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AAF MANUAL No. 50-1 ~
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PILOT TRAINING MANUAL
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Published for Headquarters, AAF
Office of Assistant Chief of Air Staff, Training
By Headquarters, AAF, Office of Flying Safety
Revised 1 May, 1945
ADDITIONAL COPIES OF THIS MANUAL MAY BE OBTAINED UPON REQUEST TO HQ AAF,
OFFICE OF FLYING SAFETY, SAFETY EDUCATION DIVISION, WINSTON-SALEM 1, N. C.
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WM. B. BURFORD PRINTING CO.
5·1 !·45- 22, 000
.
AAF Manual No. 50-12
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THIS MANUAL is the text for your training as a B-24 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 ~earn 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-24 so long as you fly it. This is essentially the
textbook of the B-24. Used
properly, it will enable you to utilize
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the pertinent Technical Orders to even greater advantage.
COMMANDING GENERAL, ARMY AIR FORCES
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ord is best told by those who have flown it
through flak and swarming fighters, in mission
after mission, and know first hand what it
can do.
WHAT COMBAT LEADERS SAY:
The B-24 is used today all over the world. It is
the workhorse of ev,~ ry air force. Its formations
are roaring over mountains, seas, desert, and
arctic, laden with tons of destruction for the
enemy.
Liberators are being used more and more
in combat for one conclusive reason: The B-24
has everything-speed, climbing power, carrying ability, and above all, guts. The B-24 can
take it and dish it out. The B-24's combat rec4
"The B-24 has proved itself capable of delivering tremendous blows against the enemy over
extremely long ranges, under unfavorable
weather conditions and against heavy enemy
opposition. If the gunners are properly trained,
they can create havoc among enemy fighters. I
have seen formations of B-24's penetrate heavily defended battle zones, completely destroy
their target, fight off twice their number of
enemy fighters and, through their maneuverability and firepower, destroy over 50% of all
attacking enemy fighters without loss to themselves."
There and Back
"In the words of the old-time pilots, 'She'll take
you there and bring you back.' I have seen
B-24's shot up by 88-mm. anti-aircraft so badly
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it seemed impossible that the airplane could
stay in the air. One pilot brought his B-24 back
to base with half the rudder control completely
shot away. We have had airplanes come back
under almost unbelievable handicaps: with propellers shot off; with direct hits in gasoline cells
by 20, 40 and 88-mm. explosive shells; with the
2 lower engine supports knocked completely
off; with both ailerons gone; after complete loss
of rudder control; after loss of elevator control.
Airplanes have returned with controls so badly
damaged they were landed on autopilot."
Maneuverability
"A good gunner will conserve his ammunition
and make every bullet count. I was caught
once, separated from a formation, with no guns
working and 500 miles behind enemy front
lines, by an enemy plane which had a full load
of ammunition. We successfully evaded his attacks and forced him to expend all his ammunition. Maneuverability alone enabled us to return to base. One B-24 was separated from formation over the target and attacked by 15 ME
109's. Through skillful maneuvering and use
of firepower this crew shot down 8 of the enemy
fighters in a running battle of 100 miles and ret
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turned safely to base. In another instance a
B-24 with the tail turret out was attacked in a
running battle. Enemy fighters knew the vulnerable spot and, as they approached from the
rear, the airplane was maneuvered so that the
top turret gunner could fire at them. Nine
enemy planes were shot down in this manner."
Instrument Flying
"The B-24 is a good instrument airplane. About
80 % of our flying was instrument or formation
or a combination of the two. It is a good indication of your flying ability and of the flight characteristics of the airplane when you can fly
formation for 5 or 6 hours and do it well and
then go back on instruments and fly a good
compass course for 3 or 4 hours. The ability to
get your plane back sometimes depends on this.
I know that during training in the U. S. it is
pretty hard to sit under a hood and fly instruments when you could just be cruising around.
It's hard to sit in a Link trainer for hours at a
time and work out your procedure. But it pays
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off when you get out where you have to be good
in formation and instrument flying."
Guts
"The housing around the propeller and 3 cylinders of our No. 4 engine were shot out. Two
feet of prop on No. 1 engine was smashed, tearing a foot-and-a-half hole in the left aileron. The
engine was vibrating like a bucking bronco.
And we had a wing cell leak in No. 3. We were
both flying that airplane with every ounce of
skill we possessed. We put on 10° of flaps to get
the best lift without too much drag, and kept
our wings straight by using rudder. We muddled through the fighter attack and staggered
away from the target on 2½ engines. To gain
altitude to cross a mountain range, we threw
out everything that was movable, including
oxygen bottles, gas masks, ammunition, radio
equipment, and everything a screwdriver could
get loose. Somehow she brought us back. We
had to crash-land the plane but nobody was
hurt. The first thing I did after we got away
from the plane was to kiss the navigator."
Come-Back
"One of the B-24's was hit on the left wing,
jus:t outside the outboard engine. ,I thought the
wing would fall off, since the shot went right
through the main structure. You could have
dropped a barrel through the hole, but the airplane continued to fly formation. A few seconds
later a direct hit ripped a big hole in the bomb
bay, severed the aileron cable, knocked out the
hydraulic and electric systems and the oxygen
system. We escorted it 800 miles to the base.
It landed without ailerons and without brakes
and was back in service in about 3 weeks."
Range
A fully loaded Liberator crossed the Atlantic
in 6 hours and 12 minutes. The raid on the
Rumanian oil refineries was a round trip of
2500 miles. Raids from Midway Island on J apheld Wake Island involved a round trip of 2400
miles. British Air Chief Marshal Sir Christopher Courtney termed the Liberator the
"most successful of all anti-submarine aircraft
now used by the United Nations." The combat
record of the B-24 speaks for itself.
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Here's where they separate the men from the
boys. You can be one of the best B-24 pilots
ever trained and still fail as an airplane commander. In addition to qualifying yourself as
a top-flight pilot, you have the job of building a
fighting team that you can rely on in any emergency. Failure of any member of the crew to
do the right thing at the right time may mean
failure of your mission, unnecessary loss of
life and possible loss of your airplane.
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You Can 1 t Pass the Buck
Your authority as airplane commander carries
with it responsibility that you can not shirk.
Your engineer is a trained specialist, but his
training is incomplete. He knows how to transfer fuel, but does he know how to transfer it
in the particular airplane you are flying? It
isn't enough that he thinks so. You must know
what he knows. It is up to you to perfect the
basic training he has been given. An oversight
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of this kind cost a B-24 and 2 lives in the Pacific.
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, 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.
Know Your Crew
Learn all you can about each member of your
crew just as soon after he joins your outfit as
possible. Where is his home? What is his education? Is he married? What jobs has he had?
Where did he get his flight training? How does
he like the idea of being assigned to a B-24?
Your job is to_learn all you can about each
crew member so you can evaluate his qualifications, initiative, proficiency and reliability.
Know His Personal Habits
It is no business of yours whether a crew member spends his free hours in prayer, gambling,
or hunting turtle's eggs unless these habits interfere with the proper performance of ·his
duty. Then his business is your business. You
can't afford to see a mission jeopardized because a crew member doesn't get enough sleep,
comes to duty with a hangover, starts on a highaltitude mission with gas-producing food in his
stomach, or is so distracted by worry that he
cannot concentrate on the task at hand.
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.
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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.
Your position commands obedience and respect. This does not mean that you have to be
stiff-necked, overbearing, or aloof. Such ·c haracteristics 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
do 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 made 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,
comradeship, a leveling of rank, and at times a
shift in actual command away from the leader,
may seem paradoxical," says a former combat
group commander. "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 this pride
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to include the manner in which he performs
that duty. To do that you must possess .and
maintain a very thorough knowledge of each
man's job and the problems he has to deal with
in the performance of his duties.
Are You Ready to Fight?
Are your guns working? The only way you
can be sure is to know how competent and reliable your gunners are. It is uncomfortable to
get caught by a swarm of enemy fighters and
find that your guns won't function.
What about your navigator? You can't do
his job for him throughout training in the
states and expect him to guide you safely over
a thousand miles of water to a speck on the
map. Remember that there aren't any check
points in the ocean and you have to rely on
your navigator.
Your bombs miss the target. Long hours of
flying wasted ... why? It may be because the
bombsight gyro was not turned on long enough
in advance or because the bombsight was not
kept warm by means of the heater so that when
the bombardier put his warm face to the eyepiece, it fogged up and was . unusable. Who is
at fault? The bombardier is, of course, primarily
to blame, but in the background there is usually lack of leadership, guidance and inspiration.
No crew is ever any more on the ball than its
airplane commander.
Practical Questions
1. Are you the airplane commander, qualifying yourself to do justice to your crew?
2. Can all of your crew fly at high altitudes
without discomfort or physical handicap?
3. Does anyone in your crew get airsick?
4. Are the turret gunners too big for their
turrets?
5. Can the copilot take over in emergency?
6. Does the radio operator understand DF
aids?
7. Do the gunners know how to unload and
stow their guns?
8. Do the engineer and the copilot ( and do
you) know how to use the load adjuster and
how to load the airplane properly?
9. Do the engineer and copilot (and you) use
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the control charts on every flight to check your
knowledge of power settings and the efficient
performance of your airplane?
10. Does your crew know emergency procedures and signals?
11. Is each member of your crew properly
equipped?
12. What can you do to prevent or relieve
anoxia, air sickness, fatigue?
13. Who is qualified to render first aid?
14. How's the morale of your outfit? Are
they eager or do they sluff off?
15. How will your crew react in emergency?
These are just a few of the practical questions
you as airplane commander must be able to
answer to your own satisfaction.
RULES TO BE ENFORCED
ON EVERY FLIGHT BY THE
AIRPLANE COMMANDER
1. Smoking
a. No smoking in airplane at an altitude of
less than 1000 feet.
b. No smoking during fuel transfer.
c. Never carry lighted cigarette through
bomb bays.
d. Never attempt to throw a lighted cigarette
from the airplane. Put it out first.
2. Parachutes
a. All persons aboard will wear parachute
harness at all times from takeoff to landing.
b. Each person aboard will have a parachute
on every flight.
3. Propellers
a. No person will walk through propellers
at any time whether they are turning or not.
b. No person will leave the airplane when
propellers are turning unless personally ordered to do so by the airplane commander.
4. Oxygen Masks
a. Oxygen masks will be carried on all day
flights where altitude may exceed 10,000 feet
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and on all night flights, regardless of altitude.
b. Day: All persons will use oxygen starting
at 7000 to 10,000 feet on all day flights where
altitude at any time will exceed 10,000 feet.
c. Night: All persons will use oxygen from
the ground up on all flights during which
altitude may exceed 10,000 feet.
5. Training
a. Tell your crew the purpose of each mission and what you expect each to accomplish.
b. Keep the crew busy throughout the flight.
Get position reports from the navigator; send
them out through the radio operator. Put the
engineer to work in the cruise control and
maximum range charts. Require the copilot to
keep a record of engine performance. Give ·
them a workout. Encourage them to use their
skill. Let them sleep in their own bunks-not
in a B-24. A team is an active outfit. Make the
most of every practice mission.
c. Practice all emergency procedures at least
once a week; bailout, ditching and fire drill.
6. Inspections
a. Check your airplane with reference to
the particular mission you are undertaking.
Check everything.
b. Check your crew for equipment, preparedness and understanding.
7. lnterphone
a. Keep the interphone chattering. Ask for
immediate reports of aircraft, trains, and ships
just as you would expect them in combat-with
proper identification.
b. Require interphone reports every 15 minutes from all crew men when on oxygen.
SUGGESTED COMBAT CREW DUTY ASSIGNMENTS
PILOT
Principal duty :
Secondary duty:
Added duty
Airplane Commander
Pilot
Navigation Specialist
Principal duty :
Secondary duty:
Added duty
Added duty
Added duty
Assistant Airplane Commander
Airplane Engineering Officer and Assistant Pilot
Fire Officer
Navigational Specialist
Gunfire Control Officer
Principal duty ;
Secondary duty:
Added duty
Added duty
Added duty
Navigator
Qualified as Nose Turret Gunner
Assistant Bombardier
Oxygen and Equipment Officer
First Aid Specialist
Principal duty :
Secondary duty:
Added duty
Added duty
Bombardier
Qualified as Nose Turret Gunner
Airplane Armament Officer
Navigation Specialist
COPILOT
NAVIGATOR
BOMBARDIER
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AERIAL ENGINEER
Principal duty :
Secondary duty:
Added duty
Added duty
Added duty
Added duty
Aerial Engineer
Top Turret Gunner
Qualified for Copilot Duties
Parachute Officer
First Aid Specialist
Assistant Radio Operator
RADIO OPERATOR
Principal duty :
Secondary duty:
Added duty
Added duty
Added duty
Radio Operator
Waist Gunner
Assistant Airplane Engineer
First Aid Specialist
Qualified as rop Turret Gunner
NOSI TURRET GUNNER
Principal duty :
Secondary duty:
Added duty
Nose Turret Gunner
Turret Specialist
Assistant to Armament Officer
BILLY TURRET GUNNER
Principal duty :
Secondary duty:
Belly Turret Gunner
Turret Specialist
TAIL TURRET GUNNER
Principal duty :
Secondary duty:
Added duty
Tail Turret Gunner
Turret Specialist
Assistant to Parachute Officer
Purpose of Assigning Added Duties
These assignments are not just so many titles.
Each duty represents a specific job to be done.
As airplane commander, you are responsible
for everything but you can't do everything.
These assignments, properly explained, will
arouse the enthusiasm, energy and initiative of
your crew. You have the right to demand that
each crew member become an expert and maintain expert status in the particular duties assigned to him. There is nothing ironclad about
the added duty assignments. These can be
shifted around if there is a clear-cut advantage
in doing so. For example, the suggested added
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duty of the crew oxygen and equipment officer
can be shifted from the navigator to the bombardier or to one of the other crew members
if he is better qualified or indicates a greater
interest in the problem. The main thing is to
spread the duties, encourage the individual to
become an expert and then require him to educate and supervise the rest of the crew regarding his particular specialty. Ask the crew member to read all he can and learn all he can
about his specific duties; to be prepared to
conduct and aid in inspections and drills, and
to give the crew periodic instruction in his
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specialty. You, as airplane commander, are the
sparkplug of this plan. You will assign duties,
call drills, and give your specialists as much
opportunity as possible to spread their knowledge. To aid you, here are definitions of some
of the less understood added duties.
Definitions of Added Duties
Airplane Engineering Officer-It is the duty of
this officer (almost always the copilot) to know
more about the airplane than any member of
the crew and to see that all other crew members are instructed in all procedures pertaining
to the airplane. The engineering officer should
be able, by judicious questioning, to size up a
new flight engineer in a few minutes' time. He
should be able to perform any of the flight engineer's duties. It is his job to se~ that all crew
members are instructed in the proper methods
of transferring fuel. He is charged with the
duty of seeing that proper records of engine
operations are kept from flight to flight so that
faulty operation will be detected before it becomes serious. He should be intimately familiar
with the cruise control, climb, and maximum
range charts and should educate the engineer
in their use.
Gunfire Control Officer-It has been found that
the copilot is in the best position to serve as
gunfire control officer. He has the best view of
developing attacks, although he cannot possibly
see all enemy fighters. Although he does not
attempt to actively direct the fire from ~11 guns,
he does supervise the calling of attacks, maintains strict interphone discipline, and sees that
the plan and procedure for controlling fire is
strictly followed. He is responsible for seeing
that the crew is properly indoctrinated in the
use of the throat microphone and established
practice-mission procedures which will simulate as nearly as possible the interphone conversations that would be necessary in combat.
In the heat of battle, crew members tend to talk
too fast, speak in too high a tone, or allow the
microphone to be improperly placed. The gunfire control officer will develop the interphone
proficiency to a point where absolute cooperation between gun stations can be maintained
on interphone.
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Navigation Specialist-Individuals with this assignment should understand all aids to navigation, understand how the navigator's log is
kept, and be able in emergency to ascertain the
location of the airplane and help to bring it
back to base. Obviously, these men cannot be
fully qualified navigators, but should know
everything possible about navigation procedures that may be of aid in case the navigator
is incapacitated.
Oxygen and Equipment Officer-This job requires a detailed understanding of the equipment and its operation. This officer confers with
the personal equipment officer of the squadron
regarding the use of all equipment, precautions to be taken, proper fit and care, and sees
that all crew members are properly instructed.
He makes periodic inspections of the crew as
directed by the pilot to see that oxygen equipment is properly fitted and used. He, checks all
crew members on the use of walk-around bottles and ·s ees that correct procedures are followed on high-altitude missions.
First-Aid Specialist-This assignment should
be given, as far as possible, to individuals who
already have a good knowledge of first aid.
However, there should be one specialist in the
nose, one in the rear compartment and one on
the flight deck. If individuals in these compartments are not familiar with first aid, pilot
should see that they receive adequate instruction. Combat reports reveal that lack of knowledge of first aid has cost lives on combat missions.
Fire Officer-This officer, usually the copilot,
should know the location of all fire-fighting apparatus and know specifically when and how
to use it. He should instruct the entire crew
on their exact duties in case of fires. He will
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arrange a program of fire drill with the pilot,
aid in conducting the drill, and point out all
mistakes. He will conduct a periodic inspection
of the ship for fire hazards, see that the fire
prevention rules are obeyed and be responsible
to the pilot for proper precautions against fire.
Qualified as Turret Gunner-Crew members
whose stations are adjacent to turrets should
be able to take over the turret and operate it
if emergency requires. Turret specialists instruct such crew members in the operation of
the turret and use spare time in flight and on
the ground to qualify such crew members as
emergency turret gunners. Then they can give
assistance in case of trouble with tFte turret or
if the turret specialist is incapacitated.
Airplane Armament Officer-The armament
officer must be familiar with all armament
the airplane carries, the protection it provides
and how it can best be used. In addition to his
duties in connection with the loading, arming
and dropping of bombs, he aids the pilot in enforcing the safety regulations regarding practice bombing, practice gunnery, and proper
loading, unloading, and stowing of guns. In
case of accidental discharge of a gun, he, with
the gunner and pilot, will usually be considered
at fault, on the ground that he has insufficiently
instructed the gunner in procedures and precautions.
Parachute Officer-This officer will see that
each crew member has his own properly fitted
parachute, that he knows how to use it, that
he knows how and where to leave the plane
and how to open the chute and descend. (See
PIF.) He will plan a drill schedule with the
pilot and aid in parachute drill. Through the
pilot he will see that rules regarding the care,
inspection, fitting and wearing of parachutes
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are observed in accordance with AAF regulations and requirements.
Turret Specialist-The turret specialist must
know not only how to operate his turret but
how to repair it and put it back in operation
if necessary. He will give instruction at every
opportunity to crew members near his station
to qualify them as assistant turret gunners.
Assistant Assignments-An assistant is one who
can take over a job and do it as well as the
regularly assigned individual if necessary. The
assistant radio operator, for example, should
be able to take over and operate the radio as
well ( or almost as well) as the regular radio
operator, etc. The most valuable man on a team
is the one who can take over other jobs than
his own if and when required to do so.
The above is by no means a complete statement of this problem but it should give the
airplane commander the idea of what it means
to "train your crew," for every man to "know
every other man's job," and what is meant by
teamwork. These are not empty phrases. Every
15 minutes wasted on a mission means your
crew is 15 minutes less well prepared for combat. There is no reason for your radio equipment to be idle. Your engineer has no time to
sleep or sit and vegetate if he is carrying out
his job of teaching all crew members to transfer
fuel, working the cruise control charts, really
keeping on the ball. You have to fly a practice
mission ... so why not run it so that your crew
will get all they can out of it? It is real pleasure
to develop topnotch proficiency and teamwork,
and your crew will actually enjoy missions
more if they feel that their skills are being utilized to the fullest extent, if only in practice.
It is worth while to discuss here also the
principal duties of each of the crew members
to aid the commander in judging their ability.
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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 airplane commander-and 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 qualified to navigate during day
or 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 compartment.
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
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. But the B-24
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
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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 always allowed to do his
share of the flying, in the copilot's seat, on takeoffs, landings, and on instruments.
The importance of the copilot is eloquently
testified by airplane commanders overseas.
There have been numerous 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.
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. In order for you to understand fully how
best to get most reliable service from your
navigator, you must know as much about his
job as possible.
Navigation is the art of determining geographic positions by means of (a) pilotage,
(b) dead reckoning, (c) radio, or (d) celestial
navigation, or any combination of these 4
methods. By any one or combination of methods the navigator determines the position of
the airplane in relation to the earth.
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Pilotage
Pilotage is the method of determining the airplane's position by visual reference to the
ground. The importance of accurate pilotage
cannot be overstressed. In combat navigation,
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 within¼ of a mile.
The navigator does this by constant reference
to groundspeeds, the ground, and to his maps
and charts. ETA's are established for points
ahead. During the mission, as 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.
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 based on a series of known
positions. For example, you, as pilot, start on
a mission 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 the altitude, and the track and groundspeed being
made. By computing track and distance from
the last pilotage point, he can always tell the
position of the airplane. When your airplane
14
comes out of the clouds near the target, the
navigator will have a very close approximation
of his exact position, and will be able to pick up
pilotage points very 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, very 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 aircraft and the track of the aircraft over
the ground. The true heading of the aircraft 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 aircraft at
any given time. For greatest accuracy. constant
courses and airspeeds must be maintained by
the pilot. If course or airspeed is changed,
notify the navigator so he can record these
changes.
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 radioman, 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 numerous tables to obtain what
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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. The 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 observations will result
in much greater accuracy. Generally speaking,
the only celestial navigation used by a combat
crew is during the qelivering 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 compasses, airspeed indicators, alignment of the
astrocompass, astrograph, and drift meter, and
checks 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
airports.
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 airports.
3. Inform your navigator of 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,
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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 in Flight
1. Constant course-For accurate navigation
you, the pilot, must fly a constant course. The
navigator has many computations and notations
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.
Do not allow your navigator to be disturbed
while he is taking celestial readings.
4. Notify the navigator in advance 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 concerning it.
5. In the event there is doubt as to the
position of the airplane, pilot and navigator
should work 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 regular intervals.
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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
of the methods of navigation as possible as a
means of double-checking and for practice.
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 been caused
by faulty instruments, see that they are corrected before another navigation mission is
attempted. If your flying has contributed to the
inaccuracy of the navigation, try to fly a better
course the next mission.
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.
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 man~al 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
16
he accomplishes in the short interval of the
bombing run.
When the bombardier takes over the airplane
for the run on the target, he is in command.
He will tell you what he wants done, and until
he gives you the word "Bombs away," his word
is virtually 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, ground
speed, altitude, direction, etc., there is only
one point in space where a bomb may be released from the airplane to hit 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.
He must understand the automatic pilot as
it pertains to bombing.
He must know how to set it up, make air
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 how to clear
simple stoppages and jams of guns in flight.
He must be able to load and fuse his own
bombs.
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He must understand the destruction 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.
Unless the pilot performs his part of the
bombing run correctly, even the best bombardier in the world will be unable to bomb accurately. The pilot's failure to hold airspeed
and altitude will cause the following bombing
errors:
1. Flying too high: bomb will hit over.
2. Flying too low: bomb will fall short.
3. Flying too fast: bomb will fall sh9rt.
4. Flying too slow: bomb will hit over.
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 instructordepartments to find out any weakness in the
radio ~perator's training and proficiency and
to aid the insti:uctors in overcoming such weaknesses.
