blinking (or
if ball stops bouncing), use your portable
equipment and plug in at another station if
possible.
RESTRICTED
Blinker flow indicator, open
Blinker flow indicator, closed
113
�RESTRICTED
Pressure Gage and Warning Light
Before flight, check the pressure gage on
your panel. When the system on your plane
is full the pressure should be between 400 and
425 lb. sq. in. Check the gage also against the
gages at other stations. There may be some
variation between stations because of different
tolerances in the gages, but if yours is more
than 50 lb. sq. in. off the others, investigate.
When the pressure gets down to between 95
and 105 lb. sq. in., the amber warning light in
the center of the panel goes on. That means
you haven't much of your oxygen supply left.
When your light goes on emergency action is
necessary.
The regulator does not work properly when
the pressure gets below 50 lb. sq. in. If you
can't get downstairs at that time, use your
portable equipment until you can descend.
Walk-around Equipment
All stations have the small green type A-4
cylinder, equipped with gages and regulators.
The regulators furnish 100% oxygen on demand.
Before each flight, check to see that your
walk-around bottle is within easy reach. Look
at the gage. If the pressure is more than 50 lb.
sq. in. under the pressure of the airplane system, recharge the bottle.
There is a recharging hose at each station.
Snap the hose fitting on the nipple of the regulator. Push it home until it clicks and locks.
When the bottle has filled to the pressure of
the plane system, turn the hose clamp clockwise and remove hose fitting. You can carry
out this operation while your mask is plugged
into the bottle you are filling.
Always use a walk-around bottle if you have
to disconnect from the airplane system. Hold
your breath while you are switching to the
bottle. Clip the A-4 bottle to your jacket.
The duration of the walk-around oxygen supply is variable-usually only 5 minutes. Don't
depend on it to last very long, regardless of
what you have heard about the capacity.
114
A-4 walk-around bottle on bracket at airplane station
Keep watching the gage, and recharge the
bottle when it needs it.
Always recharge walk-around equipment
after use.
Bailout Cylinders
The bailout cylinder is a small high-pressure
oxygen cylinder, with a gage attached, which
furnishes a continuous flow of oxygen.
RESTRICTED
�RESTRICTED
The cylinder comes in a heavy canvas pocket
provided with tying straps. Have this pocket
sewed and tied secur~ly to the harness of your
parachute.
Before flight, check to see that the pressure
of the cylinder is at 1800 lb. sq. in. If you have
to bail out at a high altitude, securely plug the
bayonet connection on the hose into the adapter
on your mask, open the valve, and then disconnect your mask from the plane supply.
In using duration charts, figure in only the
cylinders remaining intact, if any of them have
been shot out.
YOUR OXYGEN
EQUIPMENT 15
YOUR LIFE
RESTRICTED
Keep bailout cylinder hose plugged into mask
115
�RESTRICTED
MAN HOURS OF . AVAILABLE OXYGEN
RED FIGURES INDICATE AUTO-MIX "OFF"
BLACK FIGURES INDICATE AUTO-MIX "ON"
CAUTION-The auto-mix in the "OFF" position rapidly diminishes the
available oxygen supply. Do not use this position unless it is necessary
to get pure oxygen!
AIRCO REGULATORS
PIONEER REGULATORS
TYPE A-12
TYPE A-12
Gage
Pres.
Gage
Pres.
400
350
300
250
200
150
100
50
Alt.
Ft.
....
~ ~
.;,;
400
350
300
250
200
150
100
50
Alt.
Ft.
41.5
40,000 41.5
35.6
35.6
29.4 23.6
29.4 23.6
17.8
17.8
12.0
12.0
5.8
5.8
E
40,000
41.5 35.6 29.4 23.6
41.5 35.6 29.4 23.6
17.8
17.8
12.0
12.0
5.8
5.8
E
35,000
29.5
29.5
25.3 20.9
25.3 20.9
16.8
16.8
12.6
12.6
8.5
8.5
4.0
4.0
M
35,000
29.5 25.3 20.9
30.0 25.8 21.3
16.8
17.1
12.6
12.9
8.5
8.7
4.0
4.2
M
30,000
21.5
22.0
18.5
18.9
15.2
15.6
12.2
12.5
9.2
10.4
6.0
6.2
3.0
3.0
E
30,000
21.5
22.5
18.5
19.3
15.2
15.9
12.2
12.8
9.2
9.6
6.0
6.5
3.0
3.1
E
D
25,000
16.5
21.0
14.1
18.0
11.5
14.9
9.0
11.9
7.0
9.0
4.7
6.0
2.0
2.9
R
25,000
16.5
22.0
14.1
18.4
11.5
15.6
9.0
12.5
7.0
9.4
4.7
6.3
2.0
3.0
R
-D
20,000
13.0
23.5
11.1
20.2
9.2
16.6
7.4
13.3
5.5
10.1
3.7
6.8
1.5
3.2
G
20,000
13.0
39.0
11.1
33.5
9.2
26.6
7.4
22.2
5.5
16.7
3.7
11.3
1.5
5.4
G
15,000
10.0
28.5
8.6
24.5
7.0
20.2
5.7
16.2
4.0
12.2
3.9
8.2
1.4
3.9
E
15,000
10.0
38.0
8.6
32.6
7.0
26.9
5.7
21.6
4.0
16.3
3.9
11.0
1.4
5.3
E
10,000
8.0
48.5
6.8
41.7
5.6
34.4
4.5
27.6
3.4
20.8
2.3
14.0
1.1
6.7
N
10,000
8.0
37.5
6.8
32.2
5.6
26.6
4.5
21.3
3.4
16.1
2.3
10.8
1.1
5.2
N
6.5
5.5
4.6
3.7
2.8
1.8
1.0
C
5,000
6.5
28.5
5.5
24.5
4.6
20.2
3.7
16.1
2.8
12.2
1.8
8.2
1.0
3.9
C
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
400
350
300
250
200
150
100
50
C 1-
:= a.
>-
0
Ul-
--aC
I
0
~o
-
.!!»
::::, >
A.
oo
Di::z
0
~
..2
0:
5,000
S. L.
- - - - - - 4.7
5.5
3.9
3.1
2.3
1.5
0.7
- - - - - - -
y
Gage
Pres.
Gage
Pres.
400
.
350
300
250
200
150
100
50
Alt.
Ft.
Q)
Alt.
Ft •
40,000
33.2 28.6 23.6
33.2 28.5 23.6
19.0
18.9
14.2
14.2
9.6
9.6
4.6
4.6
E
40,000
33.2 28.6 23.6
33.2 28.5 23.6
19.0
18.9
14.2
14.2
9.6
9.6
4.6
4.6
E
a.
lo
·- 1-
35,000
23.6 20.2
23.6 20.3
16.8
16.7
13.4
13.4
10.2
10.1
6.8
6.8
3.4
3.3
M
35,000
23.6 20.2
24.0 20.6
16.8
19.0
13.4
13.7
10.2
10.3
6.8
6.9
3.4
3.3
M
Uc
>--a
30,000
17.2
17.6
14.8
15.1
12.2
12.5
9.8
10.0
7.4
7.6
5.0
5.0
2.4
2.4
E
30,000
17.2
18.0
14.8
15.5
12.2
12.8
9.8
10.2
7.4
7.7
5.0
5.2
2.4
2.5
E
0.!
~1!
-o
:.a
A. E
25,000
13.2
16.8
11.2
14.4
9.2
11.9
7.4
9.6
5.6
7.2
3.8
4.8
1.8
3.3
R
25,000
13.2
17.6
11.2
14.7
9.2
12.5
7.4
10.0
5.6
7.6
3.8
7.1
1.8
2.4
R
20,000
10.4
18.8
9.0
16.2
7.4
13.3
6.0
10.7
4.4
8.1
3.0
5.4
1.4
2.6
G
20,000
10.4
31.2
9.0
26.8
7.4
22.1
6.0
17.8
4.4
13.4
3.0
9.0
1.4
4.3
G
ora
15,000
8.0
22.8
6.8
19.6
5.6
16.2
4.6
13.0
3.4
9.9
2.4
6.6
1.2
3.2
E
15,000
8.0
30.4
6.8
26.1
5.6
21.6
4.6
17.3
3.4
13.0
2.4
8.8
1.2
4.2
E
10,000
6.4
38.8
5.4
33.4
4.6
27.5
3.6
22.1
2.8
16.7
1.8
11.2
0.8
5.4
N
10,000
6.4
30.0
5.4
25.9
4.6
21.3
3.6
17.1
2.8
12.9
1.8
8.7
0.8
4.2
N
5.2
-
4.4
3.6
3.0
2.2
1.4
0.8
C
5,000
5.2
22.8
4.4
19.6
3.6
16.2
3.0
13.0
2.2
9.8
1.4
6.6
0.8
3.1
C
4.4
3.8
S. L.
4.4
24.0
3.8
20.6
3.2
17.0
2.4
13.7
1.8
10.3
1.2
7.0
0.6
3.3
y
-~o
C
C
:::,
Q)
- I ._
D
::::, 0
Di::~
0..2
·a0
u
5,000
S. L.
116
- - - - - - - - - - - 3.2
2.4
1.8
1.2
0.6
y
RESTRICTED
�RESTRICTED
MAN HOURS OF AVAILABLE OXYGEN
BLACK FIGURES INDICATE AUTO-MIX "ON"
RED FIGURES INDICATE AUTO-MIX "OFF"
NOTE: Each turret cylinder, Type F-1, will supply one man for approximately 2 hours at 30,000 feet, 2½ hours at 25,000 feet, 3 hours at 20,000
feet
AIRCO REGULATORS
PIONEER REGULATORS
TYPE A-12
TYPE A-12
Gage
Pres.
Gage
Pres.
400
350
300
250
200
150
100
50
400
350
300
250
200
150
100
50
Alt.
Alt.
Ft.
Ft.
40,000
49.8
49.8
42.8
42.8
35.4
35.4
28.4
28.4
21.4
21.2
14.4
14.4
7.0
6.9
E
40,000
49.8
49.8
42.8 '35.4
42.8 35.4
28.4
28.4
21.4
21.3
14.4
14.4
7.0
6.9
E
35,000
35.4
35.4
30.4
30.4
25.0
25.0
20.2
20. 1
15.2
15.1
10.2
10.2
5.0
4.9
M
35,000
35.4
36.0
30.4
30.9
25.0
25.5
20.2
20.5
15.2
15.4
10.2
10.4
5.0
5.0
M
30,000
25.8
26.4
22.2
22.6
18.2
18.7
15.6
15.0
11.0
11.3
7.4
7.5
2.8
3.6
E
30,000
25.8
27.0
22.2
23.2
18.2
19.1
15.6
15.3
11.0
11.5
7.4
7.8
2.8
3.7
E
25,000
19.8
25.2
16.8
21.6
13.8
17.8
11.2
14.3
8.4
10.8
5.6
7.2
2.8
3.4
R
25,000
19.8
26.4
16.8
22.0
13.8
18l7
11.2
15.0
8.4
11.3
5.6
7.6
2.8
3.8
R
20,000
15.6
28.2
13.6
24.2
11.0
19.9
8.8
16.0
6.6
12.1
4.4
8.1
2.2
3.9
G
20,000
15.6
46.8
13.6
40.2
11.0
33. 1
8.8
26.6
6.6
20.1
4.4
13.5
2.2
6.5
G
15,000
12.0
34.2
10.4
29.4
8.6
24.2
6.8
19.4
5.2
14.7
3.4
9 .8
1.6
4.7
E
15,000
12.0
45.6
10.4
39. 1
8.6
31 .7
6.8
25.9
5.2
19.5
3.4
13.2
1.6
6.3
E
10,000
9.6
58.2
8.2
50.0
6.8
41.2
5.4
33.1
4.2
25.0
2.8
16.8
1.4
8.1
N
10,000
9.6
45.0
8.2
38.7
6.8
31.9
5.4
25.6
4.2
19.3
2.8
13.0
1.4
6.3
N
7.8
6.6
5.6
4.2
3.4
2.2
1.2
C
5,000
7.8
32.2
6.6
29.4
5.6
24.2
4.2
19.4
3.4
14.7
2.2
9.9
1.2
4.5
C
S. L.
6.6
36.0
5.6
31.9
4.6
25.5
3.8
20.5
2.8
15.4
1.8
10.4
0.8
5.0
y
400
350
300
250
200
150
100
50
5,000
S. L.
- - - - - - 4.6
2.8
6.6
5.6
3.8
1.8
0.8
- - - - - - -
y
Gage
Pres.
Gage
Pres.
400
350
300
250
200
150
100
50
Alt.
Ft.
Alt.
Ft.
40,000
24.9
24.9
21.4
21.4
17.7
17.7
14.2
14.2
10.7
10.7
7.2
7.2
3.5
3.5
E
40,000
24.9
24.9
21.4
21.4
17.7
17.7
14.2
14.2
10.7
10.7
7.2
7.2
3.5
3.5
E
35,000
17.7
17.7
15.2
15.2
12.5
12.5
10.1
10.1
7.6
7.6
5.1
5.1
2.5
2.5
M
· 35,000
17.7
18.0
15.2
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part of the pilot. Therefore you must allow a
greater factor of safety.
Violent maneuvers are unnecessa;y and seldom encountered. Close flying becomes an
added hazard which accomplishes no purpose
and is not even an indication of a good formation. Bear in mind that it is much more difficult to maintain position when flying with
proper spacing between airplanes than with
wings overlapping. ·
Safety first is a prerequisite of a good formation because a greater number of lives and
a larger amount of equipment is in the hands
of the responsible pilot in a large 4-engine
airplane.
FORMATION
When you get into combat you will learn
that your best assurance of becoming a veteran of World War II is the good, well-planned,
and well-executed formation.
Formation flying is the first requisite of successful operation of the heavy bomber in combat. Groups that are noted for their proficiency
in formation flying are usually the groups with
the lowest casualty rates. Proper formation
provides: controlled and concentrated firepower, maneuverability, cross-cover, precise
bombing pattern, better fighter protection.
Clearance
Heavy Bomber Formations
In flying the Vee formation, aircraft will not
be flown closer to one another than 50 feet
from nose to tail and wingtip to wingtip. Maintain this horizontal clearance whenever vertical clearance is less than 50 feet, thus providing
a minimum of 50 feet clearance between wingtips as well as the line of nose and tail under all
formation flying conditions.
Formation flying in 4-engine airplanes presents greater problems than formation flying
in smaller aircraft. The problems increase in
almost direct proportion to the airplane's size
and weight. In the B-17, relatively slower response to power and control changes require
a much higher degree of anticipation on the
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FORMATION TAKEOFFS
Altitude 1,000 Ft.
Airspeed
150 MPH
0 ..
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1 Lead
airplane flies straight out for I minute
30 seconds for each airplane, then makes a 180° half-needle
width turn.
2 IO
seconds after lead airplane starts to turn, the
second airplane starts its turn, keeping the nose
ahead of the leader, pulling into position from belowr:i\
and behind the leader's OUTSIDE wing.
~
300-500 Ft.
per Minute
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3 IO seconds after the second airplane starts to
turn, the third airplane starts its turn, keeping
the nose ahead of the leader, pulling into position on the leader's INSIDE wing.
ALL AIRPLANES TAKE OFF IN THE ORDER OF
JOINING FORMATION AT 30 SECOND INTERVAU.
(TIMING FROM THE MOMENT PRECEDING AIRPLANE
OPENS THROTTLE TO START TAKEOFF RUN)
120
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Taxiing Out
At H hour, all ships start engines and stand
by on interphone frequency. The formation
leader checks with all planes in his formation.
After this he calls the tower and clears his formation for taxi and takeoff instructions. As he
taxies out No. 2 man follows, then No. 3, etc.,
each airplane taking the same place respectively on the ground that it is assigned in the
air. As soon as the leader parks at an angle
near the end of the takeoff strip, the other aircraft do likewise. At this point all aircraft run
up engines and get ready for takeoff. The leader makes certain that everyone is ready to go
before he pulls out on takeoff strip.
·
Takeoff
Formation takeoffs should be cleared from
an airdrome in a rapid and efficient manner.
Individual takeoffs will be made. Therefore,
the following method is suggested.
The leader goes into takeoff position and
takes off at H hour. No. 2 man starts pulling
into position as soon as the leader starts rolling. When the leader's wheel leaves the runway, No. 2 starts taking off. (The time lapse is
about 30 seconds.) The leader flies straight
ahead at 150 mph, 300-500 feet per minute
ascent, for one minute plus 30 seconds for each
airplane iii the formation. He levels off at
1000 feet above the terrain to prevent high
rates of climb for succeeding aircraft. (Cruise
at 150 mph.)
As soon as the leader has flown out his exact time, he makes a 180° half-needle-width
turn to the left. The second airplane in formation assumes the outside or No. 2 position,
while the third airplane assumes the inside or
No. 3 position. The leader of the second element
assumes position on the outside of the formation and his elements assemble on him in the
same manner.
3-Airplane Vee
close control with sufficient maneuverability
for all normal missions, and afford a bombing
pattern which is most effective.
Flight of 6
A formation of 6 aircraft is known as a flight
or squadron which is composed of two 3-airplane Vees. At least 50 feet vertical clearance
will be maintained between elements in a
flight and at least 50 feet horizontal clearance
between the leader of the second element and
wingmen of the first element.
From this basic squadron formation of 6
aircraft, the group, made up of 12 to 18 air~
craft, is formed. Second or third flights will be
echeloned right or left, up or down, with a
vertical clearance of 150 feet and a horizontal
clearance of 100 feet.
The high squadron flies 150 feet above and
100 feet behind the lead squadron with its
second element stacked down and echeloned to
the outside of the formation.
The low squadron flies 150 feet below and
100 feet behind the lead squadron with its sec-
TOP VIEW
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FRONT VIEW
The 3-airplane Vee is the standard formation
• from which other formations
and the basic one
are developed. Variations of the Vee offer a
concentration of firepower for defense under
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121
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GROUP FORMATION
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ond element stacked down and echeloned to
the outside of the formation.
Flights may be placed in the high or low
positions, as desired by the leader, by order
over radio and receipt of acknowledgment.
The flights simply go up or down in their respective positions. In this formation the positions of individual airplanes in each element
will be those always flown in the 3-airplane
Vee.
With but small variations, this basic formation can be changed to the combat formations
used overseas. It is the job of training to teach
a basic formation which can be readily under.stood and flown by students and easily adapted
to tactical use.
Spacing of Wing Positions
It is particularly important for the leader
to avoid violent maneuvers or improper positions which will cause undue difficulty for the
wingmen.
The spacing of the wing positions in Vee
formation is:
1. Vertically: On the level of the lead airplane.
2. Laterally: Far enough to the side to insure 50 feet clearance between the wingtips of
the lead airplane and the wing airplane.
3. Longitudinally: Far enough to the rear to
insure 50 feet clearance between the tail of
the lead airplane and the nose of the wing
airplane.
Turns in Vee formation will maintain the
relative position of all airplanes in the element.
In other words, the wing airplanes will keep
their wings parallel to the wings of the lead
airplane and on the same plane.
Trail
A formation is in Trail when all airplanes
are in the same line and slightly below the
airplane ahead. The distance between airplanes
will be such that the nose of each succeeding
airplane is slightly to the rear of the tail of the
airplane ahead. If this distance is too great the
propeller wash of the airplane ahead will cause
difficulty in maintaining position. This formaR EST RIC TED
tion will be used only when there are from
3 to 6 aircraft involved for changing the lead,
for changing wingmen, and for peel-off for
landing (optional).
Changing Wing Position
When changing from Vee to Trail, the ·wingman into whom a turn is made while in Vee
assumes the No. 2 position in Trail, while the
outside man is in the No. 3 position in the Trail.
When returning from Trail to Vee, the No. 3
man in Trail assumes the inside position of
the Vee. Remember this, for it is the procedure
for changing from Vee to Trail and from Trail
to Vee. Also, it provides a method for changing
wing positions in a Vee formation.
It is often desirable for a leader to change
the wing position of his formation, i.e., to
reverse the right and left positions. If this
maneuver is not executed properly in accordance with a pre-arranged plan, there is danger
of collision. A safe plan is for the leader to announce on the radio that the formation will
go into Trail on his first turn. If the turn is
executed to the right, it will result in the inside man, or No. 2 wingman, being No. 2 in
the Trail, and the outside man, or No. 3 wingman, being No. 3 in the Trail when the turn
is completed. The leader will then announce
that the formation will re-form in Vee when
the Trail executes a turn to the right. This
second turn to the right will re-form the Vee
with wingmen reversed.
As stated above, this will result in the No. 2
man of the Trail assuming the outside position
of the Vee, and the No. 3 man of the Trail
assuming the inside position of the Vee. It is
desi!'able for the leader to designate the ultimate position each wingman will assume prior
to each turn in order to insure complete understanding.
Changing Lead
Formation will go into Trail from the usual
90 ° turn to the right or left. The leader of the
formation will make a 45 ° turn to the left and
fly that heading for approximately 20 seconds
or until such time as a turn back will place
him in the rear of the formation. When the
123
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VEE-TRAIL-VEE
3
2
3
2
NO CHANGE IN WING POSITION
3
3
2
2
3
2
VEE-TRAIL-VEE
CHANGE WING POSITION
3
124
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No. 1 airplane starts his 45 ° turn, the No. 2
plane in the Trail immediately becomes the
leader of the formation and continues to fly
straight ahead. At the end of 20 seconds, or
thereabouts, the original leader turns back
and takes up the No. 3 position in his element,
or No. 6 position if in a flight of 6, and notifies
the new leader that the maneuver is complete.
Landing
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The formation will approach the field at an
altitude of 1500 feet above the terrain in Vee
in such a direction that two 90 ° turn::s either
right or left can be made to bring the formation
heading upwind in line with the runway on
which the landing is to be made. The formation
will go into Trail, stepped down, on the first
90 ° turn and the leader will order gears down
as soon as the Trail has been formed, at which
time the checklist may be started. The leader
will then fly up to the runway and peel off
to the left when he is directly over the spot
on which he intends to land. Each succeeding
plane will peel off without interval spacing
achieved on first turn. The leader will put down
1/a flaps, retard throttles, and make a continuous power let-down with just enough base leg
to enable him to make a straight-away approach rather than a landing out .of a turn,
other ships in the formation spacing themselves
and accomplishing the same approximate pattern of let-down and approach as their leader.
There will be no more than 3 ships on the runway at the same time (one turning off, one
midway, and one just landing).
Landing from Vee
The formation will approach the airdrome
at an altitude of 1500 feet above the terrain
into the wind up the landing runway, at which
time the wheels will be ordered down by the
leader and checklist accomplished. The second
element will maintain assigned position echeloned to the right. The leader will call No. 3,
when over the edge of the landing runway,
to peel off, No. 3 acknowledging by peeling off.
No. 1 follows; No. 2 following No. 1; No. 6
following No. 2 and so on. Approach and landing accomplished as outlined.
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125
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126
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�RESTRICTED
A Group Landing from Vee
The group will approach the airfield in an
echelon of flights to the right. This echelon of
flights will be accomplished by order of the
leader by radio and acknowledged by the leader of flight indicated. The leader will have the
formation with high squadron (flight) in second position, low squadron in third position
still stacked down in low position, relative to
leader's flight, but maintaining position on high
squadron. Each flight will land individually,
the lead flight landing first as previously outlined. The high and low flights will complete
a 360 ° turn and land in turn as shown by diagram.
In conclusion, it should be stated that a good
formation is a safe formation. An air collision
is the result of carelessness or lack of clear
understanding between members of the formation. If the simple rules, as outlined, are
followed explicitly, there is no excuse for mistakes in the air. A mistake in formation flying
may result in costly, irreparable loss of lives
and equipment.
It should be reiterated that it is not a display
of skill to fly too close; it is a display of bad
judgment and lack of common sense.
TIPS ON FORMATION FLYING
1. Set rpm to minimum allowable for the
maximum manifold pressure you expect to use.
2. At altitudes where superchargers are
needed, set superchargers to give about 5"
more manifold pressure than the average being
used.
3. Use throttles to increase and decrease
power to maintain position. But when far out
of position, or when catching up with a formation, increase rpm-to maintain proper manifold
pressure and rpm relationships.
4. When under attack, use all available power required to stay in formation.
5. In cross-over turns, keep a sharp watch
out for your side of the airplane ~md have the
copilot do the same on his side. The pilot or
copilot ( whichever can see the airplane below)
should automatically take over the controls.
If neither pilot nor copilot can see airplane
below, then bombardier should give instructions by interphone.
6. In changing leads in practice formations
or in Trail positions, avoid closing to proper
formation position too rapidly. This can be
dangerous.
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7. In moving about in position, move the airplane in a direction that will not interfere with
or endanger any other aircraft in the formation.
In route formation, aircraft should be spread
in width rather than depth in order to resume
tight formation quickly.
8. At high altitudes, remember that rate of
closure will be much more rapid than at low
altitudes. It may be difficult to slow down
quickly enough. Therefore, you will have to
begin stopping the closure much sooner. On
the other hand, acceleration is slower, so anticipat10n of change in position must be more
acute.
9. Learn to anticipate changes in position
so that only slight corrections need be made.
Large corrections and constant fighting of the
controls quickly wear out even a strong pilot.
10. Trim the ship properly. An improperly
trimmed ship is difficult to hold in position.
11. Do not lock inboards and use outboards
to maintain position. Use all 4 engines.
12. Whenever possible enter formation from
below or on the level with the formation,
never from above.
127
�RESTRICTED
EMERGENCY PROCEDURES
J
FIRES IN FLIGHT
No emergency in an airplane is more serious
than fire. Combat crews must always be conscious of the hazards involved in fire. They
must be constantly on the alert for possible fire
while in flight. They must be thoroughly familiar with methods of fire prevention and fire
extinguishing.
Fires in flight can be prevented by more
thorough preflight checks. Although most fires
usually develop internally, many are caused
by defects that could have been detected by
visual inspection while on the ground. When
making your visual inspection, look carefully
for cracked or split exhaust stacks, excessive
oil leakage, leaky primers, and gasoline fumes
in the bomb bay or cockpit. All these are possible causes of fire in flight.
128
Be strict in forbidding smoking by crew
members while transferring fuel in flight, and
particularly when any gasoline fumes are detectable in the airplane.
Be careful in your checking procedure to
see that the proper number of extinguishers
are on board, and that the seals are not broken.
General Precautions
In case of fire during flight:
1. Warn all crew members to have parachutes attached in readiness for possible emergency use, and to stand by for orders.
2. If flying low, climb to safe altitude for
possible bailout.
3. Determine whether airplane can be landed, or make plans for bailout.
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�RESTRICTED
Fire Inside the Airplane
1. Close all ·windows and ventilators.
2. If an electrical fire, cut electrical power
to affected part.
3. If fuel line is leaking, cut fuel flow to
affected line.
4. Make immediate use of either carbon
dioxide or carbon tetrachloride extinguisherpreferably carbon dioxide, if available.
5. If necessary to use carbon tetrachloride,
stand as far as possible from the fire. The effective range of this extinguisher-is 20-30 feet.
Remember that carbon tetrachloride produces
a poisonous gas-phosgene. Do not use in a
confined area, and do not stand near the fire
when using it. A very small concentration of
phosgene may prove fatal. After extinguishing
a fire with carbon tetrachloride, open windows
and ventilators.
Engine Fire in Flight
1. Alert the crew.
2. Cut fuel at tank by use of fuel cut-off
switch.
3. Place propeller control in "HIGH RPM."
4. Apply full throttle to quickly scavenge
engine and line of gasoline. With high rpm fuel
pressure will drop almost before the pilot's
hand can travel from the throttle to the feathering button. But if fuel pressure fails to drop
(i.e., if the fuel shut-off valve has failed since
RESTRICTED
the preflight), don't wait for a drop in fuel
pressure.
5. Feather to cut the oil pressure.
6. Cut the generator and pull the voltage
regulator to eliminate possibility of aggravating the fire if it happens to be an electrical fire.
7. Set selector and pull CO2 charges (if · installed).
8. Complete after-feathering procedure (see
p. 143).
If it is a gasoline fire, cut off the source of
fuel by using the fuel shut-off switch.
If it is an oil fire, cut the source of fuel by
feathering.
If it is an electrical fire, remove the cause by
cutting generator and pulling voltage regulator.
Engine Fire on the Ground
1. Close fuel shut-off switch.
2. Place propeller control in "HIGH RPM."
3. Apply full throttle.
4. Feather the engine.
5. When propeller stops turning, cut off master switch.
· Be sure that cowl flaps are open so that the
fire guard can effectively use external extinguisher.
If necessary, set and pull the engine fire
extinguisher.
The next move is to get out of the airplane.
129
�RESTRICTED
MAXIMO
PERFORMANCE TAKEOFF
The purpose of this maneuver is to take off
in a minimum distance-in other words, to
make a short-field takeoff.
1. Line up with the runway and complete
checks.
2. Put down 1/3 flaps.
3. Hold brakes, raise elevators, and increase
throttles to 35" manifold pressure.
4. Release brakes and increase power by
steadily and continuously opening throttles.
5. Hold airplane in 3-point position during
entire takeoff run·;
6. Keep cowl flaps from ½ to fully open for
takeoff even in coldest weather.
7. When airspeed is sufficient, ease the airplane into the air by pulling back slowly and
steadily on the control column. If the airplane
is properly trimmed, takeoff will require little
back pressure.
8. When airborne, leave the flaps in the
113 down position until all obstacles have been
cleared and you have attained 130 mph IAS.
Directional Control
During the earliest stage of the takeoff run,
the airplane is inherently stable. It will tend
to move straight ahead in the direction it was
pointing when brakes were released. For this
reason it is extremely important to line up
properly before attempting the takeoff.
