Throttle Controls; WW II B-29 ?

[Bob]

Hello,

On the WW II B-29, or on a B-17, the Flight Engineer has a set of
throttle controls.

Also, I believe, the Pilot.

Are they interconnected by cable ?
If one moves, therefore, the other physically moves also ?

Or, does one switch, somehow, actual control to the other, at some time,
and their's then becomes inoperative ?

Or,...?

How does this work, and function, please ?

Thanks,
Bob

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[John Szalay]

Bob <rgs...@notme.invalid> wrote in news:m2lt66$h8t$1...@dont-email.me:

> Hello,
>
> On the WW II B-29, or on a B-17, the Flight Engineer has a set of
> throttle controls.
>
> Also, I believe, the Pilot.
>
> Are they interconnected by cable ?
> If one moves, therefore, the other physically moves also ?
>
> Or, does one switch, somehow, actual control to the other, at some
> time, and their's then becomes inoperative ?
>
> Or,...?
>
> How does this work, and function, please ?
>
> Thanks,
> Bob

> \


Will pass that question along to a former B-29 mech.

FWIW: there were 3 sets of throttles on the B-29
Aircraft commanders consol ( left wall) , pilot (right wall)
and the Flight engineers panel:

360 view (Blue topped levers on all three )

http://worldvr.com/b-29-enola-gay-airplane-vr-smithsonian/

[Peter Stickney]

Bob wrote:

> Hello,
>
> On the WW II B-29, or on a B-17, the Flight Engineer has a set of
> throttle controls.

On the B-29, yes. The B-17 did not have a separate station for the Flight
Engineer. All of the engine controls were at the Pilot's and Copilot's
station (Actually in between them - single center stand).
On a B-17, the Flight Engineer doubled as the top turret gunner.

The B-29 had a separate Flight Engineer's station. The Flight Engineer had
full control of all the aircraft systems - the Powerplants - Throttle,
Mixture, Prop RPM, and Ignition switches, and the cowl flaps, oil coolers,
and turbosuperchargers, and the Electrical, Hydraulic, and Pressurization
systems. The Flight Engineer was a full-time position - he had no other
duties on the B-29.

>
> Also, I believe, the Pilot.

The B-29 Aircraft Commander and Pilot had separate control stands with
throttles, and the center control stand had the propeller feathering
switches, Master Prop RPM control (All 4 engines at once, but on a broad
scale, and Master Turbosupercharger (All 4 engines at once, again on a broad
scale).

The Pilot in Command would call out the power setting, and adjust the master
controls and throttles to the appropriate settings. The Flight Engineer
would then optimize each individual engine to be producing the proper
performance.

> Are they interconnected by cable ?
> If one moves, therefore, the other physically moves also ?

Yes, they are interconnected.

>
> Or, does one switch, somehow, actual control to the other, at some time,
> and their's then becomes inoperative ?

Since they are all interconnected, the Pilot's Stations and the Flight
Engineer's Station are all working all the time.

> Or,...?
>
> How does this work, and function, please ?

The Aircraft Commander coordinates all startup actions - the Checklists -
The B-29 was the first airplane to institute a formal call and response
checklist as standard procedure, is worked between the Aircraft Commander,
Copilot, and Flight Engineer. The Flight Engineer handles Engine Start and
warm-up.
When taxiing, the Pilot has throttle control.
Before takeoff, the Pilots and Flight Engineer check the prop master
controls and generators, and the Flight Engineer performs the Magneto
Checks.
The turbosupercharger Master is set to the takeoff position, and each engine
is run up to Takeoff Power.
For takeoff, the Pilot is running the throttles. Directional control at low
speeds should be by differential power - the brakes should be avoided.
After takeoff, the Pilot in Command calls for "Power Condition 2" (Climb
Power). The Copilot adjusts the prop RPM with the Master control, and
controls the Manifold Pressure with the Master Turbosupercharger Regulator.
The Flight Engineer is monitoring Cylinder Head Temperatures, and adjusting
Cowl Flaps and, if necessary, power, to keep them within limits.

The Flight engineer controls power settings in cruise, using the charts in
the handbook to produce the most efficient combination of RPM/Manifold
Pressure/Mixture/Cowl Flap position to maintain cruise conditions of
altitude and airspeed.

When landing, the Pilots take primary control of the engines.
Shutdown procedures are handled by the Flight Engineer.

All the above is drawn from the USAAF Training Manual for B-29 crews.
The B-29 was a break from previous airplanes - it was very system oriented,
and peak performance required that the airplane's systems be properly
handled and monitored. It was a break from the "Start Engines, Chocks
Away!" handling that earlier airplanes tolerated.

Check out
http://www.zenoswarbirdvideos.com/B-29.html
<http://www.zenoswarbirdvideos.com/B-29.html>
for a training video for B-29 pilots






--
Pete Stickney
From the foothills of the Florida Alps

[Peter Stickney]

A correction to the above - after referencing my copy of the B-29 Pilot's
Flight Operating Instructions, the Flight Engineer did not have control of
the props. The FE was additionally responsible for fuel system management,
handling the transfers between the various tanks in the airplane.