Training in the various phases of the heavy
bomber program is designed to fit each member
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 your
airplane.
5. Maintain a log.
In addition to being 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.
THE RADIO OPERATOR
There is a lot of radio equipment in today's
B-24's. There is one special man who is supposed to know all there is to know about this
equipment. Sometimes he does but often he
doesn't. His deficiencies often do not become
apparent until the crew is in the combat zone,
when it is 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 providing he is willing to study.
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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
mechanical features of the airplane you are to
fly than any other member of the crew.
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He has been trained in the Air Forces' highly specialized technical schools. Probably he
has served some time as a crew chief. Nevertheless there may be some blank spots in his
training which you; as a pilot and airplane commander, must 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 losely 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 and know how to
strip, clean and re-assemble the guns. This is
a big responsibility: the lives of the entire crew,
the safety of the equipment, the success of the
mission depend squarely upon it.
He must work closely with the copilot, checking engine operation, fuel consumption, and the
operation of all equipment.
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 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 anyone,
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 ·t he equipment,
18
the more valuable he will be as a member of
the crew. Who knows? Some day that little
bit of extra knowledge in the engineer's mind
may save the day in an 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.
THE GUNNERS
The B-24 is a most effective gun platform, but
its effectiveness can be either amplified 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 airplane operation.
While the flexible gunner does not require
,the same delicate touch as the turret gunner,
he 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 condition may warrant.
They should be experts in aircraft identification.
Where the Sperry turret is used, failure to
set the target dimension dial properly on the
K-type sight will result in miscalculation of
range.
They must be familiar thoroughly with the
Browning aircraft machine gun. They should
know how to maintain the guns, how to clear
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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. Automobiles, houses, and other ground objects afford excellent tracking targets during low-altitude flights.
The importance of teamwork cannot be over- .
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emphasized. One poorly trained gunner, or one
man not on the alert, can be the weak link that
destroys the entire crew.
Keep the interest of your gunners alive at
all times. Any form of competition among the
gunners themselves will stimulate interest to
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.
19
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GENERAL SPECIFICATIONS
DIMENSIONS
A. AIRPLANE-GENERAL
Fuselage Height •...............•...•.•.....••.•....•...•...•.. , , •• , •. , . , , . 10' 5"
Over-all Span .............................•..........•.•.................. 11 0' 0"
Over-all Length ....•......................•................. ......•........ 67' 2"
Over-all Height •.........................•.•...•.......................... 17' 11"
Clearance, Inboard Propeller Tip to Ground ..•................•...•........... 2' 10½"
Clearance, Outboard Propeller Tip to Ground .•.••••......•.......•.. : •.••.... 3' 3½"
Clearance, Propeller Tip to Fuselage ..••...................................•. 1' 9"
Clearance, Inboard to Outboard Propeller Tips ..•••.••........................ 2' 6"
Clearance, Propeller to Wing leading Edge ..••.....................•......... 6' 2 1/ 16"
Clearance, Bottom of Fuselage to Ground •••...•............................. 1' 8"
B. WINGS
Root Chord ................................•.............................. 14' O"
Dihedral .......•..•....................•.......•......................... 3° 26'
Incidence ................................•.......••.......... , ............ 3° 0'
Sweep-Leading Edge ............................•.............•...•...... 3° 30'
Total Wing Area (Including Ailerons) •..•......••....•....................... 1048 sq. ft.
C, FLAP.S
Area (Total) .....•.....•........................•.....•..............•.... 144.1 sq. ft.
Chord (Maximum) .•....................•.............•...............•.•.. 2' 7 7 / 16"
Movement of Flaps (Maximum Down) ....•...........................•.•.... 40°
D. AILERONS
Total Area (each) .•...................•.....••••.•.•...........••••..••.•• 41.55 sq. ft.
Movement of Aileron, Up ...................•.....•...................•..•. 20°
Down .....•.....••.....••..•........•.........•.•.•.. 20°
Area of Aileron Tab (Right Aileron) ....••......•......................•...•. 2.52 sq. ft.
Movement of Tab, Up •..........................•...........•.............. 10°
Down ..•.•..............................•............... 10°
E. TAIL GROUP
( 1) Horizontal Stabilizer
Over-all Span .........•.........•...................................... 26' o".
Total Area ...•.............•... '. ..•................•.................. 140.54 sq. ft.
(2) Elevators
Total Area .... '..•.....................................•............... 60.06 sq. ft.
Movement of Elevator, Up ................•............ ·.......•.......... 30°
Down .••............•...•..•.......•............. 20°
Area of Elevator :rab (Both) ..••.••...................•................•. 2.40 sq. ft.
Movement of Tab, Up ....................•...•...•..................•... 10°
Down .................•.......•....•..•.............. 10°
(3) Vertical fins
· Area (Both) ................•.•.•.•....•........•.....................•.. 139.0 sq. ft.
(4) Rudders
Total Area (Both) ........•.............................................. 65.0 sq. ft.
Movement (To Each Side) ..•••.................•........................ 20°
Area of Rudder Tabs (Both) •....•..........•.••.........•...•........... 1.92 sq. ft.
Movement of Tab (Each Side) .....................•..••..••..........•... 10°
F. LANDING GEAR
Tread ...••...........................••..•...•...•...••..••..•.•...... 25' 7½"
Wheel Base (Fore and Aft) •......•.......•.........................•..... 16' O"
NOTE:
It is impractical to include in a manual of this
kind all data for all series. The obied is to give
the pilot a general picture of the B-24 airplane.
It is your obligation to note and investigate the
20
individual differences in the particular airplane
you are flying. Refer to the technical orders available in the airplane and at your base. Remember
that you can never know too much about your
airplane.
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- - - - - - - 67'2"--------i
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21
�GENERAL DESCRIPTION
The B-24 is a midwing, land, heavy bombardment airplane
of the following approximate over-all dimensions:
length 67 feet, 2 inches; height 17 feet, 11 inches; span 110 feet.
Weight varies from a basic weight of approximately
38,000 lb. to combat loads of over 60,000 lb.
Compartments
Landing Gear
3
I
4
0-
1. Bombardier-navigator's compartment, in
the nose of the airplane, contains navigational
equipment, bombsight, bomb controls, and nose
guns, or in the case of later models) nose turret.
2. Flight deck includes pilots' compartment,
radio operator's station and top gun turret.
3. Two bomb bays are in the center of the
fuselage under the center wing section. Half
deck is located above the rear bomb bay.
4. Rear fuselage compartment contains
lower gun turret, waist guns, bottom camera
hatch, and photographic equipment. Tail gun
turret is in the extreme rear of the fuselage.
22
The tricycle gear consists of 2 main wheels and
a nosewheel, mounted on air-oil shock struts.
The nosewheel is free to swivel 45° each way
but should never be turned more than 30°; it is
damped against shimmying.
All 3 units are norm,ally extended and retracted hydraulically by a lever on the pilot's
control pedestal which also operates the landing
gear locking mechanism.
The retractable shock-mounted tail bumper
( or tailskid) is operated simultaneously with
the landing gear (B-24 C's and early B-24 D's
have non-retractable tail bumpers).
The inherent directional stability of the tricycle gear is an important aid to the pilot during taxiing, takeoff, landing operation in crosswinds, and with blown tires.
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Equipment and Systems
The various types of equipment and systems
such as the fuel, oil, hydraulic, and other systems are described in detail in separate sections
of this manual. Specific and complete practical
understanding of these systems is imperative
for the pilot because of the emergencies which
arise in combat operations.
for the combination of high speed, long range
and great load-carrying qualities of the airplane. Flaps greatly vary the lift-drag characteristics of the wing, as is evidenced by the fact
that normal takeoffs are made with 20 ° of flaps,
that maximum lift and stability at slow cruising
speeds can be obtained with 5° to 9° of flaps,
and that 10°, 20°, and 40° of flaps effect successsively larger reductions in stalling speeds.
Armament
Propellers
Protective armor plate and guns are provided
at crew stations as shown in the accompanying
illustrations.
·
The 3-bladed propellers are Hamilton-Standard, hydromatic, full-feathering, controllable
pitch, constant-speed. Toggle switches on the
pilot's pedestal electrically control the governors which maintain the constant-speed feature. To operate the B-24 safely it is imperative
that pilots fully understand the principle of the
constant-speed propeller, its relationship to engine pressures (manifold pressure and brake
mean effective pressure) and know when and
when not to use the feathering feature.
Davis Wing
The B-24 wing is an internally braced, skinstressed type, tapered, with a high aspect ratio.
It is considered one of the most efficient airfoils ever developed and was a radical departure from airfoils in use when the Liberator
was designed. Its unusual efficiency accounts
90° ELEVA TJON
~
INDICATES APPROXIMATE AREA OF PROTECTION
Armament and Angles of Armor Protection Diagram B-24D
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23
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Ignition
Engines
Engine ignition is provided by 2 American
Bosch magnetos, mounted on the rear section
of each engine. Separate switches permit either
one or both magnetos to be operated on the
engine. Battery switches are on the copilot's
auxiliary switch panel. A master switch bar
located just above the magneto switches is
available for simultaneously shorting the primaries of all magnetos and for opening the battery circuit of the main electrical system.
The B-24 is equipped with 4 Pratt & Whitney
14-cylinder, twin-row radial, air-cooled engines
with internal single-stage, single-speed, enginedriven integral superchargers. Engines are
rated to produce up to a total of 4800 horsepower using Grade 100 fuel and takeoff power
settings.
Each of the 4 engines is equipped with a
turbo-supercharger to furnish compressed air
to the fuel induction system at sea-level pressure.
Cowl Flaps
Control Surfaces
Engine cooling is regulated by means of adjust. able cowl flaps which are controlled electrically
from the pilot's pedestal. The range of cow1 flap
control is from closed to 12¼ 0 to 30° open, depending on the model airplane.
Rudders, elevators and ailerons are equipped
with trim tabs (except left aileron) and are
fabric covered; ali other surfaces are metal covered.
Carburetors
Wing Flaps
On No. 42-41115 and subsequent aircraft the
Bendix Stromberg carburetor is replaced by
the Chandler Evans Co. (Ceco) carburetor.
The all-metal, Fowler-type wing flaps retract
into the wing center section trailing edge wells.
Maximum down travel is 40°.
THE ENGINES HAVE THE FOLLOWING ACCESSORIES
I
0
Electric Generator
2 Magnetos
Fuel Pump
Turbo - supercharger
Vacuum Pump
24
Electric Generator
2 Magnetos
Fuel Pump
Turbo• supercharger
Vacuum Pump
Electric Generator
2 Magnetos
Fuel Pump
Turbo -supercharger
Hydraulic Pump
Electric Generator
2 Magnetos
Fuel Pump
Turbo• supercharger
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72.
73.
7 4.
75.
Aileron Tab Control Wheel
RecQgnition Light Switches
Landing Gear Control Lever
Command Radio Transmitter Control
76.
77.
78.
79.
Wing Flap Control Lever
Parking Brake Handle
Emergency Bomb Release Handle
Controls Lock Handle
Box
BASE OF
CONTROL PEDESTAL
ABOVE INSTRUMENT
PANEL
80.
81.
82.
83.
26
Propeller Feathering Switches
Clock
Remote Indicating Compass
Magnetic Compass
�B-24 Pl LOT'S INSTRUMENTS AND CONTROLS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Fluorescent Light Switches
24 Volt DC Fluorescent Light
Magnetic Compass Light Rheostat
IFF Radio Destroyer Switch
Bomb Doors Indicator
Bomb Release Indicator
Defroster Ducts
Pilot Director Indicator
Directional Gyro
Gyro Horizon
Radio Compass Indicator
Manifold Pressure Gages
Tachometers
Fuel Pressure Gages
Cylinder Temperature Gages
Chemical Release Switches
Ventilators
Rate-of-climb Indicator
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19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
3~.
36.
Airspeed Indicator
Turn and Bank Indicator
Altimeter
C-1 Automatic Pilot
Marker Beacon Indicator
Landing Gear Indicator Test Button
Flap Position Indicator
Landing Gear Indicator
Free Air Temperature Gage
Oil Pressure Gages
Oil Temperature Gages
Hydraulic Pressure Gages
Suction Gage
Inboard Brake Pressure Gage
Outboard Brake Pressure Gage
Defroster Controls
Propeller Governor Limit lights
Turbo Boost Selector
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
so.
51.
52.
53.
54.
Throttles
Propeller Feathering Circuit Breakers
Mixture Controls
Bomb Bay Fuel Transfer Switch
Booster Pump Switches
Engine Starter Switches
Oil Dilution Switches
Primer Switches
Anti-icer Control
Formation Lights Rheostat ·
Carburetor Air Temperature Gages
Main Storage Battery Switches
Heater and Defroster Switches
Oxygen Panels
Pilot's Wheel
Propeller Switches
lntercooler Shutter Switches
Pitot Heater Switch
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
Cowl Flap Switches
SCR 535 Power Switch
Throttle Friction Lock
SCR 535 Emergency Switch
De-icer Control
De-icer Pressure Gage
Emergency Ignition Switch Bar
Ignition Switches
Brake Pedals
Elevator Tab Control Wheel
Alarm Button
Passing Ligtit Switch
Navigation Light Switches
A C Inverter Switch
Rudder Tab Control Knob
Landing Light Switches
SCR 522 Control Box
25
�½' ARMOR PLATE
2½'· ARMOR GLASS
3/■" ARMOR PLATE
3/1' ARMOR PLATE
1/is' ARMOR PLATE ON SEAT
¼" ARMOR PLATE
¾' ARMOR PLATE
¾' ALUMINUM ALLOY
TWO .50 CAL. MG'S
250 RDS. AMN. EACH
DEFLECTOR PLATE
CONSOLIDATED NOSE TURRET
32F5800-3
TWO .50 CAL. MG'S
800 RDS. AMN. IN TURRET
CONSOLIDATED !AIL TURRET
32F5800-3
TWO .50 CAL. MG'S
800 RDS. AMN. IN TURRET
BRIGGS RETRACTABLE LOWER
BALL TURRET A-13
TWO .50 CAL. MG'S
1016 RDS. AMN. IN TURRET
MARTIN TOP TURRET 250 CE-5
TWO .50 CAL. MG'S
760 RDS. AMN. IN TURRET
Defensive Armament and Angles of Armor Protection-B24J
. ,--7.
(r' -T-"'--
·-~-r,,'-----1.' ,/.'
'
360°
TWO .50 CAL. MG'S
250 RDS. AMN. EACH
II°
~er~,
1016,R:'.
-----'\4F!J/p·
'I ·. IiC~~~
0\)
AMN.:
,k--~-
iM.
::u
______V_
CONSOLIDATED NOSE TURRET
32F5800-3
TWO .50 CAL. MG'S
800 RDS. AMN. IN TURRET
i
BRIGGS RETRACTABLE
LOWER .BALL TURRET A-13
TWO .50 CAL. MG'S
-
Cl
,r·•:i
_L_ _-_----i,-----i
:.:_:-_:,: --
0
MARTIN TOP TUR;;T ~
-250 CE-5
TWO .50 CAL. MG'S
760 RDS. AMN. IN TURRET
/
TURIR ..._
_J
I
•
\
/F''
r
,
\
lr'
-...........J;," --
.I
C~--~
4
5"
900
CONSOLIDATED TAIL TURRET
8
3
~~ ~ CAL. MG'S
800 RDS. AMN. IN TURRET
Angles of Fire-B24J
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PRESENTING THE B-24N
The new B-24N will soon be in operation in
many bases in the continental United States.
It incorporates a number of changes and new
features developed as a result of the airplane's
extensive combat experience.
The major difference in the exterior appearance of the B-24N is the single vertical stabilizer. Also, the new nose turret installation
is ball type. This change has cleaned up the
nose and greatly increased the pilot's forward
visibility.
The most important change in the inside, as
far as the pilot is concerned, is the relocation
of many of the switches. Also, some of the instruments and other equipment have been
moved.
The general flight characteristics of the
B-24N are basically the same as those of other
series, and stalling speeds are the same. The
principal difference is that in earlier B-24
airplanes the rudder does not give enough
directional control at low airspeeds (around
130 mph) with an outboard engine not working. In the B-24N, however, rudder control
is good enough to maintain straight flight with
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'
no yaw under these conditions. You can cruise
with two engines out on one side at airspeeds
of 150 to 155 mph and trim the airplane to fly
"hands off." This condition has been tested,
with No. 1 and No. 2 feathered and No. 3 ·and
No. 4 pulling nearly rated power.
The control pressures have been improved
making it much easier to hold the airplane
under unbalanced power conditions. The ruddeF pressures are now considerably lighter, and
aileron and elevator pressures have been lightened to a point where they are very satisfactory.
The B-24N is powered with four Pratt-Whitney, Model R-1830-75 engines, which allow
more horsepower for takeoff.
The takeoff, or turbo bypass, valve has been
added to the engines on the B-24N. The operation of this valve will require some study by
the pilot before he becomes proficient in its
use.
Generally speaking, the B-24N is much more
of a pilot's airplane and the average pilot will
find much l~ss difficulty when flying under
unbalanced power conditions.
27
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B-24N
\
INSTRUMENT PANEL
AND
CONJROL PEDESTAL
SECTION OF MAJOR .
CHANGES SHOWN
IN RED
FOR FURTHER DETAIL
CONSULT T. 0. AN 01 • 5 EF· 1
28
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29
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As commander of a $250,000 airplane, you can
take nothing for granted. Satisfy yourself before every flight that your airplane is ready.
One careless oversight can mean the failure of
your mission. Think and act like an airplane
commander from the moment you approach
your airplane. This will inspire every member
of your crew to work that much harder to demonstrate proficiency at his station.
EXTERNAL VISUAL
INSPECTION
Your first act upon approaching the airplane is
to inspect the crew, making sure that every
man is properly equipped and ready for the
mission. After depositing your equipment in
the airplane, execute the external inspection.
Be businesslike and thorough. Keep in mind
30
that flying gravel, a passing vehicle or that last
hard landing may have weakened your airplane. You are double-checking to see that the
engineer has done his job properly.
DANGER
Never allow anyone, under any circumstances,
to walk through the propellers or between the
fuselage and propellers even though the engines
are not running. This is an ironclad rule that
every airplane commander is bound to observe
and enforce. If you are lax and set a bad example when there is no danger, it may someday
cost you an absent-minded crewman.
Sequence
The fastest, most efficient way to inspect your
airplane is to follow a definite, prescribed sequence every time. Always start at the right
side of the fuselage, proceed out along the right
wing and around its tip (to avoid walking
through the propellers) and continue .on around
the airplane to the starting point. This check
requires only 5 minutes.
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�;ID
m
"'
....
SEQUENCE FOR EXTERNAL CHECK
;ID
n
....
m
ii~:iit~i
0
Make certain that all ice and frost is removed from wings
before takeoff. The Davis airfoil is subiect to great loss
of lift with even a seemingly negligible amount of ice.
You risk mushing in on takeoff with load unless wings
are completely free of clear ice or frost-so make sure
-
w
they are clean!
I
•
'
)(
I
, , ...
;ID
m
"'
....
;ID
n
....m
0
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3. No. 3 Supercharger: Check for free movement of bucket wheel, alignment and warping
of buckets, and for missing or cracked buckets.
Check the exhaust section for cracks or loose
joints. Check the waste gate for full open position and free movement.
1. Fuel Cell Area: Inspect fuel cell area of
wing, between gear and fuselage, for security
of inspection plates and for leaks.
4. No. 3 Nacelle: Check for loose cowl fasteners or damage ..
5. No. 4 Supercharger: Same check as for
No. 3.
6. No. 4 Nacelle: Same check as for No. 3.
7. Right Aileron: Inspect aileron for condition of fabric. (Check trim tab for damage.)
2. Right Main Gear: Check for proper inflation, cuts or bruises, tire slippage, and rim
flange cracks. Oil leakage from the brake flange
area usually indicates a ruptured brake expander tube. Inspect hydraulic lines and fittings
for security and leaks, and check oleo strut for
3½-inch extension. Check down-latch in position and undamaged. Check point of suspension
of landing gear for cracks and buckling. A
faulty gear may let you down hard.
32
8. Right Outer Wing Panel and Running
Lights: Check condition of wing panels, and
check lights for breakage or dirt.
,.
9. Right Outboard De-icer Boot: Inspect for
cracks or damage.
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10. No. 4 Engine: Inspect nose section for oil
leaks or foreign matter wedged between cylinders. Check propeller for cracks, and anti-icer
slinger ring for security. Inspeqt propeller governor connections.
15. Nose Turret: Make sure that nose turret
is locked in forward position and free from
damage.
11. De-icer Boot Between Engines: Check
for cracks or damage.
12. No. 3 Engine: Same check as for No. 4.
16. Left Pitot Tube: Same check as for right
tube, to insure operation of pilot's airspeed indicator.
..
13. Right Inboard De-icer Boot: Check for
cracks or damage.
14. Right Pitot Tube: Check pitot head cover;
if it is not removed your bombardier's airspeed
indicator won't work. (New G-2 pitot-static
system has only one pitot tube, on lower left
side of the nose.)
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17. Fire Extinguisher: Open small access
door in fuselage on left side of nose and check
fire extinguisher for proper stowage. Reclose
door securely.
33
�I
"
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32. Left Wing Flap: Check flap for proper
alignment with trailing edge of wing, in full up
position and free from skin damage, holes, or
dents.
18. Nosewheel Assembly: Check tire for
proper inflation, cuts, bruises, blisters, excessive wear, and slippage. Have tire inspected at
once if it has slipped. Check oleo strut for 4¾inch extension. Pressure gage on shimmy
damper accumulator should read 250 lb. sq. in.
If it is a Houdaille type shimmy damper (which
has no accumulator), check the needle plunger
at top of damper assembly for 3/s to %-inch
extension. Check nose gear down-latch in the
down position. Check nose assembly hydraulic
lines and fittings for leaks.
19. Left Inboard De-icer Boot: Check for
cracks or damage.
20. No. 2 Engine: Same check as for No. 3.
21. De-icer Boot Between Engines: Check for
cracks or damage.
22. No. 1 Engine: Same check as for No. 2.
23. Left Outboard De-icer Boot: Check for
cracks or damage.
24. Left Outer Wing Panels and Running
Lights: Same check as for right wing-panels
for condition, lights for brea~age or dirt.
25. Left Aileron: Inspect for fabric condition.
26. No. 1 Nacelle: Same check as for No. 4.
27. No. I , Supercharger: Same check as for
No.4.
28. No. 2 Nacelle: Same check as for No. 1.
29. No. 2 Supercharger: Same check as for
No. 1.
30. Left Main Gear: Same check as for right
main gear.
31. Fuel Cell Area: Same check as for right
side.
34
33. Antenna: Check for security.
34. Ball Turret: Make sure turret is locked
in up position.
35. Tailskid: Check for full extension and
freedom from damage; check hydraulic fittings.
36. Left Waist Door Wind Deflector: Checksecurely closed.
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Reject the airplane if you discover unsafe defects,
and list all defects on Form 1A. Also report all
defects to your crew chief.
37. Left Tail Section: Check de-icer surfaces.
Check stabilizer surfaces for loose rivets and
buckling of plates. Check left fin, rudder, elevator, and trim tab for alignment and condition
of fabric.
38. Tail Turret: Check for alignment and
security.
39. Right Tail Section: Same check as for
left side.
40. Right Waist Door Wind Deflector: Check .
-securely closed.