Do not use brakes to maintain directional
control. Use rudder and throttle if necessary,
as in a normal takeoff. Rudder remains relatively ineffective until considerable speed is
attained. The best procedure is to establish the
proper direction by lining up properly before
takeoff.
3-Point Takeoff
Two general warnings concerning the 3-point
takeoff must be mentioned to new pilots.
1/a FLAPS
RELEASE BRAKES
HOLD BRAKES
INCREASE POWER
RAISE ELEV A TORS
35" HG.
130
3-POINT POSITION DURING
WH'=N AIRSPEED IS SUFFICIENT,
ENTIRE TAK EOFF RUN
EASE AIRPLANE INTO THE AIR
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First, the airplane can be nosed over by holding brakes and applying high power unless the
tail is held down by the elevators.
Second, never allow the 3-point takeoff to
become a one-point takeoff. Be sure you know
the feel of the airplane in a 3-point attitude.
Otherwise, you may hold the tail down too far
and too long, thereby causing the airplane to
stall off the ground tail last.
2. Experience shows that even on a concrete
runway there is actual improvement in takeoff performance by carrying as much weight
as possible by winglift (i.e., with the use of
flaps) instead of on the wheels. The advantage
is even more marked where the takeoff surface
is rough or soft.
Use of Flaps
1. Lighten the airplane, retaining only enough
fuel to reach next landing place. Throw overboard tools, guns, miscellaneous equipment.
2. Set propeller governors for 2760 rpm.
3. Set turbos for 55" manifold pressure.
4. Take off with as low a cylinder-head temperature as possible to avoid detonation.
5. Climb at the same speed as the airplane
leaves the ground.
Putting down% flaps before releasing brakes
(rather than waiting until 70 mph airspeed has
been attained) is recommended for 2 reasons:
1. Takeoff is the most critical stage of flight
operations .. Waiting until you are% of the way
down the runway to lower % flaps only complicates the procedure, and diverts attention
from the actual takeoff to a dangerous degree.
Other Aids to
Maximum Performance Takeoff
MAXIMUM PERFORMANCE LANDING
Here the purpose is to land the B-17 in the
shortest possible distance.
1. Bring in the airplane for a normal 3-point
landing.
2. Open cowl flaps on approach. On contact
with runway, p.ave copilot retract wing flaps.
3. Raise the tail with elevators to reduce
angle of attack and thus hold more weight on
the main wheels.
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4. Apply brakes gradually but firmly until
you have applied maximum pressure possible
without skidding the tires. Remember that
jamming on the brakes may cause the airplane
to nose over.
5. Keep the tail off the ground as long as
possible.
Be sure that brakes are not applied before
the weight of the airplane has settled on the
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than offset by the gain of additional runway
space and over which brakes can be used.
NO-FLAP LANDING
KEEP TAIL OFF RUNWAY AS LONG AS POSSIBLE
runway. Resultant skidding will blow out the
tires almost immediately.
If the airplane has to be groundlo~ped at
the end of the runway, unlock the tailwheel
while there is no side load on it. Any side load
on the tailwheel at this time will bind the
locking pin.
Clearing Obstructions
When an obstacle must be cleared in order
to make a maximum performance landing on
a short field:
1. Clear the obstacle at minimum safe airspeed.
2. Immediately after clearing the obstacle,
steepen the glide so that it can be broken as
soon as possibl_e and contact made with the
ground.
3. Immediately after contact, bring the airplane to the tail-high attitude and apply maximum braking power as described above. The
slightly increased landing speed will be more
If the flaps cannot be lowered for landing,
you can make a no-flap landing safely in the
B-17.
1. Fly the traffic pattern just as you would
for a normal approach with full flaps, but maintain minimum airspeed of 140 mph until you
are on the final approach.
2. Set a power glide with manifold pressure
of approximately 15" Hg., and an airspeed of
125 mph.
3. The airplane will land at between 105 and
115 mph, depending on the gross weight. Therefore, be careful not to allow airspeed to drop
below 120 mph until after breaking the glide.
4. Start the power glide at a point approximately ½ mile farther from the field than you
would normally for a full-flap landing.·
5. This landing is extremely hard on brakes.
Difficulty may be encountered in stopping the
airplane before you run out of runway. Start
using brakes immediately after the airplane
has settled on runway. Several applications
may be necessary.
d
LANDING WITHOUT FLAPS
MINIMUM AIRSPEED
140 MPH
POWER GLIDE
MANIFOLD PRESSURE 15" HG.
AIRSPEED 125 MPH
LANDING SPEED BETWEEN I 05 AND 115 MPH
132
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EMERGENCY OPERATION
OF LANDING GEAR,
WIIING FLAPS, AND
BOMB BAY DOORS
If you cannot operate landing gear, flaps, or
bomb bay doors by the usual electrical means:
1. Place switches in neutral and check the
landing gear and flap circuit fuses.
2. Cranks for manual operation are stowed
on the aft bulkhead of the radio compartment.
Extensions for use in operating engine starters,
bomb bay doors, and wing flaps are stowed
adjacent to the cranks.
Operation of Landing Gear
You can .operate each main landing gear
separately through the hand crank connections
in the bomb bay. One connection is to the l~ft
of the door in the forward bulkhead, the other
is on the right.
To raise the wheel, insert the hand crank
into the connection_. Direction of rotation will
vary with type of retracting motor installed.
Be sure the landing gear electric switch is
in the "OFF" position before attempting to
raise or lower wheel by hand cranking.
Emergency Operation of Tailwheel
Use the same crank for manual operation of
the tailwheel. Insert the crank into the connection in the tailwheel compartment and rotate
as desired.
Be sure the landing gear electric switch is in
the "OFF" position before attempting hand
cranking.
Emergency Operation of Wing Flaps
Lift the camera pit door (in the floor of the
radio compartment) and insert the crank into
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the torque connection at the forward end of
the pit. Rotate the crank clockwise to lower
flaps, counter-clockwise to retract them.
Be sure the electric switch is "OFF" before
hand cranking.
Emergency Operation of Bomb Bay Doors
Insert the hand crank into the connection in
the step at the forward end of the catwalk in
the bomb bay. Rotate clockwise to close the
doors, counter-clockwise to open.
Emergency Bomb Release
An emergency bomb release handle is at the
pilot's left, and there is another at the forward
end of the catwalk in the bomb bay.
Pull the handle through its full travel. The
first part of the stroke unlocks the bomb bay
doors independently of the retracting screw and
permits them to be held open by wind pressure. The second half of the stroke releases all
external and internal bombs, in salvo and unarmed.
To retract the doors after emergency release
of bombs (see illustration, p. 134):
1. If the spring in the emergency release
mechanism ( under the hinged door beneath the
pilot's compartment floor) has not retrieved
the linkage entirely, re-set by pushing the hinge
of the link.
2. Operate the retracting screws electrically
(or manually, if necessary) to the fully extended position. This will engage the latches between the screws and the door fittings.
3. Now close the doors in the normal manner.
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HOW TO RESET BOMB BAY
DOOR MECHANISM AFTER
EMERGENCY RELEASE.
(SEE PAGE 133)
DR p N THE BALL TURRET N FLIGH
When preparing to bring the B-17 in for an
emergency wheels-up landing, it is desirable to
drop the ball turret in order to minimize damage to the fuselage when it hits the ground.
It is both safer and easier to release only the
turret ball itself, leaving the supporting yoke
intact. Only 2 tools-a crescent wrench and a
hammer-are needed to do the job. Two men
can accomplish it in approximately 20 minutes.
1. Point the guns aft or down and remove
the azimuth case, which is held by 4 bolts.
134
2. Remove the safety retaining hooks. These
4 hooks can be broken off with a hammer, or
they can be removed with a socket wrench if
one is readily available.
3. Remove the 12 yoke connection nuts. The
turret may hang momentarily on the fire cutoff cam, but a firm kick on the aft side of the
• ball will dislodge it.
It is desirable, but not absolutely necessary,
to disconnect the electrical plug and oxygen
line before removing the yoke nuts.
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If time permits, the computing sight can be
salvaged by first entering the turret and disconnecting the 3 flexible drive cables at the
left, right, and far side of the sight. Free the
sight by removing the right retaining rod and
disconnecting the electrical plug. Removal of
the sight may add approximately 20 minutes to
the time, making the total time necessary for
the operation about 40 minutes.
Remember these 2 rules for making emergency landings:
1. When landing the B-17 with wheels retracted, drop the ball turret.
2. When belly-landing a B-17 in which a
chin turret is installed, retract the tailwhe.e l
also.
AZIMUTH
GEAR
CASE
YOKE
CONNECTION
NUTS
SAFETY
RETAINING
HOOK
SAFETY
RETAINING
HOOK
FOR MINIMUM STRUCTURAL DAMAGE, MAKE BELLY LANDINGS:
a. WITHOUT BALL TURRET
b. WITH TAIL WHEEL DOWN
c. WITH ¾ FLAPS DOWN
STUDY DETAILED PROCEDURES ON PAGES 134-137
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135
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LANDING DISABLED AIRCRAFT
Landing on One Flat Tire
1. Bring the airplane in at a normal glide,
using full flaps, for a normal landing.
2. Don't make an effort to land on the good
tire. However, if one wheel is to come in contact,with the ground first, it should be the good
tire.
3. Hold elevators all the way back immediately after landing.
4. Use the brakes on the good tire only.
3. Don't use brakes. Use throttles to keep
the airplane straight until they are no longer
needed or until the gear collapses.
In most emergency landings of this type
(where the above procedure has been used)
the airplane has slowed down or stopped completely by the time the gear collapsed. Damage
to the airplane itself has been slight: a bent
outboard wing panel, or damaged propellers on
one side. The ball turret has seldom suffered.
Landing With Broken Drag Link
(B-17 With Ball Turret Installed)
FLAT TIRE
5. Use the outboard engine on the side of the
flat tire to counteract any tendency to groundloop on that side.
If possible, land the airplane crosswind, with
the wind coming from the side with the good
tire. This crosswind tends to make the airplane
turn into the wind; but the effects of the wind
and the flat tire tend to equalize, and less difficulty is experienced in keeping the airplane
straight.
Landing with Cracked or Wobbling Wheel
1. Land directly into the wind, making a
normal 3-point landing.
2. Use brakes on the good wheel only.
Experience shows that in most cases the damaged wheel will stand up for a final landing,
with no damage to the airplane.
Landing with Bent Drag Link
1. Make a normal approach, with full flaps,
and with the good wheel extended.
2. Land at the very beginning of the runway
to allow all possible room for the landing roll.
136
For an emergency landing under these conditions, complete these preliminaries: ·
1. Tie down all loose equipment.
2. Open waist gunner's window.
3. Open radio compartment hatch.
4. Open pilot's and copilot's windows.
These precautions must be taken to facilitate
quick exit in case of fire.
Use up or dispose of unneeded fuel. Then
follow this procedure:
1. Leave the good wheel down. Leave the
tailwheel fully extended. Allow the damaged
gear to hang free.
2. Bring the airplane in on a normal power
approach, directly into the wind, with speed
slightly above normal.
3. Put down only ¾ flaps. It has been found
that with flaps retracted only ¼ they sustain
no damage at all.
4. Make what would be a normal 3-point
landing, except for the fact that one wheel is
dangling free.
Note: Use the above procedure also in the
B-17G (ball turret and chin turret installed)
when landing with a broken drag link.
Landing With Broken Drag Link
(B-17 With Ball Turret Removed)
In a B-17 from which the ball turret has been
removed, a landing with broken drag link can
b~ made 'in the following manner:
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come forward of the vertical position. When
the weight of the airplane settles, the wheel
rocks forward and into its nacelle. The airplane
then slides down the runway on its belly.
As the landing is being made, either pilot
or copilot watches the position of the damaged
wheel. If the maneuver fails to force the wheel
forward and into its nacelle, it is possible to
advance the throttles and go around again.
RUNAWAY PR PELLERS
1. Complete precautionary measures for
crash landing as outlined on p. 156.
2. Retract the ·good gear. Leave the tailwheel extended. Allow the damaged gear to
hang free.
3. Bring the airplane in on a normal power
approach, directly into the wind, with speed
slightly above normal.
4. Put down¾ flaps, since it has been found
that with flaps retracted ¼ they sustain no
damage at all.
5. Make what would be a normal 3-point
landing except that one wheel is dangling free.
Immediately after contact with the ground,
pull back on the control col{imn sharply. The
result will be a slight lifting of the nose.
Upon impact with the ground, the wheel on
the damaged gear begins to spin, the main
strut of the gP-ai- hits the stop and bounces forward. If you have timed your back pressure
on the control column properly, the wheel will
The most important fact to keep in mind
about a runaway propeller is not to feather it
tintil you have tried the 2 procedures which
should give you control of it. Drill your copilot
in these procedures, so that he will understand
his part in controlling a runaway propeller.
What Causes a Propeller to Run Away
When a propeller runs away, it simply means
that the propeller governor has failed to hold
the propeller at its constant rpm setting. Thus,
before takeoff, when engines are idling, the
propeller is in "HIGH RPM." Sudden application of power may cause a propeller to exceed
the governor limit speed before the governor
has a chance to increase pitch. The governor
cannot regain control until you throttle · back
and give it a chance. This is usually t~e case
with a runaway propeller.
However, if you have complete governor
failure, you may not be able to regain control
with throttles or with propeller controls, and
will have to use the feathering button intermittently as described in the following procedures.
Preventive Action
WITH BALL TURRET
LAND WITH GOOD WHEEL DOWN
The best way to cope with a runaway propeller is not to get one! Carefully observe
tachometer reaction during run-up. Don't jam
on power during takeoff. Apply it smoothly.
How to Regain Control
WITHOUT BALL TURRET
MAKE A BELLY LANDING
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Always try this first, during takeoff and in
flight. It may give you immediate control over
137
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the runaway propeller so that you can obtain
a normal rpm setting.
First procedure:
1. Reduce the throttle. This is the first step
necessary to slow down the propeller.
3. As propeller rpm decreases, increase the
throttle to obtain climbing manifold pressure
and 2500 rpm.
4. When rpm reaches 2500, forcibly pull the
feathering button out. This will keep the rpm
from decreasing further. If the governor does
not take control of rpm, it will immediately
start back up.
5. When propeller reaches 2760 rpm, push
feathering button in, repeating procedure to
keep rpm between 2500 and 2760 and maintain
desired manifold pressure. Continue this until
you attain an altitude where you can go around
safely and land, or where you can feather the
propeller.
Caution
Don't be in a hurry to feather. If either of
these procedures is keeping the propeller below
2760 rpm, you are getting some power from
the engine, possibly as much as 15% with the
throttle retarded, and up to 65-70% by using
the second procedure.
2. Push down propeller control to cut rpm.
3. If this works, re-set your throttle, keeping
close watch on rpm. If it fails, resort to the
second procedure.
Second procedure: (This procedure is recommended for takeoffs and for heavily loaded airplanes because it gets more power.)
1. Reduce the throttle.
2. Copilot, at pilot's direction, pushes in the
feathering button, holds it in, and watches rpm.
(Be sure to get the right feathering button, or
you'll be short 2 engines. Take your time!)
138
OVERSPEEDI G
TURBOS
1. Throttle back affected engine.
2. Close turbo control. (If electronic system
is installed, change amplifier on turbo.)
3. Try to maintain desired power with throttle.
4. Try to re-set the turbo for operation without overspeeding. Usually, there is a position
where the turbo will stay within operating
limits.
During this operation, maintain directional
control with rudder. Never throttle back the
opposite engine unless full rudder fails to hold
the airplane on a straight course.
On takeoff, never feather an engine if the
turbo or propeller can be brought under control. Bear in mind that you will need all the
power you can get.
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BRAKE OPERATION WITH HYDRAULIC
PUMP FAILURE
If pressure in the main hydraulic system and
emergency system (if installed) is completely
lost because of failure of the hydraulic pump
or shot-up lines, use the hand hydraulic pump
located to the right of the copilot on the floor.
1. Place the hydraulic selector valve in the
"NORMAL" position. Set the star valve of
the emergency system (if installed) in the
"CLOSED" position.
2. When ready to apply brakes, depress the
pedals and have the copilot operate the hand
hydraulic pump. The pump will have no effect
unless the pedals are depressed.
3. No resistance will be felt to the first few
(3 to 10) strokes of the hand pump. The copilot
must remember to keep on pumping because
no braking action is possible until ·r esistance
develops.
Bear in mind that hand pump operation sup-•
plies direct action to the brakes. No pressure is
being stored up in the accumulator. This procedure is unnecessary in later models of the
B-17F equipped with the emergency brake
system.
When you release the brake pedals, ,all pressure will be dissipated through the brake metering valves to the return lines. To re-apply
brakes, the foregoing procedure ( use of brake
pedals, use of hand pump) must be repeated
in its entirety.
EMERGENCY HYDRAULIC ,SYSTEM
INSTALLED ON B-17f ONLY
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o-"'"'' ' \,m
H •
~
( (('
~
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i~-~
.,~~\
..- _.-
.
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I
The emergency hydraulic system consists of
an additional accumulator charged by the electrically driven pump) and 2 manually operated
metering valves located in the roof of the pilot's
compartment.
The system operates the brakes only: the left
hand lever controls the left wheel brake, the
right hand lever controls the right wheel brake.
Pulling the handles downward directs pressure
from the emergency accumulator through the
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auxiliary brake lines. This provides braking
control in the event that the main hydraulic
system has failed.
If it is necessary to service the system, follow
this procedure:
1. Manual shut-off valve to "CLOSED."
2. Selective check valve to "NORMAL."
3. Determine pressure in the emergency accumulator .
D9 not pump the emergency hydraulic
brakes. Pressure in the emergency system is
limited ( approximately 4 applications) and
pumping will result in early loss of emergency
brake control.
If pressure in the emergency system is lost,
use the hand pump ( on the floor to the copilot's right). Make sure that the hydraulic
selector valve is in the "NORMAL" position.
With the valve in this position pressure is bypassed around relief valve directly to brakes.
Selector valve must always be in the "NORMAL" position for emergency operations.
139
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FEATHERING PROPELLERS
Feathering mechanism is incorporated in
propellers for two reasons: (1) to reduce drag
when the airplane must continue flight with
only 3 or 2 engines operating; (2) to eliminate
vibration of a damaged engine that might otherwise weaken the airplane's structure.
To Feather or Not to Feather?
Feathering is an important and valuable procedure-when needed. When you're satisfied
that feathering is indicated, and you're sure you
know what you're doing, don't be afraid to
feather the engine. But don't be too hasty in
hitting that feathering button. Be sure you
know when to feather. Be sure you clearly
understand the advantages to be gained by
feathering. Be sure you feather the proper
engine.
When to Feather
When confronted with engine trouble, and
the question of whether or not to feather the
damaged engine, follow these rules.
1. Be calm, think clearly, move slowly. Your
problem is to decide whether or not to feather;
140
and, if feathering is indicated, to feather the
proper engine.
2. Generally, an engine losing power should
not be feathered so long as it is still producing
power and is not vibrating excessively. If you
are not sure the engine is still operating, engage the turbo. A rise in manifold pressure will
indicate whether the engine is still putting out
some power. In a possible emergency, don't
throw away usable power.
3. If an engine is running rough, try a change
of power setting. Try a change of mixture control position; also check intercooler control
position. These checks will sometimes produce
smoother operation.
4. Be sure that the real trouble lies in the
engine, not in your engine instruments. If oil
pressure drops, for _instance, check your oil
temperature gage: oil temperature will rise if
anything is radically wrong (unless you're out
of oil). If your oil pressure drops to about 30
lb., however, feather the propeller while you
still have oil, and ask questions later.
5. Before deciding that you have a runaway
propeller, set a definite rpm at which you will
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feather (2760 rpm maximum). Unless rpm
reaches that danger point, continue to operate
the engine with reduced manifold pressure,
especially on takeoff.
6. Once you have decided to feather, be sure
that you feather the damaged engine and not
one of your good engines by mistake. In addition to checking manifold pressure, rpm, oil
pressure, and oil temperature, look for the other
signs which indicate the location of the faulty
engine.
7. Tendency to turn will indicate whether
the faulty engine is on the left or right side.
8. Noticeable vibration often will identify
the faulty engine.
If there is no reserve supply, and oil pressure
falls to 30 lb., feather the engine at once. If a
reserve supply is available, watch for a rise in
oil temperature before feathering: this will indicate whether oil pressure is really low.
3. Close throttle.
How to Feather in an Emergency
When you have decided to feather, and you're
sure that you're feathering the proper engine,
your immediate procedure is as follows:
1. Close the propeller feathering switch.
2. Turn turbo supercharger control "OFF."
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4. Move mixture control to "IDLE CUTOFF."
5. Switch fuel shut-off valve "CLOSED,"
booster pump "OFF."
6. After propeller has stopped, turn ignition
switch "OFF."
141
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When these immediate steps have been taken,
continue with this clean-up procedure.
1. Turn generator "OFF."
Emergency Measures
1. Tune the radio compass to nearest stations,
so that you can use the radio compass needle
for making turns and if instruments fail through
loss of vacuum, you can maintain direction by
homing from one station to another.
2. If vacuum is out and you have to fly on
instruments, turn the automatic pilot "ON."
Refer to tell-tale lights to maintain level flight
attitude. Don't tu·r n on rudder, elevator or
aileron switches. This is used only as an additional aid. Otherwise use airspeed, ball, and
compass.
Normally the feathering switch is released
by hydraulic pressure built up in the system
after the propeller has reached the full feathered position. Sometimes viscous oil in the
propeller system builds up this trip-out pressure prematurely, JJreventing full feathering.
If this happens, hold the feathering switch
down until the propeller is fully feathered.
Accidental Unfeathering
2. If landing gear is down, retract it unless
you can land immediately.
3. Have copilot adjust mixture controls on
the other engines, and increase rpm as required.
Increase manifold pressure.
4. Trim the airplane.
5. Change vacuum selector position, if necessary.
It
fl
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"~f- ~,,-~11
ENG \
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ENCi
I
1
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3
ENC 4
6. Close cowl flaps on the dead engine. Adjust cowl flaps on the other 3 engines to maintain cylinder-head temperatures within safe
limit.
7. Transfer fuel from the dead-engine tank,
if needed.
142
In some cases hydromatic propellers have
begun to unfeather almost immediately after
-reaching the full feathered position. This is because the switch failed to cut out automatically
when the feathered position was reached.
Should this condition occur, pull out the
feathering switch button as soon as the propellers begin to unfeather. Leave it out for 2
or 3 seconds, then close the switch again. When
the full feathered position has been reached
(indicated by the cessation of windmilling)
pull the feathering switch button out again.
This will prevent further unfeathering.
Failure of Feathering System
Total loss of engine oil in combat, or line
failure in the engine oil system, will make
feathering impossible (unless auxiliary supply
is available). If normal feathering is impossible, try to make the propeller windmill at the
lowest possible rpm. Since windmilling is proportional to airspeed, it can be reduced to a
minimum py reducing airspeed to 20-30 mph
above stalling speed (i.e., to approximately
120-130 mph IAS).
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1. Place propeller control in "LOW RPM."
2. Place mixture control in "IDLE CUTOFF."
3. Turn ignition switch to "OFF" position.
4. Set throttle to fully closed position.
5. Fuel shut-off switch: "OFF."
Vibration can be reduced or minimized by
flying at the absolute minimum airspeed.
Engine Seizure
Frequently loss of oil for lubrication will
cause the engine to seize and stop suddenly. In
some cases of ·engine seizure the reduction
gear housing will break, allowing the propeller,
propeller shaft, and reduction gearing to fall
off. In other cases, only the reduction gears
will be stripped. This relieves the propeller of
engine drag and permits it to windmill.
Emergency Unfeathering
Never unfeather a propeller of a faulty engine unless it is needed for landing or continued
flight. If the propeller was feathered because
of engine damage, remember that unfeathering
may result in still further damage.
Be especially careful in starting and warming
up a cold engine. Oil drains into the bottom
cylinder of a dead engine, and structural damage may result from re-startipg the engine.
When practicing feathering, don't allow the
propeller to remain in the feathered position
for more than 5 minutes. Under cold weather
conditions, unfeather the propeller at once.
2. Switch fuel shut-off
booster pump "ON."
valve
"OPEN,"
lOCKEO LOW P\'Tc.\\
3. Set propeller control to "LOW RPM."
4. Close feathering control switch, and keep
it closed until tachometer' reads 800 rpm. Then
pull out propeller control switch.
How to Unfeather
1. With throttle closed, turn ignition switch
"ON." (Except in B-17G.)
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5. Place mixture control in "AUTO-RICH"
position.
6. Allow engine to operate at 800 rpm, until
100 ° cylinder-head temperature is obtained.
Then operate throttle gradually until engine
speeds up to minimum rpm, or speed at which
governor is set.
7. Adjust mixture, rpm and throttle to desired settings, and synchronize propellers.
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Practice Feathering
Practice feathering and unfeathering at an
altitude 5000 to 10,000 feet above the terrain.
The procedure for practice feathering:
1. Shut off generator. Turn off fuel shut-off
valve and booster pump.
2. Close the throttle.
3. Close supercharger.
4. Mixture control to "IDLE CUT-OFF."
5. Close propeller feathering switch.
6. Turn ignition switch "OFF" after propeller stops turning.
7. Complete clean-up procedure.
ONE-ENGINE FAILURE ON TAKEOFF
The failure of one engine ·on takeoff will not
present much difficulty if intelligent action and
proper technique are applied immediately.
If the failure occurs just after takeoff, use
what power is left in the engine to attain critical 3-engine speed. Think calmly, act positively
to determine the faulty engine, and then feather. Be sure it is the correct engine.
At the same• time, get the airplane under
complete control. Depending upon load, load
distribution, and power the remaining engines
are producing, critical 3-engine speed is 110120 mph.
Maintain directional control by opposite rudder and aileron to bring the dead wing up.
Bring airplane to a shallow climbing attitude
and allow airspeed to increase. At same time,
call for wheels up. Do not bother with trim
now; that can be taken care of later. The airplane will climb on 3 engines if proper flying
technique is followed.
144
1. Retract landing gear as soon as you are
airborne.
2. Attain critical speed by lowering the nose.
3. Use rudder and minimum aileron to bring
dead wing slightly above horizontal.
4. Determine which is the faulty engine. Decide whether to use it or feather it.
5. Complete 3-engine takeoff procedure.
Maintain proper engine operating conditions
by use of cowl flaps and correct power settings.
6. After recovery and climb, use only as much
power as you actually need. Overboosting the
good engines may put them within the detonation range and lead to early engine failure.
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2-ENGINE FAILURE ON TAKEOFF
Failure of 2 engines on takeoff requires the
pilot's and copilot's closest cooperation, but recovery can be successfully acc9mplished with
the proper technique.
If the engine failure occurs during the takeoff run and enough runway remains, close
throttles and bring the airplane to a stop.
Remember there are certain limitations below which the airplane will not fly.
1. There is the critical speed of 115 to 125
mph below which the airplane will not sustain
flight. This speed is governed by load, distribution of load and how· much power the good engines will deliver.
2. The airplane will not accelerate on 2 engines at or below the critical speed regardless
of how much additional power is applied.
Recovery can only be effected after critical
speed has been reached by nosing the plane
down sharply, applying full power and raising
the wheels if it has not already been done,
picking up airspe.ed and raising dead wing to
establish directional control as soon as possible.
If plane will not hold a constant airspeed above
critical airspeed, it indicates that the plane will
not climb with the load on board.
It is difficult for a pilot to bring himself to
nose down an airplane with only 200-300 feet
of altitude available, but you must realize that
this is the only possible way to save the airplane.
It is imperative to have all movable loads as
near CG as possible.
2. Apply full power on the good engines.
Pil~t opens throttles; copilot places propellers
in full high rpm, landing gear switch "UP."
3. Do not feather the faulty engines unless
you are absolutely sure they will deliver no
power and are only creating more drag. Be sure
you know which engines are faulty and feather
the right ones.
4. Do not bother with trim until recovery is
fully accomplished.
5. Do not try to climb before recovery is
fully accomplished. Even though you have recovered successfully, you still stand a chance
of losing the airplane unless you attain your
critical airspeed before beginning the climb.
6. Use a minimum of aileron. Use no aileron
at all until critical speed has been attained,
unless absolutely imperative. Remember ailerons set up a flap action. The cleaner the wings,
the more rapid the recovery. Generally rudder alone will e:ffect the desired correction.
7. Keep a close watch on pressures and temperatures of the good engines, and adjust temperatures with cowl flaps.
Recovery
1. Apply rudder, aileron and forward stick
until dead wing is well above the horizon, and
the nose slightly below the horizon.
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Keep in mind that stall plus yaw invariably
equals spin. With 2 engines out on one side
the airplane will always tend to yaw. Therefore, avoid low speeds.
Maintai~ speed by holding a safe attitude.
Next in importance is your altitude. If necessary, sacrifice altitude for safe airspeed and
attitude.
145
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GO-AROUND WITH ONE ENGINE OUT
While making an emergency 3-engine landing, there may be an occasion when you will be
forced to go around.
Follow this procedure:
1. The pilot calls: "Check high rpm." -The
copilot checks high rpm, and stands by to raise
flaps.
2. The pilot opens throttles on the 3 good engines simultaneously, maintaining directional
control with rudder, and keeping the dead engine wing slightly above the horizon.
3. Pilot calls: "Flaps up"; copilot places flap
switch in "UP" position. Pilot calls: "Wheels
up," when sure that contact will not be made
with runway.
4. Do not reduce power until safe airspeed
and altitude are attained.