41. Fire Extinguisher: .Check stowage of fire
extinguisher in fuselage position just aft of rear
bomb bay.
42. Right Wing Flap: Same check as for left
wing flap.
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You should have made a complete circuit of
the airplane without once walking through the
propellers. You are now ready to enter the
bomb bay for the internal inspection. Before·
you do, however, check one final item:
Pulling Through Engines: Check that each
engine has been pulled through 6 blades to
assure free turning of the engine and to detect
any oil or fuel in the combustion chambers
which would damage the engine.
Before the engineer approaches engines, check
the ignition switches and the master ignition
switch "OFF." See that the engineer stays clear
of the propeller plane of rotation. A broken
wire or a hot plug might cause a kickback and
serious injury.
35
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INTERNAL VISUAL
INSPECTION
The internal visual inspection is just as important as the external inspection. Keep your crew
conscious of the fact that you are vitally interested in the condition of every part of the airplane. Don't tolerate rubbish or improperly
stowed cargo or equipment. But be quick to
praise the well-kept airplane. Execute the interior inspection in the following sequence:
1. Rear Section of Fuselage: Upon entering
the bomb bay doors proceed to the rear and inspect location and anchoring of cargo, gear,
guns, and ammunition.
2. Hydraulic Reservoir: Check for leakage.
Should be filled to within ½ inch of red line on
reservoir gage, provided the accumulators are
!)roperly charged. Check hydraulic reservoir
emergency suction valve in horizontal position.
3. Emergency Hydraulic Star Valve: Check
in the closed position and safety wired .
•
.
.
4. Fuel Selector Valves: On your way to the
flight deck check each of the 4 fuel selector
valves set in tank-to-engine positions, i.e., No.
4 tank to No. 4 engine, No. 3 tank to No. 3
engine, etc., to make sure that each engine is
receiving fuel from its main fuel cells only. Two
of these valves are mounted inside the fuselage
on each side of the bomb bay overhead between
the wing spar and Station 4.2. (On late-model
planes, fuel selector valves are on the flight
deck.) The 2 valves on the right control the
flow to engines No. 3 and No. 4, and those on
the left control the flow to engines No. 1 and
No. 2, as numbered.
Caution: Should the 4 main tank selector
valves be Set at "l, 2, 3, and 4 TANK to No. 1,
36
2, 3, and 4 ENGINE and CROSSFEED," a
failure of any fuel line or the crossfeed manifold would result in a loss of both fuel and fuel
pressure. On takeoff this would be disastrous.
5. Fuel Sight Gages: As you enter the flight
deck, check the quantity of fuel aboard using
the gages on your left. Each gage is connected
by a 2-way valve to 2 of the 4 main fuel systems
as labeled. For gages to give an accurate reading, the inclinometer located outboard of the
gages must be centered.
0
Q
O
I
FULL GAUGES
READ CORRECTL'I'
~
WHEN INCLINOMETE~
BUBBLE CENTERED
OM LINE
~
FUEL SIGHT
GAGE AND
INCLINOMETER
6. Flight Deck: Check placing of gear, movable equipment secured in proper places, windows clean, etc.
7. Personnel: Satisfy yourself that all persons are aboard, are properly clothed for the
mission, are equipped with a parachute and
oxygen mask, and understand their use. Be
sure sealed first-aid kits are in their proper
locations. Make sure there is ample oxygen
aboard at all stations for the mission planned.
Check to see that all personnel know the emergency warning signals for bailout and ditching
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�RESTRICTED
and the procedures to be followed, and that
they know their stations for takeoffs, flight and
landings. See that a loading or passenger list
has been sent to Operations if required.
8. Maps and Navigational Aids: Make sure
that necessary up-to-date maps, copies of instrument procedures, radio facility charts, radio
aids to navigation and direction-finding charts
are aboard.
rudder and brake control. The levers on the
seat permit adjustment fore and aft, up and
down, and tilt. To adjust rudder pedals, push
the pedal adj4stment lever away from the pedal
with the toe and move the pedal fore or aft. Be
sure the catch relocks properly.
9. Form lA: Before you accept the airplane,
study Form lA and note all defects, comments
of pilots and notations by crew chief of work
done on the airplane since the last flight.
10. Loading: Ascertain that the airplane is
properly loaded within the allowable center of
gravity (CG) limits by checking Form F m
"Weight and Balance Data" in the airplane.
12. Unlocking Controls: Copilot unlocks controls, securely stows the strap overhead so it
won't bang the pilot in the face, and checks the
locking lever in the full down position to make
sure the lock is released. Then you are ready to
start the checklist procedure.
11. Seating: After these things have been
accomplished, the pilot and copilot are ready to
get into their seats, fasten safety belts, and
adjust the seats and foot pedals to permit . full
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Wait: Is everyone aboard? Is all equipment
aboard? Is the fuel supply ample? It is always
embarrassing to have to return to the line, to
bail out without a parachute, or to arrive over
the target without your bomb load.
37
�RESTRICTED
No pilot (in his right mind) neglects the checklist in a 4-engine airplane. Your mission, your
airplane and your crew are too important for
half-measures. No pilot can ignore the checklist
on flight after flight without getting into serious
trouble. A big-shot attitude toward the checklist is risky and sets a bad example for your
copilot and your crew. To old-time B-24 pilots,
who have been through the mill, the checklist
is as vital a piece of equipment as the rudders
or the flaps.
Approved Checklist Technique
Develop a professional teamwork technique in
using the checklist so·that you and your copilot
are double-checking each other all the time.
Require complete cooperation from your copilot and engineer. Sloppy crew work is usually
a direct reflection.of the attitude of the airplane
commander. Following is approved checklist
technique:
1. Pilot calls, "Checklist!"
2. Copilot picks up the checklist and holds it
throughout the procedure.
3. Copilot calls out each checklist item in
38
sequence, in a loud, clear voice, and indexes the
list with thumb or finger to be sure nothing is
omitted.
4. Pilot, copilot or engineer makes a positive
check of the item when it is called out and calls
back the answer.
Never start on the next checklist point until
the preceding one is completed, or the resu!t
will be confusion and omissions. Believe and
practice this. Don't wait for bitter experience to
prove it. Never say "Okay" without checking.
Sloppy use of the checklist is responsible for
more emergencies than almost any other form
of pilot error.
Snap Into It
Get some snap into the checklist procedures.
Alert, professional cockpit work with items
called off and answered in clear, ringing tones
will lift the spirits of your crew and get them
on the ball just as a good quarterback's signals
bring his team to life.
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�RESTRICTED
4. Copilot: "PITOT COVERS?"
BEFORE
STARTING ENGINES
Each pilot looks at the pitot head on his .side
of the airplane to be sure the pitot covers
have been removed.
Pilot: "Removed left!'
Copilot: "Removed right!"
Following are the cockpit duties and checklist
points for the before-starting check.
Amplified Checklist
1. Copilot: "FORM 1 A?"
Pilot: "Form IA checked!"
Pilot's reply indicates that he has completed
the required preflight inspection of Form lA.
2. Copilot: "LOADING?"
5. Copilot: "GAS TANK CAPS?"
Security of caps is vitally important. If a gas
tank cap isn't properly seated, gas may be
syphoned out by the suction on top of the
wing, rapidly emptying your tanks. Some of
this gas will usually run back through the
wing into the bomb bay, creating a dangerems fire hazard.
Engineer: "Gas tank caps checked!"
Pilot: "Loading checked!"
Pilot's reply indicates that he has completed
the preflight requirements for proper loading.
6. Copilot: "FLIGHT CONTROLS?"
Pilot and engineer check all controls. Engineer puts his head out the flight deck escape
hatch to watch control surfaces. The pilot
moves controls to extreme positions calling
out each set as he operates them.
3. _Copilot: "WHEEL CHOCKS?"
Each pilot checks the chock on his side.
Chocks should not be against the tire but
should be 2 to 6 inches forward of the wheel.
Parking brakes will normally hold the airplane. Chocks may become jammed under
the tires if placed against them.
Pilot: "Wheel chock in place left!"
Copilot: "Wheel chock in place right!"
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Pilot: "Controls checked visually!"
Example: As the pilot moves the wheel full
back he calls out, "Elevators," and the engineer replies, "Elevators up." As the pilot
moves the wheel full forward the engineer
calls out, "Elevators dowri." The check continues: "Rudders"-"Rudders right," . . .
"Rudders left," ... "Rudders neutral,"-"Ailerons" -"Right aileron down, Left aileron
up," ... "Right aileron up, left aileron down."
39
�RESTRICTED
10. Copilot: "MAIN LINE AND BATTERY
SELECTORS?"
7. Copilot: "FUEL TANK VALVES
AND AMOUNT?"
Engineer: "Checked ... (number) gallons of
gas and ... (number) gallons of oil aboard."
Copilot turns on these switches and checks
each battery selector separately by referring
to the voltmeter reading to determine the
battery condition. If the battery cart is used
to start engines, turn on the main line switch
but leave the battery selectors off. This directs current from the battery cart through
the main line bus and prevents drain of the
plane's batteries.
Copilot: "Main line and battery selectors
on!"
0
0
8. Copilot: "GENERATORS?"
Copilot and engineer look back to check
generators in "OFF" position. Generators are
kept off until just before takeoff to prevent
drain of battery current back to generator in
case of faulty reverse current relay and because generators will not charge unless rpm
is 1700 or more.
Engineer: "Generators off!"
9. Copilot: "CARBURETOR AIR FILTERS?"
In absence of dust and blowing sand, carburetor air filters are always kept closed. Engineer sets them as directed for local conditions.
Engineer: "Carburetor filters (as required)."
40
11. Copilot: "AUXILIARY POWER UNIT
AND HYDRAULIC PUMP?"
The engineer starts the auxiliary power unit
and turns on the hydraulic pump. The pump
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�RESTRICTED
cuts in to charge accumulators when the
pressure drops below 975 lb. and cuts out
at 1180 lb. W;hen No. 3 engine is operating,
the engine-driven pump charges accumulators through the unloading valve when pressure drops below 850 lb., and cuts out at
1050 lb.
Heintz indicators must be uncaged and manually righted after engines are started.)
Pilot: "Gyros uncaged."
Engineer: "Auxiliary power unit and hydraulic pump on."
,
-0
\ \i•
ICIOI / .,,
,, 2000:
HYDRAULIC
PRESSURE
0
IN'BD BRAKE
PRESSURE
OUT'BO BRAKE
PRESSURE
12. Copilot: "BRAKE a:-RESSURE AND
PARKING BRAKE?"
The pilot applies the brakes, checks the inboard and outboard brake pressure gages at
975 lb. to 1180 lb. and sets the parking brake.
14. Copilot: "AUTOMATIC PILOT?"
Pilot checks all switches on the automatic
pilot in "OFF" position. If you attempt a takeoff with this unit connected, it is extremely
difficult to overpower it.
Pilot: "Automatic pilot off!"
Pilot: "Pressure checked and parking brake
on!"
To set the brake, hold the brake pedals down,
raise the parking brake handle and then release the brake pedals. Never force the
handle either up or down or you will -snap
the locking pin.
13. Copilot: "GYROS?"
Pilot uncages the directional gyro and the
flight indicator. Then, when the engine that
provides suction is started (No. 1 or 2), the
speed with which the flight indicator rights
itself indicates its reliability. (Note: Jack and
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15. Copilot: "SUPERCHARGERS?"
Pilot checks all superchargers in "OFF" position. Superchargers should have been left
off when the engines were last stopped so
that waste gates are open. If waste gates are
closed when you start the engines, the exhaust system or the turbo may be damaged
by the excessive exhaust pressure. With electronic turbo control, set dial at zero.
Pilot: "Superchargers off!"
41
�RESTRICTED
pump and noting a rise in fuel pressure on
the corresponding fuel pressure gage. He
then flicks off the booster pump, moves the
AC switch to neutral, switches to No. 1 inverter and again uses the booster pump
check.
Copilot: "AC power on and checked!"
16. Copilot: "PROPELLERS?"
Copilot holds propeller toggle switches forward to "INCREASE" rpm. If governor limit
lights come on, propeller governors are set
for full high rpm.
Use the No. 1 inverter and save No. 2 as an
alternate, emergency position. It is bad practice to switch back and forth between inverters.
Note: On some late series aircraft an automatic change-over relay is installed which
switches from No. 1 to No. 2 inverter if No. 1
fails, and a red light on the instrument panel
warns you that No. 1 is dead. The toggle
switch is still used for checking inverters.
Copilot: "Props in high rpm!"
Caution: Be sure to move toggle switches
forward; governor limit lights will also come
on when toggle switches are moved back,
and this would set the governor for full
low rpm.
17. Copilot: "ALARM BELL?"
Pilot gives the normal abandon-ship signal,
listening for the bell himself as he does so,
and each crew member replies by interphone
that he has heard the bell.
19. Copilot: "INTERCOOLERS?"
Copilot checks intercooler shutters in open
position which is normal.
Copilot: "Intercoolers open."
18. Copilot: "AC POWER SWITCH"
Copilot moves this switch to No. 2 inverter
and checks it by switching on one booster
42
There is no advantage in closing intercooler
shutters. If closed, they may cause overheating and detonation on takeoff. Check the
proper operation of shutters by listening to
each motor while moving switches to closed
and back to open positions. If the motors cannot be heard, the engineer or a member of the
ground crew should check shutters in opera. tion, checking them in the open position.
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�RESTRICTED
20. Copilot: "PITOT HEATER?"
Copilot flicks switch on and off while looking
back at voltmeter for a flicker indicating
current drain. The only accurate check is
for the engineer to feel the pitot tube heat
during his preflight.
Engineer: "Pitot heaters checked!"
23. Copilot: "WING FLAPS?"
Copilot checks that the flap control handle is
in the neutral position and that the flap indicator shows flaps are up.
Copilot: "Wing flaps up!"
21. Copilot: "COWL FLAPS?"
Copilot opens them and checks them on the
right while the pilot checks them on the left.
Cowl flaps are open while starting to help
keep the engine cool and to facilitate putting
out fires from the outside.
Caution: Never close cowl flaps to hurry
warm-up because this will damage the· ignition harness, especially at the spark plug
elbows, by excessive heating.
1,-•1ew111
Pilot: "Cowl flaps open left!"
Copilot: "Cowl flaps open right!"
22. Copilot: "MIXTURE CONTROLS?"
Copilot checks mixture controls forward in
"IDLE CUT-OFF." Otherwise blower section will be flooded when booster pumps are
turned on, creating a fire hazard and making
starting difficult.
Copilot: "Mixtures in idle cut-off!"
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24. Copilot: "WING DE-ICERS; PROPELLER
AND CARBURETOR ANTI-ICERS?"
Copilot checks each in "OFF" position. Thi~
is vital. Even partial inflation of the wing
de-icer boots reduces lift and increases the
stalling speed. When on, propeller anti-icers
will pump fluid on the ground an~ carburetor
anti-icers (if so equipped) will pump fluid
into the carburetors, enriching the mixture.
Note-If exhaust heat anti-icing is installed,
the cabin heat or anti-icing switches may be
on if desired.
Copilot: "All de-icers and anti-icers off!"
As soon as the before-starting check is completed,
you are ready to start engines.
43
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STARTING ENGINES
Step-by-step prec1s10n in starting engines is
the mark of a top-notch military pilot. There
is a best way to do everything. Learn and perfect the best starting procedure and it will help
to eliminate errors. Use the checklist procedure.
It is the airplane commander's responsibility
to see that engineer and ground crew understand the standardized precautions for starting
engines. These require one man posted as fire
guard at the engine being started and a second
man in view of personnel in the ~ockpit to relay
signals t? the fire guard.
nally, start in sequence 1, 2, 3, 4, to keep the
ground-crew man safely clear of propellers.
2. Copilot: "IGNITION 4 SWITCHES?"
Copilot turns on the ignition switches for all
4 engines.
Copilot: "Ignition switches all on!"
Amplified Checklist
1. Copilot: Call "CLEAR!" Fire Guard Posted
Copilot and pilot stick their h~ads out of their
windows to check personnel and shout,
"Clear!" Copilot checks that a fire guard is
posted and holds UP, three fingers to indicate
that he will start No. 3 engine first.
Copilot: "All clear and guard posted!"
Start engines in sequence 3, 4, 2, 1, to keep
guard from running through an outboa:r:d
prop in case of fire and because the enginedriven hydraulic pump operates off No. 3
engine. When engines are energized exter44
r
3. . Copilot: "THROTTLES?"
Pilot moves all throttles to cracked position,
approximately 1/3 open. This prevents excessive backfiring and overspeeding of engine
on starting.
Pilot: "Throttles cracked!"
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�RES T R I CT Eo·
switches for energizing and meshing. Move first
switch up to "ACCEL" to energize for 12 seconds and keep it there while you move the
second switch to "MESH." Thus the energizing
continues during the cranking or meshing.
Some nameplates are marked "CRANK" instead of "MESH."
4. Copilot: "BOOSTER PUMP?"
Copilot turns the booster pump on for the
engine to be started to supply fuel pressure
for priming and notes pressure, usually
.about 8 lb.
Copilot: "Booster pump on!"
1111
Old Type
N0.1
N0.1
N0.3
~
~
~
~
ACCEL.
MESH
ACCEL.
MESH
(it)
@.
~
~
N0.3
~!@~ ,!:'·~!' ·~
NO. 2
ACCEL.
0
N0.2
MESH
~
New Type
5. Copilot: "START ENGINES."
a. While priming with one hand, copilot energizes starter with the other hand for required
number of seconds.
b. Copilot meshes starter and holds it meshed
until the engine is definitely started because
the booster coil or induction vibrator is
hooked up to the meshing switch. If t e engine
doesn't start immediately, use more priming.
c. As soon as the engine fires, the pilot brings
mixture control back to ''AUTO-RICH" and
leaves it there.
d. Copilot turns the booster pump off.
Priming
Engine may be primed when fuel pressure is
above 4 lb. Copilot primes by pressing the
primer switch for one second and then releas- ·
ing it. The number of one-second shots will
normally be not less than 3 nor more than 6
depending on the temperature of the engine
and the outside air. This drives the fuel into
the engine intake in spurts. Do the priming
while you are energizing.
e. Copilot watches the oil pressure gage and
calls out, "Oil pressure coming up," if it is.
If oil pressure does not rise within 30 seconds, copilot puts mixture control in "IDLE
CUT-OFF" and stops the engine. During the
first 30 seconds of firing hold rpm as low as
possible.
Copilot: "No. 3 started."
(Successive engines are started in the same
manner.)
Two Types of Starters
Warm-Up
Energizing time will vary with the 2 types of
starters in use on B-24's. The old type requires
30 seconds. Switch is moved up to "START"
for energizing and down to "MESH." Energizing stops when the switch is on "MESH."
In the new-type starter there are separate
Throughout the warm-up and other grounu
operations, when not actually taxiing, idle the
engines at 1000 rpm. Warm-up should continue
until the oil temperature indicators for all engines reach 40°C, minimum, and until cylinderhead temperatures reach 120°C.
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45
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BEFORE TAXIING
6. Copilot: "FLIGHT INDICATOR?"
When No. 2 or No. 1 engine (whichever is
supplying the vacuum) is started, pilot
checks the speed and precision with which
the flight indicator rights itself. If righting
action is sluggish, the instrument needs repair. (Note: Jack and Heintz Flight Indicators Model JH 6500 must be left caged until
the engine has been running for 5 minutes to
allow rotor to gain full speed. Then uncage
and check to see that it does not spill.)
If an Engine Stops
If an engine stops, immediately put mixture
control in "IDLE CUT-DFF" and repeat entire
starting procedure. If the propeller starts turning when you re-energize, release the energizing switch and cut the ignition switch "OFF."
Then have a crew. member rock the propeller
to disengage the. starter dogs.
If an Engine Is Flooded
If an engine becomes flooded, put the mixture
control in "IDLE CUT-OFF" and open throttle
fully until excess gasoline is cleared out and the
engine begins to fire. Then immediately retard
the throttle to % open and move mixture control to "AUTO-RICH."
If an Engine Won 1 t Mesh
If an engine won't mesh or crank, and you want
manual meshing, notify the man in front of the
airplane by raising a clenched fist and pulling
sharply downward. He will use the same signal
to notify the fire guard who will then pull the
manual meshing handle. The mesh switch on the
copilot's panel should be used when meshing
manually, even though it is apparently not
working, since it also completes the circuit to
the booster coil or induction vibrator.
When all engines are started and warmed up,
you are ready to begin the before-taxiing check.
46
Amplified Checklist
Make a careful check before you start taxiing
to make sure your engines, instruments, and
radio are operating properly. All of the readings given below are maximum and minimum
limits based on rpm of 1000.
'
1. Copilot: "ALL INSTRUMENTS?"
Directional gyro. Pilot pushes caging knob
to caged position, spins and quickly uncages.
Indicator should stop moving when uncaged.
If it continues to spin, gyro requires repair.
Try it both ways, left and right.
Pilot: "Directional gyro checked!"
Copilot checks the following:
'
---'
:
'
.,
a. Manifold Pressure. Check for steady indication. Erratic reading indicates defective instrument.
b. Tachometer. Check for steady indication
at 1000 rpm.
c. Fuel Pressure. Should read 16 to 18 lb.
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position; if it kicks out, the free-flow system
is operating properly.
"
I
--;\I•
t
I
•
~\
1
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, I
l//1
.,
'
I
11
d. Oil Pressure. Should read 45 to 100 lb.
Low reading may indicate oil shortage or
pump failure.
e. Oil Temperature. Limits are 40 ° to 100°C.
Desired range is 60 ° to 75°C.
i. Gear Warning Light. Should be lighted.
j. Free Air Temperature. Check against temperature you obtained in the weather office.
You'll need this gage to anticipate icing conditions.
£. Cylinder-Head Temperature. Limits are
120° to 232 °C for ground operation. Do not
operate above 1000 rpm until head temperature is 120°c or more.
k. Compass. Check deviation card-in place
and up to date.
Copilot: "All instruments checked!"
g. Carburetor Air Temperature. If there is
high humidity, ice may form during ground ,.
operation if carburetor air temperature is
below 15°C. Best operating limits are between 15°C and 35 °C. Above 35°C there is
likely to be detonation.
\\,·,I ! I/ I
,,,"\\6/1///
-~2
~
S
%0
/I/
-z· ·
■l¾wM
■ilffil~■
h. Hydraulic Brake Accumulator Pressure.
Check inboard and outboard gages indicating between 975 to 1180 lb. Don't start taxiing if either gage falls below 950 lb.
For an additional check on the hydraulic system, put the flap control handle in the "UP"
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~
-s-::::
TION
f
\\''
-
10
2. Copilot: "VACUUM?"
Engineer calls out No. 1 or No. 2 engine,
(whichever is supplying vacuum). Pilot
checks his gage and, if gage registers between
3. 75 and 4.25, calls "Checked." Engineer turns
the vacuum selector valve to the other engine
and the procedure is repeated. Valve should
be turned to No. 2 after the check is completed.
Pilot: "Vacuum checked on Nos. 1 and 2!"
47
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Note: If the airplane is equipped with electronic turbo control, always keep the dial set
at zero for taxiing.
3. Copilot: "RADIO, ALTIMETER, TIME."
Copilot calls the tower for radio check,
altimeter setting and correct time. ·
ALWA VS USE AUTO-RICH FOR ALL
GROUND OPERATION
'
a. Radio check has three elements: (1) Frequency: on frequency, or one or more kilocycles low or high; (2) Readability, R ... 1 to
5; (3) Signal strength, S ... 1 to 5. Desired
check is "On frequency, R5, S5."
TAXIING
Copilot: "Radio checked!"
b. Altimeter setting. Pilot sets altimeter at
barometric pressure and notes difference between altimeter reading and actual field altitude. Maximum error permissible is 50 to
75 feet. Pilot then re-sets altimeter at actual field elevation and notes error in barometric reading. Thus, if the · tower gives a
reading of 29.20 but altimeter reads 29.25
when set at correct field elevation, .05 should
be added to any barometric reading obtained
during the flight. As a rule-of-thumb guide
only, .01 difference in barometric reading
equals 10 feet altitude.
Pilot: "Altimeter set."
c. Time. Copilot checks cockpit clock time
against tower report.
Copilot: "Time checked."
4. Copilot: "WHEEL CHOCKS?"
Pilot and copilot look out their windows to
check chocks removed.
Pilot: "Wheel chock removed left!"
Copilot: "Wheel chock removed right!"
48
Nothing makes a pilot and his crew feel more
foolish than a taxiing accident that does several thousand dollars worth of damage. Clumsy
taxiing imposes severe strains on the nose gear,
main gear, tires and other parts of the airplane,
and negligence in taxiing will not be tolerated.
Smooth, skillful taxiing technique is a must
for 4-engine aircraft. When all checklist items
through "Before Taxiing" are completed, and
you have radio approval from the tower, you
are ready to start taxiing. Check to make certain that your seat is well forward so that you
are in a position for full rudder and brake
control.
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Position of Feet
The position of your feet is important. Set your
heels on the rudder pedals with your toes well
up above the brake pedals. Always keep your
toes off the brake pedals when not using the
brakes. Only slight pressure will build up tremendous friction and heat. Save your brakes for
emergencies when you'll need them!
POSITION OF FEET WHEN USING RUDDER
turned, allow the airplane to roll a short distance in the direction it is turned and it will
tend to straighten itself out. Don't force the airplane straight ahead with power and brake
against a turned nosewheel.
POSITION OF FEET WHEN USING BRAKES
Use of Rudder
When learning to taxi, hold rudders neutral
because rudder control is ineffective except at
excessive speeds. Also, when you are holding
full rudder, right or left, it is difficult to use
the brakes effectively. Ask your copilot to help
hold rudders neutral and to check the neutral
position as you taxi.
Safety Observer
Post the engineer as observer with his head out
the flight deck escape hatch to observe obstructions and signal "Clear left" and "Clear right."
See that a ground-crew man is at each wingtip
when taxiing in congested areas.
Be sure the nosewheel is straight. I£ turned
more than 30 °, it should be straightened with a
bar. If you start taxiing with th~ nosewheel
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Results of Taxiing into Turned Nosewheel
To Start Moving
Reduce power to idling, fully depress the brake
pedals and release the parking brake handle.
Then follow it up by hand to make sure it is
released. Advance all throttles slowly and evenly until the airplane starts to roll. Don't use
excessive power, and, as soon as the airplane
is in motion, reduce the power.
Use of Throttles
All 4 throttles are spring loaded, tending to
hold higher rpm than idling. It is usually necessary to hold back pressure on the throttles to
49
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keep from overspeeding. Throttles tend to creep
forward unevenly at low power settings. Frequently check the tachometer to maintain uniform power settings on all engines. Then you
won't have to hold brakes against an overspeeding outboard engine to maintain directional control.
An expert at taxiing the B-24 can control it
with throttles alone and without brakes. You
can maintain speed equal to a brisk walk with
700 to 800 rpm on hard surfaces. If the airplane
is easing to the right, add power to the right
outboard engine but don't hold this power
until the airplane swings back in line or it will
swing past the desired point. Then you will
have to add power on the left outboard and so
on, building up excessive speed and S-ing.
Develop an expert throttle touch.
The best way to hold throttles is palm down
with the throttle knobs against the padded part
of the palm, third finger-joints on top of
throttles and fingers curled over them. The object is to be able to control any throttle separately.
V
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Turns
The B-24 is a big airplane. Get a mental picture
of its radius of turn. The main gear at the inside of the turn is the turning point and it is far
aft of your position in the pilot's seat. Your
natural tendency is to turn too soon because
you feel yourself going past the turning point.
On a left turn the pilot should watch the inside wheel; on a right turn the copilot should
watch the inside wheel.
Note: You are controlling 20 to 30 tons of
airplane and there is a delay between the application of power and the reaction of the airplane. Think and act ahead of the airplane and
anticipate its delayed reactions.
How to Turn
If the airplane is rolling at proper taxiing speed,
no brakes are necessary to start the turn.
Smoothly apply power to the outside engine to
start the turn and remove power as soon as the
airplane responds. Don't use excessive power.
It is better to use too little throttle and then
add more than to start too fast a turn and have
to corr~ct with the opposite outboard engine.
so
R E S-T R I C T E D
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-- ' -~
- -
=-
--
- ---
WATCH THE INSIDE WHEEL
ON TURNS
Don't Pivot
This produces ·a seesawing action. If you build
up excessive speed or turning action, throttle
back, get control with the brakes and start over.
Don't take a chance on dropping your airplane
in a mudhole.
.. __ ..._,
-- ... '
~
RIGHT
KEEP THE INSIDE
WHEEL ROLLING
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The most common error in turning is to pivot
the airplane sharply. Don't brake the inside
wheel to a stop and then pivot around it. This
grinds the tire against the ground or cement,
twisting the ply and weakening the tire.
'
WRONG
''
' '\
'
\
\
\
\
\
'
51
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Before starting to turn, when stopped, be
especially careful to pick up forward motion
and then to keep the inside wheel rolling steadily throughout the turn. Do not make shortradius turns because the nosewheel should
never be turned more than 30° from the center
line.
Bank-and-turn Indicator
plane. This will vary with the speed of the airplane and the distance available for stopping.
As the airplane slows, release brake pressure
gradually. If you hold a constant pressure the
nose will snub down sharply, causing a jerky
stop. With proper use of the brakes, you can
bring the airplane to a full stop with no snubbing of the nose. Save the· tremendous reserve
power of your brakes for emergencies.
During turns while taxiing, make sure that the
turn indicator is functioning properly, returns
to neutral when the turn is completed and is
not sluggish.
Use of Brakes
Brakes should be applied with a smooth, steady
build-up of toe pressure. Sudden application
of the brakes slams the nose down, puts heavy
strain on the nose and main gear assemblies,
and may damage the brake expander tubes.
Require your copilot to check the accumulator pressure every 30 seconds and report
"Pressure O.K." or "Pressure below 800 lb."
If pressure drops below 800 lb., stop the airplane in its tracks and don't move it until the
trouble is corrected. Always taxi with the auxiliary hydraulic pump on. It should cut in when
pressure gets below 975 lb. and should maintain pressure at 975 to 1180 lb.
Stopping
Always hold the airplane straight ahead when
stopping so the nosewheel will be in the
straight-ahead position. Apply sufficient brake
pressure evenly to both brakes to slow the air-
. 52
It Takes a Lot of Room
The B-24 has 110 feet of wing span, as much as
3 P-40's taxiing wingtip to wingtip. Give it a
lot of room.
Note: Taxi with all 4 engines running. If
one propeller is feathered, the opposite engine
may be cut for easier taxiing- but in no other
case should engines be cut.
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ENGINE RUN-UP BEFORE TAKEOFF
Every airplane has its own peculiarities and its
own personality. This is especially true i11 time
of war when series, equipment, and number
of hours in the air vary widely from plane to
plane. The engine run-up before takeoff is your
opportunity to feel out your airplane, judge its
condition and note its peculiarities.
The B-24 blows a big breeze. Don't run up
on the line unless local rules require it. Taxi
to a point well clear of the takeoff runway
(from which you can observe incoming traffic),
and stop with the nosewheel lined up straight
ahead. Fully depress the brake pedals, lift the
parking brake handle to the locked position ( do
not force it), and release the brake pedals. This
:,hould lock the parking brakes. Set all throttles
at 1000 rpm and faithfully follow checklist procedures during run-up.
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Crew Positions For Takeoff and Landing
ilf~ t
EMPTY
EMPTY
~-?
EMPTY
(REAR OF WAIST WINDOW)
Be sure your crew know their positions for
takeoff. No one should be in the nose compartment because of the danger of injury if the
nosewheel should collapse. No one should be
aft of the waist gunner positions because this
materially changes the center of gravity and
causes tail heaviness. No one should be in the
bomb bay.
53
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Usual positions: Pilot, copilot, engineer, radio
operator, navigator and bombardier on flight
deck; gunners just aft of bulkhead No. 6.
Crew should not shift from their positions
until the airplane is clear of the field and gear
and flaps are up. At least one man in the rear
compartment will be on interphone during
taxiing, takeoffs and landings.
■
-
.
'
BEFORE-TAKEOFF CHECK
Amplified Checklist
*1. Copilot: "TRIM TABS?"
3. Copilot:
Pilot sets these as desired (normally 2° to
3° right rudder, elevators 1 ° to 2° up, and
ailerons at 0°. The right rudder trim corrects
for torque during takeoff.
Pilot: "Trimmed for takeoff!"
,
"EXERCISE PROPELLERS, TURBO-
SUPERCHARGERS AND FLAPS!"
Pilot sets all throttles at 1500 rpm. Then copilot changes propeller governors from full
high rpm to full low rpm and back, holding
governor switches until propellers change all
the way ( all governor limit lights on at each
extreme position); the pilot advances superchargers slowly and retards them slowly several times. This moves warm oil through the
propeller dome assembly and to the supercharger regulators, assures adequate lubrication of the .turbo wheel shaft bearings, and
clears the balance lines for proper waste gate
operation. At the same time the coP,ilot runs
the flaps all the way down and back up,
checking against the flap indicator. Then the
pilot retards throttles to 1000 rpm.
Pilot: "Turbo-superchargers exercised!"
Copilot:, "Propellers and flaps exercised!"
IT, IS NOT NECESSARY
TO EXERCISE
ELECTRON IC SU PE RC HARGERS
*4. Copilot: "PROPELLERS?"
*2. Copilot: "MIXTURES?"
Copilot checks to see that all are in "AUTORICH." Danger: Don't take off in "AUTOLEAN" because there is danger of detonation
or engine failure.
Copilot: "Mixtures in auto-rich!"
*ITEMS
54
WITH
ASTERISK
FOR
SUBSEQUENT
Copilot double checks to see that propellers
are left in high rpm because governor limit
lights also come on when propellers are in
low rpm.
Copilot: "Propellers in high rpm!"
TAKEOFF.
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5. Copilot: "RUN UP ENGINES!"
Run up engines in the following order: 4, 3,
2, 1. Pilot advances No. 4 throttle until the
propellers reach 2000 rpm and copilot checks
all engine instruments. Copilot checks magnetos at signal from the pilot. Technique:
(a) Check tachometer for steady reading on
"BOTH." (b) Turn ignition switch to "LEFT
MAGNETO" and hold 3 to 5 seconds. Note
any drop in rpm (maximum allowable drop
is 100 rpm). (c) Switch back to "BOTH" and
hold until rpm is steady. (d) Switch to
"RIGHT MAGNETO" and check same as
right. (e) Switch back to "BOTH" and leave
there.
During magneto check pilot should watch
engine nacelle for excessive vibration.
Note: Where takeoffs are being made frequently, clearing out the engines may be substituted for the full run-up procedure on subsequent checks. If takeoffs are infrequent, make a
complete run-up each time. In either case, make
the magneto check for all subsequent takeoffs.
Copilot: "Magnetos checked!"
rately by advancing throttle to full open position. Then turn dial of turbo boost selector
clockwise to the desired position (''8" with
Grade 100 fuel). If the manifold pressure on
any engine fails to come up to within 1" of takeoff pressure, with full high rpm, turn dial to
zero and check engine rpm 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. Also check the voltage with generators on. If batteries are low, leave the generator of the engine you are checking on during
run-up to insure proper turbo operation.
After checking an engine, return the dial to
zero before retarding the throttle. After you
have checked all engines, set the dial to desired
position for takeoff (''8" with Grade 100).
Caution: When using electronic supercharger
control, always be sure generators are on and
operating for takeoff.
Pilot: "NO. 4 RUN-UP COMPLETED!"
(Repeaf the run-up operation for engines 3,
2, and 1.)
Run-up With Oil Regulated Turbo Control
DON'T INADVERTENTLY LEAVE THE IGNITION
SWITCH ON LEFT OR RIGHT MAGNETOS.
Run-up Procedure With Electronic Turbo Control
When using the electronic turbo control, set
the propeller governors in high rpm, and check
the manifold pressure on each engine sepaR EST RIC TED
Pilot advances throttle fully open, holding it
there with his right hand while he advances
the supercharger control with his left hand until manifold pressure starts to increase. Precaution: This is the most sensitive point in supercharger ".regulation. Hesitate briefly to allow
the turbo surge to balance out and to avoid ini55
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tial excessive manifold pressure. As the manifold pressure climbs and stops, move the supercharger control slowly open and you should
get a direct, smooth increase to the desired
manifold pressure.
When using Grade 91 fuel with the oil regulated turbo control, the spring-loaded stops on
the control levers do not allow sufficient travel
to give the extra manifold pressure needed in
an emergency. (This is in contrast to Grade 100
fuel.) To be on the safe side, use your finger
for an additional spacer to provide the necessary travel.
Note: Carburetor Air Filters
When carburetor air filters are being used to
overcome dust conditions, air normally taken
in through the airscoop in the engine cow1 is
blocked off and air is taken through the filter,
at the back of the nacelle. Friction and tlie
elimination of ram pressure lowers the pressure
of filtered air going to the superchargers. When
not using filters, set superchargers 1.5" Hg. below desired manifold pressure to allow for intake ram as speed increases during takeoff.
When using the filter, use desired takeoff set- .
ting with no allowance for ram.
The turbo wheels have to turn faster to offset
the loss of pressure through the filters. Turn
the filters off as soon as you are out of the dust
area (never leave them on above 12,000 feet)
because there is a possibility of exceeding turbo
wheel speed limits.
*6. Copilot: "LOCK SUPERCHARGERS!'·'
Pilot sets frietion lock so that levers may be
readily moved but will not creep back from
vibration. Remember that the throttle and
supercharger locks are in reality friction
brakes and should be trea~ed as such. Friction lock applies to oil regulated turbo control only.
Pilot: "Superchargers set ;,ind locked!"
FLAP
P,~ITION
-~
~
~~D
..._
40
I \
*8. Copilot: "WING FLAPS?"
Copilot runs wing flaps down to 20 ° position.
Copilot: "Wing flaps 20 °!"
*9. Copilot: "FLIGHT CONTROLS?"
To check full travel and freedom of movement, pilot moves controls to full forward
·and right on the wheel, right rudder; then
moves them to full back and left on the
wheel, left rudder.
Pilot: "Controls checked for full travel and
free movement!"
*10. Copilot: "DOORS AND HATCHES?"
Engineer closes doors and hatches.
Engineer: "Doors and hatches closed!"
*7. Copilot: "GYROS?"
Pilot makes a final check, noting any precession since taxiing from the line, and re-sets
for takeoff.
Pilot: "Gyros uncaged and set!"
*ITEMS
56
WITH
ASTERISK
FOR
SUBSEQUENT
*11. Copilot: "COWL FLAPS?"
Copilot closes them to trail position.
Copilot: "Cowl flaps at trail!"
TAKEOFF.
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See that cowl flaps are all closed the same. If
open too much, they will cause loss of lift,
increased drag, and severe flutter of the ·tail
surfaces. It is better to have cowl flaps completely closed than too far open. Engines may
idle at 1000 rpm. for a reasonable time with
cowl flaps closed and not heat up. Don't take
off if a head temperature is less than 150 °C
or more than 232 °C. Desired level is 205 °C.
Note: Each degree of cowl flap opening produces .8 mph loss of speed.
BOOSTER PUMPS BOOSTER PUMPS
N0.1
N0.2
N0.3.
N0.4
~
(r)
(r)
~
*13. Copilot: "AUXILIARY HYDRAULIC PUMP
AND POWER UNIT?"
Engineer shuts these off to eliminate a fire
hazard on takeoff. The auxiliary hydraulic
pump is the only open-brush motor in the
bomb bay and the cooling fan tends to draw
any gas fumes into the motor.
Engineer: "Auxiliary hydraulic pump and·
power unit off!"
cs.
•••
•
110,4
110,5
NO.l
*14. Copilot: "GENERATORS?"
*12. Copilot: "BOOSTER PUMPS?"
Copilot turns all fuel booster pumps on. This
builds up a differential of 8 lb. in the rubber
lines to the engine to keep them from collapsing. It is also a safety precaution in case
of engine pump failure.
Copilot: "Booster pumps on!"
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Engineer responds "Standing by" and
switches on all 4 generators while takeoff
power is being applied. He stands by the
panel to turn off any generator indicating excessive load. If this is necessary, he waits until the other generators show signs of sharing
the load before returning the off generator to
the line, and switches it off again if it fails to
equalize.
Engineer: "Generators on!"
57
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Then copilot obtains a radio clearance for takeoff and you are ready for the takeoff run.
TAKEOFF
Takeoffs are easy and smooth in the B-24 provided there is plenty of room and you use
proper technique. Tricycle gear improves both
the takeoff and landing characteristics. Be sure
before you leave the line that the runway is
long enough ( considering altitude, temperature, ,
etc.-see takeoff chart) and be sure there are
no obstructions in your line of flight.
The Takeoff Run
1. Release the brakes and slowly but steadily
advance all throttles together. Learn to apply
power at the speed engines can readily take it.
Never jam or stiff-arm the throttles.
Taxiing Into Position
Get your clearance from the tower to line up
on the runway. Take a good look for aircraft
and taxi out in a wide sweep using a minimum
of runway for straightening the nosewheel.
Stop the airplane lined up straight ahead, hold
your position with the brakes, and set all throttles at 1000 rpm. Both pilot and copilot should
make a final quick check on all instruments.
58
2. If you start to move to the left of the middle of the runway lead the throttles on the left,
and vice versa. Don't stop the opposite set of
throttles, but instead lead all throttles progressively. In this manner you can build up
speed rapidly and obtain rudder control
quickly. Don't ever attempt to control direction
on takeoff by the use of brakes.
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3. As soon as you have rudder control, use it!
Come in with lots of rudder to hold your line
down the runway, rather than using excessive
and unnecessary build-up of power on one side.
4. Copilot follows throttles through with his
left hand, and as soon as they are against the
stops he sets the friction lock to prevent throttles from creeping but so they still can be easily
moved. Note: Pilot's hand should be on the
throttles throughout the takeoff except when
necessary to trim the plane or signal the copilot.
Whenever pilot's hand leaves the throttles, copilot should hold them. Copilot should closely
observe all instruments (particularly manifold
pressure and rpm). Use full throttle on takeoff.
This shortens the run and minimizes wear and
tear on tires and gear. Manifold pressure should
not exceed 49" for Grade 100 fuel or 42.7" for
Grade 91 fuel and propellers should not exceed
2700 rpm. Power reduction necessary to keep
within manifold pressure limits should be made
with the throttles and not with the turbo regulators.
5. As your speed increases to 70 or 80 mph so
that you have elevator control, ease back on the
control column just enough to relieve the nose-
wheel of its weight. When full weight is on the
nosewheel, the wing is at a negative angle of
attack; lifting the weight puts the wing in the
desired slightly positive angle.
6. Hold this attitude straight down the runway, and the airplane will fly itself off the
ground at 120 to 130 mph, depending on the
gross weight. Don't haul it off, however, and be
sure the attitude is correct. If you apply too
much back pressure, pulling the nose too far
up, you establish too great an angle of attack,
which creates more lift and puts the plane into
the air at a lower airspeed-110 mph, for example. Then, if you lower the nose to pick up
airspeed, you decrease the angle of attack and
therefore decrease the lift. The airplane cannot
accelerate fast enough to compensate for this
changed angle, and the result will be that you
settle back or .. the ground. So don't try to make
the airplane fly-let it fly itself. Once it does,
increase the back pressure just enough to establish a shallow positive climb, and hold it.
Note: Even if you have to get the airplane
into the air at a low airspeed (in a short-field
takeoff, for instance), don't lower the nose; hold
ST ART YOUR TAKEOFF RUN
RELIEVE NOSE WHEEL OF ITS WEIGHT
AIRPLANE WILL FLY ITSELF OFF
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59
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your angle of attack and let the airspeed build
up gradually.
7. Don't become over-anxious about building up climbing speed. It takes time for the
power of the propeller thrust to overcome the
inertia of a heavy airplane. Beware of lowering
the nose below level flight to build up airspeed.
Always make all changes of attitude gradually,
a little at a time. Make frequent small changes
rather than large ones. As your airspeed increases, relieve heavy fore or aft control pressure by trimming.
If you set artificial horizon properly before
takeoff, with the miniature airplane slightly below the horizon bar, you can hold the proper
angle of climb after leaving the runway by
keeping the miniature airplane approximately
1/s-inch above the horizon bar. Establish and
hold proper attitudes in the B-24 by reference
to flight instruments rather than to outside
objects. It's an instrument plane.
8. Attain a minimum airspeed of 140 mph
and a safe altitude above all objects before your
first power reduction.
AFTER-TAKEOFF CHECK
Amplified Checklist
1. Wheels. Copilot raises gear on signal from
the pilot, (usually thumb jerked upward). As
soon as the gear handle is in the "UP" position,
pilot stops the wheels with smooth, firm application of brakes. This reduces the strain on the
The copilot reads the after-takeoff
checklist when the gear and flaps
are up, the first power reduction is
completed, and when a safe altitude and an airspeed of 150 mph
are reached.
60
main gear suspension assemblies caused by the
gyroscopic action of rapidly rotating wheels.
Rough application of brakes puts undue strain
on the gear fittings and may rupture an expander tube.
Caution: There is no hurry about raising the
wheels. Be sure you have plenty of airspeed
and altitude before you start them up.
Press the Button
When the copilot raises the gear, he should be
sure to press down the safety button located on
top of the gear handle to unlock it. Forcing the
handle against the lock will injure the locking
pin.
If the solenoid latch does not release, you can
push the releasing pin in with a screwdriver
and then raise the gear handle to bring the
wheels up. The latch is located behind the
pilot's instrument panel just forward of the
pedestal. Don't try this on the ground because
you will retract the gear and the airplane will
crash down on its belly.
2. Superchargers. When the airplane attains
safe airspeed (140 mph) and altitude, the pilot
makes the first power reduction with superchargers and sets them for normal climb (not
to exceed 46" for Grade 100 or 38" for Grade
91 fuels).
Power Reduction With Electronic Turbo
Control: Turn the turbo control dial back toward zero until you reach the desired manifold
pressure.
3. Throttles. If manifold pressure remains
higher than desired for climb after superchargers are all the way off, then retard the ·
throttle to obtain climbing manifold pressure.
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4. Propellers. Copilot reduces rpm to 2550
when requested by the pilot.
5. Wing Flaps. Copilot raises them when directed by the pilot. Don't raise the flaps before
you have altitude of 500 feet and an airspeed of
140 mph. Remember that changes in flaps
change the lift effect of the wing. As you raise
the flaps, raise the nose of the airplane to correct for change in attitude. Use enough back
pressure to maintain altitude and the airplane
will rapidly accelerate to 150 mph" Don't lower
the nose to gain this speed because this will
result in unnecessary loss of altitude. Add noseup elevator trim to help maintain your altitude.