There will be a settling effect caused by loss
of lift as the flaps go from 1/2 down to the full
up position. Apply slight back pressure on
wheel to increase angle of attack and thus compensate for this loss of lift.
2-ENGINE LANDING
A 2-engine landing will require a technique
considerably different from that used for a
normal landing.
Make a recovery as outlined under "2-Engine
Failure on Takeoff" (p. 145). Then be sure
that: (1) recovery is fully accomplished, (2)
airspeed is safely above critical speed, (3) the
airplane is well under control, and ( 4) you will
not put yourself in a situation where a goaround is necessary .
•
Raise flaps immediately upon application of
power. Do not wait until a safe airspeed is
reache~. You will not reach a safe airspeed
with flaps down and only 3 engines operating.
Do not try to .get directional control by differentiating throttles. Open throttles on good engines fully.
WHEELS DOWN
...... -,,,,,,,,,,,,,_,,,..,,, _ _
~
~
. ,. -
-
SHALLOW
TURN
~
AIRSPEED OVER 130 MPH
LOWER HALF FLAPS
SAVE THE OTHER HALF UNTIL LANDING
IS IN THE BAG
CLOSE THROTTLES COMPLETELY BEFORE LANDING
146
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Approach and landing
1. Plan your approach so that a shallow turn
toward the runway can be started as soon as
possible.
2. Set manifold pressure and rpm as required
to sustain safe flight.
3. Put down landing gear on base leg if the
base leg is close to the field; otherwise wait
until you are close enough.
4. Approach the runway at a constant rate
of descent with airspeed above 130 mph.
5. Lower ½ flaps when it is apparent runway will be reached, and at the same time reduce airspeed between 120-125 mph.
6. When you are sure that you will not
undershoot the runway, lower the remainder
of flaps, further reduce airspeed to not less
than 115 mph. Close throttles completely before landing.
7. Do not attempt a low dragging approach.
Neither direction nor altitude can be maintained with full flaps and wheels down when
operating on 2 engines on one side, even with
full power.
8. Do not put flaps down until a landing is
in the bag. Remember that dragging up to the
field or going around is virtually impossible
with wheels and flaps down and only 2 engines
operating.
SINGLE-ENGINE OPEIATION
Never take it for granted that the B-17 will
fly on one engine at any altitude or at any
power setting.
If the external condition of the airplane is
clean and the operating engine is in good condition, flight may be made for a limited distance. However, the power required is more
than one engine can continue to develop indefinitely. Therefore, the crew must be prepared to make a landing when the single operating engine fails.
If you attempt single-engine operation, don't
use flaps until the time of landing. Jettison all
possible equipment and close all hatches and
windows. Feather the 3 dead propellers and
close the cowl flaps on the 3 dead engines. Airspeed should be approximately 120 mph, not
lower. Have crew members take stations in the
cockpit and radio room in order to obtain a
normal center of gravity of 28 %-30 % MAC.
The power required to maintain level flight
at 5000 feet for a 40,000-lb. gross weight airplane at 120 mph IAS is slightly less than 1000
thrust Hp. At lower speeds the power required
for this gross weight is still lower. One engine
may just be able to develop this required
power at 5000 feet or lower at a power setting
exceeding military power. If all loose guns and
equipment are thrown overboard and the fuel
is low, the gross weight may be reduced to
approximately 40,000 lb.
The practical value of the above procedure
is to enable you to prolong your glide and
maintain more control of the airplane. Thus,
you may be able to reach a field for a landing
that might be impossible otherwise.
Remember that with engines feathered there
is less drag than with engines idling.
WITH 3 ENGINES FEATHERED YOU
WILL,,, FLOAT .FARTHER IN YOUR FLARE-OUT FOR
LANDING THAN IS USUALLY EXPECTED.
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147
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HOW TO BAIL OUT OF THE B-17
When an emergency develops and it becomes
necessary to abandon the airplane in flight,
there is no time for confusion or second guessing. Procedure of the entire crew in bailing
out of the airplane must be almost automatic.
Each crew member must know (1) his duties,
(2) through what hatch he is supposed to exit,
and (3) how to bail out, open his parachute,
and land. (See PIF 8-4-1.)
As airplane commander, your first responsibility is to be sure that your crew is thoroughly trained, by regular ground drill, in the
proper procedure for bailing out of the B-17.
Before taking off on any flight make absolutely sure that:
1. An assigned parachute, properly fitted to
the individual, is aboard the airplane for each
person making the flight.
2. The assigned parachute is convenient to
the normal position in the airplane occupied
by the person to whom it is assigned.
3. Each person aboard (particularly if he is
a passenger or a new crew member who has not
taken part in your regular ground drill) is
familiar with bailout signals, bailout procedure,
and use of the parachute.
DUTIES OF THE CREW
Bombardier's Duties
The Airplane Commander
1. Notify crew to stand by to abandon ship.
The bell signal consists of three short rings on
alarm bell. At first alarm all crew members put
on parachutes.
2. Notify crew to abandon ship. Bell signal
consists of one long ring on alarm bell.
3. Check abandoning of airplane by crew
members in nose.
4. Clear bomb bay of tanks and bombs, using
emergency release handle.
5. Turn on autopilot.
6. Reduce airspeed if possible. Hold ship
level.
Copilot's Duties
1. Assist navigator.
2. ?tand by emergency exit in nose of air-
plane.
Engineer's Duties
1. Assist pilot as directed.
2. Notify pilot when crew in nose has abandoned the airplane.
3. Stand by to leave via bomb bay immediately after crew in nose has abandoned airplane.
•Radio Operator's Duties
1. Find exact position from navigator.
2. Send distress call.
3. Stand by to leave via bomb bay.
1. Assist airplane commander as directed.
Ball Turret Gunner's Duties
Navigator's Duties
1. Determine position, if time permits.
2. Direct radio operator to send distress message, giving all pertinent information.
3. Stand by emergency exit in nose of airplane.
148
1. Stand by to leave via main entrance door,
or most practical rear exit as occasion demands.
Tail Gunner's Duties
1. Stand by to leave via tail gunner's emergency exit.
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�,a
m
.....
"'
,a
n
.....
m
0
BAIL OUT
CREW ORDER
AND EXITS
-··-- 0
0
RIGHT WAIST GUNNER
LEFT WAIST GUNNER
RADIO OPERATOR
UPPER TURRET GUNNER
BOMBARDIER
NAVIGATOR
,a
m
"'
.....
,a
n
.....
m
0
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ILOUT ROCE
NYENTIO AL
URE WHEN
EA IN
EAT OR BACK•TYPE
Pilot-Exits fourth out forward end of bomb
bay. (Alternate exit, out front entrance door.)
Is last to leave plane.
Copilot-Exits second through forward end
of bomb bay.
Bombardier-Exits second through front entrance door.
Navigator-Exits first out of front entrance.
Upper Turret Gunner-Exits first out forward end of bomb bay.
THE
RACHUTE
Radio Operator-Exits third through after
end of bomb bay.
Right Waist Gunner-Exits second through
main entrance door.
Left Waist Gunner-Exits first out main entrance door.
Ball Turret Gunner-Exits third out of main
entrance door.
Tail Gunner-Exits through small emergency
door in tail.
AILOUT PROC D
E WHEN WEA I G
TT CH
UICK
L CHUTE HARNESS
When the order is given over the intercom to "Abandon airplane," each crew member will remove the individual seat-type dinghy
and breast-type parachute from their respective
positions near his station, snap them onto his
QAC harness, and exit through the hatch ~pecified. The following instructions, used with the
diagram, show the positions of the dinghie~
and the parachutes, the correct exit hatch, and
the order of bailing out. Where several crew
members bail out of the same hatch, each
should check the others to make sure that all
are wearing a full complement of equipment,
securely fastened. Whenever possible, jump
from the after end of the hatch. Remember, a
life vest should be worn under the QAC harness on all over-water flights. Th_e lanyard on
the dinghy should be snapped onto the D-ring
on the life vest.
Periodic ground drills will familiarize your
crew members with the operation of the QAC
harness and the order of bailout.
Pilot-Parachute mounted on floor, directly
behind pilot's seat in pilot's cabin. Dinghy worn
in seat position. Pilot is fourth to exit through
forward end of bomb bay. (Alternate exit, out
front entrance door.) Last to leave plane.
150
Copilot-Parachute mounted on floor directly
behind copilot's seat in pilot's compartment.
Dinghy worn in seat position. Exits second
through forward end of bomb bay. (Alternate
exit, through front entrance door.)
Bombardier-Parachute mounted in navigator's compartment. on starboard wall directly
opposite navigator about halfway up on wall.
Dinghy mounted in navigator's compartment
near floor on starboard side, half the distance
forward from bulkhead. Exits second through
front entrance door.
Navigator-Parachute mounted on bulkhead
armor plating directly above door, on inner
side of navigator's compartment. Dinghy mounted alongside and to rear of bombardier's dinghy. Exits first through front entrance door.
Upper Turret Gunner-Parachute mounted
on floor just forward of bomb bay bulkhead on
port 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.
Radio Operator-Parachute mounted on starboard wall just forward of rear bulkhead of
radio compartment, three-quarters of the way
up side of wall. Dinghy mounted directly beREST RIC TED
�RESTRICTED
neath parachute. Exits third through after end
of bomb bay.
Right Waist Gunner-Parachute mounted on
starboard wall just forward of rear door and
even with top of door. Dinghy mounted directly beneath parachute. Exits second through
main entrance door.
Left Waist GUllller-Parachute mounted on
wall immediately aft and on same level as left
waist window on port side. Dinghy mounted
directly beneath parachute. Exits first through
main entrance door.
Ball Turret Gunner-Parachute mounted on
aft starboard side of rear bulkhead of radio
compartment, about even with top of door.
Dinghy mounted directly beneath parachute.
Exits' third through main entrance.
rear gunner's escape hatch. Dinghy mounted
directly beneath parachute. Exits through small
emergency door in tail.
Wherever possible, jump from the after end
of the hatch. Where several crew members
bail out of the same exit, each should inspect
the others to make sure that all are wearing
a full complement of equipment, securely fastened.
Any other crew member, waist gunners and
passengers will leave via main entrance door
or most practical rear exits, as occasion demands.
Practice Bailout Procedure
Tail Gunner-Parachute mounted on starboard wall immediately aft and slightly above
After explanation of procedure, have the
crew go to the airplane and practice abandoning airplane on the ground. Too much emphasis
cannot be placed on the proper procedure, and
on every man knowing his exit.
Emergency Release: Navigator's Hatch
Emergency Release: Waist Door
BU IL
N
CONFIDENCE
CL A
OL
Emergency Release: Tail Gunner's Hatch
RESTRICTED
KNOWLEDGE
ING
EGULAR
AILOUT DRILL
151
�RESTRICTED
HOW TO DITCH THE B-17
Ditching drill is the responsibility of the
pilot. Duties should be studied, altered if necessary to agree with any modifications, memorized, and practiced unti,1 each member of the
crew performs them instinctively.
The pilot's warning to prepare for ditching
should be acknowledged by the crew in the
order given here-copilot, navigator, bombardier, flight engineer, radio operator, ball turret gunner, right waist gunner, left waist
gunner, and tail gunner, i.e., "Copilot ditching," "Navigator ditching," etc.
Upon acknowledgment, crew members remove parachutes, loosen shirt collars and remove ties and oxygen masks unless above
12,000 feet. When preparations for ditching are
begun above 12,000 feet, 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.
152
Releases on life rafts should not ·b e pulled
until the plane comes to rest.
Beware of puncturing rafts on wing and
horizontal surfaces after launching. The dinghies should be tied together as soon as possible.
Injured men should get first consideration
when leaving the airplane.
Life vests should not be inflated inside the
plane unless the crew member is certain that
the escape hatch through which he will exit
is large enough to accommodate him with the
vest inflated.
When personnel are in dinghy, stock of rations and equipment should be taken by the
airplane commander ( or copilot). Strict rationing must be maintained. Flares should be used
sparingly and only if there is a reasonable
chance that they will be seen by ships or aircraft. Don't forget the Very pistol.
Lash the life rafts together.
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Landing crosswind is recommended unless
the wind exceeds about 30 mph, in which case
!and into the wind. In executing the crosswind
landing, the pilot will line up with the lines of
the crests, at any convenient altitude, adjust
flaps, power settings, trim, and make the approach with a minimum rate of descent, with
a minimum forward speed. Land on a cre~t
parallel to the line of crests or troughs. Crabbing will be necessary to remain over the crest
while making the approach.
DUTIES OF TH,E CREVII
Airplane Commander
(1) Give "Prepare for ditching" warning
over interphone; give altitude; sound ditching
bell signal of six short rings.
(2) Fasten safety harness.
(3) Open and close window to insure free. dom of movement. Place ax handy for use in
case of possible jamming.
( 4) Order radio operator to ditching post.
( 5) Order tail gunner to lower the tailwheel
by cranking about 10 turns.
(6) 20 seconds before impact, order the crew
to "brace for ditching." Give long ring on signal bell.
(7) Release safety harness and parachute
straps. Exit through side window when airplane comes to rest. Inflate life vest.
(8) Proceed to left dinghy, cut tie ropes.
Take command.
stroys secret papers. Gathers maps and celestial
equipment. Gives wind and direction to the
pilot.
(2) Proceeds to radio compartment. Closes
radio compartment door.
(3) Attaches rope on emergency radio equipment and signal set (if radio is stored in radio
compartment).
(4) Assumes ditching position.
(5) Hands the following items in the order
given to the bombardier, who is already out:
signal set and emergency radio, ration kits,
navigation kits, parachutes.
(6) Exits through radio hatch and goes to
·1eft dinghy.
Bombardier
(1) Jettisons bombs, closes bomb bay doors,
destroys bombsight, goes to radio compartment,
closing compartment door. Takes first-aid kits
to radio compartment.
•(2) Takes position, partially inflates life vest
by pulling cord on one side.
(3) Directs and assists exit of men through
radio hatch. Stands above and forward of hatch
and receives equipment from navigator and
hands it to crew members as follows: signal set
and radio to radio operator; ration kit No. 1 to
tail gunner; ration kit No. 2 to right waist
gunner; navigation kit to ball turret gunner;
pigeon crate to left waist gunner. Assists flight
engineer in making exit.
( 4) Goes to right dinghy.
Copilot
(1) Assists pilot to fasten safety harness.
(2) Fastens own safety harness, opens and
closes right window to insure freedom of movement.
(3) Releases safety harness, parachut"e
straps, exits through right window when plane
comes to rest. Inflates life vest.
( 4) Proceeds to right dinghy, cuts ropes.
Takes command.
Navigator
(1) Calculates position, course, speed, giving this information to the radio operator. DeREST RIC TED
Flight Engineer
(1) Jettisons ammunition and loose equipment, t.urns top turret guns to depressed position pointing forward.
(2) Goes to radio compartment. Lowers the
radio hatch and moves it to the rear of the
plane, jettisons loose equipment in radio compartment, and slides back top gun.
(3) Stands with back to aft door of radio
compartment and assists other members out by
boosting them.
( 4) Last man to leave radio compartment,
with bombardier's help. Goes to left dinghy.
153
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Radio Operator
(1) Switches on liaison transmitter (tuned
to MFDF) sends SOS, position and call sign
continuously, turns IFF to distress, remains on
intercom, transmits all information given by
navigator.
(2) Obtains MFDF fix, continues SOS, remains on intercom.
(3) On pilot's order clamps key, takes ditching position, inflating life vest partially, remains on intercom, repeating pilot's "Brace for
ditching" to crew.
( 4) Receives signal kit and emergency radio
from bombardier.
(5) Assists with dinghy inflation and inspects
for leaks.
(6) Goes to right dinghy.
Ball Turret Gunner
(1) Turns turret guns aft, closes turret tightly, goes to radio compartment with first-aid
kits and ration kits.
( 2) Pulls both dinghy releases as aircraft
comes to rest.
(3) Goes to left dinghy.
Right Waist Gunner
(1) Jettisons his gun, ammunition, all loose
equipment.
(2) Closes right waist window tightly, goes
to radio compartment, collecting emergency
radio and signal box in fuselage (if radio is
stored elsewhere than in radio compartment).
(3) Takes position, partially inflates vest.
( 4) Assists in inflating right dinghy, inspects
for leaks, applying stoppers if necessary.
Left Waist Gunner
(1) Jettisons his gun, ammunition, loose
equipment, closes left waist window, goes to
radio compartment.
(2) Partially inflates vest.
(3) Receives pigeon crate from bombardier.
( 4) Goes to right dinghy.
Tail Gunner
(1) Jettisons ammunition; goes forward,
cranks down tailwheel about 10 turns; collects
154
emergency ration pack (stowed in fuselage); is
last to enter radio compartment.
(2) Takes position, partially inflates life vest.
(3) Carrying ration pack, goes to left dinghy,
assists with dinghy inflation, inspects for leaks.
CREW POSITIONS
FOR DITCHING
The positions illustrated should best enable
crew members to withstand the impact of crash
landings on either land or water. On water 2
impacts will be felt, the first a mild jolt when
the tail strikes, the second a [ evere 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.
1. Jettison bombs, ammunition, guns and all
loose equipment and secure that equipment
which might cause injury. Close bomb bay
doors and lower hatches. If there is not enough
time to release bombs or depth charges place
them on "SAFE." Retain enough fuel to make
a power landing.
2. Navigator calculates position, course, and
speed and passes data to radio operator. Latter
tunes liaison transmitter to MFDF and sends
SOS, position and call sign continuously. Radio
operator also turns IFF to distress and remains
on intercom; clamps down key on order to take
ditching post.
3. These tips will help you determine wind
direction and speed: (a) waves in open sea
move downwind; (b) direction of spray indicates wind direction; ( c) wind lanes-a series
of lines or alternate strips of light and shadealso show direction; ( 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 executed in winds not over 10 mph.
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----
JETTISON LOAD •.••
I
SOS •.• AND ASSUME POSITIONS
BRACE
A FEW WHITE CRESTS .................. 10 to 20 mph
MANY WHITE CRESTS .................. 20 to 30 mph
FOAM STREAKS ON WATER ............ 30 to 40 mph
SPRAY FROM CRESTS .................. 40 to 50 mph
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155
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CRASH LANDINGS
No procedure can be established which will
fit all cases. The following is a summary of the
steps which should be taken if time permits.
The airplane commander will exercise his
authority to alter this procedure wherever
necessary.
Airplane Commander Will
(1) Notify crew by interphone or oral communication between crew members that crash
landing will be made.
(2) Notify bombardier to release bombs or
bomb bay tanks. (If possible, drop them in
uninhabited or enemy territory.) Then close
the bomb bay doors.
(3) Make a normal slow landing, with flaps
down and landing gear up.
The Copilot Will
(1) Turn master switch and battery switches
"OFF" after operation of necessary electrical
equipment such as flaps, radio, gear, landing
lights, etc., when it is certain that there will be
no further need for the operating engines.
(2) Assist airplane commander as directed.
The Bombardier Will
(1) Check with airplane commander to determine if auxiliary gas and/or bombs are to
be dropped.
156
(2) Release bombs or tanks. Close bomb bay
doors.
(3) Proceed to radio compartment.
The Engineer Will
(1) See that each enlisted man in the radio
compartment is properly braced for impact.
(2) See that doors from radio compartment
of airplane into bomb bay, and from bomb bay
into control cabin are locked open.
(3) See that all emergency exits are opened,
but not freed from airplane. A door that is cast
free may damage the control surfaces.
The Navigator Will
(1) Determine position if time permits.
(2) Proceed to rear compartment.
(3) Direct radio operator to send distress
message, giving all pertinent information.
Abandoning Airplane Following Crash
·
Landing on Land
(1) All preparation for abandoning ship
has been made during the approach. After
landing, little can be done except to get out
as quickly as possible.
(2) Crew members will take fire extinguishers, if available, with them when leaving the
airplane. This may enable them to put out a
small fire and rescue personnel trapped in the
airplane.
(3) Dispose of all classified material in accordance with Army Regulation 380-5.
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EQUIPMENT
The fuel system of the B-l 7F consists of 4
independent fuei supplies of approximately
equal capacities, each feeding one engine. There
are 3 tanks in each wing, with provisions for
2 additional groups of outer wing feeder tanks.
These outer wing feeder tanks (Tokyo tanks)
are composed of 9 individual, collapsible selfsealing cells per wing. The fuel supply can also
be increased by auxiliary installations of releasable fuel tanks in the bomb bay.
The fuel in any tank is available to any engine supply tank in the airplane through a fuel
transfer system consisting of 2 selector valves
and an electrical trans£er pump.
There is also a hand trans£er pump in the
bomb bay as an emergency transfer medium.
Fuel booster punips in the outlets of the 4 major
wing tanks eliminate vapor lock between the
tank and the engine fuel pump. They also provide fuel to the· carburetor when the engine
pump fails. An electrically controlled fuel
shut-off valve is installed in the line beyond the
fuel booster pump to prevent fuel flow through
a severed fuel line.
FUEL CAPACITY
FUEL TANKS
U.S. GALLONS EACH
TOTAL U.S. GALLONS
No. 1 and No. 4 engines. . . . . . . . . . . . . . . . . . . . . . . 425. . . . . . . . . . . . . . . . 850
No. 2 and No. 3 engines . ...... : ............. ·. . 213. . . . . . . . . . . . . . . . 426
Feeders (2) ......•..•..•......... ; . . . • • . • • . . . • 212. • • . . • . . . . . . . . . • 424
Outboard Wing 1-5 (Total). . . . . • . • . . • . • • . . . . . • • 270.. . . . • . • • . . • . . • • 540
Inboard Wing 6-9 (Total). . . . . . • . . • . . • . • • . . • . . • • 270. . . . . . . . • . . • . . • . 540
Total Fuel (Overload) ......•..•..•..•..•.••........•..•..•....... 2780
Bomb Bay Extras (2) . . . . . . . . . • . . . . . • . . • . . • . . . . 410. . • . . . . . . . . . . . . • 820
Total Fuel (Special) ................................................ 3600
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157
�( II
co
,ri,
''''
:,ii,
m
U'I
FUEL SHUT OFF VALVE
i
I
2
3
CLOSED
-I
:,ii,
n
-I
4
ON
FUEL BOOST PUMP
I
2
3
m
Cl
ENGINE PRIMER
PRESSURE LINES
4
ELECTRICAL
LINES
FUEL VAPOR
REMOVAL LINES
OFF
ON CO-PILOT'S
RIGHT SIDE WALL
ON CENTRAL
CONTROL PANEL
ENGINE
l
CARBURETOR
ENGINE
FUEL PUMP
FUEL PRESSURE
TRANSMITTER
PRESSURE
BALANCE LINE
FUEL SHUT- OFF
VALVE
---------H------+--
OUTBOARD TANKS 1-5
INBOARD TANKS 6-9
[ "TOKIO" TANKS]
:,ii,
m
U'I
BOOSTER PUMP
LON UNDER SIDE
OF TANK]
TANK FILLER NECK
SHUT-OFF VALVE
EMERGENCY
HAND PUMP
[ON STA. 5
BULKHEAD,
REAR OF
BOMB BAY]
ENGINE
No. 3
TANK
-I
:,ii,
n
ENGINE No. l TANK
FEEDER TANK
-I
m
Cl
l>
TANK VENT ON UNDER
SIDE OF WING
FUEL TRANSFER
SELECTOR V Al VE
BOMB BAY
AUXILIARY
FUEL TANK
FUEL TRANSFER
LINES
DRAIN
LINE
TANK DRAIN VALVE
ENGINE No. 4 TANK
FEEDER TANK
8-17F
FUEL SYSTEM
(SCHEMATIC)
�RESTRICTED
Booster Pump
The booster pumps (at the outlet on the underside of each of the 4 main tanks) serve to:
(1) assure fuel to the engine fuel pump on takeoff and landing, and when flying at less than
1000 feet or more than 10,000 feet above the
ground; (2) prevent vapor lock in the fuel
lines; (3) provide fuel to the carburetors when
starting engines. No. 3 booster pump also supplies pressure to the primer pump at engine
starting.
They are electrically operated and controlled
by toggle switches on the central control stand.
At high altitudes, bubbles form in the gasoline.
As the gasoline is drawn through the funnel,
the centrifugal action of the propeller throws
these bubbles out through the sides of the
screen, back into the tank. Only the liquid gasoline enters the pump and is sent to the fuel
system.
Turn booster pumps on below 1000 feet; turn
them on above 10,000 feet as a safeguard
against vaporization.
Fuel Shut~off Valves
Shut-off valves provide an emergency means
of shutting off fuel flow in case the fuel lines are
severed. Valves for tanks No. 1 and No. 4 are
forward of the tanks between the oil coolers.
Valves for tanks No. 2 and No. 3 are between
the tanks and the rec:lr spar. Each valve is
spring-loaded to stay open and is closed by
means of a solenoid controlled by an individual
toggle switch in the cockpit.
pressure to lift the pressure-regulating valve
from its seat. This permits the excess fuel to
escape to the inlet side of the pump.
Fuel used in starting is pumped by the
booster pumps through the engine-driven fuel
pump. The fuel enters the inlet port ( the engine
driven fuel pump is now idle) and forces the
bypass valve open, which permits the starting
fuel to flow through the engine-driven pump to
the carburetor.
Engine Primer
Provides a means of priming the engines for
starting. It is on the floor to the right of the copilot. Fuel is drawn into the primer from the
nacelle No. 3 fuel strainer and is forced into the
top 5 cylinders of the engine selected. Several
strokes are usually necessary to draw the initial flow of fuel into the primer.
(See starting procedure, p. 57, for operating
information.)
Fuel booster pump for No. 3 engine must be
turned "ON" to operate the primer. Do not
leave plunger of engine primer in the up position as this allows fuel to pass directly through
the primer to the engine selected.
FUEL SHUT-OFF VALVE
., dti £
I
,
1
~
2
3
CLOSED
•
Engine-Driven Fuel Pump
The fuel pump forces sufficient fuel to the
engines for operation at altitudes up to 10,000
feet. Above 10,000 feet, the fuel pump must be
assisted by the fuel booster pump located on
the right-hand engine accessory pad.
Fuel is drawn into the pump by the paddlewheel action of the vanes within the liner. Fuel
caught between the vanes at the inlet port is
forced between the inner wall of the liner and
the rotor and is carried to the outlet port.
When the pumped fuel is in excess of the carburetor's demand, the excess fuel has sufficient
RESTRICTED
ON
FUEL BOOS.T PUMP
I
2,
3
4
,
.
''''
OFF
.
159
�RESTRICTED
Two selector valves direct fuel from any tank
on one side of the airplane to any tank on the
opposite side, exclusive of the inboard feeder
tanks and the Tokyo tanks. To dir~ct fuel from
one tank to another on the same side of the airplane center line, the valves must first be set
to transfer the fuel to a tank on the opposite
side and then transfer it back across the center
line to the desired tank.
The 2 selector valves are on the aft side of
bulkhead in the rear of the pilot's compartment, one on the right and one on the left side
of the door. The control handles are on the forward side of the bulkhead. When the shaft is
turned, the cam also turns, and presses down
one of the 3 plungers which open the desired
valve. The fuel always enters the selector valve
at one port and will exit from only one of the
other 3 ports at one time.
An electric switch, installed as a safety feature on the handle of each of the 2 selector
DESIRED
valves, closes the circuit to the pump motor
whenever any valve port is opened. This eliminates any possible damage to the motor or
selector · valve in case all of the ports in one
valve are closed.
·
1. Check the fuel transfer for proper operation at each preflight inspection.
2. Transfer fuel from the bomb bay tanks to
the wing tanks as soon as possible after takeoff
to check transfer system for operation. If you
know that the transfer system is in operating
condition, there is no need to hurry the transfer
of fuel from bomb bay to wing tanks. Fuel in
the bomb bay tank is disposable load-the most
desirable kind of load to have if and when an
emergency arises.
Fuel Transfer Pump
The fuel pump is used in conjunction with
the transfer valves to transfer fuel from the
OPERATION OF CONTROLS
TRANSFER
FLOW PATTERN
t
All!PLA"EI
-.i
~J
i( ;).
LEFT HANO TO RIGHT HANO TANK
EXAMPLE;
FROM LEFT HANO IOMI BAY
TO ENGINE NO. 4 TANK
O.F
_IOMI
l
LEFT HAND TO LEFT HAND TANK
(TWO TRANSFERS REQUIRED)
Ill
EXAMPLE,
FROM LEFT HANO IOMI IAY
TO ENGINE NO. I TANK IY
WAY OF RIGHT HANO IOMI IAY
TANK
.
RIGHT HANO TO LEFT HANO TANK
EXAMPLE,
FROM RIGHT HANO IOMI IAY
TO ENGINE NO, 2 TANK
RIGHT HANO TO RIGHT HANO TANK
(TWO TRANSFERS REQUIRED)
EXAMPLE:
FROM ENGINE NO, J TO
ENGINE NO, 4 TANK IY WAY
OF ENGINE NO. I TANK
...
..
Ill
160
RESTRICTED
�RESTRICTED
auxiliary tanks to the main wing tanks, or from
one wing tank to another. It is in the forward
end of the bomb bay under the step on the catwalk between the fuel transfer selector valves.
Hand Transfer Pump
A hand transfer pump on the rear bulkhead
of the bomb bay provides a means of transferring fuel in case the electric-driven fuel transfer pump fails, or trans£erring fuel from drums
to airplane tanks. The pump handle is turned
in a clockwise direction. For transferring fuel
in flight, disconnect the hose from the fuel
transfer pump connection at fuel transfer selector valve. Connect the suction line of the hand
pump to the selector valve on the side of the
airplane from which the fuel is to be removed.