In heavily loaded aircraft, it is advisable to
raise the flaps from 20 ° to full up in two or
three stages.
Warning: Don't be in a hurry. Get a safe air-
speed and a safe altitude before you raise the
flaps. But don't let airspeed exceed 155 mph
with flaps down.
BOOSTER PUMPS
NO. I
N0.2
~
~
~
.,,,
OH
OH
~
~
6. Booster Pumps. Copilot switches them off
one at a time above 1000 feet and notes any
drop in pressure.
7. Cowl Flaps. Will normally be at trail for
the climb, checked and set by the copilot.
"""· ·
~
/
,,
-.
-.-.........
G
BOOSTER PUMPS
NO. 3
NO. 4
----------•
•
__ ,,. ....
................,,,,,.,,,'
RUNNING TAKEOFF
Procedure
1. Bring the airplane down to a normal 2poin t, nose-high landing.
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2. When speed has decreased to 80 mph
(about 113 distance of a normal landing roll) ,
gently lower the nose to a normal 3-point position.
3. Be sure you have ample runway left in
which to re-accelerate and take off.
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4. At command of the pilot, the copHot raises
the flaps from 40° to 20° and trims for normal
takeoff as the pilot smoothly applies normal
takeoff power. Remember that the airplane is
already moving fast, and don't advance throttles too rapidly.
5. Speed permits the pilot to maintain directional control entirely with rudder. It isn't
necessary to apply power unevenly or to use
brakes.
6. Lift the weight off the nosewheel as soon
as throttles are full forward.
7. A void a tendency to pull the airplane off
the ground at low speed and at a high angle of
attack. Build up adequate airspeed and break
contact as in a normal takeoff.
8. In other respects, proceed exactly as in a
normal takeoff.
Caution: On running takeoffs watch cylinderhead temperatures and open cowl flaps to trail
if necessary.
Warning: Don't hit the gear handle when you
mean to raise the flaps. Remember you have
full flaps down as you roll along the runway
and are bringing flaps to 20 ° to re-establish
normal takeoff settings.
Copilots have been known to reach for the
flap handle and unintentionally hit the gear
handle from force of habit while wheels are still
on the ground. Normally when the weight of
the airplane is on the gear, gear handle cannot
be moved to the up position. In a running takeoff, however, enough wei'ght may be off the gear
while wheels are still on the concrete to allow
oleo to extend far enough to close safety micro
switch in the left main gear and allow the gear
to unlatch and collapse.
Don't let flaps come all the way up. The Davis
wing needs 20° of flaps for additional lift.
Don't raise the gear until you are safely clear
of the ground. This is deceiving on runnning
takeoffs.
CRO.SSWIND TAKEOFF
You will experience no difficulty with a B-24
in crosswind takeoffs. Proper leading of throttles and use of rudder pressure will hold the
airplane straight down the runway.
Inherent directional stability of the tricycle
landing gear tends to keep the airplane straight
on its roll as long as the nosewheel is on the
ground. There is no tendency to weathercock.
Be sure, especially on bumpy runways, to
62
build up ample flying speed before leaving the
ground. Otherwise the airplane may settle back
down as it starts to drift and place severe strain
on the landing gear.
As soon as you are clear of the ground, hold
the wings level and establish a crab with rudder
to continue down the runway path. Don't drop
a wing, because this reduces your lift. Continue
as in a normal takeoff.
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HIGH-PERFORMANCE T·AKEOFFS
Where it is necessary to take off in as short a
distance as possible, execute a high-performance takeoff. This, on an average, reduces your
ground run approximately 200 feet and reduces
the total distance necessary to clear a 50-foot
obstacle by approximately 600 feet.
Be sure you have proper authority and are
going to succeed before you attempt a highperformance takeoff. Severa~ variables must be
considered: Pressure altitude, free air temperature, model and weight of the airplane, wind,
and type of runway surface. Don't take a
chance. Taking all these variables into consideration, precalculate the answers to 3 questions
before you attempt a takeoff:
1. What ground run will be required?
2. What will the takeoff airspeed be?
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3. What distance will be required to clear a
50-foot obstacle?
Use the high-performance takeoff chart in
this manual (if suitable) or in the technical
order for the model of airplane you are flying
to answer these questions. Calculate carefully
and double-check your answers. When you are
satisfied that the high-performance takeoff can
be safely made, use the following procedure.
Procedure (Based on Grade 100 fuel)
1. Complete the before-takeoff check. Run
up each engine separately to 2700 rpm and 47"
manifold pressure. (This setting allows for a
1 ½" increase in manifold pressure due to ram.)
2. Set wing flaps at 20° as for a normal takeoff. Set cowl flaps at 5° to reduce drag.
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Another Good Method
EXAMPLE OF WHAT MAY OCCUR IF NOSE
WHEEL IS NOT LINED UP WITH RUNWAY
3. Line up with the runway and make a positive check that the nosewheel is straight.
4. Hold the brakes and advance the throttles
smoothly and evenly to establish 35" of manifold pressure. Then release the brakes.
5. As rapidly as possible, advance the throttles to full open position.
6. Make your takeoff run in a normal manner until you reach your precalculated takeoff
speed! Then use sufficient back pressure to
break contact and gradually establish the desired angle of climb. Some margin of safety is
necessarily sacrificed by this procedure.
64
Here is another good method if you have room
and can continue your roll from the taxi strip
onto the end of the runway. Execute in the
same manner as the first procedure, except that
you roll directly from the taxi strip into your
takeoff run without stopping.
A void using brakes in the turn. Lead with
throttles on the outside of the turn. When you
have sufficient momentum to carry you through
the turn, retard that set of throttles, and as the
nose approaches the center line of the runway,
advance throttles on the inside of the turn sufficiently to check the turning action. Immediately follow up with the other set and advance
all throttles progressively as rapidly as possible
to the desired takeoff manifold pressure. This
procedure gives you the advantage of having
the mass weight of the airplane in motion at the
extreme end of the runway, permitting you to
take full advantage of every foot of runway
available.
Caution: You gain nothing by having too
much speed in executing the turn. You are
likely to roll a tire or damage the gear. The
main thing is to have the weight in motion at
the extreme end of the runway.
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You will .judge the proper angle of climb by
obstacles to be cleared, airspeed and the flight
indicator. The best average airspeed for the
climb after completing the after-takeoff check
(wheels up, flaps up, etc.) is 150 to 160 mph.
Pilot should relieve control pressures by
proper trimming and copilot should synchronize propellers as soon as convenient after
wheels and flaps are up. Both pilot and copilot
should keep a roving eye on all instruments to
see that po~er, temperatures and pressures all
stay within limits.
Auto-rich for All Climbs
Throughout all climbs mixture controls should
be in "AUTO-RICH," for at high power it is
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65
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necessary for the proportion of fuel to air to be
relatively high to suppress detonation and
assist in cooling.
engine during the climb.
2. Use of Cowl Flaps: Keep in mind that the
position of cowl flaps seriously affects your rate
of climb because of added drag and disturbance
of the airflow-so much so that your airplane
may not climb above 23,000 feet with cowl flaps
only slightly open. Also, cowl flaps open from
10° to 20° will sometimes cause severe tail
buffeting. If necessary to use more than 10° to
maintain head temperatures within limits, try
opening them farther until the tail buffeting
stops.
Note: On late series B-24 aircraft, differential
cowl flap settings restrict the upper cowl flap
opening to 12 ¼ 0 •
3. Oil Temperatures: Oil temperatures can ·
be reduced more quickly by decreasing engine
rpm along with throttles than by reducing the
throttles alone.
4. Other Methods: Another good way to reduce both cylinder-head and oil temperatures
is to shallow your climb so that your IAS is 5 to
10 mph greater than normal climbing airspeed.
Effects of Increasing Altitude
As altitude increases, these things are occurring: The engines are generating more and
more heat the longer they work at climbing
power, tending to increase cylinder-head and
oil temperatures; normally the indicated air
temperature is gradually falling; atmospheric
pressure is gradually decreasing; it becomes
more difficult to obtain sufficient oxygen from
the atmosphere. It is important to consider the
effects of each of these conditions on your airplane and crew.
Engine Heat
1. Cylinder-head Temperatures: Adjust cowl
flaps to control head temperatures. Normally,
head temperatures will run about 232°C but
should never exceed the maximum of 260°C
nor fall below 150°C, the operating limits of the
C L I M B I N G POW E R 5 E TT I N G 5 ·
GRADE 100 FUEL-SPECIFICATION ANF-28
Operation
Setting
Mixture
RPM
MP
Time Limit
BMEP
HP
Climb
Desired
Auto-rich
2550
41
Continuous
167
990
Climb
Max.
Auto-rich
2550
46
Continuous*
186
1100
HP
GRADE 91 FUE·L-SPECIFICATION ANF-26
Operation
Setting
Mixture
RPM
MP
Time Limit
BMEP
Climb
Desired
Auto-rich
2550
35
Continuous
147
870
Climb
Max.
Auto-rich
2550
38
1 Hr.
160
950
*Cyl. head temp. not to exceed 232° C. For temperatures of 232° to 260° C, time limit is 1 hour.
The above are normal limits. Variations within limits will be governed by the type of operation for
a particular organization.
66
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This will not cause much loss in your rate of
climb.
In case of extreme cylinder-head and oil temperatures, use emergency "FULL RICH" mixture (with Bendix-Stromberg carburetors).
This will dissipate the heat very rapidly but
will also cause a loss of power and excessive
gas consumption. Use only long enough to reduce temperatures. Excessive temperatures are
sometimes caused by failure of the automatic
feature of "AUTO-RICH." "FULL RICH" corrects this because it gives a fixed mixture.
Decreasing Atmospheric Pressure
1. Airspeed Indicator: Decreasing atmospheric pressure causes your airspeed indicator
to show an airspeed lower than your true one.
2. Manifold Pressure: The density and pressure of the outside air is decreasing a:s altitude
increases. At sea level normal atmospheric
pressure will, on some engines, be sufficient to·
maintain the desired manifold pressure. As
altitude increases, and full throttle fails to give
sufficient manifold pressure, you add boost with
the turbo-superchargers.
Decreasing Air Temperature
1. Carburetor Air Temperature: On an extended climb when the relative humidity is
high, check regularly to be sure your carburetor air temperature is either above or below
the icing range (-5°C to +15°C). You can get
carburetor ice with little or no warning.
2. lntercooler Shutters: Hot compressed air
is coming to your carburetor from the supercharger through the intercoolers. Intercooler
shutters are kept in the open position to cool
this compressed air. It is practically never necessary to close intercooler shutters except in
very severe carburetor icing conditions. (See
Carburetor Icing.) If you do close them, keep a
close watch to see that both carburetor air temperatures and cylinder-head temperatures don't
suddenly rise beyond limits. Intercooler shutters should always be used with utmost caution
to avoid overheating.
3. Heater: Remember that there are crew
members all over the airplane who may be getting cold. Ask them if they want some 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.
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20,000
15,000
10,000 - - - - - -
CHECK~
MANIFOLD PRESSURE
CYLINDER HEAD TEMPERATURE
OIL TEMPERATURE
CARBURETOR AIR TEMPERATURE
CABIN HEAT
FLIGHT INSTRUMENTS
Note: With oil-type turbo regulator, when
climbing at a given throttle setting, rpm, and
turbo regulator setting, the manifold pressure
will increase slightly as altitude increases 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 and thus increased manifold pressure.
3. Booster Pumps On at 10,000 Feet: As you
climb and the atmospheric pressure decreases,
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is to let the airplane build up full momentum
for cruising. If you go directly from a climb to
level flight · with a B-24, and reduce power, it
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.
there is more and more tendency for a vapor
lock to form and for suction from your enginedriven fuel pump to collapse the rubber fuel
lines. Booster pumps put 8 lb. additional pressure in the lines to help support them. Turn the
booster pumps on at 10,000 feet and keep them
on until you descend below that altitude.
4. Crew: As altitude increases, your crew is
becoming less efficient. Their ears tend to
bother them. Head congestion may cause severe
pain. They are getting insufficient oxygen.
Always use oxygen above 10,000 feet.
Leveling-off Procedure
1. Continue your climb 300 to 500 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 gradually descend to your cruising altitude.
4. Synchronize propellers anrl trim the airplane.
The Importance of Smooth Flying
Smooth, steady flying, proper trim, and minimum horsing of the airplane become more and
more important to maximum performance as
altitude increases. Steady, expert flying will
reduce your fuel consumption, eliminate haz. ards, increase your rate of climb, and reduce
wear and tear on your engines.
Remember that the only way you can maintain a constant attitude, steady climb and
smooth fiying in the B-24 is by reference to
instruments.
Cool Off the Engines
Remember that throughout the climb the engines have been generating heat. Give them a
chance to cool down somewhat below desired
cruising temperatures before you change to
"AUTO-LEAN" mixture settings. This allows
cylinders, blower and rear sections to dissipate heat. A well-cooled engine is less likely
to detonate when the mixture is leaned 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 .
LEVELING OFF
Always level off for cruising from the top in
both speed and altitude. The purpose of this
~-
.--··r·--,
. / 300 TO 500 FEET
~'
-
RIGHT
,
__ l _______ ~----~
.
DESIRED ALTITUD~· - • · . . ~
•►
~ ~ WRONG
--
~~~
68
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HOW TO SYNCHRONIZE
PROPELLERS
The copilot brings propellers to the desired
tachometer setting with the propeller governor
control switches. Although rpm readings are
identical for all 4 engines, propellers may not
be perfectly synchronized because of slight
variations in tachometers. To synchronize, copilot should follow this procedure:
1. No. 1 and No. 2 Propellers: Leave No. 2
(inboard) as it is. Note the rotating shadow
around the top half of No. 1 propeller. If the
shadow is rotating away from you, the propeller is too slow and should be increased; if
the shadow is rotating toward you, the propeller is too fast and should be decreased.
2. No. 3 and No. 4 Propellers: Leave No. 3
(inboard) a~ it is. Note the rotating shadow
around the top half of No. 4 propeller. Here
the procedure is reversed. If the shadow is
rotating away from you, the propeller is too
fast and should be decreased; if the shadow is
rotating toward you, the propeller is too slow
and should be increased.
Note: An easy way to keep this straight is
by remembering that all propellers in the B-24
rotate to the right. Thus, from the cockpit, No. 1
propeller is turning toward you and No. 4 going
away from you. If the shadow is rotating with
the propeller, then the propeller is too fast;
if the shadow is rotating backward ( against the
propeller rotations) , then the propeller is too
slow.
3. Increase or decrease rpm by a split-second
flick of the toggle switch and at the same time
check the effect on the shadow. The shadow
will disappear when propellers are synchronized.
4. If the shadows have disappeared and the
engines still sound unsynchronized ( engine
beat or pulsation), then No. 1 and No. 2 are
not synchronized with No. 3 and No. 4.
5. To synchronize the left pair of engines
with the right pair, check the tachometers to
see if one pair is indicating less than the deREST RIC TED
sired rpm. If so, flick both switches for that
pair forward at the same time and back to
neutral quickly. Repeat until you eliminate the
beat and get a steady drone. If the beat gets
worse, decrease rpm instead of increasing.
6. Now all 4 propellers should be synchronized. However, the propeller governors £qr the
propellers that were changed as a pair may
respond unevenly. If so, re-synchronize them.
Note: The difference in needle travel on the
tachometers will tell you which propeller governors are fast and which are slow. With practice you will be able to lead with the toggle
switches for slow-acting governors to bring all
propellers to the desired rpm at the same time.
At Night
Use your landing lights or a flashlight to see
which way the shadows are turning. With experience it is possible to synchronize propellers
by sound
69
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relieve any fore and aft pressure required to
hold the nose level.
TRIMMING
Trimming the B-24 is a routine procedure but
tremendously important to the easy and proper
operation of the airplane. Brawny, 200-lb. pilots
have exhausted themselves in an hour's flying
because they failed to trim properly and frequently enough. Poor trim cuts down the 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
poorly trimmed.
Trim the B-24 by instruments-not by visual
reference to outside objects. But keep a sharp
lookout for other traffic at all times.
Following is the easy, sure way to properly
trim the airplane for straight and level flight.
Rudders
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 turning. 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 is
dropping, correct with aileron trim.
Double-check
Finally, check the 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 adjustments will usually keep it there. Trimming
should become automatic.
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 the fuel is used up,
when your bombs are dropped, in case of engine failure, etc.
Balance the Power
See that you are using balanced power. Propel•
lers· should all be synchronized and you should
have equal manifold pressure on all engines.
This is important! Manifold pressures must be
equalized to a hair to give balanced power.
Elevators
1. Check the altimeter with the flight indicator and reset the latter if necessary for level
flight.
2. Hold the airplane level with reference to
the flight indicator and adjust elevator trim to
70
Relationship of load and Trim
If the airplane is perfectly loaded, it is possible
to fly it hands off with one or two degrees of
tab setting. On long flights tab settings become
extremely important. A loss of 3 to 4 mph in
airspeed can result from 1 ° of tabs on one control surface. Thus, if your ship is improperly
loaded and you have to use a lot of trim, it is
worth while to shift cargo to establish better
balance.
Don't kid yourself by holding pressures manually instead of using trim.
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•
CRU.ISING
Normal Automatic Lean Pressures
and Temperatures
As soon as you h(lve leveled off, synchronized propellers, trimmed the airplane,
and let the engines cool down, check all
instruments preparatory to going into autolean.
1. Cylinder Temperature: 232 ° C maximum.
205 ° C desired.
2. Oil Temperatures:
100° C maximum.
75 ° C desired.
3. Oil Pressures:
65 to 100 lb. sq. in.
4. Fuel Pressures:
16 to 18 lb. sq. in.
C R U I 5 I N G P O W E R 5 E.T T I N G 5
GRADE 91 FUEL-SPECIFICATION ANF-26
Operation
Setting
Mixtures
RPM
MP
Time Limit
Cruise
Normal
Auto-lean
1650-2100
30
Continuous
Cruise
Local
Auto-lean
2000
30
BMEP
HP
Continuous
131
610
GRADE 100 FUEL-SPECIFICATION ANF-28
Setting
Mixtures
RPM
MP
Time Limit
BMEP
HP
Cruise
Maximum
Auto-rich
2325
35
Continuous
150
820
Cruise
Maximum
Auto-lean
2200
32
Continuous
140
715
Cruise
Desired
Auto-lean
2000
30
Continuous
131
610
Cruise
Maximum Range: See Cruise Control Charts.
Operation
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71
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Automatic Lean
If instrument readings are satisfactory, and
power settings permit "AUTO-LEAN" operation, copilot ( at the pilot's direction) moves the
mixture controls one at a time to "AUTOLEAN." Pilot and copilot note the effect of this
on temperatures and pressures.
Carburetor air temperature should stay below 35°C. 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
"AUTO-LEAN," the automatic feature may
not be operating properly and you may have to
use "AUTO-RICH" for that engine.
Superchargers
Low altitude: ·If crmsmg at low altitude you
may have sufficient manifold pressure with
superchargers completely off. (Watch for icing,
however. If there is danger of icing, close intercoolers and operate as close to full throttle as
possible. See Carburetor Icing.)
Above 20,000 feet: Superchargers won't function properly at less than 1800 rpm above
20,000 feet because in less dense air there is
insufficient exhaust gas to operate the turbo
wheel properly. Don't suspect turbo regulator
trouble until you have checked rpm.
Cowl Flaps
Regulate cylinder-head temperatures with cowl
flaps. The closed position reduces drag and increases speed, but also increases engine temperatures.
Directional Gyro
Check and correct for precessing at least every
15 minutes or 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 stated intervals.
Flying the Airplane
Take pride in your ability to fly the airplane
perfectly. You can't expect your copilot or
72
your crew to develop keen interest in the
technique of their jobs unless you set an outstanding example.
Trimming: Keep your airplane perfectly
trimmed throughout the flight. This will save
wear and tear on both yourself and your airplane.
Heading: Hold your heading or your navigator will give up in disgust. If you are going
to change headings or di~e or climb, warn your
navigator in advance exactly what to expect.
Altitude: Hold your altitude. Don't be satisfied with 200 feet higher or lower.
Airspeed: As time passes and your load
lightens, your airplane will tend to gain airspeed. Maintain your predetermined IAS by
reducing power every 1 to 3 hours. This is a
· go0d rule of thumb for efficient cruising.
Fly the airplane as if you e~pected to use it
in a combat mission tomorrow.
Flight Performance Record
It is the copilot's duty, with the assistance of
the engineer, to keep a flight performance record of every mission. Entries should be made
every 30 minutes. Properly kept this form will:
1. Warn you of excessive gas consumption.
2. Give a running picture 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 turbo, cowl flaps, nacelles, fuel
cell areas, etc. Many items will have to be
checked from the rear of the airplane. When
on oxygen, check can be conducted with the
use of a walk-around bottle.
Oxygen
When on oxygen, require the copilot to check
crew stations at least once every 15 minutes by
interphone to ascertain that crew members are
all right and have an adequate supply of oxygen on hand.
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GENERAL FLIGHT
CHARACTERISTICS
The flight 'characteristics of the B-24 are outstanding without exception if the airplane is
properly loaded. It has no abnormal or bad
characteristics. The tremendous power plant
will carry huge loads great distances at high
speeds with ease.
Inherent Directional Stability
The airplane has inherent directional stability
which may be maintained for long periods by
slight adjustments in trim. However, controls
are normally heavy, as they should be in a
heavy airplane, and the pilot who fails to maintain proper trim is ip for an exhausting workout. Properly trimmed, the airplane will fly the
desired heading true as an arrow with comfortable control pressures.
Longitudinal Stability
Longitudinal stability is excellent over a wide
range of center of gravity locations. Under normal loadings the airplane will return to normal
flight when released from a stall or other abnormal positions. However, when fully loaded,
the airplane increases its weight by ½ to ¾.
If the center of gravity moves too far forward
or too far aft, it is easily possible to develop
limit load factors. Exercise care in using controls smoothly and gradually when operating
near these limits, especially when the center of
gravity is in extreme aft positions, because it is
easy to develop excessive strain on the tail
assembly with sudden heavy elevator pressure.
will hold its own. Inherent stability will tend
to return the airplane to level flight. In a heavy
airplane like the B-24, this action is comparatively slow, so give the airplane time to settle
down.
In extremely turbulent air slow down to
150 mph. For additional drag and to avoid too
great a decrease in power, extend the landing
gear but bear in mind that this will have a
serious effect on your rate of fuel consumption.
Don't Fly Contact
The B-24 is strictly an instrument airplane.
You must fly by reference to instruments by
day and by night, fair weather or foul, if you
expect to get the most out of your airplane.
The only reason they put windows in the airplane is to permit you to see other aircraft and
mountains - so don't fly contact! Remember,
however, that it is easy to control the attitude
of the airplane by reference to instruments and
still keep a sharp lookout. Don't let the instrument panel hypnotize you. Even when the sky
seems empty, be heads-up for traffic. Remember what you learned in flying school about
the swivel head and the rubber neck. You still
need them. Keep crew mem hers on the alert as
lookouts, too, as an additional safeguard while
you work at the double job of flying by instruments and watching the air around you.