Connect the pressure line of the hand pump to
the selector valve on the side of the airplane
to which the fuel is to be trans£ erred.
Operation
Oil flows from the tank by ·gravity and by
suction from the engine-driven oil pump, which
forces the oil under pressure to the various
moving parts of the engine. The oil then drops
down to the sump, where it is picked up by the
engine-driven scavenging pump and forced
through the oil cooler. The oil then returns to
the tank.
The oil lines to the supercharger regulators
are tapped off the engine accessory cases on the
pressure side of the pump. This oil circulates
under pressure to the regulator and then returns to the engine, where it· drains into the
sump.
The propeller feathering oil line is tapped off
the main oil line from the tank to the engine.
The propeller feathering pump draws the oil
from this line and forces it under pressure to
the propeller feathering valve in the propeller
dome.
All the oil lines are lagged (insulated) in order to prevent oil cooling and congealing at
high altitude.
The oil system of the B-17F airplane has several functions: (1) it provides lubrication for
wearing surfaces of the engine; (2) it aids as a
coolant in transferring heat away from the engine; (3) it supplies hydraulic pressure to operate the supercharger regulation; ( 4) it supplies
hydraulic pressure to operate the propeller
pitch and propeller feathering mechanism.
Each engine has its own independent oil system. The self-sealing oil tanks are in the
nacelles. The oil cooler and oil temperature
regulators are in the- leading edge of the wings.
The hydraulic supercharger regulators are in
the nacelles for the outboard engines and just
aft of the superchargers for the inboard engines. The propeller feathering motors and
pumps are on the forward side of each nacelle
firewall.
An oil dilution fuel line is tapped into the
main oil line from the tank at the Y cock drain
-valve.
Oil Cooler
To cool engine oil returning from the crank
case to the supply tank, there is an oil cooler
for each engj.ri.e. It consists of the core and
muff and the oil temperature regulator.
The core passes the oil through a large cooling area; the muff is a bypass of the core in
case thft, core becomes congealed.
The oil temperature regulator controls the
amount of cooling air that passes through the
core and is operated by the temperature and
pressure of the engine oil.
Operation of the oil cooler shutters is fully
automatic; therefore there are no oil cooler controls in the cockpit.
OIL SYSTEM DIAGRAM ON NEXT PAGE •
RESTRICTED
161
�RESTRICTED
SUPERCHARGER
REGULATOR
ALLER
ECK
TEMPERATURE
TAKE-OFF WELL
· RETURN LINE
TO TANK
OIL DILUTION
LINE-FROM
OIL DILUTION
SOLENOID
PRESSURE LINE
TO PROP.
FEATHERING
MECHANISM
ENGINE
OIL PRESSURE
IN LINE TO
SUPERCHARGER
REGULATOR
OIL LINE
IN TO
ENGINE
Ill
RETURN LINE FROM
SUPERCHARGER
REGULATOR
OIL SYSTEM
(B-17F)
RETURN
OIL LINE FROM
ENGINE TO
OIL COOLER
N0.2 ENGINE
Each engine is equipped with a self-sealing oil tank
having a capacity of 37 gallons plus approximately
10 per cent expansion space.
The total of 148 gallons for all four tanks is required for maximum fuel load with wing tanks and
bomb bay tanks full.
Fill oil tanks with Specification No. AN VV-0-446,
grade 1120 for normal operations, .grade 11 00A for
cold weather.
162
RESTRICTED
�RESTRICTED
(B-17F)
,-----------7
VENT
I
I
---~1
I
:
(f=-~u-::--·1¥""'
■-
•~I
/LIEF
VALVE ■
-
1'
! tit
~
■
J
■
~ ACCUMULATOR\. ■_, I
I
~ - - - -~- - - · - - - - - - - ,L --~...,__ _ _ _JI
J•--'
..____..,....________________-!,
1111
,--•-·-·-·-·-·-·
-·-
r-·-•-•.-e-7
\
➔
TEST CONNECTION
HYDRAULIC PANEL
RESTRICTION FITTING
■
PRESSURE GAGE
-■-•-·
I
----------
_ _ _ _ _ _ _ _ _ _ _ _ _ _. .
1-
•
t■-•-·-·-·-·-·-·-·..
·-o,-·-· ·
~
ACCUMULATORI
/'
SHUT .OFF-VALVE
11111111
• •••••••
11111111
I ·-·-···-·· ••••• ·-·-·-·-··
·-·' II
II\■-- ~
,·-·-::liit-•-·1
ot:::lD<> 01lt::::t))o
COWL FLAP
CYLINDER
.
••••••••
I.
-;
=.
SERVICE VALVE
COWL FLAP VALVE
DRAIN
f4:I
TEST
CONNECTION
------------
•
~
r•-,- ■
CHECK
1
I
rn·-·u,:.•-·-·-·-·1
i
. / . .~':~. .
·
fi~ fi~ L;..· c·
l·-·-·-·-·-·-·-•-i~--i~---..-..·-·J
i
I
PILOT
CO-PILOT
L■-•-•-•-•-•-•-•-
•
I
•
CHECK VALVE •
,• -u
I
t::~~::KE.
SELECTIVE
I
·••j:q
RETURN BOOST~""~•
PRESSURE GAGE
I
I
l
I
:. 0 •-
,----~
'f> ~ - - - - - - - - - -....
RES.TRICTION FITTING
:
EMERGENCY
I
:
EMERGENCY
ACCUMULATOR
' ...
■•
:■_•:
_Jl
ii
■
I
• • -o -
·a••'8,
-·-J
I
I
PRESSURE WARNING SWITCH
·\..••••, .
-- -·•----------· ---------------- ------"'- -- ---- --.:
I
:
■
""-ELIEF VALVE
NOTES
* VALVE NOT INSTALLED ON SOME AIRPLANES.
INDICATED METERING VALVE FLOW APPLIES HAKES.
RELEASE Of BRAKES REVERSES FLOW .
PARKING BRAKES OPERATED FROM CO-PILOT'S METERING VALVES.
•-•••-
SUPPLY LINES
PRESSURE LINES
RETURN LINES
EMERGENCY BRAKE SYSTEM LINES
-•-•-
PRESSURE AND RETURN LINES (ALTERNATELY )
-
■
-
■
-
NOTE : FOR AIRPLANES WITH DUAL DUPLEX BRAKES.
RESTRICTED
163
�RESTRICTED
The hydraulic system on the B-17F operates
the cow1 flaps and the ~heel brakes. It consists
of a main system and an emergency system
for operation of the cowl flaps and the brakes.
Operating pressures of the system are from
600 to 800 lb. sq. in. These pressures are developed by an electrically driven hydraulic pump
which serves both the main and emergency
systems. However, in all flight operations, the
emergency system is shut off from the main
system and relies on the hydraulic fluid stored
in the emergency accumulator for its source
of power.
System Oil and Capacity
The hydraulic oil used in the hydraulic system of the B-17F is AN VV-O-366a, and the
total hydraulic oil capacity in the system is
approximately 6 gallons.
Operation
When the hydraulic pump switch on the
pilot's control panel is in the "AUTO" position,
pressure is automatically regulated by a pressure cut-out switch, starting the pump when
the pressure drops to 600 lb., and stopping the
pump when the pressure builds up to 800 lb.
In case the automatic pressure switch fails,
maintain pressure by holding the hydraulic
pump switch in the "MANUAL" position. A
relieve valve opens if the pressure in the system reaches 900 lb.
Should leakage occur in the hydraulic system, stop the pump to prevent loss of fluid.
Remove the hydraulic pump switch fuse in the
main fuse panel in the cockpit, or disconnect
the electrical receptacle at the pressure switch.
In some airplanes the hydraulic pump is
controlled by an on-off switch on the pilot's
control panel. This switch must be "ON" to
maintain pressure.
expands the expander tubes, forcing the brake
lining against the brake.
Apply the brakes as little as possible and
then only for short, hard intervals. Excessive
and unnecessary use of the brakes will generate sufficient heat to cause failure of the expander tu bes and cracking of the brake drums
and wheels. Taxi the airplane with the inboard
engines shut off and maintain directional control with the outboard engines when mission
is completed.
Do not leave the parking brake on while the
brakes are hot from previous use. This will
cause the heat in the drums to pass through the
lining and literally cook the expander tube,
which then becomes brittle. Do not apply
hydraulic pressure to the brake with the wheel
removed, as this will burst the expander tubes.
Emergency Brake System
A spare accumulator and auxiliary metering
valve provide emergency brake operation. A
red warning lamp on the pilot's instrument
panel lights when pressure in the emergency
system falls to approximately 700 lb. sq. in.
To charge the emergency accumulator, open
the manual shut-off valve. If a selective check
valve is installed, place it in the "SERVICING"
position unless it is lock-wired in the "NORMAL" position. (These units are on the right
side wall at the rear of the pilot's compartment.) Build up 800 lb. pressure in the system,
then return the selective check valve to "NORMAL" and close the manual shut-off valve.
The emergency brake system has been eliminated from later-model airplanes.
Pressure Gages
Pressure in the service and emergency brake
systems is indicated by 2 gages on the pilot's
instrument panel.
Brakes
Hand Pump
The brake assemblies are on the inboard side
of the main landing wheels, except in B-17G
and late F's, which have dual brakes.
Hydraulic pressure applied from the cockpit
A hand pump on the side wall at the right
of the copilot is used to supply pressure for
ground operations and to recharge the accumulators if the electric pump fails.
164
RESTRICTED
�RESTRICTED
Electrical power operates much of the auxiliary equipment in the airplane, such as the
turrets, landing gear, wing flaps, instruments,
bomb bay doors, and other miscellaneous
equipment. Various units of the electrical system are distributed throughout the entire airplane. (See diagram.)
A 24-volt direct-current system is used in the
B-17F. Type Mg-149 inverters are installed to
furnish alternating current for all equipment
requiring alternating current for its operation.
Control of the electrical system is accomplished mainly at the pilot's and copilot's stations. The bombardier and the navigator control the units_necessary to their jobs.
Fuse shields, accessible in flight, are on the
bulkhead to the rear of pilot's seat and the
bulkhead in the radio compartment. There are
also fuse shields in each nacelle. An alternating
current fuse shield, accessible in flight, is on
the floor below the pilot.
Generators
The generators on the accessory panel on the
rear of each engine are the primary source of
electrical power. They keep the batteries
charged and provide power for electrical
equipment while in flight. The generators are
driven by the engines at 1 ½ times engine
speed. They will deliver power at engine speeds
above 1350 or 1400 rpm.
·
Auxiliary Power Equipment
A gasoline engine-driven generator unit, in
the rear of the fuselage and for use only on
the ground and in the air for emergencies, supplies auxiliary electric power for battery recharging or limited radio operation.
AC System
Alternating current for the autosyn instruments, drift meter, radio compass, and warning
signals transformer _is furnished by either of 2
RESTRICTED
inverters, one of which is a standby for the
other. One inverter is under the pilot's seat
and the other under the copilot's seat. A single- ·
pole, double-throw switch on the pilot's control panel controls the DC power to the inverters and selects the inverter to be used. In
the "NORMAL" position the left-hand inverter
is on and in the "ALTERNATE" position the
right-hand inverter is on.
Use of Auxiliary Power
Don't use engine generators in ground operation. Since it is inadvisable to deplete the batteries unnecessarily, another source of energy
should be used in starting the engines.
Use the auxiliary power unit wherever practicable for ground operation. This not only
saves the batteries but charges them, and use
of this unit assures that it is in serviceable condition if it should be needed in emergency.
If you cannot use the auxiliary unit, start
engines with battery carts or with a field
energizer. Saving the batteries is especially
important in preflight and cold weather.
Function of the Voltage Regulator
The engine generator, mounted in back of
each engine, is geared to turn three ti.m es while
the engine turns twice. The variable rpm of the
engine would tend to vary the generator output were it not for the voltage regulator in the
accessory section of the airplane.
The regulator operates by a variable resistance which changes the strength of the field
magnets of the generator. The variable resistance is affected by an electromagnet which
operates against spring tension. Voltage setti'ng
of the generator is set by varying the spring
tension of the regulator or by varying the
amount of current allowed to flow into the electromagnet, depending on the particular type of
regulator used. Voltage regulators are in a
shield under the pilot's floor in catwalk leading
to bombardier's compartment.
165
�RESTRICTED
Reverse Current Relay
A reverse current relay in each nacelle connects the positive lead of the generator to the
power circuit bus in the back of the nacelle.
This relay is usually set at 26½ volts. It cannot
close unless the generator switch is closed, and
it should automatically open whenever the current flow reverses (battery to generator). The
possibility that this relay might stick and motorize the generator is another reason for not
turning on the generators for ground operation.
Checking and Adjusting Generator Systems
Whenever starting engines, check the generators individually. After warming engines at
1000 to 1200 rpm, run up each engine slowly
for check. Before running up an engine, turn
on that particular generator. The pointer on the
voltmeter will be somewhere in the center of
the dial. The ammeter should not register, as
voltage is too low to close the relay. As engine
rpm is increased voltage increases. Between 26
and 27 volts, the ammeter should suddenly indicate amperage, showing that the relay has
closed. Voltmeter should reach its maximum
reading well below 1800 r!)m. Turn off generator and repeat check with each of the other
generators. Only during the check should the
generators be turned on individually.
Equalizer Coils
Under ordinary conditions generators should
be set to give a 28-volt reading on an accurate
voltmeter. Sometimes voltage may vary onehalf volt higher or lower. As long as all 4 generators maintain exactly the same voltage, amperage loads will be equal and the system is
considered equalized or paralleled. A special
equalizer coil is incorporated in the electromagnet of the voltage regulator and is interconnected with the equalizer coils of the other
regulators. These coils help to maintain equal
voltage and amperage of the 4 generators.
If in flight the ammeters show too great a
disagreement, a paralleling adjustment is necessary. If one ammeter reads higher than the
others, it is only because the voltage is a trifle
higher on that generator. A slight adjustment of
166
the voltage regulator by the flight engineer will
correct this condition. The total output of the
4 generators remains the same; therefore, if
the amperage of one is increased, the amperage of the other will be decreased.
When equalizing the generators it is advisable to synchronize the propellers and fly
straight and level at a moderate cruising rpmpreferably about 1850 rpm. Leave all generators on, of course; otherwise current cannot
flow from generators. Turn off batteries and
all possible electrical equipment. The inverter
alone will use enough current to cause all the
ammeters to give a reading.
The less adjustment you make, the better.
Careless adjustment may alter the voltage from
the desired 28 volts. If ammeters read within
3 amperes with only inverter on, they will be
within 20 amperes of each other at normal load.
Remember:
(1) Voltmeters and ammeters of the B-17
indicate only generator performance. If generators are not turning, these instruments do
not function.
(2) The voltmeter reads any time the generator turns, whether generator switch is off
or on.
(3) The ammeter indicates amount of current the generator is supplying. The more
equipment in use, the higher it reads.
(4) Reverse current relays are not perfected.
Therefore, don't use generators in ground ·o peration when engine speed may not be great
enough to keep all relays closed.
(5) As long as generators function properly,
batteries will be charging; the batteries supply
no current to electrical ·e quipment while generator is on. Do not hesitate to turn off a battery if you believe it advisable. Sometimes you
can save a boiling battery if you turn it off in
time.
(6) Never turn off a good generator in the
air, except perhaps momentarily to check another one. When a generator is left :r;unning and
not putting out current, its commutator is apt
to glaze and be inefficient. Also, the relay has
a tendency to chatter, and its points may burn
when this happens.
RESTRICTED
�/
BOMB SAFETY SWITCH
BOMB BAY LIGHT
WHITE IDENTIFICATJON LIGHT
BLUE FORMATJON LIGHT
BO
LANDING
LIGHT--....::
RACK PANEL (LEFT HAND)
STATION
. 4 FUSE PANEL-----.
FUEL TRANSFER P
SWITCH - - - - .
RIGHT WING JUNCTION
X ----.
l
I
/
/ 11
,
/
PANEL INSTRUMENT
STATION No. 9
~
)
DOME LIGHT
;;V
DOME LIGHT
.
&
BULKHEAD No. b
FUSE PANEL
RADIO
LIGHTS
-
~ ,,.&0MB
RELEASE LIGHTS- TO
OTIFY OTHER PLANES OF
FORMATION THAT BOMBS
RE BEING DROPPED. ALSO
FOR SIGNALING BY FLIGHT
~ -~
j
co~~~\;,~ND
SWITCHES
MAND~
~~
~
~
AUXILIARY POWER PLANT
RED, GREEN AND AMBER IDENTIFICATION LIGHTS
~~
'-.
~
~
~
EXTENSION LIGHT
'----~.->_-______::.__ FLAP MOTOR SOLENOID SHIELD
_ _ _...,;;;;;,..~~----...:::----INBOARD FUEL PUMP
OUTBOARD FUEL PUMP
DRIFT INDICATOR
TRANSFORMER
RADIO COMPASS
BOMBARDIER'S CONTROL PANEL
AGASTAT---....1
BOMB RACK SELECTORS
RELAYS
INVERTER RELAY
SHIELD
GENERATOR
REGULATOR BOX
EXTERNAL POWER RECEPTOR
LANDING GEAR WARNING HORN
BATTERY-----'
GENERATOR
STARTER
l
LANDING LIGHT AND
RED PASSING LIGHT
ELECTRICAL SYSTEM
~
m
"'
-t
~
n
-t
m
C
�RESTRICTED
(7) The purpose of the equalizing coil is to
help equalize generator loads only when slight
voltage variation causes unequal ammeter
readings. If one generator is left off and the
others are on and producing much current,
too much load may be placed on the equalizer
coil and the regulator may be damaged. Either
have all properly functioning generators on or
all off ( except when checking) .
cockpit switch. In the B-17 the loss of a generator is not serious. More than twice as much
power is available than will be needed. If a bad
generator is properly disconnected the rest of
the system will not suffer.
(9) Do not ask engineer to parallel generators when engines are operating at less than
1800 rpm. Don't try to parallel them on takeoff;
wait until you have leveled off. Set voltage
with all ~enerator switches off. Do all your
minor amperage paralleling with all switches
on and little load on the system.
(10) The pilot must know location and disposition of fuses in fuse panels. Replacement of
burned-out fuses often makes emergency action
unnecessary.
(8) A bad generator is never completely disconnected from the electrical system until the
regulator is removed. If a generator will not
operate properly, remove its regulator. If you
are flying, keep that switch off. If on the
ground, remove the generator cannon plug
also, to prevent wiring damage, and tape off the
FUSES
SH IELD NO, 305
L0WERS10EWALL
STA. 6A l.H.
SHIELD NO.
2 ◄l
LEFT FRONT SIDE
STATION 4
SHIELD NO. 79
/ 3 - 18250
SHI ELD NO. 78
(
LANDING LAM~
HIA )
"'-Sb-8983-3
SHI ELD NO. I~
LEFT FRO NT SIDE
STA. ◄
NOTE:
FUSES FOR IOOo/.
REPLAC EM ENT CAR RIED
IN SID E OF SH IELDS
SHIELC, NO. l
STA. l R.C.
RECEIVER SUPT.
C11~
~
1 M.AlKEII 8EACON 1A)
~
A.C, FUSE
SHIELD NO. 121
UNDER Pilers SEAT
(
SH IELD N O. 80
(
)
"'----- 56-11983-2
RADI~
(1...r.CUTOUTNO.IISA
~
168
LANDING LAM~ 60A
I
/ '·'"'·'
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Each engine on the B-17 has a turbo-supercharger which boosts manifold pressure f6r
takeoff and provides sea-level air pressure at
high altitudes.
To operate the turbo-superchargers, engine
exhaust gas passes through the collector ring
and tailstack to the nozzle box, expands to
atmosphere through the turbine nozzle, and
drives the bucket wheel at high speed.
A ramming air inlet duct from the leading
edge of the wing supplies air to the impeller,
which increases pressure and temperature.
However, in order to avoid detonation at the
carburetor, the air supplied to the carburetor
passes through the intercooler, where the temperature is reduced. The internal engine impeller, driven by the engine crankshaft, again
increases air pressure at it enters the intake
manifold. Higher intake manifold pressure results in greater power output.
Supercharger Regulator Operation
The amount of turbo boost is determined by
the speed of the turbo bucket wheel. Speed of
the bucket wheel is determined by the pressure-temperature difference between the atmosphere and the exhaust in the tailstack,
and by the amount of gas passing through the
turbine nozzles. If the waste gate is open, more
exhaust gas passes to the atmosphere via the
waste pipe, decreasing the tailstack pressure.
The boost lever at the pilot's control stand
sets the turbo regulator which automatically
operates the waste gate to hold constant pressure in the tailstack. High boost lever setting
provides higher exhaust manifold pressure by
closing the waste gate. The resulting higher
bucket-impeller speed gives higher intake
manifold pressure.
Electronic Turbo-supercharger Control
The electronic turbo-supercharger control.
system on late model B-17's consists of 4 separate regulator systems, one for each engine, all
simultaneously adjusted by a manifold pressure
(turbo boost) selector dial on the pilot's control
panel. Induction pressures are controlled
through a Pressuretrol unit connected directly
to the carburetor air intake.
Electrical power for the entire system is
derived from the 115-volt, 400-cycle inverter.
Each regulator includes a turbo governor
which prevents turbo overspeeding both at
high altitude and during rapid throttle changes.
The exhaust waste gate is operated by a
small reversible electric motor which automatically receives power from the regulator
system when a change in waste gate setting
becomes necessary to maintain desired manifold pressure.
In case of complete failure of the airplane
electrical system, or failure of the inverter, the
waste gates on all engines will remain in the
same position as when failure occurred, and
the same manifold pressure will be available
as was in use at the time of failure.
••
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8
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t
MANIFOLD PRESSURE SELECTOR
\
The regulator ( operated by engine oil) auto.matically opens and closes the waste gate to
maintain a constant exhaust stack pressure
equal to the boost lever setting.
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169
�....,
0
SUPERCHARGER
COLD AIR DUCT
SUPERCHARGER
LUBRICATING Oil
SUPPLY TANK
INTERCOOLER
RLTER DOORS
OPERA TING MOTOR
INB9ARD WING/
DE-ICER BOOT
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/ , , ,;ETURN OIL
LINE FROM
SUPERCHARGER
REGULATOR
EXHAUST
COLLECTOR RING
ENGINE OIL
PRESSURE
IN LINE TO
SUPERCHARGER
REGULATOR
•
SUPERCHARGED OR
COMPRESSED AIR
ENGINE EXHAUST
GAS PRESSURE
TURBO-SUPERCHARGER
(B-17F)
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Operation: Before Starting
Set the turbo boost selector dial at zero to
insure that the waste gate is open.
Taxi with the turbo boost selector dial at
zero.
Engine Run-up
1. Set throttles at 1500 rpm on all engines.
2. Exercise propellers.
3. Check generators.
4. Electronic turbo control needs no exercising; therefore turbo boost selector remains
on zero.
5. Return throttles to 1000 rpm on all 4 engines.
(2) counter-clockwise to decrease manifold
pressure.
Takeoff
1. Set turbo boost selector dial to reference
point found correct in engine run-up.
2. After takeoff, re-set the turbo boost selector dial when reducing power to obtain desired
manifold pressure, or to zero setting if boost is
not needed. Adjust throttles to obtain desired
manifold pressure for climbing.
3. Reduce rpm for climbing.
4. During the climb, continue to adjust manifold pressure with throttles until they are in
the full open position. Then obtain desired
manifold pressure by using the turbo boost
selector dial.
Before Takeoff
1. Run up engine No. 1 to 28" manifold pressure, and check the magneto.
2. Open No. 1 engine to full throttle, with
the turbo boost selector on zero, to insure that
waste gate is open.
3. Reduce No. 1 engine to 1000 rpm.
Follow the above procedure on engines No.
2, No. 3, and No. 4.
4. Having checked the magnetos, open engine No. 1 to full throttle, and turn the turbo
boost selector dial clockwise until the desired
takeoff manifold pressure is reached. (If the
electronic control has been properly adjusted,
you will obtain this manifold pressure at reference point "7" on the turbo boost selector dial.)
Return throttle to 1000 rpm.
Leaving the turbo boost selector dial as set,
run up engines No. 2, No. 3, and No. 4, successively to check manifold pressure. The manifold pressure of each engine should equal that
set on engine No. 1. If small adjustments are
needed, they can be made with the small individual potentiometers by removing the black
cap and turning the screw found underneath
(1) clockwise to increase manifold pressure, or
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Landing
During the before-landing check, set rpm
and turbo boost selector dial on downwind leg,
as outlined in checklist.
High Altitude
When flying at high altitude you may reach
a point where further turning of the selector
dial fails to produce an increase in manifold
pressure. This means that the overspeed portion of the turbo governor is limiting the turbo
speed to safe rpm. When you encounter this
condition, turn the manifold pressure selector
dial counter-clockwise until it controls manifold pressure again. This prevents undue wear
of the overspeed governor mechanism.
Emergency Power
Full emergency power ( war power) can be
obtained at maximum engine rpm and full
throttles by releasing the dial stop and turning
the turbo boost selector dial up to its limit.
However, this setting places heavy strain on
the engines. Use it only in emergencies and
then only for periods not exceeding 2 minutes.
171
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USE OF TURBO-SUPERCHARGER
To save wear and ·tear on the turbo-supercharger and to avoid excessive carburetor air
temperature, maintain desired manifold pressure by advancing the throttles before using the
turbos. At higher altitudes, definite turbo overspeeding may result from the use of part throttle and full turbo-supercharger operation.
You will note that during the climb manifold
pressure tends to increase, making it necessary
to keep retarding the turbo co_n trol~ to hold
constant intake manifold pressure in the climb.
The regulator on the B-17 does not provide
a constant intake manifold pressure during the
climb but it does provide constant exhaust
stack pressure. Any position of the . supercharger control lever corresponds to a certain
exhaust manifold pressure, and the supercharger regulator unit maintains that exhaust
pressure by varying the waste gate op~ning.
Therefore, as long as the control lever is not
moved, the exhaust pressure is maintained at
constant value, corresponding to the position of
the control lever irrespective of altitude and
reduced outside temperature and pressure.
Before starting the climb, the manifold pressure is set to a certain value with the control
lever. Atmospheric pressure decreases rapidly
during the climb. The difference between exhaust pressure and the atmospheric pressure
thus increases with altitude and results in a
greater pressure differential across the turbo.
This increased turbo power is transmitted to
the impeller, which utilizes it to further in. crease the differential between atmospheric
pressure and carburetor pressure. The engine
internal impeller then raises the carburetor air
pressure to engine manifold pressure.
By this time both the carburetor and manifold pressure have exceeded the required
values, primarily because of the tremendous
output Hp of the turbo at higher rpm, which
more than offsets the additional power requirements of the impeller. For example, the turbo
Hp developed at 30,000 feet is almost five times
that of 10,'oo0 feet altitude with constant exhaust pressure. To correct for this excess turbo
Hp, the boost control lever must be pulled back
during the climb in small amounts, thus reducing the exhaust pressure.
The increase in pressure differential between
exhaust pressure and outside atmospheric pressure across the turbo becomes so great at high
altitude that to avoid overspeed you must decrease manifold pressure 1 ½" for each 1000
feet above the critical altitude.
Since you have manually decreased the
manifold pressure, power is reduced proportionately, but the exhaust pressure and manifold pressure are not constant for all altitudes
and you must continually readjust the supercharger controls while changing altitude. At
sea level, the turbo turns at only about 10,000
rpm, while at 30,000 feet it turns at 21,300 rpm,
which is the recommended maximum speed for
continuous operation. Thus you must reduce
the manifold pressure by the amount required
to keep the turbo rpm constant with increased
altitude above 30,000 feet .
.
30,000 FEET
21,300 RPM
.
20,000 FEET
10,000 FEET
SEA LEVEL
172
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10,000 RPM
20,000 RPM
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As noted, 21,300 rpm has been determined to
be the maximum operating turbo speed on the
type B-2 turbo, with 5% overspeed allowance
in emergencies. This would provide an emergency rating of 22,400 rpm.
The pressure in the exhaust stack, and therefore the pressure just upstream from the nozzle box, depends mainly upon the amount of
the exhaust gas supplied by the engine. If the
engine continues to develop leading power, the
exhaust stack interior continues to maintain
merely the same pressure, but the pressure on
the outside of the turbo wheel is atmospheric
pressure which continues to decrease with increased altitude until at 30,000 feet the pressure
is only about 8.9" Hg. instead of 29.92", or less
than one-third that of sea level.
The velocity of the exhaust gas past the turbo
buckets, and consequently the speed of the
turbo wheel, depends directly on the pressure
differential between the inside e_?{haust stack
and the atmospheric pressure, or the pressure
differential across the nozzle. The decrease in
manifold pressure therefore must reduce the
exhaust gas pressure the same amount as the
lapse rate in atmospheric pressure in order to
keep the nozzle pressure differential approximately constant.
Note:-For constant turbo speed at 21,300 rpm,
refer to T. 0. AN 01-20EF-1 for variations in
manifold pressure with altitude.
Turbo Surge
You may find in certain conditions when
using high turbo boost that there is a surge in
manifold pressure. Turbo surge is caused by
the action of the turbo-supercharger a 9 a pressure pump. At a certain turbo rpm, the turbo
will pump air into the induction system and
continue to build up the induction system pressure to a certain point. Then the pressure will
unload and effectively go back through the
turbo against the centrifugal action of the
blower. This reduces the pressure differential
across the turbo and the turbo speeds up, tending to increase the induction system pressure
again with its consequent reduction of turbo
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rpm and repetition of the cycle. This evidences
itself in a surge in manifold pressure, resulting
in inefficient operation and danger of temporary turbo overspeed.