FLIGHT
INSTRUCTIONS
At no time will the following
maneuvers be attempted:
Characteristics in Rough Air
The intelligent pilot will avoid violent turbulence because the forces of some storms are
incalculable in their intensity. There is nothing
critical in ordinary rough-air operation with
the Liberator. It will maintain stable flight.
It is a waste of effort to fight every slight deviation from level flight. Use pressures to
maintain generally level flight and the airplane
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LOOP
ROLL
SPIN
INVERTED FLIGHT
IMMELMANN
VERTICAL BANK
73
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Always follow all items on checklist.
Always check fuel before takeoff and regularly
during flight.
Always check nosewheel accumulator-if provided.
Always open intercoolers for starting.
Always use battery cart when available.
. Always check generator switches "OFF" when
starting.
Always use "AUTO-RICH" except when cruising.
Always check de-icers "OFF" before takeoff or
landing.
Always use outboard engines for steering when
taxiing.
Always turn "OFF" auxiliary hydraulic pump
before takeoff.
Always check gear latches engaged before
landing.
Always check the automatic pilot "OFF" before
takeoff or landing.
Never execute prohibited maneuvers.
Never exceed airspeed restrictions.
Never start engines before pulling props through.
Never start ~ith low batteries.
Never start with auxiliary power unit alone.
Never start with superchargers "ON."
Never use starter for direct starting. Inertia flywheel must be energized before meshing.
Never attempt to use intermediate positions on
mixture control.
Never turn on ground too sharply. It will damage
landing gear and tires.
Never attempt to take off with props in low rpm.
Never transfer fuel with radio "ON."
Never apply brakes with nosewheel off ground
Never land with brakes locked.
74
AIRSPEED
LIMITATIONS
Maximum
Limiting Factor
Indicated Airspeed
40 ° Flaps .......................... 155 mph
10 ° Flaps .......................... 180 mph
Lowering Landing Gear ............. 155 mph
41,000 lb. Gross Weight ............. 355 mph
56,000 lb. Gross Weight ............. 275 mph
Automatic Pilot: Do not operate the automatic pilot when flying at less than an indicated airspeed of 155 mph or when flying in
extremely turbulent air.
Extremely Turbulent Air: Slow down to IAS
of 150 mph.
Maximum Gross Weight of 56,000 lbs.: Do not
attempt other than normal flight. Permissible
flight factor-2.67; permissible landing factor2.25.
Emergency Maximum Gross Weight of 64,000
lb.: Do not attempt other than normal flight.
Permissible flight factor-2.3; permissible landing factor-2.0. Operate only from smooth fields
and do not exceed cruising speeds until load
has been expended to 56,000 lb.
STALLS
The B-24 has no unusual stall characteristics.
It has sufficient reserves of power; there is no
excuse for getting into a stalled condition if the
airplane is operated normally.
Various Factors Affecting Stalling Speeds
Wheels down will increase the stalling speed
of the airplane from 3 to 5 mph. The operation
of de-icer boots will have a serious effect on
the stalling speed. The degree of cowl flap
opening will reduce airspeed and affect stalling
speeds accordingly.
A feathered propeller is much less of a drag
on the airplane than a windmilling propeller.
An engine operating at 11" manifold pressure
is the equivalent of a feathered propeller.
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COMPARISON OF STALLING SPEEDS
Gross Weight
Lbs.
Wing Flaps and
L.G. Retracted
IAS
Wing Flaps 40°
l.G. Extended
IAS
NO
POWER
45,000
110
91
56,000
123
101
64,000
132
109
40%
45,000
103
71
56,000
114
80
64,000
123
85
POWER
Caution: All stalling speeds given in this
manual have been test flown but speeds will
vary slightly from airplane to airplane, of the
same weight and series. Speeds given serve as
a basic guide only.
Warning of Stalls: Usually the~e is clear
warning of an approaching stall. Controls will
loosen somewhat and airspeed will be falling
off. You will observe a shuddering of the tail
and a slight pitching action.
The Stall: In the approach to a stall ( the
usual practice maneuver) the nose will have
an increasing tendency to drop. In a complete
stall, the airplane will tend to fall off to either
side without any inherent tendency to spin.
Recovery From Stalls: The stall recovery in
the B-24 is like that in almost any other airplane for the most part:
1. Lower the nose to regain flying speed. Because of its aerodynamically clean design, the
B-24 will lose a great deal of altitude and pick
up speed rapidly.
2. If the stall occurs with decreased power,
don't increase power until you have lowered
the nose. The purpose is to establish airspeed
and prevent rolling action caused by torque.
3. If a wing drops and airplane is turning,
correct with rudder. Don't use ailerons. Ailerons increase the drag, aggravate the stall and
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prolong recovery. You can stop the turn and
level the wings with rudder alone.
4. As your nose-low attitude builds up airspeed, blend in power gradually.
5. Don't attempt to raise the nose too rapidly
before you regain speed or it is possible to
cause a secondary stall more violent than the
original one.
6. Properly executed, you will blend in
power and raise the nose to level flight so that
as you level off you will have established
cruising airspeed and normal power settings.
WARNING CONCERNING
APPLICATION OF POWER
Never attempt recovery. from a stalled condition by immediate application of power. Those
wings are a platform with thousands of horsepower w,aiting to be lashed into action. When
you are in a stalled condition, the platform
loses its stability and, if you jam on power,
torque may violently roll the airplane to the
left. Always lower the nose, straighten with
rudder, and blend in power with your gain in
airspeed.
75
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TURNS
to one-needle-width turns in rough air and to
reduce airspeed to 150 mph.
How to Enter the Turn
Turns in the B-24 should be made by reference to the flight indicator, the directional gyro,
needle and ball, altimeter and airspeed indicator. One-needle-width turns are normal and
will vary in degrees of bank from approximately 20 ° for 150 miles an hour up to 25 ° for
200 miles an hour. Ex~ept in emergency, it is
recommended that banks not exceed 45 ° because the load factor at 60 ° is 2 G's or twice
that of level flight. In turbulent air a 60 ° bank
might impose loads far in excess of 2 G's.
Steeper banks very rapidly increase this load
factor to an unsafe degree. In moderately loaded airplanes banks up to 60 ° can be made
easily and safely, but with heavy loads aboard
safety is sacrificed as banks are steepened.
Since rough or turbulent air constantly
changes load factors, it is wise to limit banks
76
Drop a wing with aileron pressure to enter a
turn, coordinating necessary rudder and back
pressure on the elevators. Only slight rudder
is necessary. Control resistance is heavy and
the response of the airplane is slow and gradual. Don't stop short of the desired degree of
bank and then expect the wing to keep dropping. Bring it all the way down to the desired
degree of bank and then stop it. It will be necessary to hold aileron against the bank to keep
it from getting steeper. The amount of aileron
will vary with the degree of bank.
Difference in Turns
In a left turn, torque gives the B-24 a slight
tendency to lose altitude, so it is necessary to
come in early with back pressure to keep the
nose from dropping.
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is to overcontrol with rudder, throwing ball
off center.
Make allowances for torque again in the rollout. You'll have to use more back pressure in
a left turn than in. a right turn and will need
some forward pressure in the roll-out from a
right turn to keep from climbing as you near
level flight.
In a right turn, torque causes the airplane to
want to climb as you start the turn and the airplane holds its altitude slightly longer, so you
delay the use of back pressure accordingly.
Rolling Out of the Turn
Keep in mind that you are controlling a large
mass of weight on a platform that stretches 55
feet out on each side of you. Establishing a turn
~nd rolling out of it take time. To roll out of a
30 ° bank on a heading, give your roll-out about
15 ° of lead. Your roll-out will require smooth,
solid application of controls, and as in rolling in,
it is necessary to roll all the way out to level
flight. Don't relax ailerons until you are level
by the flight indicator. Proportion of aileron
used is much greater than rudder on both entry
and recovery compared with other planes. The
common tendency of most pilots on the B-24
Stalls in Turns
There is little danger of stalls in turns if you
maintain required airspeeds and do not force
the turn. But remember that there are many
factors affecting stalling speeds, including power settings, weight, wing flap setting, degree of
bank, cowl flap setting, use of de-icers, and
landing gear position.
The table of stalling speeds in turns gives you
an idea of how variable this factor is and how
rapidly stalling s·p eeds increase in turns.
HOW STALLING SPEEDS INCREASE IN TURNS
Gross Weight
43,000 lb.
50,000 lb.
56,000 lb.
30°
60°
Bank
Bank
IAS
IAS
oo
115
152
20°
101
133
40°
86
113
oo
124
163
20°
109
143
40°
93
122
oo
131
173
20°
115
152
40°
98
129
Wing Flap
Position
NOTE: Excessive ba ck pressure in any of these turns will cause the stalling speeds to be much higher.
RESTRIC TED
77
�RESTRICTED
bI J
0
C
•
~
"1"
10.2°
ANGLE OF BANK
.
11.5°/SEC .
~
~
-3°/SEC.
LOAD FACTOR
.1.065
-6°/SEC.
-1.31
12°/ SEC.
-2.00
150 MPH
100 MPH
I~--• .:__..;..; ~ :;rL
ANGLE OF BANK FOR 3°/ SEC. TURN
13.5°
ANGLE OF BANK FOR 1½
a.._..
Ld
6.85°
78
19.8"
0
/
300 MPH
200 MPH
25.6°
/ ,✓
-
35.75°
SEC. TURN
.· ...----=: __ ., ~ ~
10.2°
13.5°
19.8°
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In an extended dive when airspeed tends to
build up too much, reduce power as necessary
but don't pull it entirely off longer than necessary. This would allow the engines to cool down
too much.
DIVES
Diving Speed Limits
41,000 lb .............. 355 IAS
47,174 lb.............. 325 IAS
56,000 lb .............. 275 IAS
Recovery From Dives
Never violently dive the B-24. Under normal
flying conditions you will never have occasion
to exceed 250 mph in a dive. The airplane can
take it up to certain limits but these limits vary
greatly with the amount and position of loading. Air loads build up rapidly in a large airplane so avoid abrupt movements of controls.
In any normal dive always keep the airplane
trimmed by use of trim tabs. If you attempt to
hold forward elevator pressure without the use
of trim tabs or against opposite trim, sudden
relaxing of this pressure may, because of the
extreme leverage action, cause buckling of the
fuselage. It is better to trim slightly nose-hea:vy
rather than tail-heavy. If trimmed tail-heavy
in a dive, the inherent tendency of the airplane
to pull up makes application of up-elevator
easier and more abrupt, creating large loads.
For dive recoveries the airplane requires plenty .
of altitude. In contrast with maintaining a dive,
always pull out of dives by manual pressure
without the use of trim tabs so that you can
feel the amount of pressure you are using.
Otherwise you can build up tremendous elevator strain too fast by trimming out of the dive
with possible structural failure. It takes a lot
of space and a lot of pressure to change the direction of 25 tons of airplane hurtling downward at 200 to 250 mph.
Wait until you have re-established level
flight, and then re-trim and advance power to
the desired airspeed.
Combat Emergency: If, in combat, your elevator control cables were shot away and you
were thrown into a dive, you could trim your
way out with elevator tabs. Apply trim gradually, because you are using great leverage.
AIR-SPEED CORRECTION TABLE
TYPE G-2 PITOT HEADS AND FLUSH-TYPE
TYPE D-1 PITOT STATIC TUBES.
STATIC HEADS.
IAS CORRECTED MPH
IAS
Instrument
Reading
MPH
Wing Flaps
Retracted
90
--
100
110
120
130
140
150
160
170
180
190
200
210
220
230
240
250
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--
--127
137
147
158
169
179
190
200
211
221
--
---
Wing Flaps
Extended
20° Down
--105
116
127
142
150
161
---
--
-------
Wing Flaps
Extended
Full Down
85
96
107
118
130
139
148
----------
--
IAS
Instrument
Reading
IAS CORRECTED MPH
Wing Flaps
Retracted
Wing Flaps
Extended
20°
90
100
110
120
130
140
150
---127
138
148
109
118
128
139
149
160
158
159
170
168
--
180
179
--
190
189
200
199
210
209
--
220
219
--
230
230
240
240
--
Wing Flaps
Full Down
--
80
95
108
119
129
140
150
--
---
---
,,
---
--
--
---
---79
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In a normal cruising descent the object is to
come down at the rate of approximately 200
feet a minute, using normal cruising power settings, so that you will arrive at an altitude
500 to 1000 feet above traffic as you near the
landing area. It is poor planning and wastes
fuel to arrive above the field 6000 to 10,000 feet
high and then chop power and come down like
an elevator. You waste time over the field and
cool the engines too rapidly.
Good Procedure
DESCENT TO
THE LANDING AREA
The B-24 is built for long missions at high altitudes. Just as in climbing or cruising, the descent from altitude can be sloppy or skillful
depending on the knowledge and foresight of
the pilot.
Normal Cruising Descent
It saves time, fuel and maintains engine performance to plan your descent ahead. Two factors govern a normal descent: distance from
the landing area, and desired rate of descent.
1. Plan your descent. To come down 10,000
feet at 200 feet a minute would require 50
minutes. In that case you would start your
descent about an hour out from the field. From
20,000 feet you would start descending 1 hour
and 40 minutes out.
2. Lower the nose to establish the desired
rate of descent. It isn't advisable to exceed
200 miles an hour.
3. Trim to maintain a steady, constant rate
of descent. To increase the rate of descent, reduce power. This avoids building up excessive
airspeed. With this procedure you are getting
greater efficiency from fuel, saving time, and
placing minimum strain on the airplane.
WRONG
RIGHT
80
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Reminders
1. Oxygen. Stay on oxygen until you get below 10,000 feet.
2. Booster Pumps. Turn off below 10,000 feet
to prevent overheating and to increase their
life.
3. Cowl Flaps. The increased airspeed will
tend to lower the cylinder-head temperatures
so you should be able to close cowl flaps if they
were open during cruising.
4. lntercooler Shutters~ Make sure they are
open. (See Carburetor Icing.)
5. Manifold Pressure. You may want to reduce power when descending. In a cruising
descent, however, you would maintain a constant manifold pressure during the descent. If
equipped with manually operated turbos and
if you have some boost on, it will be necessary
to slightly advance turbo controls to maintain
manifold pressure while descending until you
arrive at an altitude where your internal blower
will provide sufficient manifold pressure. At
this point, turbos may be pulled all the way off.
After that, you'll get a rise in manifold pressure
as altitude decreases · and will control it by reduction of the throttles.
If equipped with electronic turbo controls,
the manifold pressure will be automatically
maintained down to an altitude where increase
in atmospheric pressure allows internal blower
to provide sufficient manifold pressure. At this
point turbo control may be dialed back to zero
and power controlled from then on by throttles.
6. Airway Traffic Control Rules. Keep them
in mind during your descent.
I
Quick Descent Without Exceeding Airspeed
When it is necessary to make a quick descent,
don't point the nose down and dive at excessive
airspeeds. A good method is to reduce manifold
pressure to 18" or 20" and bring the indicated
airspeed down to 160 mph before lowering the
nose. Don't lower the nose before you have dissipated airspeed or the inertia of the B-24 will
keep you moving at high forward speed. Hold
approximately 160 mph.
If you want a faster rate of descent, maintain
this airspeed and further reduce power. For a
slower r~te of descent, increase power and
maintain the same airspeed. Control your airspeed by raising or lowering the nose. Trim to
maintain attitude with ease. This gives you a
descent controlled by power which will prove
valuable in instrument approaches. It gives you
lower forward speed, better control, reduces
the turning radius and relieves control pressures.
Cold: In cold weather, after you reduce manifold pressure, increase rpm to approximately
2400. This will keep the engines warm.
Warning: Never make a long power-off descent. This cools the engines too quickly and
may result in turbo warping, or in possible engine failure when you resume power.
QUICK DESCENT WITHOUT EXCEEDING AIRSPEED
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81
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Approaching the· Landing Area
When your. descent is completed and you are
in the vicinity of the landing area, restore normal rpm and manifold pressure unless you are
going directly into th~ traffic pattern. Notify
the tower of your position and obtain altimeter
setting and landing instructions.
Strange Fields
When clearing for strange fields you, of course,
ascertain in advance that runways are of suitable length and condition to accommodate a
B-24, and that you can obtain the type of fuel
and service necessary. However, weather or
emergencies may force a change of flight plan
to a strange field. Check carefully with the
tower before you land as to the length of runways and the type of surface. A difference in
the surface alone can lengthen your landing
roll as much as 1000 feet (see Landing Table).
It may be better to ask permission to use a runway that is quartering or crosswind rather than
a shorter runway into the wind. At a strange
field it is a good idea to fly over the field 500
feet above traffic to look it over and note obstructions.
TABLE OF
DISTANCES
This table is useful both for reference and comparisons. Figures used are average based on
no wind and standard temperatures. Example:
To land a 50,000-lb. airplane on a hard surface
runway with a field elevation of 3000 feet over
a 50-foot obstacle, you should have a ground
roll of 2610 feet and a total distance of 3140
feet between the obstacle and the end of the
ground roll, with moderate braking from point
of contact.
LANDING DISTANCE (In Feet) B-24, D, E, G, H, & J
HARD DRY SURFACE
Gross
Weight
in Lb.
At Sea Level
At 3000 Feet
At 6000 Feet
To Clear
50' Obi.
Ground
Roll
To Clear
50' Obi,
Ground
Roll
50' Obi.
Ground
Roll
40,000
2365
1885
2640
2250
2960
2470
50,000
2940
2410
3140
2610
3380
2850
To Clear
FIRM DRY SOD
Gross
Weight
in Lb.
At Sea Level
To Clear
At 3000 Feet
At 6000 Feet
50' Obi.
Ground
Roll
To Clear
50' Obj.
Ground
Roll
To Clear
50' Obj.
Ground
Roll
40,000
3300
2820
3620
3140
3940
3460
50,000
3920
3490
4240
3700
4560
4040
NOTE: For ground temperatures above 35° C (95° F), increase approach IAS 10% and allow 20% increase in ground roll.
82
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Comparison: It requires 500 to 600 feet more
ground run at a 6000-foot field to land the same
weight airplane on the same kind of surface.
Everything else being equal, you may need as
much as 1200 feet more ground roll on sod than
on concrete. A difference of 10,000 lb. in
weight alone can increase your ground roll as
much as 400 to 600 feet. These are average
figures based on no wind and will vary with
wind and air density. However, they show the
importance of considering every factor before
deciding to try to land at a strange field.
Caution: Just because you or somebody else
got into a field last week doesn't mean you can
do it today. How much did the airplane weigh,
what was the direction and velocity of the
wind; and what was the air density compared
to conditions today? One serious variation can
make hundreds of feet of difference in distance
required.
LANDING CHECKS AND TECHNIQUES
Consistently good landings in a B-24 require
a combination of good judgment, good technique and good timing. Although there are
quite a few things to do on a landing, you can
time your cockpit operations so that you are
free at the right moments to concentrate on
flying the airplane.
Bear down on your technique and keep it
sharp. When you get your own plane and crew,
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you'll want to grease every landing to keep the
old bus in good shape for the next flight. The
key to good landings regardless of the weight of
the airplane is "control with power." A heavy
airplane is not a floating or gliding type. Power
takes you off and it's the proper use of power
that will let you down easy at reasonable speed.
Don't forget that! It applies to every type of
B-24 landing.
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Location of Downwind Leg
Establish your downwind leg 1 to 3 miles out
from and parallel to the landing runway. Fly a
reciprocal gyro heading. In strong winds it is
usually desirable to set the downwind leg closer
to the field; this will shorten the base leg and
prevent excessive drift.
BEFORE LANDING
Amplified Checklist
Reduce your indicated airspeed to 160 mph as
you enter traffic. Start your before-landing
check early enough to complete it by the time
you are opposite the tower on your downwind
leg.
main gear down and locked when it comes
down.
IN'BD BRAKE
PRESSURE
OUT'BD BRAKE
PRESSURE
*4. Copilot: "BRAKE PRESSURE AND
PARKING BRAKE?"
Pilot presses pedals, ~otes pressure, · and
checks parking brake handle in "OFF" position.
Pilot: "Brake pressure checked and parking brake off!"
1. Copilot: "ALTIMETER SETTING?"
Before you enter traffic, copilot calls the
tower for altimeter setting and landing instructions.
Pilot: "Altimeter set and landing instructions
received!"
*2. Copilot: "CREW TO STATIONS?"
5. Copilot: "AUTOMATIC PILOT?"
Pilot checks all switches "OFF."
Pilot: "Automatic pilot off."
Engineer checks that the nose section is clear
of passengers and crew. He also directs that
the ball turret and trailing antenna be retracted.
Engineer: "Crew in landing positions!"
*6. Copilot: "GEAR?"
*3. Copilot: "AUXILIARY HYDRAULIC PUMP?"
Engineer turns it on and signals "On." He
continues back to the waist to check the
Copilot puts the handle in the up position
briefly, to eliminate any load on the gear
locks, then puts it down at the pilot's direction, at a speed no gr~ater than 160 mph.
When the gear comes down it usually reduces airspeed about 5 mph.
Copilot: "Gear down!"
*ITEMS WITH ASTERISK FOR SUBSEQUENT LANDINGS.
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BOOSTER PUMPS BOOSTER PUMPS
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N0.3.
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ON
ON
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tttt
*7. ~opilot: "MIXTURES?"
~~U)fj)
Copilot (at the direction of pilot) puts them
in "AUTO-RICH" positions.
Copilot: "Mixtures in auto-rich!"
*11. Copilot: "BOOSTER PUMPS?"
Copilot turns them all on to assure adequate
fuel pressure during landing.
Copilot: "Booster pumps on!"
*8. Copilot: "PROPELLERS?"
Copilot increases rpm to 2400 to permit
greater flexibility of power range if required.
Copilot: "2400 rpm!"
Increase in rpm will cause a drop in manifold pressure. Pilot should be ready to increase throttles, as manifold pressure drops,
to maintain power.
INTERCOOLER
SHUTTERS
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INTERCOOLER
SHUTTERS
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12. Copilot: "WING DE-ICERS?"
Copilot checks to make sure they are off.
Never land with de-icers on!
(See note on exhaust heat anti-icing.)
Copilot: "De-icers off!"
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9. Copilot: "INTERCOOLERS?"
Copilot checks them open.
Copilot: "Intercoolers open!"
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ClOSE __ ClO,l _
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tl{)St
CLOS!
*10. Copilot: "COWL FLAPS?"
Copilot checks them for required position.
Copilot: "Cowl flaps closed ( or as required)!"
*13. Copilot: "WHEELS?"
Pilot and copilot look out to see if they each
have a wheel, Pilot: "Wheel left!"; Copilot:
"Wheel right!" Pilot checks and reports,
",L ight on, handle in neutral."
Engineer: "Gear down and locked!"
Warning Horn: On final approach, when
throttles are retarded to 15" manifold pres-
*ITEMS WITH ASTERISK FOR SUBSEQUENT LANDINGS.
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sure or less, the horn will blow to warn you
the gear is not fully down or not locked. But
remember that some of the later series aircraft do not have horns.
Before-landing check should be completed by
the time you pass the tower on the downwind
leg to leave you free to get ready for the turn
on the base leg.
Get on the Step
14. Copilot: "BALL TURRET AND TRAILING
ANTENNA?''
After the engineer has checked the main gear
through the waist gun windows, he proceeds
forward to check the ball turret and trailing
antenna to be sure they are retracted and
the nose gear down and locked. Note: Be· sure
your engineer knows how to check gears
locked.
Engineer: "Ball turret and trailing antenna
retracted!"
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*15. Copilot: "WING FLAPS?"
Copilot lowers them 10 °. This increases drag
very little at 150 mph but increases lift materially and gives the plane a more level
attitude, better visibility and a lower stalling
speed.
Copilot: "10 ° of flaps!"
Airspeed: Be sure your airspeed is 155 mph
or less before lowering flaps.
Get up on the step just as soon as your wing
flaps are down 10 °. Remember: Control airspeed with attitude and control ascent and
descent with power. If airspeed starts to drop,
lower the nose until you are holding the desired airspeed and ease on more power to maintain your desired altitude. Don't jockey your
attitude and power so that one correction
throws the other off. If the airplane is mushing
with nose high and you add power, it will keep
right on mushing with only slow gain in airspeed. To regain airspeed and eliminate the
mushing effect with the least possible delay,
the nose should be lowered slightly as. the
power is added.
Time Your Distance Out
You are flying a reciprocal gyro heading parallel to the landing runway. As you pass a point
opposite the end of the runway, start timing
yourself. Usually you will fly 20 to 30 seconds
and then start a standard rate ( one needlewidth) turn into your base leg. The turn will
carry you about ¾ mile farther out from end
of the runway this will put your base leg approximately 2¾ miles from the edge of the
field. Your heading and turns are controlled
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._TIME YOUR . .._.
DISTANCE OUT
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THE CHECKLIST
OPPOSITE TOWER
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LOOK AROUND!
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GROUND TRACK
* ITEMS WITH ASTERISK FOR SUBSEQUENT LANDINGS.
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entirely with reference to instruments. Watch
your time, and turn on your base leg to make
good a gyro heading perpendicular to the landing runway.
Base Leg
RIGHT
If you have followed approved procedure, you
will be free on the base leg to fly your gyro
heading, observe traffic ahead, and look over
the approaches to the landing strip. This gives
you a chance to judge your distance out from
the end of the runway in relation to your altitude. The success or failure of a landing depends largely on a good entry into your final
approach.
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Turning On Final Approach
When to start your turn on final approach is
important. The common tendency is to wait too
long. Lead your standard-rate turn, approximately ¾ of a mile. Then your rollout will
bring you into final approach in line with the
runway.
Half Flaps: Pilot calls for half flaps just
before starting the turn into final approach, and
copilot lowers them to 20 ° position.
Power Reductions: As the flaps come do'Yn,
pilot reduces his power. Pilot should hold a
level turn until 20 ° flaps and reduced p9wer
bring airspeed down to 135 mph.
Line Up With the Runway
Be sure you are lined up with the runway. If
not, rudder over at once before you get too
close to the field. You may roll out to the right
or left of the runway and you can usually correct this with rudder and little or no bank if
you start far enough back.
FINAL APPROACH
Amplified Checklist
As you roll out of your turn lined up with the
runway, start your checklist procedure.
Warning: Be sure your feet are flat on the
rudder pedals and down off the brakes. It takes
very little brake pressure to blow your tires
when the wheels touch.
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1. Copilot: "PROPELLERS?"
Pilot has reduced power below 25" manifold
pressure and now calls for high rpm. Copilot
sets propellers in high rpm.
Copilot: "High rpm!"
2. Copilot: "SUPERCHARGERS?"
Pilot sets superchargers at takeoff manifold
pressure so that full power will be available
if needed.
Pilot: "Superchargers set and locked."
3. Copilot: "FULL FLAPS?"
Pilot calls for full flaps (airspeed 135 mph)
and copilot lowers them. This will bring the
airspeed down to 125 to 130 mph for the glide.
Copilot: "Full flaps down!"
4. Copilot: "AIRSPEED."
Copilot calls out airspeed every few seconds
throughout landing to assist pilot in maintaining proper attitude.
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Make Good a Point
Pick a point about 10 feet short of the runway
and line it up with a rivet or reference point on
the nose. You are making good this point in
your descent if you keep it lined up with the
reference point on the airplane. If the point
on the ground drops below your reference line,
you are overshooting it; if the point moves
above the refere~ce line you are undershooting
it. Don't try to judge your flight path by a
projection of your longitudinal axis.
Airspeed: Maintain 125 to 130 mph in your
glide. With full flaps down you can control your
descent with power. A good, normal rate of
descent is 500 feet a minute at 15" to 18" of
manifold pressure. If undershooting, increase
power to cut your rate of descent; if overshooting, decrease power to increase your rate of
descent. In either case, maintain a constant approach airspeed.
Flare-Out: Start your flare-out high enough,
about 150 feet up. It takes time to change the
direction of a 4-engine bomber. Your airspeed
will decrease gradually as you gradually raise
the nose and reduce power.
Coordination of Power and Attitude
Your flare-out and reduction of power should
be perfectly coordinated. If too high, reduce
power; don't steepen your gliding angle and
buiild up excessive airspeed. If you are coming
in just right, power should be blended off in
almost perfect coordination with your roundout. If you are flaring out short, let your power
lag behind the flare-out to carry you farther
in; if you are too high, bring power off a little
faster to ease the airplane to the ground more
quickly. Properly executed, the flare-out will
bring the airplane in just above the runway
surface at 105 to 110 mph in a definitely noseup attitude, sinking at a rate that will grease
it into the runway. Power keeps down your
rate of descent and prevents the airplane from
hitting the runway with a heavy jolt.
Undershooting: There is a tendency to undershoot because in a normal landing the flight
path is much steeper than it seems. Although
the nose may be pointed well down the runway, the airplane may be sinking toward a
point short of the runway. Pick a point to make
good and establish a reference line by which to
judge your glide path.
Dropping In: The B-24 is not a glider. Don't
make the mistake of chopping off all power in
the flare-out before your airplane is on the
concrete. Let down to the runway with smooth,
gradual reduction of power. Otherwise the
heavy drag of wings, flaps, and windmilling
propellers will cause a sudden loss of airspeed
and will drop you in.
Flying Onto the Concrete: What you want is
power control, not excessive airspeed. If you
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END OF RUNWAY ♦
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come in too fast, you'll have to fly onto the
concrete with the nose gear as low as the main
gear to get the airplane to stay on the runway.
Then, with power off, if you try to kill speed by
bringing the nose up, you will take off again,
rapidly lose airspeed, stall and drop in from
several feet above the ground.
Get the nose up and airspeed down during
the flare-out, and control your sink with power.
Use correct airspeed, attitude and power control and you've got a good landing.
Landing Roll
Hold the nose up with the elevators and maintain directional control with the rudders. In a
nose-high attitude the drag of the wings and
flaps reduces speed rapidly.
Keep the nose high until it tends to want to
come down-usually at 70 to 75 mph. Then
lower the nosewheel smoothly to the runway.
When the nosewheel is solidly on the ground
( and not before), raise your feet into braking
position.
Brakes
Feel out the brakes early so you will know
what to expect of them. If you have plenty of
room, use it and save your brakes, but remember it is better to use brakes too early than too
late. Get the airplane slowed down with areasonable amount of room to spare. Use br.akes
progressively. Apply them and then release
them. Don't sock them on and leave them. And
don't leave the weight of your toes on the
brakes when not applying them, because the
heat ·generated may crack a drum or burst an
expander tube.
Clear the Runway
Clear the runway promptly. The pilot behind
you may have lost his hydraulic brake pressure
and not know it, or may need all the runway.
CROSSWIND LANDINGS
Crosswind landings in a Liberator present the
same problem as in other aircraft except that
poor technique produces more serious consequences. The object is to bring the airplane
onto the runway with zero drift. Any drift will
place a heavy side load on the gear and can result in blown tires or landing gear failure.
In a crosswind landing, ·fly the pattern just
the same as in a normal landing. Line up with
your runway on final approach and note your
drift. There are 2 approved methods of correct-
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COMBINATION
SLIP AND ~
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ing for drift, namely: Full crab with wings
level, or combination of crab with the upwind
wing slightly down.
Full Crab Correction
1. Hold your wings level and head the airplane sufficiently into the wind with rudder to
fly a ground track directly down the center of
the runway path.
2. Approach ~he end of the runway an:d flare
out in the usual manner. Just before you touch
the ground, use rudder to head the nose down
the center of the runway.
3. Timing is the thing. If you straighten the
crab too soon, you'll start to drift 'before you
touch the runway. If you delay too long, you'll
hit the runway while still in a crab. The moment you touch the runway is the crucial one.
4. Remember that when you rudder out of
90
the crab you are moving the upwind wing
rapidly forward, tending to increase its lift, so
it will require a little opposite aileron to hold
the wings level. It requires perfect timing to
execute this type of crosswind landing properly
because of the large correction necessary and
slow response of the airplane to rudder control.
Combination Method
1. Here you correct drift by crabbing and
dropping the upwind wing slightly to fly a track
in line with the runway.
2. Here's what actually happens. You rudder
into the crab, and lower the wing in a coordinated movement and at the same time
lower the nose slightly and relax rudder pressure. The result is a crab and a mild slip into the
wind. For that reason it is important not to
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drop the wing too much because you lose lift
rapidly in an uncoordinated bank.
Again be sure your airplane is not drifting
as you contact the runway. Usually you can
correct the crab and lift the wing almost entirely with rudder, because the forward movement of the upwind wing as it swings out of
the crab will lift it. Use no more ailerons than
necessary, because ailerons create burble at
low flying speeds.
Warning: If you see you have taken out the
crab too soon and are starting to drift, you have
2 choices: Apply enough power to keep the airplane off the runway and re-establish a nondrifting ground track; or; if that is not possible,
apply full power smoothly to go around and try
again. Don't take a chance on hitting the runway while you are drifting sideways. The combination type of crosswind landing is most commonly used.
Crosswind Landing Roll
In either the full crab or combination methods
it is a good idea to touch the ground with the
nose slightly lower than normal but with the
nosewheel definitely clear of the concrete.
Bring the nosewheel firmly to the ground as
soon as possible.
Tricycle Gear Fights a Groundloop
The inherent directional stability of the tricycle
landing gear overcomes the weathervaning
effect of the crosswind on the airplane. Reason:
The center of gravity is between the main gear
and the nose gear. The force of inertia (or moving weight) is straight ahead, down the center
of the runway, and tends to pull the nosewheel back to this line if it starts to veer. Thus
inertia fights against a groundloop. In conventional airplanes with the center of gravity aft
of the main gear, inertia tends to ·swing the tail
around and aggravate a groundloop.
You can hold the plane straight ahead with
rudder control until speed drops down to 70 or
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75 mph. As you lose rudder control, a little
extra throttle on the upwind outboard engine
or slight brake pressure on the· clownwind side
will hold the plane straight on the runway.
Keep flying the airplane. A successful crosswind landing is not completed until the airplane is safely parked on the hangar line.
_CROSSWIND TAXIING
When taxiing in a high crosswind, it is difficult
to hold rudder neutral. In that case, it will save
wear and tear on yourself and the copilot to
relock controls before starting to taxi. If so, be
sure · you unlock them before takeoff. Usually
the copilot can hold controls in neutral.
On the average taxi strip you can keep the
airplane down the center of the runway in a
crosswind by proper manipulation of throttles.
When the airplane starts to nose into the wind,
apply power smoothly on the upwind outboard
engine long enough so the nose will swing past
the center line; then pull the throttle off. Meanwhile ;hold other throttles back. Then let the
airplane gradually nose back to the center of
the runway and repeat. This produces an S-ing
track . but permits control without brakes and
without building up excessive speed.
Another method is to carry enough constant
power on the upwind side to counteract the
crosswind. However, this tends to build up excessive speed and requires more frequent use
of brakes.
In a severe crosswind or on a narrow taxi
strip, it may be necessary to use the downwind
brake to hold a straight-ahead path. If so, apply
the brake and release it, apply and release.
There is danger of destructive heat if you maintain a steady pressure.
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GO-A ROI ND
Be ready, on every landing, to go around if
necessary. Without warning, it may be necessary for the tower to send you around again
because of an accident on the runway, misunderstanding of traffic instructions by another
pilot, or other emergency. You may choose to
go around because you find yourself too close
behind another airplane, because you are overshooting or have made a bad landing. Don't
wait too long. The minute you see the need,
decide to go around. If you aren't on the ground
in the first % of the runway, call for the goaround procedure. Notify your copilot so he
knows immediately what you intend to do.
than p~opeller governors can change pitch so
that there is danger of a runaway propeller.
Trimming: Re-trim elevators for climb as you
increase power. You were trimmed for landing
and for reduced power. Increased power will
make the airplane tail-heavy until re-trimmed.
Climb: You are trying to build up airspeed
with full flaps down, so hold a near level-flight
attitude with very shallow climb.
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Amplified Checklist
1. Copilot: "POWER."
As he announces the go-around procedure,
the pilot opens throttles to takeoff manifold
pressure 'and re-trims airplane.
Avoid Jamming: Don't stiff-arm the throttles.
Advance power smoothly and rapidly but no
faster than propellers can take it. If you jam
power on too fast, it speeds up blades faster
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2. Copilot: "AIRSPEED."
Copilot watches the airspeed and calls it out
. to the pilot every few seconds.
3. Copilot: "WING FLAPS."
After the airplane has reached a safe speed
(approximately 120 mph) copilot when di93
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rected by the pilot, brings the flaps up to 20°
and returns flap handle to neutral. Simultaneously the pilot raises the nose enough to
maintain lift and altitude. Then he will experience no sink and airspeed will rapidly
build up to 135 mph.
Copilot: "Wing flaps at 20° ."
Errors: Stop at half flaps! Don't be distracted
and bring flaps all the way up yet. Be sure
you have 120 mph airspeed before calling for
½ flaps and don't let the plane sink while
flaps are coming up. Raise the nose enough
to maintain altitude without reducing airspeed.
4. Copilot: "WHEELS COMING UP."
As soon as the flaps are up to 20 °, the copilot
will reach over and raise the wheels upon
command from the pilot. Don't attempt to
raise the wheels until you return the flap
handle to neutral. The hydraulic system is
designed to perform only one major operation at a time.
Error: Don't pull gear up before bringing the
flaps to 20 ° or you'll have to wait the 25 to 30
seconds it takes the gear to retract before
you can raise the flaps. Then you would have
the drag of full flaps when you could be
gaining forward speed and climbing. Thirty
seconds is a long time at this point.
Check
After you have a safe airspeed, check tempera- ·
tures and put cowl flaps at trail, if closed. Don't
change cowl flaps until you have 135 mph.
END OF LANDING ROLL
1. Copilot: "SUPERCHARGERS?"
Pilot closes them while taxiing.
Pilot:' "Superchargers off."
2. Copilot: "BOOSTER PUMPS?"
Copilot switches them off.
Copilot: "Booster pumps off."
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3. Copilot: "GENERATORS?"
Engineer checks them in "OFF" position.
Engineer: "Generators off."
4. Copilot: "WING FLAPS?"
Copilot raises flaps.
Copilot: "Wing flaps up."
5. Copilot: "COWL FLAPS?"
Copilot opens them fully.
Copilot: "Cowl flaps open."
6. Copilot: "AUXILIARY POWER UNIT?"
Engineer turns this unit on during taxiing
because generators will not charge batteries
when engines produce less than 1700 rpm.
Engineer: "Auxiliary power unit on."
7. Copilot: "BRAKE PRESSURE?"
Copilot checks brake pressure and continues
to check it frequently until the airplane is
parked. If at any time brake pressure falls
belo~ 800 lb., pilot will bring the airplane to
a stop and not move it again until brake pressure is re-established or until engineering
personnel come to tow the airplane in.
TAXIING IN
As ·soon as your landing roll is completed, clear
the runway and keep moving, because other
aircraft may also want to clear immediately.
At strange fields ask the tower for taxiing information. Don't proceed blindly. Tower personnel are there to help you. Ask for clearance
before crossing runways. Some fields use 2 runways at the same time. Don't forget to post an
observer.
PARKING THE AIRPLANE
There isn't any hurry. Wait for directions if
not fully familiar with the parking area. Get a
ground man out in front and one on each wingtip. Remember that you are the airplane commander, and if the ground crew rams you into
another airplane or tries to put you into a space
that's too small, you'll get the blame. If in doubt
as to clearance, stop the airplane in its tracks.
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Don't let a ground-crew man mess up your
airplane. Let them put it away with a tug.
After completing the turn into the parking
space, roll at least 5 feet forward to avoid parking with the nosewheel at an angle.
Caution: When the airplane ~s parked don'~
let any of the crew or passengers leave until
the engines are stopped. Issue special instructions to this effect if anyone has been ill during
the flight. Never let anyone walk through the
propellers at any time.
TO SECURE THE AIRPLANE
5. Copilot: "FLIGHT CONTROLS."
Copilot locks flight controls while pilot
loosens the locking strap. Use the following
sequence for locking controls: First lock rudder by holding rudder near neutral and slowly moving either way while applying slight
tension to the locking handle. Next lock the
elevators by moving the wheel to the white
line and then slowly back and forth until the
locking pin drops in; lock ailerons by moving
wheel slightly from side to side until the
aileron pin drops in. Do not force the locking
handle. Then place the hook in the handle
and draw the strap up.
Amplified Checklist
1. Copilot: "ENGINES."
Pilot opens throttles until propellers reach
1000 rpm. Copilot puts mixture controls in
"IDLE CUT-OFF"; then pilot opens throttles
slowly, leaving them fully open.
Copilot: "Mixh~res in idle cut-off."
Pilot: "Throttles fully open."
2. Copilot: "SWITCHES."
Copilot closes all switches after propellers
have stopped, first magnetos and radio; then,
when autosyn instruments such as oil, fuel,
etc., have returned to neutral, he turns off
AC power, lights, battery selectors and main
line. Don't cut battery selectors and main
line until all electrical switches are "OFF."
Copilot: "Switches off."
3. Copilot: "WHEEL CHOCKS?"
Pilot checks left wheel chock and copilot
checks right wheel chock in place so brakes
may be released, because heat continues to
expand the expander tubes. Brakes should be
left unlocked until they are cooled off and
the crew chief locks them later.
Pil<,t: "Wheel chock in place left."
Copilot: "Wheel chock in place right."
4. Copilot: "GEAR HANDLE?"
Copilot puts landing gear handle down so
that any hydraulic expansion will tend to
close the gear lock rather than to open it.
Copilot: "Gear handle down."
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Fill out Form 1 and lA before leaving the
airplane and give the engineer full instructions
as to servicing.
Parking at Strange Fields
Airplane and crew are the airplane commander's responsibility. You can delegate duties but
you cannot delegate responsibility. You must
arrange · for proper servicing, securing and
mooring of the airplane. The airplane should
be locked and a guard should be posted if there
is not regular guard protection, even if you
have to hire a civil guard.
Think of your crew's comfort before you
think of your own. See that they have a place
to eat .and sleep; check transportation; arrange
for passes to get them in and out of the field,
and notify them as to probable takeoff time so
they will know when to have the airplane
ready. Fair-minded consideration for your crew
will build loyalty and crew spirit.
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POWER-OFF APPROACH
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A power-off approach proves useful when you
see that you are coming in too high or whenin combat, for instance-you find it necessary
to make a quick descent over high trees or
other obstructions on to a short runway that
begins fairly close to the obstruction.
Your approach is normal in all respects except that you pull in toward the field under
power, high enough to make certain you will
clear the obstacle when you start your glide.
the attitude and direction of the airplane and
then, as you near contact with the runway, reduce power to hold forward speed down to 105
to 110 mph. Don't completely reduce power
until you make contact with the runway.
Although you are making a power-off approach, you are making a power-controlled
landing. Don't try this without power to aid in
your flare-out, or you'll keep right on sinking.
Glide
EMERGENCY
SHORT-FIELD
LANDINGS
From a relatively high position in relation to
the end of the runway, retard throttles completely and lower the nose to maintain an airspeed of 125 mph. This will bring you down at
a relatively steep angle of glide. Trim to ease
fore and aft pressure but avoid over-trimming,
or the airplane will have a strong nose-high
tendency when you advance throttles.
Flare-out
Start your flare-out 100 to 150 feet above the
ground and at the same time increase throttles
to 12" to 14" of manifold pressure to stop the
descent and change the direction from down
to forward. Remember, you must overcome the
tendency of a heavy body to continue moving
in the same direction. Coordinate power with
your flare-out, first building up power to change
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Never land a B-24 on a short runway except in
absolute emergencies. However, it is important
to know the proper technique if an unexpected
emergency arises. In combat anything can happen and often does.
Procedure
1. Execute downwind and base leg in the
normal manner.
2. Come in toward the field in a normal manner but shoot for a point seyeral hundred feet
short of the runway.
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3. Flare out as if you were going to land
short of the field but add power as you increase
your angle of attack so that the airplane is
dragging in 50 or 60 feet up at 105 to 110 mph.
Control sink by addition or reduction of power.
4. Reduce power to lower the airplane in a
nose-high attitude at a point as near the end of
the runway as possible. Pull power completely
off as soon as wheels touch, but not before.
Remember that the only thing which keeps you
flying is the thrust from your propellers.
Error: Don't build up airspeed by lowering
the nose, or the airplane will tend to have excessive forward speed and float, using up too
much runway. This defeats the purpose of a
short-field landing. The object is to· reduce forward speed but maintain control with power.
5. The moment the main gear is on the concrete get the nosewheel down smoothly but
quickly and hold positive forward pressure on
the wheel to depress the oleo strut fully so
braking won't injure the nose gear assembly.
There is risk of excessive strain on the nosewheel, so build up forward wheel pressure
smoothly and gradually.
.
6. Immediately start to feel out the brakes,
and then use them strongly and intermittently
-not continuously unless absolutely necessary.
GET NOSEGEAR DOWN
SMOOTHLY BUT QUICKLY
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USE BRAKES STRONGLY
AND INTERMITTENTLY
Advantages
This technique brings the airplane to the concrete as near the end of the runway as possible, at minimum forward speed, and permits
the use of brakes quickly. It helps you get
maximum benefit from every inch of runway.
Errors: If overshooting, go around and· come
in for another try. If you have slowed down too
much to have room to go around, but are running off the end of the runway because the
brakes won't hold, you'll have to use quick
judgment of what is best to do. Here are 2
possible courses of action:
1. As you roll from the end of the runway,
get off the brakes and pull as much weight as
possible off the nosewheel. Otherwise it may
dig into soft dirt and collapse.
2. If there are obstructions or a drop-off
ahead, you may choose to bear down hard on
one brake and use a little opposite power to
groundloop the airplane.
Don't get yourself in a spot where you have
to make a choice of this kind.
Parachute Brakes
If you ever have to land on a short runway
without brakes or flaps, a trick devised in combat theaters may come in handy. Several times
B-24's have been landed safely with parachutes
slung from the waist gun mounts to provide
drag. The procedure has varied, but the general method is to fasten the parachute harness
to the gun mounts. As soon as the airplane
touches down, the pilot signals crew mem-bers-by interphone or by a pre-arranged alarm
bell signal-to pull the ripcords. The point of
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drag is far enough aft so that you don't need
to worry about a groundloop even if one parachute fails to open, but some pilots have
had two parachutes fastened on each side, the
second being used if the first doesn't open.
Still another variation calls for two parachutes
on each side to be opened simultaneously. It's
all improvisation, so work out whatever procedure seems best; better still, find some one
who has seen it done and learn from him.