The correction for this surge is to increase
rpm until it discontinues. If turbo surge does
not correct itself with an increase in engine
rpm, the cause is probably a clogged or restricted governor balance line or a faulty governor.
Closed Turbo Waste Gate
If engine rpm is continually reduced with a
wide-open throttle, manifold pressure falls off
because of the closed turbo waste gate. At
25,000 feet, this begins at about 1650 rpm,
while at higher altitudes it begins at higher
rpm. This decrease in manifold pressure at full
boost with a reduction in engine rpm takes
place because as the engine rpm decreases
the supply of exhaust gas from the engine is
reduced. At a certain point the supply is not
sufficient to drive the turbo fast enough to
keep up the manifold pressure. As the rpm
decreases from this point, the manifold pressure decreases also, since the turbo waste gate
is closed and virtually all of the exhaust gas is
going through the turbo. Reducing the exhaust
gas supply reduces turbo rpm, which in turn
reduces manifold pressure.
You may find that in a condition such as
formation flying at high altitude, using full
throttle and high boost, power often will not increase again after throttles have been retarded
considerably to avoid over-running the formation. This may be especially true if the rpm has
been reduced by the throttle retardation. Restoration of full throttle and increase in boost
will not bring up the manifold pressure.
This often results from the fact that the
power may have been reduced to the region
of closed waste gate, and insufficient exhaust
gas is available to turn the turbo fast enough
to bring up the manifold pressure. The correct
procedure under this condition is to increase
the rpm to 2500, if necessary, and •keep the
boost setting high until manifold pressure
comes up. It usually comes up immediately.
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HEATING AND VENTILATING SYSTE
The B-17F airplane has a main and an auxiliary heating system, both of which operate on
the same -principle of heat exchange.
Main System
The main system supplies cabin heat through
a glycol system in nacelle No. 2.
The heating system fluid (glycol solution of
55 % diethylene glycol and 45 % ethylene glycol
by weight) is stored in a tank in the top of
nacelle No. 2. The glycol flows from the tank to
the engine-driven pump, which circulates the
fluid at a rate of 55 to 60 U.S. gallons per hour.
The flow is directed to a filter which removes
impurities from the fluid. The glycol is then
pumped through 3 heaters, which are installed
in series and located in the exhaust stack,
where it collects the heat of the exhaust gases.
A relief valve, between pump and filter, bypasses the glycol back to the supply line if high
pressure is built up in the system during cold
weather, or if the heaters are clogged.
The circulation of the glycol is continuous
and therefore it must be constantly cooled. For
this purpose there is a radiator between the
spars in the left-hand wing gap. Ram air from
the intercooler air inlet absorbs heat from the
glycol at the radiator, and passes through the
radiator and into the cabin. The cooled glycol
passes into the supply tank. A coptrollable
damper in the radiator may be operated to spill
the air overboard if desired.
174
Auxiliary System (Some B-17F's)
The auxiliary heating system uses the same
principle of heat exchange as that employed by
the normal heating system and has a heater
unit, filter, relief valve, pump and supply tank
installation in nacelle No. 3 identical to the
corresponding installation of the main heating
system in nacelle No. 2. Eight radiator-fan assemblies are connected by glycol tubing to the
heater units in nacelle No. 3. Five of these are
the non-recirculating type ( external radiator
air supply) and the remaining are the recirculating type (internal radiator air supply). The
non-recirculating type radiator-fan assemblies
are in the astrodome, top turret, ball turret,
and the tail gun enclosure. Each of these assemblies has a hand-operated damper which directs
the flow of heated air to the gun and/ or windows, or spills it overboard. The recirculating
radiator-fan assemblies have overboard discharge ducts and damper tube controls for regulating the amount of heated air admitted to
the pilot's, navigator's, and radio operator's
compartment. El~ctric fan control is automatic.
Two thermo-switches, mounted on the glycol
tubing under the flow of the pilots' compartment, turn 5 non-recirculating radiator fans on
at l 77 °C (350 °F) and the 3 recirculating radiator fans on at 77 °C (150 °F). The thermoswitches are capable of functioning when the
master switch is "ON."
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REAR COMPARTMENT
OUTLET
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PILOrs DEFROSTER
AND AIR CONTROL
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COMPARTMENT
OUTLET
RADIATOR
ASSEMBLY
DRAIN-----ilmii'
OVERBOARD'
BOMBARDIER'S
WINDOW
DEFROSTER
PILOT'S
VEN Tl LA TING DUCT
OVERBOARD
GLYCOL
BOILERS
COLD AIR INTAKE
TO SUPERCHARGER
COLD AIR INT AKE
TO INTERCOOLER
EXHAUST
STACK
GLYCOL
RELIEF
VALVE
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COMM U·NIC AT ION
The B-17 contains equipment for long and
short-range two-way voice and code communication, intercommunication between crew
members, emergency transmission, directional
indication, and reception of marker beacon
signals.
lnterphone
The interphone system provides for communication between crew members. Command
radio, liaison radio, and radio compass signals
are audible over the interphone system at all
crew stations. Any crew station can talk over
the command transmitters. Only the pilot, copilot, navigator, and radio · operator can transmit over the liaison radio.
Interphone equipment includes a dynamotor
and amplifier located under the radio operator's
table, and 12 jackboxes located thro~ghout the
airplane: 3 in the nose (for the navigator, bombardier, and forward gunner), 3 on the flight
deck (for the pilot, copilot, and top turret gunner), 2 in the radio compartment, 3 in the waist
compartment, and one in the tail compartment.
Reme:m:ber: Crew members should wear
headsets at all times during flight.
lnterphone Call
The "CALL" position on the jackbox enables
the user to over-ride reception on all other
jackbox stations for the purpose of calling any
particular station. A spring returns the selector switch to "INTER" so that it cannot be left
in the "CALL" position inadvertently. For
obvious reasons, use of the "CALL" position
should be held to a minimum.
176
Command Radio
The command radio is for short-range communication with aircraft and ground stations.
Voice transmission over the command set is
available to all crew stations, but code transmission is limited to the pilot and copilot, who
alone have a transmitting key. It is on the remote control box on the ceiling of the pilot's
compartment.
The command radio consists of 3 receivers
and 2 transmitters on the right forward bulkhead of the radio compartment. Remote controls are on ceiling of pilot's compartment.
Remote Control Units: The transmitter control box has an on-off toggle switch which turns
on either transmitter, and a ·transmitter selector switch which selects either of the 2 transmitters. (Positions are provided for 4 transmitters, should the 2 extras be installed.) A wave
selector switch turns on voice, CW ( continuous
wave) or tone as desired.
The receiver control is divided into 3 control units, one for each -receiver. The low band
rece.i ver covers 190-550 Kc, the intermediate
band from 3000 to 6000 Kc, and the high band
from 6000-9100 Kc. Each receiver control unit
has 2 switches to operate it.
The A-B switch selects either jackbox or control unit. Use "A" if plugged into jackbox; use
"B" if plugged directly into control unit. A
tone selector switch which can select "TONE,"
"CW," or "MCW" should be turned to modulated CW with "A" and "MCW" on. Then you
can tune to desired frequency by means of a
small handle which turns a calibrated dial.
The reliable transmitting range of the command set is 25 miles or less; Under good atmospheric conditions greater range may be obtained.
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LIAISON ANTENNA CHANGEOVER
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LIAISON TRANSMITTER
SPARE COILS-LIAISON TRANSMITTER
EMERGENCY ALARM BELL:
\
<::::>
---------LIAISON TRANSMITTER SWITCH
RADIO OPERATOR'S INTERPHONE JACKBOX
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SENSE ANTENNA LEAD IN
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TRANSMITTER DYNAMOTOR
LOOP LEAD IN
SHIELD
FORWARD RADIO JUNCTION
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RADIO COM.PASS
(SCR 269-G)
LIAISON
TRANSMITTER
This transmitter, on the aft bulkhead of the
radio compartment, insures communication
with aircraft in flight and ground stations over
distances up to 3000 miles, depending on atmospheric conditions and method of transmission.
The usual reliable distances are 250 miles on
voice, 500 miles on tone and 750 miles on CW.
Only 4 jackbox positions (radio operator, pilot,
copilot and navigator) can transmit on the
liaison set.
This set has 7 interchangeable turning units
covering frequencies from 360-650 Kc and
1500-12,500 Kc, and including a low band from
200-500 Kc in some models. For tuning this set,
see communication section of B-17 T.O.'s.
The liaison receiver on the radio operator's
table covers a frequency range from 150018,000 Kc. It uses the same antenna as the
transmitter: the skin of the airplane. This is
connected to a throw switch on the left side
wall. This switch can change over to the trailing antenna (also on left side wall). The trailing antenna is operated from a control box to
the right of the change-over switch.
178
The radio compass is a multi-purpose receiver designed primarily as a navigational
instrument.
The power for this set comes from the airplane's batteries and inverters. The various relays and switches operate on the direct current
supply, and the receiver and motors for rotation of the loop operate on the inverters.
This set has 2 antennas: a sensing (whip), or
non-directional antenna, and a loop, or directional antenna.
The radio compass is a multi-band receiver
and, as installed in B-17 aircraft, may be remotely controlled from either of 2 identical
control boxes. One of these boxes is above and
between the pilot and copilot; the other directly above and slightly to the left of the
receiver itself in the navigator's compartment.
Each of the control boxes (BC-434-A) has
(1) an antenna selector switch; (2) a bandchange switch; (3) a control button; (4) a main
tuning control; (5) a tuning indicator (meter);
(6) an audio output control; (7) a loop L-R
switch; (8) a control light; (9) a dial light, and
(10) a dial light control.
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Antenna Selector Switc,h
This four-position ("OFF - COMP - ANT LOOP") switch selects the type antenna or antennas to be used, A VC or MVC, and largely
determines the indication and action of the
loop. The 4 positions of this switch may be explained as follows:
"OFF": Self-explanatory.
"COMP": When in this position, the set is
using both sensing (whip) and loop antennas.
Automatic volume control is always present in
this position, and the operation of the radio
compass indicators and loop is automatic.
"ANT": This position utilizes only the whip
or non-directional antenna; therefore the loop
and indicators do not operate. Manual volume
control is now present, and the volume is adjusted or regulated only by means of the audio
control. This position should be used at all
times for the initial tune-in of the station.
"LOOP": Now only the loop or directional
antenna is in use. The operation of the loop and
indicators are controlled by means of the Loop
L-R switch. Again you have only manual volume control.
Band-change Switch
This electrically controlled switch selects the
band or range of frequencies desired. There are
3 positions, or bands. One band covers frequencies from 200 to 410 Kc; another from 410
to 850 Kc; the third from 850 to 1750 Kc.
Tuning Control
After selecting the desired band with the
band change switch, use this control to select
any desired frequency within this band.
Control Light
This light on the control box indicates the
control box actually controlling the compass
receiver. When the light is on, the control box
is in control of the radio compass.
Control Button
This push button throws control of the radio
compass from one control box to the other. If
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the light on the desired control box is unlighted, press this control. When you release it,
control is switched from the other control box
to the desired box.
Audio
By varying this control, the operator may
adjust the headset volume as desired.
Loop L-R
•
This switch controls rotation of the loop
when the antenna switch is ln "LOOP" position. The loop can be rotated at two different
speeds. When the Loop L-R switch is pressed
in and switched to the desired position (L r~tates loop to left, R to right) and held there, the
loop rotates at a fairly rapid speed. When the
switch is not pushed in, but only held in the
desired position, the loop rotates slowly. When
the loop is rotated by this switch the compass
indicators rotate to show the position of the
loop.
Tune for Maximum Indication
When tuning in any station, the main tuning
control should be tuned for maximum swing of
the needle on "Tune for Maximum" indicator.
Dial Light Control
This control regulates the brilliance of the
dial light.
For instructions on how to use the radio
compass, see Advanced Instrument Flying,
T.O.-30-100.
179
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RADIO
Radio Control Box
SET
SCR 522 A
The SCR 522 A VHF (very high frequency)
transmitter-receiver radio set provides 2-way
radio-telephone communication between aircraft in flight and between aircraft and ground
stations. Provision is made for voice communication and continuous audio-tone modulation.
The pilot and co-pilot control the SCR 522
by means of the radio control box on the left
side of the pilot's control pedestal in the B-17.
The set operates on any one of 4 pre-set crystalcontrolled frequency channels lying within the
range of 100-156 Mc. Line-of-sight communication is normally necessary for satisfactory operation of the radio set.
The following table lists the approximate
range to be expected, assuming communication
is taking place between the aircraft and a
ground station over level country.
Altitude above
ground
Approximate
range
1000 feet .
.. 30 miles
3000 . . . . . . . . 70
5000
10,000
15,000
20,000
180
.
.
.
.
.. . . . . . 80
. . . . . . 120
. . . . . . 150
.
180
The radio control box to the left of the pilot's
control pedestal provides the only complete
remote control of communications functions.
Five red push buttons are the means by which
any one of the 4 channels (A, B, C, and D) is
selected and the power turned off. When the
"OFF" push button is pressed, the dynamotor
is stopped. The push buttons are interconnected so that not more than one channel can
be selected at a given time.• A light opposite
each push button indicates which channel is
being used.
The "T-R-REM" switch (transmit-receiveremote) is normally in the "REM" position,
permitting press-to-talk operation by means of
the conventional push button microphone
· switch on the pilot's control wheel, which when
depressed switches the equipment from receive
to transmit. In the "T" position the transmitter
is in continuous operation. In the "R" position
the receiver is in continuous operation.
The lever tab, directly above the "T-R-REM"
switch, when lowered, blocks the switch from
"REM" position and spring-loads the switch
lever so that unless it is held in the "T" position it will return to "R."
The small lever tab opposite the "OFF" push
button is a dimmer mask to reduce the lamp
glare. The lamp opposite the "T-R-REM"
switch is on when receiving and off when transmitting.
Transmitter-Receiver Assembly
The transmitter and receiver units are in a
single case. The transmitter employs a crystalcontrolled oscillator circuit and operates in the
frequency range of 100-156 Mc on one of the 4
pre-set channels A, B, C, and D. Average output power of the transmitter is 8 to 9 watts,
using a total power input current of 11.5 amps
at 28 volts.
The receiver is a sensitive superheterodyne
unit employing a heterodyne o,scillator whose
frequency is controlled by any one of 4 quartz
crystals. Thus the 4 crystal-controlled channel
frequencies within the range 100-156 Mc are
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mote control position. For reception the total
input current is 11.1 amps at 28 volts.
Dynamotor Unit
The dynamotor operates on the 28-volt power
circuit and supplies 3 regulated voltage sources
(300-volt DC, 150-volt DC, and 13-volt DC)
required for operation of the transmitter-receiver assembly.
In addition to the equipment listed above,
jackboxes, junction boxes, headsets, and microphones are used with the radio set.
plane-to-plane communication or for plane-toground communication with a Controller.
"B" channel is common to all VHF-equipped
control towers. It is normally used to contact
the control tower for takeoff and landing instructions.
"C" channel is frequently used in contacting
homing stations.
"D" channel is normally used for plane-toground contact with D / F stations, an as a
special frequency which is automatically selected at r~gular intervals by the action of a
contactor unit.
Operation of the SCR 522 A
1. Transmission only
To start the equipment, press push button A,
B, C, or D depending upon which channel is to
be used.
Allow approximately one minute for the
vacuum tubes to warm up.
Move the "T-R-REM" switch to the "T"
position and speak into the microphone.
2. Reception only
Place the "T-R-REM" switch in the "R"
position. It is held in the "R" position by lowering the small lever tab.
To start the equipment press push button A,
B, C, or D for the desired channel.
3. Press-to-transmit (press-to-talk) operation
Place the "T-R-REM" switch in the "REM"
position.
To start the equipment select a channel by
pressing push button A, B, C, or D.
To receive: Under these conditions the receiver is normally in continuous operation.
To transmit: Depress the press-to-talk button
and speak into the microphone.
To receive again: Release the press-to-talk
microphone button.
4. To shut off the equipment, press the
"OFF" l;>utton.
Common Uses of Channels
"A" channel is usually used for all normal
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. Precautions During Operation
Avoid prolonged use of the radio on the
ground to conserve the batteries and avoid
overheating of the dynamotor.
If the transmitter and receiver fail to operate
when a channel push button is pressed on the
radio control box, press another channel push
button, then again press the push button for the
desired channel. Transmission and reception
should. now be possible.
FREQUENCY METER
A frequency meter is standard equipment on
all B-17's and should be kept in the radio compartment. It is used to check and correct transmitters and receivers on frequency ranges from
125 Kc to 20,000 Kc. For use and operation, see
Technical Orders.
MARKER BEACON
The radio marker beacon receiver receives
ultra-high frequency signals used in aircraft
navigation and landing, and reproduces them
visually by an amber light on the pilot's instrument panel. When the receiver is over a keyed
transmitter, such as a C.A.A. marker, or certain types of Army transmitters, the indicator
lamp flashes in accordance with the identifying
signal of the transmitter.
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EMERGENCY
OPERATION OF
RADIO EQUIPMENT
lnterphone Equipment Failure
If the interphone equipment fails, the audio
frequency section of the command transmitter
may be substituted for the regular interphone
amplifier. To make this connection, the pilot
places his command transmitter control box
channel selector switch in either channel No. 3
or 4 position ( or whatever position is not being
used with a transmitter). Set the interphone
jackbox selector switch to "COMMAND" to
place the interphone equipment in operation.
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 ground 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.
Substitution of Radio Compass Receiver 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 hookup, the pilot must set his
interphone jackbox selector switch in the
"COMP" position and then place the radio compass selector switch in the "ANT" position. The
radio compass can then be tuned as desired.
182
Substitution of Liaison Receiver for
low, Medium, and/or High-Frequency
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
notice.
Command Set Transmitter Failure
If the command set transmitter fails, 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 he desires to use.
He should then set his interphone selector
switch to the "LIAISON" position and operate
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, to reduce the load on the electrical
system.
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 transmission, he must switch back to the position of the
receiver being used. He must do this every time
he desires to hold a 2-way conversation.
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The C-1 autopilot is an electromechanical
robot which automatically controls the airplane
in straight and level flight, or maneuvers the
airplane in response to the fingertip control of
the human pilot or bombardier.
Actually, the_ autopilot works in much the
same way as the human pilot in maintaining
straight and level flight, in making corrections
necessary to hold a given course and altitude,
and in applying the necessary pressure on the
controls to turns, banks, etc. The difference is
that the autopilot acts instantaneously and
with a precision that is not humanly possible.
The precision of even the most skillful human pilot is limited by his own reaction time,
i.e., the interval between his perception of a
certain condition and his action to correct or
control it. Reaction time itself is governed by
such human fallibilities as fatigue, inability to
· detect errors the instant they occur, errors in
judgment and muscle coordination.
'
The autopilot, on the other hand, detects
flight deviations the instant they occur, and
just as instantaneously operates the controls to
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correct the deviations. Properly adjusted, the
autopilot will neither overcontrol nor undercontrol the airplane, but will keep it flying
straight and level with all 3 control surfaces
operating in full coordination.
How It Works
The C-1 autopilot consists of various separate
units electrically interconnected to operate as a
system. The operation of these units is explained in detail in AN-11-60AA-l. A general
over-all understanding of their functions and
relation to each other can be acquired by
studying the accompanying illustration.
Assume that the airplane in the illustration is
flying straight and level and that the autopilot
is at work.
Suddenly rough air turns the airplane away
from its established heading. The gyro-operated directional stabilizer (1) in the bombardier's compartment detects this deviation
and moves the directional panel ( 4) to one side
or the other, depending upon the direction of
the deviation.
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The directional panel contains 2 electrical
devices, the banking pot ( 5) and the rudder
pick-up pot (6), which send signals to the
aileron and rudder section of the amplifier (16)
whenever the directional panel is operated.
These signals are amplified and converted (by
means of magnetic switches or relays) into
electrical impulses which cause the aileron and
rudder Servo units (15 and 18) to operate the
ailerons and rudder of the airplane in the
proper direction and amount to turn the airplane back to its original heading.
Similarly, if the nose of the airplane drops,
the vertical flight gyro (10) detects the vertical
. deviation and operates the elevator pick-up
pot (11) which sends an electrical signal to the
elevator section of the amplifier. The signal is
amplified and relayed in the form of electrical
impulses to the elevator Servo unit (19) which
in turn raises the elevators the proper amount
to bring the airplane to level flight.
If one wing drops appreciably, the vertical
flight gyro operates the aileron pick-up pot
(12), the skid pot (13), and the up-elevator
pot (14). The signals caused by the operation
of these units are transmitted to their respective (aileron, rudder, and elevator) sections of
the amplifier. The resulting impulses to the
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
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DIRECTIONAL STABILIZER
P. D. I. POT
DASH POT
DIRECTIONAL PANEL
BANKING POT
RUDDER PICK-UP POT
P. D. I.
AUTOPILOT CONTROL PANEL
TURN CONTROL
VERTICAL FLIGHLGYRO
ELEVATOR PICK-UP POT
AILERON PICK-UP POT
SKID POT
UP-ELEVATOR POT
AILERON SERVO
AMPLIFIER
ROTARY INVERTER
RUDDER SERVO
ELEVATOR SERVO
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aileron, rudder, and elevator Servo units cause
each of these units to operate its respective
control surface just enough to bank and turn
the airplane back to a level-flight attitude.
When the human pilot wishes to make a turn,
he mer~ly sets the turn control knob (9) at the
degree of bank and in the direction of turn
desired. This control sends signals, through the
aileron and rudder sections of the amplifier, to
the aileron and rudder Servo units which operate ailerons and rudder in the proper manner
to execute a perfectly coordinated (non-slipping, non-skidding) turn. As the airplane
banks, the vertical flight gyro operates the
aileron, skid, and up-elevator pots (12, 13, 14).
The resulting signals from the aileron and skid
pots cancel the signals to the aileron and rudder Servo units to streamline these controls
during the turn.
The signals from the up-elevator pot cause
the elevators to rise just enough to maintain
altitude. When the desired turn is completed,
the pilot turns the turn control back to zero
and the airplane levels off on its new course. A
switch in the turn control energizes the directional arm lock on the stabilizer, which prevents the stabilizer fro;rn interfering with the
turn by performing its normal direction-correcting function.
The autopilot control panel (8) provides the
pilot with fingertip controls by which he can
conveniently engage or disengage the system,
adjust the alertness or speed of its responses to
flight deviations, or trim the system for varying
load and flight conditions.
The pilot direction indicator, or PDI (7), is a
remote indicating device operated by the PDI
pot (2). When the autopilot is used, the PDI
indicates to the pilot when the system and airplane are properly trimmed. Once the autopilot
is engaged, with PDI centered, the autopilot
makes the corrections automatically.
The rotary inverter (17) is a motor-generator
unit which converts direct current from the airplane's battery into 105-cycle alternating current for operation of the autopilot.
HOW · TO OPERATE ·THE C-1 AUTOPILOT
1. Set all pointers on the control panel in the
up position.
2. Make sure that all switches on the control
panel are in the "OFF" position.
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185
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1. Turn on the master switch.
5. Engage the autopilot. Put out aileron telltale lights with the aileron centering knob, then
throw on the aileron engaging switch. Repeat
the operation for rudder, then for elevator.
SERVO
POI
2. Five minutes later, turn on PDI switch
(and ·Servo switch, if separate).
- - & - -~
--
A
R
3. Ten minutes after turning on the master
switch, trim the airplane for level flight at
cruising speed by reference to flight instruments.
;.~ .. ..
:::,
.
_\ _
,§
-•-'. .
. ·~
4. Have the bombardier disengage the autopilot clutch, center PDI and lock it in place by
depressing the directional control lock. The
PDI is held centered until the pilot has completed the engaging procedure. Then the autopilot clutch is re-engaged, and the directional
arm lock released.
Alternate Method: The pilot centers PDI by
turning the airplane in direction of the PDI
needle. Then resume straight and level flight.
186
6. Make final autopilot trim corrections. If
necessary, use centering knobs to level wings
and center PDI.
NEVER ADJUST MECHANICAL
TRIM TABS WHILE
THE AUTOPILOT IS ENGAGED
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FLIGHT ADJUSTMENTS AND OPERATION
After the C-1 autopilot is in operation, carefully analyze the action of the airplane to make
sure all adjustments have been properly made
for smooth, accurate flight control.
When both tell-tale lights in any axi~ are
extinguished, it is an indication the autopilot is
ready for engaging in that axis.
Before engaging, each centering knob is used
to adjust the autopilot control reference point
to the straight and level flight position of the
corresponding control surface. After engaging,
centering knobs are used to make small attitude adjustments.
Sensitivity is comparable to a human pilot's
reaction time. With sensitivity set high, the
autopilot responds quickly to apply a correction for even the slightest deviation. If sensitivity is set low, flight deviations must be relatively large before the autopilot will apply its
corrective action.
Ratio is the amount of control surface movement applied by the autopilot in correcting a
given deviation. It governs the speed of the airplane's response to corrective autopilot actions.
Proper ratio adjustment depends on airspeed.
If ratio is too high, the autopilot will overcontrol the airplane and produce a ship hunt; if
ratio is to low, the autopilot will undercontrol
and flight corrections will be too slow. After
ratio adjustments have been made, centering
may require readjustment.
To adjust tum compensation, have bombardier disengage autopilot clutch and move engaging knob to extreme right or extreme left.
Airplane should bank 18 ° as indicated by artificial horizon. If it does not, adjust aileron· compensation (bank trimmer) to attain 18 ° bank.
Then, if turn is not coordinated, adjust rudder
compensation (skid trimmer) to center inclinometer ball. Do not use aileron or rudder
compensation knobs to adjust coordination of
turn control turns.
.
REMEMBER THE ROLE THAT THE AUTOPILOT CAN PLAY IN EMERGENCIES
1. If the control cables are damaged or
severed between the pilot's compartment
and the Servo units in the tail, t_
he autopilot can bridge the gap. There have been
many instances where the autopilot has
been used thus to fly an airplane with
damaged controls.
2. If the autopilot has been set up for level
flight, it can be used to hold the airplane
straight and level while abandoning ship.
J
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187
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The turn control transfer has no effect unless
the installation includes a remote turn control.
The dashpot on the stabilizer regulates the
amount of rudder kick applied by the autopilot
to correct rapid deviations in the turn axis. If a
rudder hunt develops which cannot be eliminated by adjustment of rudder ratio or sensitivity, the dashpot may require adjustment.
.tf
The turn control is used by the pilot to turn
the airplane while flying under automatic control. To adjust turn control, first make sure
turn compensation adjustments have been
properly made, then set turn control pointer at
beginning of trip-lined area on dial. Airplane
This is accomplished by loosening the locknut
on the dashpot, turning the knurled ring up or
down until hunting ceases, then tightening the
locknut.
should bank 30 °, as indicated by artificial horizon. If it doesn't, remove cap from aileron
trimmer and adjust trimmer until a 30 ° bank is
attained. Then, if turn is not coordinated (inclinometer ball not centered), adjust rudder
trimmer to center ball. Make final adjustments
with both trimmers and replace caps. Set turn
control at zero to resume straight and level
flight; then re-center.
Never operate the
Turn Control
without first making
sure the POI
is centered
188
Cold Weather Operation-When temperatures are between -12° and 0°C (10 ° and
32 °F) autopilot units must be run for 30 minutes before engaging. If accurate flight control
is desired immediately after takeoff, perform
the autopilot warm-up before takeoff by turning on the master switch during the engine
run-up-but make sure autopilot is off during
takeoff. If warm-up is performed during flight,
allow 30 minutes after turning on master
switch before engaging. When temperatures
are below -12°C (10 °F) units must be preheated for one hour before takeoff. Use special
heating covers or blankets with heating tubes.
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FLYING THE POI MANUALLY
- - - - - ._ _ ff>:~~--
,,
K
1. Check with bombardier for proper position of PDI needle for a left turn, right turn,
and neutral or "O" position.
2. When bombardier's PDI is left, pilot's
PDI is right, and vice versa.
Normally bombing will be done while using
the autopilot. However, if the autopilot is not
functioning the pilot may use the PDI.
1. To center the PDI needle, turn the airplane in the direction of the needle.
2. At the b eginning of the bombing run, the
pilot usually can expect maximum PDI corrections. A void tendency to overcorrect by refraining from leading the needle.
3. No matter how slight the deviation of the
PDI needle from "O," the needle must be returned to "O" immediately.
4. Set turns must be coordinated aileron and
rudder turns, in order to make the desired degree of turn more rapidly and to avoid any
excessive sliding of the bombsight lateral bubble and induced precession of the gyro.
5. To avoid tumbling of the bombsight gyro,
banks must never exceed 18 °.
6. Keep PDI on "O" until bombardier calls
"Bombs away."
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189
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FOR THE C-1 AUTOPILOT
1. Center turn control.
2. Turn on C-1 master switch bar.
3. Set control transfer knob at
"PILOT."
4. Set tell-tale light shutter switch
"ON."
5. Set all adiustment knobs to
pointers-up position, making
sure pointers are not loose.
6. Tell bombardier to center POI.
7. Turn on Servo POI switch.
8. Operate controls through extreme range several times,
observing that tell-tale lights
flicker and go out as streamline
position is reached from either
direction.
9. Turn on aileron, rudder, and
elevator switches.
190
10. Turn aileron centering knob
clockwise, then counter-clockwise, observing that wheel
turns to the right and then to
the left.
11. Repeat Item 10 for rudder and
elevator, observing action.
12. Have bombardier move directional arm for full right turn,
then to left, observing to see if
aileron and rudder move in
proper direction.
13. Have bombardier center POI
and engage secondary clutch.
14. Rotate turn control knob for
right and left turns, observing
aileron and rudder controls for
proper movement.
15. If all checks are satisfactery,
turn the C-1 master switch bar
"OFF."
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THE GYRO FLU X GAT E CO M. PASS
The gyro flux gate compass, remotely located
in the wing or tail of the airplane, converts the
earth's magnetic forces into electrical impulses
to produce precise directional readings that can
be duplicated on instruments at all desired
points in the airplane.
Unlike the magnetic needle, it will not go off
its reading in a dive, overshoot in a turn, ·hang
in rough weather, or go haywire in polar
regions.
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Development of the Flux Gate
The gyro flux gate compass was developed to
fill the need for an accurate compass for longrange navigation. The presence of so many
magnetic materials (armor, electrical circuits,
etc.) in the navigator's compartment made it
almost impossible to find a desirable location
for the direct-reading magnetic compass.
To eliminate this difficulty, it became necessary to place the magnetic element of the navigator's compass outside the compartment, i.e.,
to use a remote indicating compass. The unit
which is remotely located is called the transmitter. The unit used by the navigator is the
master indicator. For the benefit of the pilot
and such other crew members as may have
needs for compass readings, auxiliary instruments called repeater indicators may be installed. in other parts of the airplane.
Units of the Flux Gate Compass
The gyro flux gate compass consists of 3
units which are analogous to the brain, heart,
and muscles of the human body. The transmitter, located in the wing or tail of the airplane, is the brain of the instrument. The amplifier is the source of power for the compass
and corresponds to the human heart. The master indicator does the work of turning a pointer
and performs a function similar to that of the
muscles in the human body.
1. The Brain.-Inside the remotely placed
transmitter there is a magnetic sensitive element called the flux gate which picks up the
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direction signal by induction and transmits it
to the master indicator. This element consists
of 3 small coils, arranged in a triangle and held
on a horizontal plane by a gyro. Each coil has a
special soft iron core, and consists of a primary
( or excitation) winding, and a secondary winding from which the signal is obtained.
Because each leg of the flux gate is at a different angle to the earth's magnetic field, and
the induced voltage is relative to the angle,
each leg produces a different voltage. When
the angular relationship between the flux gate
and the earth's magnetic field is changed, there
is a relative change in the voltages in the 3 legs
of the secondary. These voltages are the motivating force for the gyro flux gate compass master indicator which provides indications of the
exact position of the flux gate in relation to the
earth's magnetic field.
Each coil is a direction sensitive element; but
one alone would provide an ambiguous reading
because it could tell north from east, for instance, but not north from south. Therefore, it
191
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mechanical power to drive the pointer on the
main instrument dial. The pointer is driven
through a cam mechanism which automatically
corrects the reading for compass deviation so
that a corrected indication is obtained on all
headings. The shaft of the pointer is geared to
another small transmitting unit in the master
indicator which will operate as many as six
repeat indicators at other locations.
The amplifier, master indicators and repeaters all are unaffected by local magnetic disturbances.
How to Operate the Compass
is necessary to employ 3 coils and combine
their output to give the direction signal.
2. The Heart.-The amplifier furnishes the
various excitation voltages at the proper frequency to the transmitter and master indicator.
If amplifies the autosyn signal which controls
the master indicator and serves as a junction
box for the whole compass system.
Power for the amplifier comes from the airplane's inverter and is converted to usable
forms for other units. The input of the amplifier is 400-cycle alternating current and various
voltages may be · used depending upon the
source available.
3. The Muscle.-The master indicator is the
muscle of the system because it furnishes the
192
1. Leave the toggle switch on the flux gate
amplifier "ON" at all times so that the compass
will start as soon as the airplane's inverter is
turned on.
2. Leave the caging switch in the "UNCAGE" position at all times except when running through the caging cycle.
3. About 5 minutes after starting engines,
throw caging switch to "CAGE" position.
Leave it there about 30 seconds and then
throw to "UNCAGE" again.
4. With the new push button-type caging
switch, depress it for a few seconds until a red
signal light goes on. Then release the switch
and the caging cycle is automatically completed, at which time the red light goes out.
5. Set in the local variation on the master indicator if you wish the pointer to read true
heading.
6. If at any time during flight the compass
indications lead you to suspect that the gyro is
off vertical, run through the caging cycle when
the airplane is in normal flight attitude, especially when leveling off after climb.
Note: For further details concerning functions, operation and flight instructions, see
Technical Order No. 05-15-27.
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EMERGENCY EQUIPMENT
1. Some planes have a remotely controlled
fire extinguisher equipment to permit the copilot to discharge CO2 into the engine accessory compartment. A selector valve for directing the CO2 to any one of the 4 engines, and 2
pull handles, are on the auxiliary control panel
in front of the copilot.
2. Two 7¼-lb. CO2 cylinders are installed in
a gap in the right wing just forward of the rear
spar. Control for release of CO 2 from the cylinders is accomplished individually for each
cylinder by means of flexible cables extending
from the 2 pull handles in the cockpit.
3. To operate, the copilot sets the selector
valve to the engine on fire and pulls the handle.
Pull the other handle if the second charge of
CO2 is necessary.
1. There are 3 carbon dioxide fire extinguishers in the B-17: one on the aft bulkhead of the
navigator's compartment, one on the right rear
bulkhead of the pilot's compartment, and the
third on the forward bulkhead of the radio
compartment.
To operate-Stand close to fire, raise horn
and direct gas to the base of the fire holding
onto the rubber insulated tubing. Warning: Do
not grasp metal horn on top of cylinder; the
white gas discharged is "dry ice" and will cause
frostbite.
To shut off flow of gas, return horn to position at side of cylinder. Recharge cylinder
after each use.
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2. Two carbon tetrachloride fire extinguishers are also provided: one at the copilot's left
under the seat and one aft of the main entrance
door.
To operate-Turn handle and pump plunger,
keeping stream full and steady. Stand as far as
possible from the fire when using this extinguisher. Effective range is 20 to 30 feet. To shut
off, push handle in and turn until sealing
plunger is depressed. Caution: When sprayed
on a fire carbon tetrachloride produces phosgene, an extremely poisonous gas, which can be
harmful even in small amounts, and Gan prove
fatal if inhaled. Do not stand near fire. Open
windows and ventilators immediately after fire
is extinguished.
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EMERGENCY SIGNAL EQUIPMENT
1. Alarm Bells: There are 3 alarm bells on
the B-17 for use in emergencies. One is under
the navigator's table, one above the radio operator's table, and the third in the tail compartment inside the dorsal fin. A toggle switch on
the pilot's control panel controls them.
Operation-Stand by to abandon: Give three
short rings. Abandon airplane: One long continuous ring.
2. Phone Call: A toggle switch on the pilot's
control panel operates 4 amber phone-call signal lamps. Three of them are adjacent to the·
alarm bells and the fourth is in the tail gunner's compartment on the right side looking
aft.
EMERGENCY RADIO TRANSMITTER
1. Some planes have a self-contained portable emergency radio transmitter, stowed on
the forward bulkhead of the waist compartment. It is provided for operation anywhere
away from the airplane. It is primarily for use
194
in a life raft, but may be operated anywhere a
kite may be flown or where a body of water
may be found. It has a small parachute to permit dropping from the airplane from an altitude of 300 to 500 feet in an emergency.
2. When operated, the transmitter emits an
MCW signal on the international distress fre-quency of 500 Kc. Automatic transmission of a
predetermined signal is provided. Any searching party can make a homing on the signal with
the aid of a radio compass.
3. No receiver is provided.
4. Complete operating instructions are contained with the equipment.
5. If emergency landing is made on water,
the emergency radio set should be removed at
the same time the life raft is removed. The set
is waterproof and will float. Be sure the set
does not float out of reach.
6. To bail out the emergency radio, tie the
loose end of the parachute static line to any
solid structure of the airplane and throw set
through any convenient opening. Be sure static
line does not foul.
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FIRST-AID KITS
1. First-aid kits are on the bombsight storage box, in the navigator's compartment, on the
wiring diagram box, on the back of the copilot's
seat, and on the bulkhead forward of the lower
turret.
2. If first-aid kits are not installed, it is necessary to obtain sufficient number before flight.
3. The first-aid kit, aeronautic, contains the
following: tourniquet (1); morphine syrette
(2); wound dressing, small (3); scissors (1
pair); sulfanilamide crystals, envelope (1);
sulfadiazine tablets (1 box of 12 tables); burn
ointment (1 tube) (boric or 5% sulfadiazine);
eye dressing set; halazone tablets; 1-inch ad-
hesive compresses (1 box) ( contents of small
outer pocket); Iodine swabs (10) (contents of
small outer pocket):
4. Use-In the case of a wound, first stop the
flow of blood. The clothing should be cut away
and a compress of wound dressing applied after
the sulfanilamide powder has been sprinkled
into the wound. If a firmly applied dressing will
not stop the bleeding, or if there is actual
spurting of blood from an artery, the tourniquet should be applied. A tourniquet must be
released every 20 minutes and removed as soon
as hemorrhage stops.
5. To relieve severe pain, open the small
cardboard container and follow directions given
there for the use of the hypodermic syrette of
morphine. Do not hesitate to use the hypodermic to relieve suffering.
6. In case of head injury have the man lie
quietly with head slightly elevated.
7. In the event of marked blood loss with
shock and/ or unconsciousness, have the man
lie horizontally or lie with the head down, if
possible.
8. An adequate supply of oxygen is doubly
important in case of serious injury. Use it generously.
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195
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LIFE RAFT
An automatically ejected life raft (Type A-Z
or A-3) is carried in each of the 2 life raft compartments in the top of the airplane aft of the
top turret. The 2 life rafts are released by 2 pull
handles, near the ceiling of the radio compartment just forward of the removable top window. These 2 release handles are clipped into
a rack and safety-wired into place to avoid their
being pulled by accident. To release a raft completely, pull the handle, hard, out about 12
inches.
The 2 release handles in the-radio compartment are attached to the latch mechanism by
. 196
cables. The functions of the latches are to keep
the life raft compartment doors from opening at
the wrong time and to insure operation in
emergency release. A cable also connects the
latch mechanism and the CO2 bottle valve in
the rafts.
Operation-A hard pull of about 12 inches on
the release handles in the radio compartment
causes the latch mechanism to release the raft
compartment doors, and at the same time discharge CO 2 into the raft. Inflation of the raft
forces it from the compartment into the water.
A mooring line with a low breaking tension is
provided to hold the raft in the vicinity of the
aircraft. Accessories are provided for use while
in the water.
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PYROTECHNIC PISTOLS
There is a pyrotechnic pistol in the cockpit
behind the pilot's seat. Flares are generally
mounted on the roof behind the pilot.
When radio communication is inadvisable or
when radio equipment fails, brief coded messages may be sent with pyrotechnic signals. Do
not use pyrotechnic signals to control important
. operations unless no other means is available.
The various colored signals which are avail~ able for use' with M2 and AN-MS pyrotechnic
pistols are assigned different meanings under a
code that will be changed at fr:equent intervals
in each edition of Signal Operation Instructions. The Mll red star parachute signal, however, is always used as a distress signal to be
fired from the ground or from a life raft.
M2 Pistol
The M2 pyrotechnic pistol has a strong recoil. Use both hands to fire it if practicable. The
signals themselves burn with an extremely hot
flame; observe every reasonable precaution
while handling or firing them.
1. Fire signals only from airplane in flight,
with the exception of the Mll distress signal. •
2. Point the pistol in such a way as to keep
signals from striking any part of the plane.
3. If a signal fails to ignite on the first attempt, try at least twice more. If third or final
try fails, keep the pistol pointed overboard and
clear of all parts of the airplane for at least 30
seconds; then discard signal.
4. Discard a misfired signal, if possible,
without handling the signal itself. One method
is to hold the pistol over an opening in the airplane and release the cartridge by pressing on
the latch and allowing the signal to fall clear
under the force of gravity. The force of the air
blast prevents holding the pistol outside most
airplanes. Be careful to prevent discarded signal from striking any part of the airplane.
5. Do not discard misfired signals when flying over populated areas.
6. Fire the Mll distress signal as nearly ·
straight up as is practicable.
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AN-MS Pistol
The AN-MS pyrotechnic pistol 1s replacing
the M2 pistol. It is fired by inserting and locking the barrel in a type M-1 mount. This mount
is really a little door, fastened rigidly to the airplane, which permits the pistol barrel to extend
through the airplane's outer skin. The mount
absorbs the recoil of the pistol. Observe these
precautions in using this pistol:
1. Pl~ e cartridge in chamber after pistol is
inserted in mount, and only when immediate
use is anticipated.
2. Since the pistol is cocked at all times when
the breech is closed, never leave a live signal in
the pistol when it is removed from the mount.
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WEIGHl41Ut ~atanee
The day when a pilot flew by the seat of his
pants is past. One by one the decisions that
were made by intuition or hunches have been
taken over by an orderly system based on
knowledge and understanding. The invariable
result has been greater safety and operating
efficiency.
The loading of aircraft, especially heavy aircraft, is no exception. The ever-changing con..
ditions of modern airplane operation, resulting
in more and more complex combinations of
cargo, fuel, crew, and armament, have outmoded rule-of-thumb methods. The necessity
198
for getting the utmost in efficiency out of any
given flight has high-lighted the need for a precise system of control over the weight and balance of aircraft.
Improper loading, at best, cuts down the efficiency of an airplane from the standpoint of
ceiling, maneuverability, rate of climb, and
speed. At worst, it can be the cause of failure
to complete a flight-or for that matter, failure
even to start it-with probable loss of life and
destruction of valuable equipment, because of
abnormal stresses upon the airplane or because
of changed flying characteristics.
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EFFECTS OF IMPROPER LOADING
STRUCTURAL
FAILURE
OVERLOADING
1. Causes a higher stalling speed.
2. Always results in lowering of airplane structural safety factors which may be critical during rough air or takeoffs from poor fields.
3. Reduces maneuverability.
4. Increases takeoff run.
5. Lowers angle and rate of climb.
6. Decreases ceiling.
7. Increases fuel consumption for given speed,
which decreases the miles per gallon.
8. Lowers tire safety factors.
CG TOO FAR FORWARD
NOSE HIAVY
1.
2.
3.
4.
Increases fuel consumption (less range).
Increases power for given speed.
Tends to increase dive beyond control.
Might cause critical condition during flap
operation.
5. Increases difficulty in getting tail down during landing.
6. Results in dangerous condition if tail structure is damaged or surface is shot away.
CG TOO FAR AFT
TAil HEAVY
1. Creates unstable condition.
2. Increases stall tendency.
3. Definitely limits low power; might affect
long-range optimum speed adversely.
4. Decreases speed.
5. Decreases range.
6. Increases pilot strain in instrument flying.
7. Results in a dangerous condition if tail structure is damaged or surface is shot away.
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1
3
POUND
FULCRUM
POUNDS
PRINCIPLES OF BALANCE
The theory of aircraft weight and balance is
simple. It is that of the old familiar steelyard
scale which is in equilibrium or balance when it
rests on the fulcrum in a level position. It is
apparent that the influence of weight is directly dependent on its distance from the fulcrum and that the weight must be distributed
so that the turning effect is the same on one
side of the fulcrum as on the other. A heavy
weight near the fulcrum has the same effect as
a lighter weight farther out on the bar. The
distance of any object from the fulcrum is
called its arm. This distance, or arm, multiplied
by the weight of the object is its turning effect,
or moment, exerted about the fulcrum.
Similarly, an airplane is balanced when it
remains level if suspended at a certain definite
point or ideal center of gravity (CG) location.
Unlike a steelyard, it is not necessary that an
airplane balance so that it is perfectly level,
but it must be reasonably close to it. This allowable variation is called the CG range; the exact
location, which is always near the forward part
of the wing, is specified for each airplane
model. Obtaining this balance is simply a matter of placing loads so that the average arm of
the loaded airplane falls within this allowable
200
CG range. Heavy loads near the wing location
can be balanced by much lighter loads at the
nose or tail of the airplane. The moments determine this exactly.
In practice, it has been found desirable to
measure all distances from an arbitrary reference datum line at or near the nose of the airplane. By measuring arms in the same direction
all moments become positive, thus eliminating
possible errors in adding plus and minus moments that result from a reference datum line
located within the limits of the airplane.
When the total moment about this reference
datum line is divided by the total weight, the
resulting arm is the distance to the center of
balance, or center of gravity, from the reference datum line. This would be the location of
the fulcrum as illustrated on the balanced steelyard scale. If the CG falls within the CG limits,
expressed as forward limit and aft limit, the
loading is satisfactory. If not, the load must be
shifted until the CG does fall within the limits.
For flight, since the wing supports the airplane's weight, it is obvious that the CG must
remain within safe allowable limits; otherwise,
the tail surfaces could not properly control the
path of flight. Limits are usually expressed as a
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percentage of the mean aerodynamic chord of
the wing (% MAC). However, for weight and
balance purposes, and in this manual, the
limits are given in inches from the reference
datum line.
To obtain the gross weight and the CG location of the loaded airplane, it is necessary first
to know the basic weight and the CG location
of the airplane. This may be found by weighing
the airplane. This weighing should be done with
the airplane in its basic condition; that is, with
fixed normal equipment which is actually
present in the airplane, less fuel.
When the weight, arm, and moment of the
basic airplane are known, it is not difficult to
compute the effect of fuel, crew, cargo, armament, and expendable weight as they are
added. This is done by adding .all the mome~ts
of these additional items to the total moment
found by weighing .the airplane and dividing
by the sum of the basic weight and the weight
of these additional items. This gives the CG
for the loaded airplane. This calculation can be
performed by arithmetic, with loading graphs,
or with a balance computer.
LOADING GRAPHS
Loading graphs and detailed instructions for
their use are included in Section 7 of AN 0lB-40
(Weight and Balance Data) a copy of which
must be kept in the data case of the airplane at
all times. These loading graphs provjde an easy
means of determining the loaded CG position
of the airplane. They are intended for use when
the balance computer is not available.
BALANCE
COMPUTERS
To simplify the work of determining the
loaded CG of the airplane, a balance computer
is provided for each B-17 airplane and certain
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other types of aircraft, such as transports and
patrol bombers, which may be easily unbalanced by improper loading and which carry
such a large number of variable load items that
calculation of their loaded CG by arithmetic or
with the aid of loading graphs might be a
somewhat lengthy and tedious process. There
have been several types of computers used for
this purpose. However, the load adjuster has
been adopted as the standard computer for
both the Army and the Navy. Instructions for
using the load adjuster are included in Appendix I of AN 0lB-40.
The following definitions will serve as standardized terminology for all data in the practical
application of this system. It is important to
know them thoroughly.
Weight-The weight is 16 ounces per pound,
avoirdupois weight. All weights are to be calculated to the nearest whole pound.
Basic Weight-The weight of the airplane, including all equipment that has a fixed location
and is actually present in the airplane; that is,
air frame; power plants and accessories;
trapped fuel and oil; full hydraulic, cooling and
anti-icing fluid systems and reservoirs; armor
plate, ordnance· (less ammunition and bombs);
chemical, navigation, oxygen, pyrotechnics,
and radio equipment. It never included items
commonly referred to as disposable.
Note: The basic weight of an airplane varies
with modifications and changes in the fixed
equipment. This is not to be confused with
empty weight, which is a dry weight with certain contract equipment only. The term basic
weight, when qualified with a word indicating
the type of mission, such as "basic weight for
combat, for ferry, for transport, etc.," may be
used with directives stating what the equipment shall be for these missions; for example,
extra fuel tanks and various items of equipment installed for long-range ferry flights but
not normally carried on combat missions which
201
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will be in "Basic Weight for Ferry" but not in
"Basic Weight for Combat."
Gross Weight-The total weight of an airplane and its contents.
Reference Datum Line-An imaginary vertical line at or near the nose of the airplane. Its
location is chosen by the manufacturer as a
standard line from which all horizontal distances are measured for balance purposes. Diagrams of each airplane show this reference line
~s zero.
Arm-For balance purposes, arm is the horizontal distance in inches from the reference
datum line to the CG of the item.
Moment-The weight of an item multiplied
by its arm.
Average Arm-Average arm or location is
obtained by adding the weights and the moments of a number of items and dividing the
total moment by the total weight.
Basic Moment-The sum of the moments of
all items making up the basic weight. When
using data from an actual weighing of an airplane, the basic moment is the sum of the :r:noments around the reference datum line. For
simplicity, it is permissible to divide the moment by a constant so as to reduce the number
of digits. If this is done, the same constant must
be used consistently for all computations, and
202
must be indicated in the moment column on
charts A, B, and C in Form F.
Center of Gravity-The point about which an
airplane would balance if suspended. I ts distance from the reference datum line is found by
dividing the total moments by the gross weight
of the airplane.
CG Limits-The range of movement which
the CG can have without making the airplane
unsafe to fly. It is determined by actual test
flights. The CG of the loaded airplane must be
within these limits at takeoff, in the air and on
landing. In some special cases a landing limit is
specified. On loading graphs the CG limits are
indicated by CG limit lines. In all cases, the CG
condition should be checked for landing without fuel and bombs.
Loading Range-The safe CG location under
any load condition. It is shown on the balance
computer as the white section labeled "Loading Range."
Tare-Weight of equipment necessary for
weighing the airplane ( chocks, blocks, slings,
jacks, etc.) which is included in the scale readings but is not part of the basic weight.
Balance Computer Index-A number representing the amount which, when considered in
conjunction with the weight, gives the CG
position.
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Accidental Unfeathering ................ 142
After-Landing Check . . . . . . . . . . . . . . . . . . . . 98
Airplane Commander ................. 13-25
Alternating Current ..................... 165
Approach, Final ....................... 94-95
Power ............................... 95
Power-Off .......................... 94-95
Armor ............................... 42-43
Automatic Pilot ............. (See Autopilot)
Autopilot, the C-1. .................. 183-190
Emergency Use of ..................... 187
for Bomb Approach .................. 20-22
Ground Checklist . ·.................... 190
How to Operate ................... 185-188
Auxiliary Power, Use of .................. 165
B-17, History .......................... 5-12
in Combat ........................... 9-12
B-17G, General Description ........... .43-45
Bail Out, How to ..................... 148-151
Balance Computer ...................... 201
Principles of ...................... 200-201
Ball Turret, Dropping the ............ 134-135
General Description . . . . . . . . . . . . . . . . . . . 40
in Emergency Landings ............. 136-137
Banks, Load Factor in. . . . . . . . . . . . . . . . . . . 88
Before-Landing Check ................. 93-94
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Boeing 299 . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Bomb Bay, General Description ........... 39
Bomb Bay Doors, Emergency Operation .. 133
Bombardier, Duties of. ................. 18-22
Bombardier-Pilot Relationship .......... 18-22
Booster Pump ....................... 61, 159
Brakes ................................. 164
Brake Operation With Hydraulic Pump
Failure ............................... 139
C-1 Autopilot ................ (See Autopilot)
Carburetor Ice, Prevention in Flight ... 105-106
Celestial Navigation . . . . . . . . . . . . . . . . . . . . 17
Center of Gravity in Heavy Loads. . . . . . . . . 91
in Improper Loading ................... 199
1
Limits, Determination of ............ 200-202
Changes in Equipment, B-17F and G ....... 45
Characteristics, Flight ................. 88-91
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Checklist, Approved B-17F ............. 55-56
Chin Turret, in B-17G .................. 43-44
Circular Error .......................... 22
Climb, Angle of. . . . . . . . . . . . . . . . . . . . . . . . . 74
Auto-Rich Mixture for ................. 74
Decreasing Air Temperature in ....... 74-75
Decreasing Atmospheric Pressure in .... 75
Use of Turbo-supercharger in ........... 75·
Climbing ............................. 72-87
Effects of Altitude in. . . . . . . . . . . . . . . . . . . 74
Engine Heat in. . . . . . . . . . . . . . . . . . . . . . . . 74
Power Required and
Power Available (Chart) . . . . . . . . . . . . . . . 73
Power Settings for. . . . . . . . . . . . . . . . . . . . . 72
on Instruments ....................... 72
Cockpit Checklist ..................... 54-56
Cold Weather Operation .............. 102-108
Warm-up ............................. 103
Commander, Airplane ................. 13-25
Communication ..................... 176-182
Compass, Gyro Flux Gate ............ 191-192
Control Panel and Pedestal ............. 34-35
Cowl Flaps, Effects of .................... 88
Crash Landings ......................... 156
Crew Discipline ....................... 13-14
Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Crosswind Landing .................... 95-96
Takeoff ........... : . . . . . . . . . . . . . . . . . . 71
Cruising .............................. 81-84
Long-Range .......................... 84
Maximum Endurance . . . . . . . . . . . . . . . . . 84
Dead Reckoning . . . . . . . . . . . . . . . . . . . . . . . . 16
Decreasing Air Temperature in Climb ... 74-75
Decreasing Atmosperic Pressure in Climb .. 75
De-icer System ...................... 107-108
Detonation and Pre-ignition ............. 85-87
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Discipline, Crew ...................... 13-14
Ditching ............................ 152-155
Ditching, Crew Duties in ............. 153-154
Crew Positions for ................. 154-155
Wind Speed in ........................ 155
Dives .................................. 91
Dropping the Ball Turret in Flight ..... 134-135
Electrical System .............. . ..... 165-168
Electronic Turbo-supercharger Control .169-171
Emergency Brake System ................ 164
" Equipment ...................... 193-197
203
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"
"
"
"
"
Feathering ...................... 141-142
Hydraulic System ................... 139
Operation of Bomb Bay Doors ........ 133
Operation of Landing Gear ........... 133
Operation of Wing Flaps .............. 133
Radio Transmitter ..................... 194
Signal Equipment ..................... 194
Unfeathering ......................... 143
End of Mission. . . . . . . . . . . . . . . . . . . . . . . . . . 98
Engine Failure:
One-engine failure on takeoff ........... 144
Two-engine failure on takeoff ........... 145
Go-around with one engine out ......... 146
Two-engine landing ................ 146-147
Single engine operation ................ 147
Engine Heat in Climb .................... 74
Primer ............................... 159
Run-up .. ............................. 68
Section Fire Extinguisher .............. 193
Engineer, Duties of. . . . . . . . . . . . . . . . . . . . . . 24
Engines, General Description. . . . . . . . . . . . . 30
Equalizer Coils ......................... 166
Evasive Action ......................... 21
Feathering .......................... 140-144
Practice .............................. 144
Procedure ........................ 140-141
System, Failure of ................. 142-143
Final Approach ....................... 94-95
Fire, Engine, in Flight .................... 129
Engine, on Ground .................... 129
Extinguisher, Engine Section ........... 193
Extinguishers ........................ 193
Fires in Flight ....................... 128-129
First-Aid Kits ........................... 195
Flight Characteristics .................. 88-91
Performance Record (Form) .......... 82-83
Formation Flying .................... 119-127
Flying, Tips on ........................ 127
Landing Procedure ................ 125-127
Takeoffs .......................... 120-121
Frequency Meter ................ . ...... 181
Fuel Pump, Engine-Driven ............... 159
Capacity ............................. 157
Shut-off Valves ....................... 159
System ........................... 157-161
Transfer Pump .................... 160-161
Transfer Selector Valve ................ 160
Fuselage, General Description. . . . . . . . . . . . 28
204
General Description of B-17F ........... 26-43
Generator Systems, Checking and Adjusting .................................. 166
Generators ............................. 165
Go-Around ............................. 97
With One Engine Out .. ·................ 146
Grade 91 Fuel, Note on Use of ........... 85-87
Power Settings for ................... 85-87
Grade 100 Fuel, Power Settings for ...... 85-87
Gravity, Center of (See Center of Gravity)
Gunners, Duties of. . . . . . . . . . . . . . . . . . . . . . 25
Gyro Flux Gate Compass ............. 191-192
Hand Fuel Transfer Pump ................ 161
Heating and Ventilating System ....... 174-175
Heavy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Hot Weather Tips ....................... 109
Hydraulic Pump Failure, Brake Operation
With ............................... 139
System ........................... 163-164
System, Emergency ................... 139
Ice, Emergency Removal ................. 106
Icing, on Aircraft. ................... 106-108
Inspections and Checks ................. 46-56
Instrument Calibration . . . . . . . . . . . . . . . . . . 17
Check ............................... 64
Panel ................................ 38B
Intercoolers, Function of ................ . 169
in Climbing . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
in Landing .......... . ................ 93
in Starting ............................ 57
Interior of Airplane, General Description. 33-43
Inverter Check . . . . . . . . . . . . . . . . . . . . . . . . . 61
Landing .............................. 92-98
" Disabled Aircraft ................ 136-137
" Gear, Emergency Operation of ........ 133
" Gear, Main ......................... 31
" Roll ................................ 97
" Crash .............................. 156
" Crosswind .... : ................... 95-96
" in Strong Wind. . . . . . . . . . . . . . . . . . . . . . 95
" Maximum Performance .......... 131-132
" Night .............................. 101
" No-flap ............................. 132
" on One Flat Tire ..................... 136
" Two-Engine ..................... 146-14 7
" With Bent Drag Link ................ 136
" With Broken Drag Link .......... 136-137
" With Cracked or Wobbling Wheel ..... 136
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Leveling Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Liaison Transmitter ..................... 178
Life Raft ............................... 196
Load Factor in Turns and Banks. . . . . . . . . . 88
Loading Graphs ..... : ................. . 201
Effects of Improper Loading ............ 199
Long-Range Cruising . . . . . . . . . . . . . . . . . . . . 84
Main Landing Gear. . . . . . . . . . . . . . . . . . . . . . 31
Marker Beacon ......................... 181
Maximum Endurance Cruising. . . . . . . . . . . 84
Performance Landing .............. 131-132
Performance Takeoff .............. 130-131
Mean Aerodynamic Cord ............. 91, 201
Mission, End of. . . . . . . . . . . . . . . . . . . . . . . . . . 98
Navigation ............................ 15-18
Navigator, Duties ..................... 15-18
Navigator-Pilot Relationship ........... 15-18
Night Flying ......................... 99-101
Flying, Illusions in .................. 99-100
Landings ............................. 101
Takeoff .............................. 101
Taxiing Precautions ................... 101
Vision, Precautions .................... 100
Vision, Tips on ........................ 100
No-flap Landing ......................... 132
Nose Section, General Description. . . . . . . . 33
Note on Use of Grade 91 Fuel ........... 85-87
Oil Cooler .............................. 161
Dilution .......................... 103-104
System ........................... 161-162
One-Engine Failure on Takeoff ............ 144
Overpriming ........................... 103
Overspeeding Turbos .................... 138
Oxygen ............................. 110-118
PDI, Flying the, Manually ................ 189
for Bomb Approach. . . . . . . . . . . . ..... 20-22
Pilot-Bombardier Relationship .......... 18-22
Pilotage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Pilot's Compartment ................. 33-38B
Control Panel ......................... 37
Pilot-Navigator in Flight ........... .' . . . . . 17
Post-flight Critique . . . . . . . . . . . . . . . . . . . . 18
Preflight Planning .................... 17
Relationship ........................ 15-18
Pilot's Operational Equipment ......... 34-38B
Power Approach . . . . . . . . . . . . . . . . . . . . . . . . 95
Changes, Sequence of. ............... 76-77
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Increase, Sequence for ................. 76
Plant, General Description. . . . . . . . . . . . . 30
Reduction, Sequence for. . . . . . . . . . . . . . . . 77
Settings for Grade 100 and 91 Fuel .... 85-87
Power-off Approach ................... 94-95
Practice Feathering ..................... 144
Preheating ............................. 102
Pre-ignition, Detonation and ............ 85-87
Primer, Engine ......................... 159
Pr.opeller, Anti-icer System ............... 107
Propellers, General Description. . . . . . . . . . . 30
Runaway ......................... 137-138
Synchroniza6on of . . . . . . . . . . . . . . . . . . . . 80
Pyrotechnic Pistols ....................... 197
Radio Compartment, General Description. . 40
Compass .......................... 178-179
Equipment ........................ 176-182
Equipment, Emergency Operation of .... 182
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Operator, Duties of .................... 23
Set, SCR522A (VHF) .............. 180-181
Transmitter, Emergency ............... 194
Recovery From a Stall. . . . . . . . . . . . . . . . . . . 90
Reverse Current Relay ................... 166
Rough Air Operation .............. : . . . . . 89
Runaway Propellers . ................. 137-138
Running Takeoff ........................ 71
Run-up Procedure . . . . . . . . . . . . . . . . . . . . . . 68
Signal Equipment, Emergency ............ 194
Single Engine Operation .................. 14 7
Spins .................................. 91
Stall Recovery . . . . . . . . . . . . . . . . . . . . . . . . . 90
Stalls .................................. 89
Starting Procedure .................... 57-64
Strong Winds, Landing in ................ 95
Supercharger Regulator Operation ....... . 169
Synchronizing Propellers . . . . . . . . . . . . . . . . 80
Tail Assembly, General Description. . . . . . . 29
Tail Gunner's Compartment. . . . . . . . . . . . . . 41
Tailwheel, General Description. . . . . . . . . . . 32
Takeoff, Crosswind . . . . . . . . . . . . . . . . . . . . . . 71
Maximum Performance ............ 130-131
Night ................................ 101
Running ......................... . ... 71
Technique .......................... 67-70
Taxiing Technique .................... 65-66
Throttle Technique . . . . . . . . . . . . . . . . . . . . . 69
Traffic Pattern .......................... 92
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Training, Crew . . . . . . . . . . . . . . . . . . . . . . . . . 14
Trim Tabs, Effects of. . . . . . . . . . . . . . . . . . . . . 88
Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Turns, Flight Characteristics in. . . . . . . . . . . 88
Load Factors in . . . . . . . . . . . . . . . . . . . . . . . . 88
Two-Engine Failure on Takeoff ........... 145
Landing ............. ·................. 146
Turbos, Overspeeding ................... 138
Turbo-supercharger Control, Electronic 169-171
Use in Climb ........................ 75-76
Turbo-superchargers ................ 169-173
Use of ............................ 172-173
Turbo Surge ........................... 173
Waste Gate, Closed .................... 173
Unfeather, How to ....................... 143
Unfeathering, Accidental ................ 142
Voltage Regulator, Function of ............ 165
Waist Section, General Description. . . . . . . . 41
Weight ................................. 27
and Balance ...................... 198-202
Windshield Anti-icer System ............. 107
Wing Flaps, Emergency Operation of ..... 133
X-B17
5
YlB-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Y1B-17A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7
7
r
206
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•
INSTRUCTOR'S
SUPPLEMENT
TO
PILOT TRAINING MANUAL
for the
FLYING FORTRESS
B-17
Published for
ARMY AIR FORCES TRAINING COMMAND
by Headquarters, AAF, Office of Flylng Safety
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The Pilots' Training Manual for the B-17, now distributed to all 4-engine
students, standardizes training and operational procedures in the Flying Fortress
for all pilots.
To enable instructors to make the most effective use of it, the Training Command has prepared this Instructors' Supplement. Each section is keyed to pertinent
sections of the Pilots' Manual, and contains the practical teaching techniques
and tips to be used in that particular phase of training ..
The Training Command has assured the Army Air Forces that every one of
our pilots will have achieved certain standards. Success in combat operations
depends upon the fulfillment of that promise. The neglect of any step in the
training program on the part of any instructor or student may lead directly to
the failure of an important combat mission.
In a very real sense of the word, the basis of combat efficiency of the Air
Forces is laid by our instructors. This manual is for you, to make your iob easier,
to make your work more efficient, to insure that your efforts will be more highly
productive. If you do a complete, thorough and conscientious iob, there
Cf n be
no doubt of the final result.
Bind this Supplement into your personal copy of the Pilots' Training Manual.
· Use both regularly for reference and review, and as a check on your teaching
methods. Together, they adapt the Pilots' Manual perfectly to the training requirements of the Training Command.
Lieutenant General, U.S.A.
Commanding
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HOW TO USE THE
This manual is a supplement to the Pilot's
Manual for the Flying Fortress.
It tells you how to teach the detailed information on how to fly the B-17 which the Pilot's
Manual contains.
It represents the accumulated experience of
hundreds of veteran B-17 instructors. By
studying it carefully, you can learn in a comparatively short time what they have learned
during several years of hard experience.
Use it in conjunction with the Pilot's Manual.
Before each period of instruction, review the
operational data in the Pilot's Manual that pertain to the procedure or maneuver to be
taught. Then review again the section of the
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Supplement that contains the specific teaching
technique for that procedure or maneuver.
Study the list of common errors and be on
the alert to observe when and how the student
commits any of them. Utilize the pertinent sections of the Pilot's Manual to point out his errors and emphasize the correct procedure.
Remember that the teaching tips in this supplement are basic truths born of experience
and tested by long use. Where the facts in the
Pilot's Manual may change as procedures are
altered and improved with experience, the
plain facts in the Instructor's Supplement will
endure, uninfluenced by changes in the operating manual.
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Make sure that you know what's expected of
you. Analyze your duties and responsibilities.
Think of the possibilities if you do the job well
-and of the consequences if you fail. Remember that the combat record of each pilot-as well
as the fate of his airplane and crew-will depend to a great extent on what you teach him
now.
Know your airplane and everything pertaining to it. Show your students that you're familiar with every aspect of the equipment you're
teaching them to fly.
to fly the B-17; the Instructor's Supplement
your bible on how to teach the student to fly it.
As a flight instructor on the B-17, you have a
threefold responsibility: to the Air Forces, to
your students, to yourself.
The need for dependable, proficient, highly
trained pilots of 4-engine aircraft is great. They
are essential to the successful culmination of
this war.
The material to fill this vital need is in your
hands. It's up to you to process the material
and turn out the finished product. Your knowledge of the B-17, your skill as a 4-engine pilot,
your ability as an instructor can transform
these students into finished pilots and airplane
commanders.
It's a big job. But remember, you're training
these men for one of the biggest individual jobs
in this war: commanding a Flying Fortress in
combat. They've got all that it takes to do the
job-except the know-how to fly that airplane,
and the experience, judgment, and sense of responsibility to command the airplane and its
crew. That's your job. You're the instructor;
these students are here to learn.
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Win the students' confidence and respect.
Watch your bearing and manners as an officer.
Be friendly, sympathetic, patient as an instructor. Don't become too familiar with your students. Always maintain proper military discipline in your instructor-student relationship.
Above all, exhibit flawless flying technique at
all times. Don't tell a student how good you
are-show him!
Analyze each student. Treat each man as an
individual problem. You'll get all kinds: eager
beavers, hot-shots, goldbrickers, and just plain
guys. Size up each one as an individual, learn
his strong points and shortcomings, and adapt
your teaching methods accordingly.
Work as closely as possible with your students, individually and in groups, in the air and
on the ground. Encourage them to ask questions, and make them have confidence in your
answers. The new student may be reluctant to
ask questions for fear of showing his ignorance.
Get that idea out of his mind.
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Remember: A question that may seem trivial
to you may be of the utmost importance to the
student. Never belittle his lack of knowledge.
On the contrary, let him know that you haven't
forgotten that you were once a beginner yourself. Tell him that you had to learn things the
same way: by listening, thinking, and asking
questions. If he fails to ask questions, bring
them up yourself.
Always be careful to set a good example for
the student. Whatever you do, he'll probably do
likewise. If you're late, indifferent toward your
duties, casual in making your checks and inspections, sloppy in your flying, that's just the
kind of students you'll produce. Stay on the
beam, be conscientious in your work habits,
keep your flying sharp, and the majority of
students will strive to follow your example.
Your time is limited. Take advantage of every
facility that will enable you to do a better job
in the limited time at your disposal.
Utilize the ground school. Your students have
a lot to learn about the principles, theories, and
equipment associated with the B-17. You can't
teach them everything. But the ground school
has technical specialists ready to help you with
those aspects of the job.
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Tackle the Problem from Both Ends
Maintain close contact with the ground school
staff. Let them know what your students need
to round out their training. Keep a check on
your students' progress in ground school
classes, particularly their work in the Ltnk
trainer. Find out if any of your students are
backsliding or having trouble.
Give the ground school a boost to your students. Take a crack at that old idea that ground
school is a waste of time, and that flying is all
that matters. Emphasize the importance of
ground school in rounding out a flyer's knowledge of his job. Tell your students about the
pilots who have breezed through ground school,
and then learned of their mistake too late and
had to go back and learn those subjects the
hard way.
Put the Student On His Own
As soon as he has completed the familiarization phase and can fly the airplane, place him in
complete charge, while you act only in the capacity of command pilot or consultant. See that
he maintains strict crew discipline in the air
and on the ground. Let him make the decisions.
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Don't interfere with his performance of duties
except to maintain safety in flight.
Simulate emergencies and leave the entire
handling of the situation to the student. Keep a
sharp watch on him, and be sure that everything is under control; but don't interfere unless he is getting himself into danger.
Remember that besides teaching him how to
fly the B-17 you must also develop in the student the judgment, confidence, and sense of
responsibility that will qualify him later for his
duties as an airplane commander.
Give adequate briefing and instruction to the
crew before each mission. Cover all details of
the projected lesson on the ground before ac-
tual flight. Help the student to anticipate what
he must do on the mission.
Regarding safety, remember this: Safety is
your responsibility.
But safety isn't something to worry about.
Teach the student correct procedures, see
that he follows them always, and you won't
have accidents.
Impress upon the student that accidents are
always the result of doing things wrong!
Be positive in your instruction. Demonstrate
the correct way of doing things. Teach the
"do's" and not the "don'ts."
Never let the student go too far without taking corrective action.
KEEPING STUDENT OCCUPIED
Plan every training flight so that each student has definite duties to perform and see that
these duties are alternated.
Arrange time so that students alternate iil
the pilot's seat every hour.
Make the student work. Don't let him have
any idle time.
When you occupy the copilot's seat, have the
extra student perform as many of the copilot's
duties as possible, such as radio calls, checklist,
and even some of the operation of controls.
When it does not interfere with the operation
of the airplane, question the student to determine how well he understands the reasons behind the operations he is performing. When
extra students are aboard, or when you occupy
the pilot's or copilot's seat, assign the following
duties to keep the extra students busy.
Have the extra student:
1. Stand between the seats and observe
flight maneuvers.
2. Answer questions on errors in operation.
3. Take drift readings.
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4. Navigate.
5. Make contacts with Army Airways Control Stations.
6. Tune liaison and command transmitters
and receivers.
7. Review location and operation of emer~
gency releases.
8. Operate fuel transfer system.
9. Give dry runs on bailout and other alerts.
10. Take radio fixes.
11. Change whip antenna.
12. Locate all important fuses.
13. Bleed hydraulic system (check valve).
14. Install (when equipment is available)
hand fuel transfer pump.
15. Operate auxiliary power unit.
16. Take oral quizzes on all systems.
17. Follow instrument flying of pattern,
using diagrams.
18. Manually operate gear and flaps.
19. Use emergency radio operating procedures.
20. Listen on radio during all training.
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SIX TEACHING PRINCIPLES
Organize your personal instruction with these six simple
teaching principles in mind and you won't go wrong
Remember: Explanation alone is not sufficient;
neither is demonstration alone. If possible,
demonstrate and explain simultaneously. In the
long run, this dual method of driving home
each fact will save a lot of time and talk. Use
every available visual aid: the illustrations in
the Pilot's Manual, models, charts, your own
diagrams, the airplane itself.
1. Arouse the Student's Interest
Before each teaching period, outline to the
student the particular subject, procedure or
maneuver to be taught. Tell him what it is, how
it is done; and why it is important. Analyze the
mission. List the principal steps. Pick out the
key points. Relate everything you teach to the
big, over-all job of flying the B-17 expertly, efficiently, safely. By giving the student a complete
concept of the subject at each step-what, how,
why-you will keep his interest and attention
at highest pitch throughout the instruction
period.
3. Find Out What the Student Knows
Don't waste time telling the student something he already knows. Ask him specific questions. Find out what he's learned. Concentrate
on teaching him what he does not know. Don't
expect him to learn too much too soon. You
may have to go over the same thing twice, or
perhaps several times before he learns it. Don't
become impatient if the student is slow in getting your point.
4. Let the Student Demonstrate
2. Explain and Demonstrate
Explain how a thing is done, then show the
student how to do it. Demonstrate and explain
as much as possible on the ground, then tell
rum how again and show him how in the air.
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Give the student a chance to practice and
demonstrate whatever you are trying to teach
him. Tell him and show him how to do it-then
let him do it himself. If four out of five students can demonstrate what you have taught
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where he is making his mistake, and why his
manner of perfo1ming the operation is wrong
or dangerous. Take advantage of correcting his
errors to re-emphasize the correct procedure.
Make your explanations brief, pointed, but
complete. Have him repeat the demonstration
to be sure that he understands the correct procedure.
them, you can be reasonably sure that your
method of instruction is sound-the fifth student needs a little more personal attention. If
only two out of five grasp the idea, check on
your teaching method. The fault lies with you.
If you have trouble analyzing your own teaching methods, check with other instructors or
supervisory personnel. Consult the Pilot's
Manual. Don't get in a hole by bluffing students
with the "I think ... " type of answer. If you
don't know the correct answer, tell the student
you'll look up the point and tell him the next
time he reports.
6. Check and Review
5. Correct the Student's Errors
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Be on the alert and observe and analyze your
student's errors. Correct his errors as he makes
them in the air, or as soon afterwards as possible on the ground. Be patient. Show him
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Check constantly to be sure that your student is learning what is being taught, and that
he is retaining the knowledge. Ask questions,
and require complete answers. Demand explanations of procedures taught two days or two
weeks ago. Check and review daily. Analyze
each student's shortcomings or deficiencies, and
use the method of correction best suited to his
particular case.
Review what you have taught during earlier
periods. See that the student uses the Pilot's
Manual. ·Have him read the manual to prepare
for what you will teach in tomorrow's period;
have him use it to review what you have taught
him today. Have him go back and review those
sections that are related indirectly to what you
are now teaching. Encourage him to amplify
sections of the manual with his own notes.
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INTROD-UCTION TO AIRPLANE
SEE PILOT'S MANUAL PAGES 26 TO 45
In introducing the student to the B-17 airplane, follow the detailed outside and inside
preflight j.nspection procedure outlined in the
Pilot's Manual.
Remember that while the student has already
been introduced to parts of the airplane in
ground school, this is his introduction to the
airplane as a whole.
view the introductory points in subsequent instructions. Then question the student to make
sure that his general knowledge of the airplane
is accurate and reasonably complete.
On this introductory tour, take your time.
The instruction principles here are demonstratioit and explanation. Point to each part of the
airplane,-name it, and explain its function. Then
ask questions to see if the student understands
the point.
Encourage questions, but explain things first,
since this is all new to the student.
Be sure that your explanation of each item
is adequate.
Do not overlook any item merely because it
seems self-evident to you. The student is encountering this equipment for the first time.
Don't expect the student to remember everything you cover the first day. Repeat and re-
Avoid these common errors made by instructors in introducing a new student to the
B-17:
1. Not enough attention paid to this phaseusually because · the instructor is impatient to
begin actual flight instruction.
2. Inadequate explanation of equipment and
its function. Cover everything; give complete
explanations.
3. Overlooking items that seem self-evident
to instructors. Don't neglect anything. It may
be old stuff to you-to the student it's new and
strange!
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INSPECTIONS AND CHECKS
SEE PILOT'S MANUAL PAGES 46 TO 56
,
1. Explain to the student the possible consequences (equipment failure in the air) if inspections are not made properly. Don't hesitate
to use the "scare" method to drive home the
importance of preflight inspections and checks.
The consequences of preflight carelessness and
indifference are really grim. Don't let familiarity with the airplane breed carelessness.
2. Make the student announce verbally any
defects in equipment that he finds during his
inspections. This brings the defects to your attention, and makes the student remember them.
3. Let the student fill out Forms 1 and lA
and the loading list (Form F). Teach him the
proper use of all three. Place responsibility for
these items directly on the student, but be sure
to check them yourself.
·
4. Insist from the outset on proper use of
the checklist. Use the exact checklist language.
Have the student keep his thumb on each item
on the checklist, as it is called aloud and
checked, before moving on to the next item.
Make him call out items and responses in a
clear, firm voice.
5. Have the amplified checklist handy. Make
the student actually check off each item and
touch each instrument or control. Be sure he
understands what he is checking, and why.
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6. Before and during the first ride, name,
demonstrate and explain each individual item
on the checklist. After the first flight, let the
student take over the checklist, but watch his
technique and give him as much additional instruction and explanation as necessary. Explain
the sequence of the checklist as it applies to
grouping of instruments, controls, etc.
7. Never let the student-copilot take his job
lightly. Make him perform all copilot duties.
When you are riding in the copilot's seat, have
the student riding on the swing-seat perform
copilot duties and read the checklist.
8. Emphasize cockpit and operational procedures. Try to cut down the time required for
completion of each phase of the checklist without impairing efficiency. Emphasize cooperation
and coordination. Encourage cockpit familiarization. The student will be indoctrinating his
own copilot in the near future, and he cannot
do it properly unless he knows the procedures
himself.
1. Failure to execute checklist properly.
2. Failure to use precise checklist termin-
ology.
3. Overlooking in the preflight check those
parts of airplane that are not immediately apparent.
4. Relying oh instructor to make each check
-and the instructor allowing the student to get
away with it.
5. Failure to call off checklist items loud
enough for pilot to understand.
6. Failure of student to look around outside
airplane while completing checklist.
7. Copilot getting ahead of pilot during
checklist procedure.
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STARTING
SEE PILOT'S MANUAL
PAGES 57 TO 64
1. Demonstrate and explain starting procedure for the ·first time while occupying the copilot's seat. Make the second demonstration
from the pilot's seat. Notice that most common
errors are made by the student while performing copilot duties.
2. Explain the importance of the fir~ guards
and their proper positions. Call the student's
attention to the difference between aircraft
with CO 2 fire extinguisher systems and those
without.
3. Show the student various ways to speed
up starting procedures. Naturally, he will be
slow at first. Don't rush him, but demonstrate
ways to eliminate waste motion. Example:
Show him how he can check oil pressure as the
gage indicates rise, without waiting for full
pressure to be registered.
4. Point out and explain the response of the
various instruments as the engines are started.
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1. Failure to check proper posting of fire
guard, and not indicating engine about to be
started.
2. Improper use of primer.
3. Improperly energizing the starters.
4. Improper use of mixture controls.
5. Failure of pilot and copilot to coordinate
while energizing and meshing starters.
6. Failure to check flight indicator as engine
is started.
7. Failure to check following items:
a. Inverter output.
- b. Air filters (only switch position and
not lights are checked).
c. Both vacuum pumps.
8. Waiting too long to check instruments,
then wasting time.
9. Failure to have one member of crew
watching outside for movement of airplane.
10. Lack of definite plan for checking instruments.
11. Improper reactions when engine fails to
start.
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TAXIING
SEE PILOT'S MANUAL
PAGES 65 AND 66
The quickest and easiest way to teach taxiing technique is to taxi with tailwheel unlocked
( except in a strong crosswind). This is done
best at the end of the period, when inboard
engines have been cut.
Don't let the student get into the habit of
riding the brakes. See that his heels are kept
on the floor (except when actually using
brakes).
Teach proper use of throttles and brakes. The
new student inevitably overcontrols throttles
and does not anticipate the effect of excessive
throttle.
Stress the importance of slowing down to desired taxi speed and not to a full stop.
Emphasize proper crosswind taxiing. Stress
coordination of throttle and tacking.
Stress the necessity of taxiing slowly.
Stress checking tail for clearance when turning, especially when near obstructions, or near
end of taxi strip or runway.
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1. Riding brakes.
2. Overcontrolling with throttles.
3. Attempting to use rudder and aileron for
directional control.
4. Trying to unlock tailwheel while pressure
is still on locking pin.
5. Starting the turn too near edge of runway
when taxiing crosswind.
6. Failure to maintain proper clearance between airplane and obstructions.
7. Locking and unlocking tailwheel unnecessarily.
8. Pivoting on the inside wheel.
9. Paying too much attention to tailwheel
light rather than concentrating on control of
the airplane while taxiing.
10. Failure to check brakes, hydraulic pressure, wheels, and tires while taxiing.
11. Difficulty in maintaining full control because of improper adjustment of seat and
pedals.
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ENGINE RUN-UP
SEE PILOT'S MANUAL PAGES 67 AND 68
1. During engine run-up, divide the work
between the student pilot and the copilot.
2. Where different series of the B-17 are in
use, emphasize the difference in run-up procedure between the different models.
3. Teach the student not to concentrate all
his attention inside the cockpit during ·engine
run-up. Make him look around to guard against
any movement of the airplane.
4. Explain the difference in the number of
propeller pitch movements required for cold
and hot weather operations.
5. Use approximate manifold pressure settings for checking magnetos during engine
run-up. This will shorten the time necessary for
the engine check.
6. Remember that the student already is familiar with run-up procedure of an engine except for the turbo-supercharger. Give him a
clear explanation and demonstration of the use
and operation of the turbo-supercharger. Stress
the fact that faulty use of turbos causes most
of the engine failures.
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1. Lack of proper checklist indoctrination,
which is principal cause of the following student errors.
2. Running the propellers through too
many times, especially during warm weather.
3. Worrying about exact manifold settings;
consequently losing time during engine run-up.
4. Taking too much time to set turbos, and
allowing the engine to run too long at full
power on the ground.
5. Loss of time in returning the engine to
idling speed after checking.
6. Failure of pilot and copilot to check all
engine instruments during run-up.
7. Failure to retard throttle while removing
chocks.
8. Failure of pilot to hold brakes during engine run-up.
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TAKEOFF
SEE PILOT'S MANUAL
PAGES 69 AND 70
3. Failure to apply throttles rapidly and
steadily, leading with the upwind engine.
4. Applying differential throttling before full
rudder has been applied (or, in many cases,
even attempted).
5. Inadvertently applying brakes during
takeoff roll because heels are not on floor.
6. Failure of student copilot to follow
through on the throttles and to keep close
check on instruments, avoiding excess manifold
pressure and rpm.
7. Copilot spending either too much time
with his eyes inside the cockpit or •too much
time looking outside the cockpit.
8. Failure to apply proper crab into the wind
after the airplane is airborne.
9. Failure to use brakes to stop rotation of
wheels prior to retracting gear.
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Your instruction job will be easier if you
give the student a thorough and careful indoctrination in proper cockpit procedure before
the first takeoff.
1. Emphasize the necessity for clearing the
runway for traffic and obstructions, even after
being cleared by the tower.
2. Keep a close check on the student copilot
and avoid any tendency to use excessive power
during the takeoff.
3. Emphasize proper pilot-copilot coordination on takeoff.
4. Emphasize avoiding overcontrol of throttle . and rudder during takeoff.
5. Stress and explain the necessity for holding ailerons in neutral position during takeoff.
6. Don't attempt to explain mistakes on takeoff until you are well in the air.
7. Check nacelles and wings visually for indications of engine failure during the takeoff
roll. Have your students do the same.
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1. Failure to call for the Before-Takeoff
checklist, even though it has been completed.
2. Failure to clear the runway rapidly after
taxiing out.
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RUNNING TAKEOFF
SEE PILOT'S MANUAL
PAGE 71
Insist upon the student's letting the airplane
settle into the landing roll before applying
power for running takeoff. Show him that an
effective check on this tendency is not to apply
power until flaps are half up.
Emphasize that, upon application of power,
the remainder of the takeoff is to be treated as
a normal takeoff, either crosswind or straight
into the wind. (See notes on normal takeoff.)
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Failure to establish the landing roll.
Failure to get the flaps half up before power
is applied.
Landing too far down the runway and attempting to land when a go-around shouJd be
made.
Attempting to take off before properly aligning on runway.
Using brakes to keep airplane straight.
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MAIIMIM PERFORMANCE TAKEOFF
SEE PILOT'S MANUAL PAGES 130 TO 131
this is to make a normal takeoff followed by a
maximum performance takeoff, checking the'
length of the roll against the yardstick along
the side of the runway.
Teach the student to avoid raising flaps when
climbing near stalling speed.
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Before demonstrating this maneuver, be
sure that the student has been properly briefed.
Be sure that every condition for the maximum performance takeoff is set before the
brakes are released for the takeoff roll.
Call the student's attention to the difference
between the normal and maximum performance takeoff run. A good way to demonstrate
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Starting the takeoff roll before initial power
has been applied.
Failure to hold elevators back during initial
application of power. (Elevators should be
streamlined for 3-point takeoff.)
The tendency to assume a nose-high attitude
immediately after ta,keoff, caused by back pressure on the column during the roll.
Permitting airplane to settle when flaps are
retracted.
FLYING THE TRAFFIC PATTERN
SEE PILOT'S MANUAL PAGE 92
Teach a student to plan his work so that
when he is supposed to enter the traffic pattern, he is in proper position and at the proper
altitude. Teach him to plan his let-down before
getting over the field.
Teach the student to anticipate the BeforeLanding checklist so that it can be completed
at the proper time, prior to entering traffic
pattern.
Stress the importance of compensating for
drift in the pattern in order to maintain the
track of the airplane parallel, or at a right
angle, to the landing runway. Demonstrate the
ease with which the pattern may be flown by
following magnetic headings corrected for drift.
Stress the importance of clearing the area
before making turns, and centering attention
outside of cockpit.
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Stress the importance of proper spacing in
the pattern established by the proper turn-off
from the takeoff leg.
Explain to the student that the traffic pattern
is nothing more than a flight from point to point
on a rectangle around the runway. Stress the
necessity of maintaining proper airspeed, altitude, spacing, and track.
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Point out that the same considerations of airspeed and drift apply here as in a cross country
flight. Have him notice this particularly on the
downwind and approach legs. Drive this point
home now, and the problem of crabbing and
winging down on the approach leg in a crosswind will be relatively simple.
Keep the traffic pattern close to the field.
Insist on precision flying of the traffic pattern
in accordance with local flying policies. Precision flying at this point is comparable to close
order drill, and will have the effect of making
other precision flying and air discipline exercises easier.
Failure to maintain traffic altitude and speed.
Turning into the entry leg too far from the
field.
Failure to compensate for drift.
Setting the base leg too far from the runway.
Failure to maintain proper spacing-caused
by the student's fear of prop wash.
Turning outside the path of the preceding
airplane on downwind and base legs.
Using full aileron before rudder to recover
from the effects of prop wash.
Failure to consider other aircraft in the traffic pattern.
Tendency to concentrate attention inside
cockpit.
Failure to listen for control tower instructions while occupied with other duties.
.
This is an ideal time to indoctrinate the student in the proper use of cowl flaps. Make him
cylinder-head-temperature conscious. Explain
the best method of reducing engine heat.
Stress the importance of holding airplane in
the proper attitude to maintain climb.
Demonstrate to the student that, at climbing
airspeed, pulling the nose up and decreasing
the airspeed causes the rate of climb to fall off.
Stress maintenance of proper airspeed in the
climb.
THE CLIMB
SEE PILOT'S MANUAL
PAGES 72 TO 76
Emphasize correct application of power,
stressing the combination of manifold pressure
and rpm for the climb. A good way to make the
student power-conscious is to announce the desired combination of manifold pressure and rpm
for each power change that he makes.
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Failure to watch for drop in manifold pressure with resulting reduction of power during
climb. (B-17F only.)
Failure to maintain constant climbing attitude. (Insistence on proper attitude at this time
will simplify the basic instrument flying later
on.)
Failure to trim properly for climb.
Leveling off at the desired altitude, instead
of on top of the desired altitude.
Failure to watch temperature gages.
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CRUISING
SEE PILOT'S MANUAL
PAGES 81 TO 84
To teach the student the differences in cruising power settings, have him set up correct
power settings to correspond with various
cruising requirements.
Practice long-range cruise control even on
short hops.
Incorrect combinations of rpm and manifold
pressure.
Failure to cruise at the lowest power setting
for the mission being performed.
STALLS
gine operation with flaps and gear down and
full power on good engines. Be sure the student
recognizes the characteristics which precede
the stall.
Emphasize the indicated airspeed at which
the stall occurs.
Emphasize proper stall recovery.
Demonstrate the difference in stalling speeds
caused by the increased wingloading in turns.
Demonstrate the importance of the rudder in
recovering from a wing-down stall.
Impress upon the student that by studying
the airplane's stall characteristics he can determine proper gliding speed and landing speed.
Lowering the nose too much on recovery, and
not using sufficient power to aid recovery.
Rough handling of the controls and throttles.
Using aileron at or near the stalling speed.
Failure to clear the area before beginning
stalls.
Excessive speed during recovery.
. TURNS
SEE PILOT'S MANUAL
PAGES 89 AND 90
~
SEE PILOT'S MANUAL
PAGE 88
Demonstrate stalls in order from the highspeed stall to the low-speed stall: power off,
power on, power off with wheels down, power
on with wheels down, power off with wheels
and flaps down, power on with wheels and
flaps down, power off with de-icer boots operating (wheels and flaps down), simulated 2-enR EST RIC TED
Students have a tendency to make aileron
turns with the B-17 because of its large vertical
fin surface. To counteract this tendency, emphasize and re-emphasize the use of rudder.
This is particularly important in instrument flying, where aileron turns have the effect of increasing the degree of bank without increasing
the rate of turn.
Don't forget to demonstrate the varying angle
of bank required for time-turns at various
speeds.
Making turns with aileron only.
Attempting to bring the nose up by back
pressure and not decreasing bank.
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POWER-ON LANDINI
SEE PILOT'S MANUAL PAGE 95
In turning on the final approach, if student
has difficulty lining up with the runway, ·teach
him to undershoot his turn rather than overshoot it. As the turn develops he can let up on
his bank, thereby decreasing his rate of turn
and rolling out properly lined up with the runway.
Emphasize the importance of blending power
reductions with the change to glide attitude
upon entering the approach to the runway.
After you establish gliding speed, teach the
student to aim at a point just short of the runway. Then, when he breaks his glide and reduces his power, he lands in the first 1/ 3 of the
runway.
Impress on the student that a good landing
results from the establishment of a proper glide
and proper breaking of that glide.
Teach the student to establish a smooth glide
by ignoring small corrections in airspeed and
taking the average of the airspeed being indicated. This avoids any ten_dency to jockey the
wheel and throttle during the glide.
Don't let the student go too far in making
errors. Correct his errors as you go along, carefully explaining the proper procedure. Don't
confine your instruction to telling him what not
to do. Keep all instruction positive, always emphasizing the correct procedure.
18
Emphasize the dangers of the long, low,
dragging approaches.
Teach the student not to be afraid to go
around. Impress upon him that if the procedure
is not correct, or if the glide path has not been
established properly, or if the speed has fallen
off, no benefit will be derived from completing
the landing. Emphasize: elevators control airspeed; throttles control rate of descent.
Stress the fact that the power settings on the
approach are only a means to an end. Tell the
student that they are important only in maintaining the desired speed, and in accurately
landing the airplane on a desired spot.
When the student makes a bounce landing,
teach him to hold the same pressure on the
wheel as at the time of the bounce, then to
gradually increase back pressure and make a
normal landing. Sometimes, after a boul'lce
landing, it may be necessary for you to decide
whether to let the student complete the landing, or to have him go around and try again.
In crosswind landings, point out to the student that proper elimination of crab has a tendency to raise the down wing. Therefore, teach
him to concentrate on removing the crab in the
landing rather than raising the wing. Warn him
against too early removal of crab and the resulting drift while on the runway.
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Impress upon the student that, when making
a crosswind landing, he must anticipate a crosswind action while rolling on the runway by
leading with the upwind outboard engine.
~S~E,vu,,u
Not correcting for drift on the approach, and
not lining up with runway when turning on
approach leg.
Low, dragging approaches.
Failure to set and maintain a constant glide.
Jockeying the throttles or wheel (or both)
during the .approach.
Failure to cut throttles completely before
landing.
Failure to go around when necessary.
Failure to coordinate throttle movement with
movement of control column-particularly failure to coordinate power reduction with breaking of the glide.
Failure to maintain directional control after
reaching the runway.
Failure to clear the runway as rapidly·as possible.
Improper application of brakes to stop the
landing roll.
Failure to eliminate crab in a crosswind just
before contact with runway, or eliminating
crab and allowing airplane to drift downwind
just prior to landing.
Stress the relationship of the proper altitude,
proper glide, correct base leg, and wind effect
to this type landing.
Point out that this type of landing demonstrates the ease with which the B-17 can be
landed.
Emphasize that it is taught for training purposes only, and is not an operational maneuver.
Inconstant glide.
Breaking glide too low.
Failure to take the four variables into consid,,..
eration.
GO-AROUND
SEE PILOT'S MANUAL
PAGE 97
POWER-OFF LANDING
SEE PILOT'S MANUAL
PAGE 94
Emphasize the use of just enough power to
obtain the desired airspeed for the go-around.
Teach the student to be on the alert and decide for himself when to go around.
~S~E'WJIU
Demonstrate at what point power reduction
must be made in order to make a power-off
approach and a precision landing.
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Applying too much or too little power. .
Not correcting attitude as flaps go to full up
position.
Raising flaps too soon before or too long after·
power has been applied.
Forgetting to call for increased rpm before
advancing throttles.
Failure to clear runway to one side; losing
sight of airplanes on ground.
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MAXIMUM PERFORMANCE LANDING
SEE PILOT'S MANUAL PAGES 131 AND 132
Before attempting an actual demonstration
of the minimum-roll landing, simulate minimum-roll landing conditions so that the student can become familiar with the feel of the
airplane when full weight is on the front
wheels.
Emphasize the minimum roll instead of perfect 3-point landing.
Explain that because wheels are on the runway does not mean weight of airplane is on the
wheels. Emphasize that accelerated brake action may be applied as increased weight rests
on the wheels.
Be careful in demonstrating this maneuver
in gusty wind conditions.
Be on the alert for any tendency to nose up.
If this occurs, make proper correction by releasing brakes and applying power, with simultaneous back-pressure on control column.
Have a man ( other than pilot) watch each
wheel for brakes locking during the roll.
~E'WJIU
Applying brakes before the weight is settled.
Too quick and too much forward pressure on
the control column.
Lack of directional control on runway because of uneven application of brakes.
20 .
PARKING AIRPLANE
SEE PILOT'S MANUAL
, PAGES 65 AND 98
~
S ~ E'WJIU
Setting parking brakes while they are still
hot.
Leaving airplane without wheel chocks in
place.
Failure to turn off all switches.
Failure to permit autosyn instruments to return to zero before turning off inverters.
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2 AND 3-ENGINE OPERATION
SEE PILOT'S MANUAL PAGES 84, 140, 144-147
Impress upon the student that when an engine is lost during the takeoff, and the airplane
is still on the runway, the most important thing
is to decide whether to stop the takeoff roll or
to continue taking off.
In all training flights, let the student make
and state his decision, even though you have
made up your own mind to continue the takeoff for practice purposes.
Rapid progress will be made if you adhere to
the following sequence. In it the maneuvers are
progressively more difficult and are arranged
in the order that tends to build up the student's experience. After the initial periods have
been completed, subsequent practice should
stress the takeoff with an outboard engine idle,
since proficiency in this operation simplifies the
maneuvers with an inboard engine dead. The
sequence of instruction is as follows:
1. One-engine failure in flight.
2. 2-engine failure in flight.
3. 3-engine go-around.
4. 3-engine landing.
5. 3-engine running takeoff (a) with inboard
engine out, (b) with outboard engine out.
6. 3-engine takeoff (a) with inboard engine
out, (b) with outboard engine out.
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7. 2 engines cut after takeoff.
8. 2-engine landing.
Note: In all the above maneuvers, simulate a
feathered engine by idling at approximately
12" Hg. manifold pressure.
When practicing these maneuvers, make the
student feel that he is solving a real problem.
Have him visualize his runway, and the obstacles near it. In each case let him decide
whether to complete his takeoff or bring his
airplane to a full stop. (For practice purposes,
you may tell him to continue his takeoff, even
though his own decision is to make a full stop.)
Select the engine to be cut by taking into
consideration the height and distance of any
obstacles, and the amount and direction of any
crosswind.
The dead engine should be on the side of the
airplane from which the crosswind is blowing.
If the crosswind is on the side opposite the dead
engine, the student will get a false impression
of the characteristics of the airplane under various 3-engine conditions because of the relative
ease with which he is able to handle it. Remember that he may be operating in a strong
crosswind when an engine is actually lost on
the upwind side.
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Use brakes only as an emergency measure
on any of the takeoffs, either running or from a
dead stop. The airplane cannot be held straight
by the use of a brake, and tires will be worn
dangerously or blown out.
Remind the student that in an actual emergency the propeller of the dead engine may be
feathered to decrease its drag. However, stress
the fact that it is not necessary to feather the
dead engine immediately in order to recover.
Teach him to take his time in feathering, in
order to avoid the possibility of feathering the
wrong engine during the excitement or confusion following engine failure.
Caution the student that while it is necessary
to raise the landing gear as rapidly as possible
after takeoff in order to increase speed, he must
be certain that the airplane is airborne before
actuating the landing gear switch.
Point out the danger of opening the bomb
bay doors to jettison bomb bay tanks or bomb
load under 2-engine conditions at lo~ altitude.
Explain that the open bomb bay doors create
drag, and that they are slow in closing if the
emergency release has been used. Emphasize:
The drag thus created is sufficient to slow down
the airplane below critical speed (about 5 mph
below critical flying speed with 2 engines out).
In any of these instances when the student
calls for the feathering procedure, give him
approximately 12" Hg. manifold pressure on
the "dead" engine in order to simulate feathering. Do not practice feathering a good engine
below 5000 feet above the ground.
To save wear on the engines, get the student
back on four engines as soon as the airplane
has been brought under control and the lesson
has been completed. There is no need to fly the
traffic pattern on 2 or 3 engines.
A good place to start a 2 or 3-engine landing
is to cut one or 2 engines on the downwind leg.
On a running takeoff or go-around give the
throttle back. as soon as the airpiane is under
control and correct climbing speed has' been
attained.
Emphasize the critical minimum airspeed for
2-engine operation when both d_e ad engines are
22
on the same side. Explain that this critical speed
varies with the weight of the airplane.
Point out the high stalling speed when turning into 2 dead engines.
To make sure that the student gets all 3
throttles open simultaneously in a go-around,
demonstrate and rehearse the proper method
of grasping these throttles prior to actual
approach.
Stress the importance of applying necessary
power as fast as the throttle control permits.
Stress the importance of maintaining sufficient altitude so that the final approach can be
made with reduced power.
Point out that when a 3-engine takeoff is
made in an actual emergency, all 4 throttles
may be used and the takeoff made in the same
manner as a crosswind takeoff.
Becoming excited and failing to execute
proper sequence of action.
Trimming too soon after takeoff, and failing
to re-trim before landing.
Failure to increase rpm before increasing
manifold pressure.
Overshooting the runway in a 3-engine landing. Remind the student that a 3-engine landing
is made in the same way as a 4-engine landing.
Overshooting on a 2-engine landing with a
long, low, dragging approach.
Use of too much power in 3-engine operation.
Trying to maintain directional control while
airborne by differential throttling.
Tendency to begin climb too soon after flaps
have been taken up, rather than waiting for
airspeed to build up.
Tendency to pull back on wheel when pushing on rudder to maintain directional control.
Losing too much altitude in getting into the
field on 2 engines.
Pattern too wide on 2-engine landing.
Disregard of engine instruments in 2 and 3engine operations.
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FEATHERING
SEE PILOT'S MANUAL PAGES 140 TO 144
All feathering procedures should be directed
toward the emergency feathering of the engine.
Remember that actual feathering of the engine is not necessary each time you demonstrate the emergency operation. Merely retard
the throttle, and thereafter touch each control
and state what is being done. Then, after the
entire feathering procedure has been accomplished give the student 12" Hg. manifold pressure to simulate feathered operation. In those
few cases during the course where the ·e ngine
is actually feathered, use the practice feathering procedure.
Have the student visualize every feathering
procedure as an emergency operation. Make
him so familiar with this procedure that it is
virtually automatic.
Make fre~ use of an inboard engine for the
feathering procedure to familiarize the student
with the vacuum selector. You may also use
this as a demonstration of the reduced de-icer
action when an inboard is out.
Emphasize the correct sequence of feathering: (1) feathering button, (2) throttle off, and
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(3) mixture control off. Each time an engine is
feathered, have the student announce what
auxiliary equipment is cut out.
Cultivate the student's judgment by having
him explain under what conditions he would
feather an engine. Call particular attention to
directional control, amount of power lost, effect
of runaway propellers, high manifold pressure,
etc.
. Feathering the wrong engine by hitting the
wrong button.
Wrong sequence in the feathering procedure.
Being too slow in using the right procedure.
Failure to control airplane properly while
completing feathering procedure. (Particularly
true on instruments.)
Misuse of control lock.
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EMERGENCY MECHANICAL PROCEDURES
SEE PILOT'S MANUAL PAGES 133 TO 135
Stress the importance of instrument takeoff
at night; particularly the use of flight instruments to maintain climb immediately after
takeoff.
Stress importance of dividing attention between flight instruments and airplane in traffic
pattern or on runway.
The most important element in teaching the
emergency mechanical procedures is to have
the student perform each emergency operation
actually and physically.
At least once during the course, the student
should be made to: manually lower and raise
the landing gear; manually lower and raise the
tailwheel; manually lower and raise the flaps;
re-set the bomb bay doors after emergency release; operate the brakes with the hydraulic
pump out; start and stop the auxiliary power
unit; change necessary fuses in flight, and replace electric turbo amplifier in flight.
Too much concentration on airspeed, to the
exclusion of attitude. (The result, in many
cases, is flying back into the ground.)
Not maintaining heading after takeoff.
Improper use of cockpit lights.
Failure to check landing gear visually.
Taxiing too fast because of lack of visual reference points.
Failure to keep orientated in the traffic pattern.
Failure to observe night vision rules.
Failure to check landing gear switch in neutral before manual operation of the gear.
NIGHT FLYING
SEE PILOT'S MANUAL
PAGES 99 TO 101
Stress those items on the amplified checklist
which concern lighting.
Stress the danger of taxiing too fast or too
close to obstructions.
24
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INSTRUMENT FLYING
The basis for all instrument training in the
B-17 is found in Technical Orders #30-lO0A-1,
30-100B-1, 30-lO0F-1.
Students entering 4-engine transition have
completed the standard course in basic and advanced instrument training. The mission of this
school is to ascertain that the student is proficient in all previous instrument flying, and to
further his training by indoctrination in radio
compass procedures.
Group your instrument lessons to consolidate
most economically the flying time devoted to instrument training. The instrument phases are
based primarily on proficiency. Therefore, establish or determine the student's proficiency
in each phase before he progresses to the next.
No ironclad rule regarding time can be laid
down, but all maneuvers should be covered as
rapidly as t~e student's proficiency permits.
bisectors, and quadrant signals, and follow the
pilot's problem with a pencil line, marking any
mistakes. This not only helps the safety pilot
prepare for his turn at the controls, but imprints a range heading and pattern in his mind
and develops analytical approach to instrument problems.
Use the lnterphone
To prevent having to explain the same thing
to each student, have the students put on their
headsets and listen on the interphone while you
talk. Thus, you can check off the same information for both students and avoid the necessity
of repetition.
Stress Local Rules
Use the Link Trainer
Properly used, the Link trainer department
can provide valuable aid in rounding out the
student's weakness on instrument procedures.
Visit the department personally and suggest
any additional instruction required to correct
student's deficiencies.
Work the Safety Pilot
Students flying as safety pilot generally have
little to do. Put the safety pilot to work. Have
him draw a replica of the range, with headings,
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Stress complete and thorough indoctrination
in the local policy on range flying. Pay particular attention to altitudes on the range, letdown procedures and similar safety provisions
of the local policy.
Use the Blackboard
Use the blackboard both for briefing and for
critiques after the period. This is one phase
where diagrams can be used to great advantage,
saving considerable air work and explanatio~
while in flight.
25
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Radio Training
Thorough knowledge of the radio is a prerequisite of satisfactory instrument flying. If
student is weak on radio procedures, spend
time on the ground to increase his proficiency.
Hooded Takeoffs
To facilitate rapid hooded takeoffs, put up as
much of the hood equipment as possible before
taxiing to the takeoff position. Taxi the airplane yourself and let the student set up the instrument-flying equipment. (With some types
of hoods it may be necessary to hold back part
of the hood and set it up only after the airplane is on the runway.)
Demonstrate and explain fully. Take over in
the air, occupying either the pilot's. or copilot's
seat and demonstrate the maneuvers you intend to teach the student.
Here it is most important to utilize the three
basic principles of instruction:
1. Demonstration
2. Explanation
3. Let the student demonstrate
Demonstrate the maneuver by your own flying ability, at the same time explaining what
you are doing and why you are doing it. Then
h~ve the student apply the knowledge in his
own practice.
(Note: Consult the practical hints to instructors in the T. 0. 30-100 series.)
available to repeat a poorly planned mission.
Results must be obtained during this period.
Be sure that the proper preflight is made before takeoff, actually engaging the controls of
the autopilot and visually checking the control
surfaces. Again: This is the only mission of its
kind. If you wait to check your equipment until
you are in the air, you may waste one or two
hours of training time.
C-1 Autopilot
To get the most out of the time allotted to the
use of the C-1 autopilot, don't set up the equipment and then let everyone take a free ride
· with George doing all the work. Set it up and
turn it off, so the student will get practice by
actually using the equipment. He will learn
nothing merely by riding along. It is by setting
up and adjusting the equipment that he learns
how to operate the C-1 autopilot.
After he has set it up, throw it out of adjustment by turning the controls, and then check
to see if he knows how to readjust his equipment.
Take the student into the nose of the airplane·
and show him the bombsight clutch and the
stabilizer clutch and how to set them up. Show
him how to make a stabilized turn. Be sure you
are thoroughly familiar with your equipment
yourself; then pass on your knowledge freely
to the student.
Flying the PDI
BOMB APPROACH
SEE PILOT'S MANUAL
PAGES 18-22 AND 183-190
In flying the PDI make all turns coordinated
turns. Avoid slipping or skidding. This is doubly
important in setting up the C-1 equipment. Coordinate with bombardier ( on his preflight of
bombsight) and check on PDI and interphone.
Don't neglect the bomb-approach phase of
B-17 transition instruction.
Explain to the student that the purpose of the
mission is to demonstrate pilot-bombardier cooperation, and not to develop his proficiency in
bombing. Stress the importance of perfect pilotbombardier coordination in making a successful bombing approach and run.
Brief the mission properly. Remember that
this is the only mission of its type. Time is not
Too little attention given to the mission.
Not holding constant airspeed and altitude.
Uncoordinated turns while flying PDI.
Inadequate preflight check.
Turning before bombardier cages bombsight
gyros.
Student too tense on the controls when flying
manual mission.
Failure to record autopilot time on Form lA.
26
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NAVIGATION
After deciding on the airport of intended
landing, have the student help you check the
Directory of Air Fields for the following information: length of runways, type of runways,
lighting equipment.
Have him check the Weekly Notice to Airmen for the latest information regarding the
condition of the field.
Be sure that he has complete navigation
equipment, including navigation kit, maps, DF
charts and navigation logs.
Make him plot the course on sectional maps
covering a radius of 100 miles. See that he gives
due consideration to danger areas, terrain features and radio facilities. Important: Be sure
that all students draw and complete the approved navigation log form.
Let the student or students fill out the Form
23, then check to be sure that it is complete
in all details, and in accordance with weather
information available, and the features of the
terrain over which the flight is planned.
Be sure that the student understands his duty
to check all weather information in the following sequence: (1) The latest weather maps,
checked against the 3 previous maps; (2) the
CAA 6-hour forecasts, and other available forecasts; (3) the winds-aloft charts; (4) hourly
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SEE PILOT'S MANUAL PAGES 1 5 TO 1 8
sequence reports; (5) pseudo-adiabatic diagrams; and (6) the Form 23A (Vertical Information of Weather). Explain to the student that
he must never merely "check" the weather; he
most study it closely. Emphasize that the purpose is to discover the expected intensity and
trend of the weather. Explain how he can obtain-through his discussion with the qualified
forecaster-a complete picture of conditions
along the route of the flight he has planned.
Explain the method of filing the Form F
(Weight and Balance) with Base Operations,
and the location of the form within the airplane.
Conduct of Mission
If possible, assign 2 students to the navigator's compartment to direct the course of
flight by means of dead reckoning and pilotage.
Assign the copilot to use "follow-the-pilot" navigation by pilotage, and maintain fuel consumption data. Fly one-half of the flight time
with either student under the hood, navigating
as directed by navigator, ?r by radio range or
radio compass.
Check continually to see that the students are
making proper and correct radio fixes, and
keeping a log correctly. Emphasize use of the
E-6B computer. Have the student navigators
27
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give the radio operator all the information necessary for an hourly position report to AACS
stations. Have the students contact CAA radio
range stations to report their position, request
weather and traffic information, file flight plans,
or make changes in flight plans.
On all navigation missions obtain as much
additional multiple-phase training as possible.
Combine navigation, formation, altitude, etc., in
one flight.
Frequent position fixes by radio compass will
benefit navigation. Remember that radio must
not be used to the extent that it detracts from
navigation training. For instance, one student
can use the radio compass so long as he does
not interfere with the work of the student designated to act as navigator.
On these flights where half the navigation is
done under the hood, have the pilot fly the
range as an aid. This will not interfere with the
navigation work of the other students.
On all long-range or short-range navigation,
have the student use power charts to perform
the mission more efficiently. See that he takes
all factors into consideration and adheres
strictly to the power charts.
On navigation missions where the students
have varied duties, don't leave one student on
one job too long.
Anticipate position reports. Have the student
write out a complete message before time of
transmission.
Emphasize use of radio facility charts and
radio aids to navigation during flight.
Know your personal limitations and the limitations of your equipment, and do not exceed
them in your desire to reach your destination.
Termination of Mission
It is your responsibility to see that the airplane is properly serviced and the necessary
servicing forms completed.
Important: It is your responsibility to send
the RON to the Commanding Officer of your
station in care of the Post Operations Officer.
Consult the local weather office about
weather forecast for the night. Have engines
diluted if necessary.
FORMATION
SEE PILOT'S MANUAL
PAGES 119 TO 127
1. Be sure that students are properly briefed
before takeoff. Emphasize visual signals to augment radio conversation.
2. Use the blackboard to explain formations,
distances, and changes from one type of
mation to the other. Be sure the student knows
the local rules for action in adverse weather.
3. Explain to the student that the basic purpose of formation flying at transition school is
to teach him to maintain a constant position of
his airplane in relation to the others in the
Always discuss with the student the landing
conditions at the airport of intended landing,
including traffic altitude, obstructions at ends
of runways, and field elevation.
Upon landing, instruct the student concerning the requirements of the crew-charge him
with the responsibility of seeing that the crew
is properly quartered on overnight stops.
Hr ve the student tell the crew the time of
departure the following day if RON.
for-
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28
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formation. Tactical doctrine is not the primary
concern.
4. Time can be saved, and a better mission
performed, if the aircraft participating in a formation are assembled on the ground prior to
takeoff. This eliminates confusion and aids in
assembling the formation immediately after
takeoff.
5. Insist upon holding the airplane in the
correct attitude. Most students have a tendency
to slide into the formation, ultimately dropping
into the slipstream of the lead airplane. You
can obviate this by insisting that the student
relax in his formation flying. At frequent intervals, have him fly with hands and feet off
the controls. Emphasize that the airplane in
formation flies just the same as when it's flying
alone.
6. Use reference points on the airplane to aid
in maintaining proper place in formation. Show
the student how to line up rivets or points on
the windshield with the lead airplane, and, by
keeping them aligned, maintain his position.
7. Show the student how to trim the airplane
properly for ease of flying.
8. Emphasize continuously the proper use of
power. See that manifold pressure does not exceed allowable limits for the rpm used.
9. Emphasize the dangers of closing to position too rapidly when moving into formation.
10. Build up the formation training gradually. For example, make easy shallow turns at
first, gradually increasing the turn as the student's proficiency increases.
11. Emphasize completing the landing check
before entering the traffic pattern.
12. Impress on the student that he must consider the other aircraft in the formation as well
as his own when timing his turns around the
pattern and when spacing for landing. Emphasize the importance of landing and turning off
the runway as rapidly as possible to allow space
for the aircraft behind.
13. Be sure that the field is clear for landing
before the formation breaks up. If you don't,
you probably will not be able to get the formation together again.
Before leading a formation, review chapter
on Formations in Pilot's Manual.
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ALTITUDE
SEE PILOT'S MANUAL
PAGES 72-7 6, 105-118, 169.- 173
Preflight
The altitude m1ss10n affords another excellent opportunity for the student to practice his
duties as airplane commander. In preflighting,
the student, under supervision of the instructor, should check all equipment necessary for
the flight, such as oxygen equipment, radio,
and if weather is anticipated, all de-icing and
'
anti-icing
equipment. He should also check to
see that at least 2 crew members are on board
and in the same compartment, and that their
oxygen masks are properly fitted. He should
question them on their knowledge of the use of
oxygen. Brief the student and question him on
the use of power for altitude and power reduction necessitated by turbo overspeed.
Condud of the Mission
The altitude mission may be conducted
jointly with formation-navigation training in
accordance with local policies. Make the climb
with prescribed power curves, with emphasis
on climbing power indoctrination and the use
of oxygen at altitude.
29
�RESTRICTED
Remain above 25,000 feet for a minimum of
3 hours, traveling far enough to demonstrate
the speed of the airplane at this altitude. It is
important to have frequent interphone checks
with all crew members to see that the interphone system is operating and all pers6nnel
okay.
Emphasize correct use of throttles and turbos, remembering the basic rule: Throttles will
he full on whenever superchargers are required for additional power.
leader announces changes over high-altitude
command set.
2. Use of high-altitude command set SCR-522~
Note that a crystal frequency common to all
planes in formation must be chosen for interplane control.
3. Maneuver at high altitude.
4. Use of liaison set. Explain that it should
not be used above 19,000 feet.
Altitude Considerations
Oxygen should be turned on immediately
after takeoff. Don't forget to demonstrate the
use of the walk-around bottle.
Have the student determine his true altitude throughout the flight by use of the E-6B
computer. The altitude factor for power settings, it will be noted, is density (pressure)
altitude, and not true altitude.
Use of Oxygen and Oxygen Equipment
{In the Air)
High-Altitude Engine Roughness
Demonstrate and explain the causes of highaltitude engine roughness and methods of
eliminating it.
Demonstration at Altitude
Demonstrate the following equipment and
flight characteristics at altitude:
1. Various power settings, including full military power. If in formation, the formation
30
1. Failure to keep close check on engine operation.
2. Failure to complete preflight and personal
equipment check satisfactorily.
3. Failure to maintain interphone communication during flight.
4. Improper use of power during climb.
RESTRICTED
��
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Manuals Collection
Description
An account of the resource
<p>The <strong>Manuals Collection</strong> features digitized manuals held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include aircraft and engine manuals produced by corporations and military branches.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. These manuals are intended for research purposes and should not be used to build or operate aircraft. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
Source
A related resource from which the described resource is derived
<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
Rights Holder
A person or organization owning or managing rights over the resource.
The Museum of Flight Library Collection
Rights
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Published works have been digitized under fair use. Material may be protected by copyright law. Responsibility for obtaining permission rests exclusively with the user.
Bibliographic Citation
A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible.
Manuals Collection/The Museum of Flight Library Collection
Identifier
An unambiguous reference to the resource within a given context
Manuals Collection
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Call Number
Call number for a library item.
MANACT.B65.B-17.3
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Format
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manuals (instructional materials)
Bibliographic Citation
A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible.
Manuals Collection/The Museum of Flight Library Collection
Identifier
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LMAN_text_027
Title
A name given to the resource
Pilot training manual for the Flying Fortress, B-17.
Contributor
An entity responsible for making contributions to the resource
United States. Army Air Forces.
Boeing Aircraft Company.
Publisher
An entity responsible for making the resource available
[S.l.] : Army Air Force
Description
An account of the resource
<p>Includes index.</p>
Date
A point or period of time associated with an event in the lifecycle of the resource
[194-?]
Subject
The topic of the resource
Boeing B-17 Flying Fortress Family
B-17 bomber--Air pilots--Training--Handbooks, manuals, etc.
Boeing airplanes--Air pilots--Training--Handbooks, manuals, etc.
Source
A related resource from which the described resource is derived
Manuals Collection
Extent
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206 p. : ill. (some color) ; 28 cm
Rights
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No copyright - United States