LOW VISIBILITY
OR CLOSE-IN
APPROACH
This approach may be used in case it· is necessary to land in a condition of low visibility
when the normal traffic pattern would carry
you out of sight of the field, when there are no
directional radio aids to aid you in making an
instrument approach, or in case of radio failure.
Also see Low Visibility Approach in T.O. 30lO0B-1.
2. Check in with the tower, know the exact
conditions regarding other traffic, and ~heck
your knowledge of the location and altitudes of
all obstructions in the vicinity of the field. Complete your checklist, get your gear down and
checked, and have an airspeed of 150 mph by
the time you reach the field.
3. Fly upwind along the landing runway to
the opposite end.
4. Lower the flaps to 20° and reduce airspeed
to 135 mph to 140 mph and execute a oneminute timed turn.
5. Fly back on the reciprocal heading and,
opposite the approach end of the runway, start
timing and fly out for 15 seconds.
6. Reduce power at the-end of 15 seconds and
start a I-minute timed turn, descending at the
rate of 200 to 500 feet a minute depending upon
your altitude. Power reduction will be in proportion to desired rate of descent. Start your
final approach checklist halfway through the
turn to obtain proper settings of propellers,
superchargers, etc.
7. Roll out in line with runway, lower full
flaps, and reduce power as necessary.
8. Procedures are the same as a normal landing in all other respects.
Procedure
1. Approach the field in the direction you
are going to land at traffic altitude or as high
. as visibility will permit.
1 MINUTE TIMED TURN
I
---- -l MINUTE
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FORCED LANDINGS
Of necessity, the problem of forced landings
not on airports will vary with every situation,
and procedure must be left to the judgment
and resourcefulness of the pilot. Following are
practical suggesti9ns:
1. Radio your position to the nearest facility
at the first indication of an emergency.
2. Always drop bombs over uninhabited
areas or in enemy territory, and secure loose
equipment which might cause injury.
3. Always warn the crew immediately of the
emergency by interphone so they will have
time to get ready to bail out or to take stations
and get braced for a crash landing.
4. Have the engineer turn off fuel sight gage
valves and wing compartment drain line valves
located in forward bomb bay compartment on
lower wing surface near the booster pumps.
5. Bleed the oxygen system if there is time.
6. Retract the ball turret.
7. Have fire extinguishers and first-aid kits
handy to facilitate removal after landing.
8. Do not turn auxiliary hydraulic pump on
if No. 3 engine is operating. If No. 3 is not operating, use auxiliary hydraulic pump to lower
gear and flaps and charge brake accumulators.
Then turn it off before contact to reduce fire
hazard in case the wing tanks are fractured and
leak gas into bomb bays, in vicinity of the openbrush motor.
9. Bail out in preference to making a forced
landing at night.
Positions For Bracing
Flight Deck: Pilot and copilot with safety belts
and shoulder harness securely fastened. Others
on flight deck lying down with feet · braced
against step as much out of the way of the
turret as possible.
Half Deck: As many men as possible squeezed
on half deck, feet braced against forward part
of ship. Remaining men in crash harness or
braced near Station 6.
To land or Not to lan'd?
If you have a choice, don't attempt a forced
landing unless you are reasonably certain of
success.
Over rocky, rough, or excessively soft terrain, always bail out if altitude permits.
It is sometimes possible to make a forced
landing on a road or on a long, level, dry, cultivated field.
Procedure After landing
1. Remove fire extinguishers and first-aid
kits when leaving airplane.
2. Get out as quickly as possible.
3. Count noses and rescue trapped personnel, check injuries and give fir~ aid if needed.
4. Inspect aircraft for fire hazards. Forbid
smoking in vicinity of aircraft. Post guard and
send word by nearest telephone in accordance
with instructions in your flight envelope.
ALWAYS BAIL OUT THE CREW
IF ALTITUDE PERMITS
On any landing where there is serious danger
of over-running a short runway or where other
circumstances make the landing hazardous,
bail out all the crew except the engineer, copilot and pilot if altitude permits. Before doing
so, make certain that each crew member understands how to leave the airplane and how to
use the parachute. (See Bailout.) It is the posi~
tive duty of the airplane commander to hold
ALWAYS LOWER AND LOCK THE LANDING GEAR,
IF POSSIBLE, FOR A FORCED LANDING
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ground drills in the airplane on bailout procedures and emergency bailout signals. Never
leave it up to the crew to decide whether they
will bail out or not.
How to Make a Belly Landing
If all emergency procedures fail to lower the
gear, then it is necessary to make a belly landing. Should you land on or off the runway? Experience has shown that with heavy bombardment aircraft such a landing should be made
on the runway. The reason is that dirt and sod
roll up into balls, fracturing the plane's skin;
then the bottom surfaces serve as a scoop.
Fear of fire has caused pilots to dislike the
idea of belly landings on concrete. If the gas
system is intact and not leaking, such fears are
largely groundless. Moreover, the airplane will
stop as quickly or more quickly on concrete
than on ~od.
Procedure
1. Bail out all crew members except the engineer, copilot and pilot.
·
2. At the earliest moment notify the tower
of your position, that it may be necessary to
make a belly landing on the runway, how much
longer you intend to remain aloft and approximately where and when crew members will
bail out.
Pilot and copilot should securely fasten safety
belts and shoulder harness to avoid being
100
thrown forward on the wheel on impact and ·
thus forcing the nose down. Warn the engineer
to brace himself in a position clear of the top
turret in case it should fall on impact.
3. When you are sure you must make a belly
landing, release bombs in "safe" position over
uninhabited areas at not less than 500 feet.
4. Have the engineer turn off the fuel sight
gage valves and wing compartment drain line
valves located in forward bomb bay compartment on lower wing surface near booster
pumps; drain the lines through the bomb bay
drain valves.
6. Have the engineer check auxiliary hydraulic pump "OFF." Open the flight deck
escape hatch, and also open the waist window
hatches to permit easy access to the rear of the
airplane after lan_d ing.
7. Make a normal approach in all respects.
8. Use a normal flare-out and hold your sink
to a minimum with power, contacting the runway at 105 to 110 mph. Brace against the impact so you won't shove the wheel forward.
Bring the control column back as far as possible and hold it there.
9. Simultaneously on impact copilot should
put all mixture controls in "IDLE CUT-OFF"
and turn master switch "OFF." This cuts off all
switches, b~tteries, etc.
10. When the airplane stops get everyone
out as quickly as possible. Have the engineer
bring fire extinguishers along.
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NO-FLAP LANDINGS
This becomes necessary ,if flaps can not I be
lowered because of mechanical failure or as a
result of enemy fire. The important thing to
remember is that no flaps reduce lift greatly
and increase the stalling speeds in level flight,
in turns, and during fl.are-out.
Procedure
1. Maintain an airspeed of 150 to 155 mph
approaching the fie1d and in traffic, and use the
longest runway wind permits.
2. Make shallow turns because of higher
stalling speeds with no flaps.
3. Fly the final approach descent flatter so
there is less change of attitude in the flare-out.
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Avoid a steep angle of glide. But don't get so
low you have to use excess power and build up
too high an airspeed in order to drag in.
4. Hqld an airspeed of 150 mph on final approach, reducing to 140 mph (for normal load)
during the flare-out. Maintain airspeed 15 to
20 mph faster than known stalling speed for
the load carried.
5. Plan contact as near the end of the runway as possible. When you are low over the
runw~y, start raising the nose and reducing
power very gradually. Carry enough power to
keep sink to a minimum, and don't raise the
nose to stop sink. Contact the ground at 135
to 140 mph and immediately bring throttles
ful.l back.
6. If there is ample runway, raise the nose to
slow airplane down. If the runway is short for
your speed, immediately lower the nose so that
you can start using the brakes.
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LANDING WITH ONE MAIN WHEEL UP,
OTHER MAIN AND NOSEWHEEL DOWN
If this landing is executed properly, there is
much less damage to the airplane and chance
of injury to personnel than in a belly landing.
Know and try all emergency means to lower
the main gear. If you have plenty of gas aboard,
ask the tower to call an expert to tell you how
to get the gear down. If you can't get it down,
use this procedure:
Procedure
1. Bail out all crew members except the engineer, copilot and pilot.
2. Choose a runway on which you can
groundloop without running into a hangar or
parked aircraft, or going over a cliff.
3. Make a normal power approach and trim
for a normal landing.
4. Be sure auxiliary hydraulic pump is off
after brake accumulators are charged.
5. Land at a speed 5 to 10 mph faster than
usual and use power to keep sink to a minimum. Grease 'er on.
6. Land with the wing on the side of the
faulty gear slightly high, and immediately after
contact raise this wing still higher and feather
the outboard engine on the bad-gear side to reduce drag.
. 7. As soon as the main gear is solidly on the
ground, raise the nose to a high angle of attack
to get maximum lift and to reduce speed as
rapidly as possible.
8. As lift decreases, the wing on the faultygear side and the nose gear will tend to drop.
Hold the wing up with ailerons as long as possible; when the wing starts down and touches,
use brake on the good-gear side to stop the
groundloop, which will seldom exceed 45 °.
Damage is usually limited to the outboard propeller, wingtip and vertical fin.
I
LANDING WITH NOSEWHEEL DAMAGED
OR RETRACTED, OR WITH NO BRAKES
ii
- ---~•~•v••~-- - -•
There are a number of situations in which it
will be desirable to hold the nose high throughout the landing roll and bring the airplane to
a stop resting on the tailskid. Examples: When
the nosewheel is damaged or the shimmy
damper faulty; when the nosewheel tire is flat;
when the nosewheel cannot be extended, or
when landing with no brakes.
This procedure requires careful load distribution and precise cooperation from the crew.
It is the airplane commander's duty to brief his
crew thoroughly on the proper procedure for
a landing of this kind.
102
{!a«,tto«, This type of landing is hazardous
in a strong crosswind. It is desirable to use the
longest runway, but the pilot must use judgment in balancing the benefits of a long runway
against the hazard of landing crosswind.
Procedure
1. Hold the airplane in level flight at 150 to
155 mph (160 mph with nose turret) and shift
the load so the airplane will fly level with 11/2 °
nose-down trim. Normally this requires 7 men
stationed between the No. 6 bulkhea'd and the
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waist windows. Advise crew in advance exactly what they are to do on landing.
2. Get perm1ss1on from the tower for an
emergency landing. Request the ~lert crew to
stand by and notify tower you will come to a
full stop on the runway.
3. On final approach see that crew are all at
the predetermined stations in the rear compartment. Carry out the checklist as usual and trim
for a normal landing.
4. Land on the main gear at the slowest safe
airspeed, controlling sink with power, as near
the approach end of the runway as possible.
Keep the nose slightly higher than normal but
do not land on the tailskid.
on the alarm bell. Five or 6 men should be aft
when the landing roll has decreased to approximately 20 mph. Send the 6th and 7th men back
as the airplane comes to rest.
Emphatically tell men that they are to stay
in the extreme rear until specifically ordered
out. Several landings of this kind have been
successfully made, and as soon as the airplane
stopped the crew rushed forward, banging the
nose into the ground and doing as much damage
as a bad landing.
In case the nosewheel is extended but you
have a flat tire, faulty shimmy damper or no
brakes, you can lower the nose by calling one
man forward at a time from the rear of the
airplane to let the nosewheel settle gently to
the ground.
TIRE TROUBLE
5. Hold throttles all the way back, open cowl
flaps, and put inboard mixtures in "IDLE CUTOFF" immediately after landing to get full propeller braking action. If necessary, use outboard engines for directional control or as a
last resort for groundlooping if running out of
runway.
6. Immediately after contact, raise the nose
as high as possible to ease the tailskid down
until it is dragging. Trim tail-heavy to hold the
tailskid on the ground.
7. The moment the tailskid starts to drag,
one crew member will move to the extreme
rear of the airplane. Thereafter one additional
crew member should move aft for each signal
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Blown tires seldom occur unless the airplane is
handled improperly. Then the great weight of
a large airplane and the extreme heat generated by improper use of brakes may blow a
tire. If this occurs, the inherent directional
stability of the tricycle gear is an important aid
to the pilot. Following are the best procedures
to use in case of a blown tire.
Blowout on Takeoff
This is usually caused by having the feet up
on the brakes during takeoff or braking the
wheels too soon after takeoff. Then, if the airplane settles momentarily so that the tires
touch, one or both tires may blow out.
If a blowout occurs early in the takeoff run
and there is room enough, throttle back and
stop. Use brakes with caution, or the flat tire
will tear apart and throw rubber all around.
· Don't let the noise and vibration confuse you.
If you are going too fast to stop, continue the
takeoff. With an airplane not too heavily loaded
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and good airspeed, you may be able to climb
satisfactorily with wheels down. In that case,
complete the takeoff procedure in the normal
manner-but leave the wheels down to avoid
danger of their becoming jammed in the gear
wells. Keep 5° to 9° of flaps down for additional lift. You can fly traffic safely at 150 mph.
If you can't make altitude with wheels down,
then raise the gear, but be sure the wheels are
braked so that loose rubber won't jam in the
gear wells. Notify the tower that you are going
around for a flat-tire landing.
Landing With One Main Gear Tire Blown
Repeated successful landings have been made
in the B-24 with tires flat and with little or no
other damage to the airplane.
Procedure
1. Notify the tower that you have a flat tire
and that you will make a full-stop landing on
th~ runway.
2. If possible, get permission to use a runway with the wind quartering_from the goodtire side. But avoid drift or you'll blow the
other tire, too.
3. Cut sink to a minimum. Control it with
power.
4. Upon contact, get the nose down as soon as
possible, and hold forward pressure on the
nosewheel. Th~n the directional stability of the
tricycle gear will help hold the airplane
straight.
5. As the airplane slows down it will tend to
turn more into the blown tire. Use a little
power on the flat-tire side with light braking
action on the good tire side to maintain a
straight-ahead path.
6. Keep the airplane where it stops until the
wheel is changed.
104
Note: Avoid using brakes on the flat-tire side;
it will tear the •tire up, increase vibration, and
won't help in stopping.
Landing With 2 Main Gear Tires Blown
In this case the procedure is approximately the
same as with one tire blown except that you
should have the auxiliary hydraulic .pump off
before contact and land as directly into the
wind as possible. Again lower the nose as soon
after contact as possible and push the wheel
forward, to get the weight forward on the nosewheel tire and to get the wing at a negative
angle of attack. The airplane will vibrate,
thump, shake and throw rubber, but you will
have good directional control. Stay off the
brakes as long as possible. If you must use
them, do so. sparingly. For added braking action, put inboard engines in "IDLE CUT-OFF."
Blowout As You Land
If a tire blows out as you land, stay off the
brake on that side. Ease the nosewheel down
quickly (but never slam it down) and you
should obtain directional control. If necessary,
brake slightly on the good-tire side and add a
little power on the outboard engine on the fl.attire side. The usual mistake is to slam on both
brakes too soon. This jerks the nose down and
rips the flat tire to pieces. The thing to remember is that you always obtain greater directional control just as soon as you get the nosewheel solidly on the ground. However, in
case the flat tire balls up and locks the wheel,
it may be necessary to use considerable power
and brake to avoid a severe groundloop.
Nosewheel Tire Blown
See Landing With Nosewheel Damaged or Retracted or Without Brakes.
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DO YOU KNOW YOUR POWER PLANT?
The supercharged power plant of the modern
airplane is indeed a complex machine. With
automatic devices such as constant speed propellers, electronic supercharger controls, and
carburetors for controlling fuel-air mixtures,
· it is a far cry from the aircraft engine of 20
years ago.
In this discussion of its operation, it is essential first to consider the power plant as a whole,
since when one factor in the intricate system
changes, other factors-even those apparently
remote-may also be affected. For clarity's sake,
the discussion will deal chiefly with the electronic turbo-supercharger control, rather than
the early type with oil regulated control.
To gain a be~ter understanding of the operation of a supercharged engine, and thus help
clear up the existing confusion about manifold
pressure and its influence on engine performance, let us first consider the accompanying
diagram. It shows the location of the various
parts of the power plant which affect manifold
pressure during the complete cycle of opera-
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tion, and shows how all factors work together
to produce the manifold pressure indicated on
the instrument panel.
The first unit in the cycle is the air filter. This
removes dust and fine sand from the air entering the power plant, preventing the rapid wear
such grit would cause on moving engine parts.
A slight drop in pressure results from the passage of air through the filter, but when the
turbo control is working the turbo compressor
rpm is increased to compensate for the drop.
At high altitudes, however, you should turn
the filters off, or the turbine will reach overspeed at a lower altitude than normal.
Next is the turbo-driven compressor. The
amount of pressure boost it delivers depends
upon its rpm and upon inlet pressure. Four
factors affect the rpm of this unit: Exhaust pressure in the turbine nozzle box; exhaust gas
temperature; atmospheric pressure and temperature, and quantity of air flow through the
compressor.
Leaving the compressor, air passes through
105
�-
,a
0
m
0-
"'
-t
,a
n
-t
m
C
MANIFOLD PRESSURE IS AFFECTED BY
THROTTLE POSITION AND ENGINE
RPM AS WELL AS TURBO BOOST
AMPLIFIER
l i SVOLT
400---
MIN JUNCTION BOX
TUCjjOR
CIRCULAR DIAGRAM OF AN EXHAUST DRIVEN SUPERCHARGER ENGINE
4 INTERCOOLER SHUTTERS
9 INTAKE MANIFOLD
14 WASTE GATE STOP
A INCOMING AIR PRESSURE
IA CARBURETOR AIR SCOOP
S CARBURETOR
10 PROPELLER GOVERNOR
15 HEAT BAFFLE
B TURBO OUTPUT PRESSURE
18 INTERCOOLER AIR SCOOP
6 THROTTLE
11 EXHAUST DUCT
16 WORM GEAR DRIVE
2 TURBO COMPRESSOR
7 INTERNAL BLOWER
12 TURBINE WHEEL
17 FLEXIBLE COUPLINGS
C CARBURETOR INLET
PRESSURE
3 INTERCOOLER
B GEAR DRIVE FOR
INTERNAL BLOWER
13 WASTE GATE
18 EXPANSION JOINT
1 AIR FILTER
,a
m
"'
-t
,a
n
-t
m
C
D MANIFOLD PRESSURE
D
ED
•
ATMOSPHERIC AIR
COMPRESSED AIR
EXHAUST GASES
�,
the intercoo\er. Since this is an integral part of
the induction system, a pressure drop occurs
here whether the intercooler shutters are open
or not. For full power conditions, this drop
amounts to approximately l" Hg.
The regulator sensing unit, or Pressuretrol,
is connected to the induction system between
the intercooler and the carburetor. It reacts
to the carburetor inlet pressure (CIP), or upper
deck pressure. This not the manifold pressure,
is the pressure the pilot selects with the turbo
boost selector (TBS), which operates through
the Pressuretrol to control the waste gate position and produce the required CIP. (On the old
type oil regulatE:;d turbos, there is no Pressuretrol, and the CIP has no effect on waste gate
setting.)
Since the regulator reacts to the CIP, it is
important that the ducts and joints of the entire
system be tight. Remember that altitude increases the pressure difference between the
inside and outside of the system; a leak that is
not apparent during ground operation or at
low altitude will cause a greater pressure loss
at altitude. Leaks will cause excessive "droop"
and unstable power, and will make the turbo
overspeed control cut in below the normal altitude.
The next unit in the system is the carburetor,
where the position of the throttle controls the
manifold pressure. When the throttle is at its
optimum position ( offering minimum resistance
to air flow), the manifold pressure will be at a
maximum if other factors do not change. The
optimum position of the throttle butterfly is
not wide open, but several degrees from this
point. Opening it beyond the optimum position
may cause an instability and loss of manifold
pressure. If the open-throttle stops are set so
that the throttle cannot open to the optimum
position, an excessive pressure drop will exist
across the carburetor. In order to obtain takeoff power, the regulator would have to be recalibrated to give a higher induction pressure.
(The regulator should not be re-calibrated to
offset incorrectly adjusted throttle stops, however.) This condition will exist at all altitudes
and will cause the turbine to overspeed at a
lower altitude.
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Another function of the carburetor is to
regulate the mixture of fuel and air, maintaining the weight ratio constant in the normal
operating range. Manual mixture adjustment is
provided for high and low power conditions.
Changing from automatic rich to automatic
lean doesn't affect manifold pressure appreciably, but excessive carburetor inlet pressure
affects the mixture. Carburetors on B-24 air- ·
planes are designed to maintain a constant
fuel-air ratio for variable inlet pressures up to
31" Hg. Above this pressure the mixture becpmes lean; if carried too high, this causes detonation and high cylinder-head temperatures.
The next unit in the system is the internal
blower. Since this blower is driven directly
by the engine, any change in engine rpm causes
the blower speed to change. This causes a
change in the boost added to the lower carburetor deck pressure to give the indicated manifold pressure.
At higher engine speeds with wide open
throttle, the boost from this blower is a large
part of the total manifold pressure, and a small
change in engine rpm, resulting from a sluggish
propeller governor, will bring a noticeable
change in manifold pressure. (This effect is
common in low temperatures, which cause the
oil in the propeller dome to congeal and slow
the rate of chan,ge in prop pitch. You can correct this by working the prop governor back
and forth a few times to send warm engine
oil through the dome.)
If the engine rpm is reduced excessively, the
turbine will have insufficient gases to operate
on and a complete collapse of the cycle may
occur. This gives the impression of improper
turbo-supercharger regulation. When it occurs,
the engine rpm should be increased.
The next part of the system is the intake
manifold, which obviously must be leak-proof
if you are to get stable pressures. The engine
itself comes next. Since manifold pressure
depends upon a uniform flow of exhaust gas to
drive the turbine, it follows that any flaw in
engine operation-faulty valve action, faulty
ignition, or changes in rpm-will alter the
manifold pressure by causing fluctuations in
exhaust pressure. Ignition is a common cause
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of unstable manifold pressure at altitude,
because decreased atmospheric pressure leads
to increased leakage throughout the electrical
system. The ignition system must be in perfect
condition to offset this tendency at altitude.
The exhaust duct, turbine, and waste gate
complete the supercharger system proper. The
position of the waste gate controls the speed
of the turbine by determining the amount of
exhaust back pressure and, consequently, the
amount of exhaust flow through the turbine
wheel. The TBS knob and the Pressuretrol, as
already explained, act upon the waste gate
motor to control the position of the waste gate
by reference to CIP. A further control of turbine speed is exercised by the overspeed con-·
trol feature of the governor.
The parts of the regulating mechanism which
can cause hunts in manifold pressure are the
governor and the Pressuretrol. Improper functioning of these units will be evident at all
altitudes whenever boost is being used.
To prevent turbine speed from overshooting
its limit during power changes at altitude, the
overspeed control opens the waste gate rapidly
108
to relieve exhaust back pressure, and then
closes it at a slower rate to establish the limiting turbo speed. Since turbine speed, instead
of pressure, is controlled, a slight instability
in manifold pressure will exist at higher
powers. The fluctuation warns you when the
overspeed control takes effect.
Note: Manifold pressure should be reduced
slightly whenever the overspeed control goes
into operation. The device is designed to work
when the turbine reaches maximum rated
speed plus 10 % . This overspeed rating should
be limited to 5 minutes, as continued operation
would greatly shorten the life of the turbine
wheel. Reduce the turbine rpm about 10 % by
reducing manifold pressure approximately 1.5"
Hg, and continue to reduce it by 1.5" for each
1000 feet you climb above that pofnt.
The foregoing discussion is a general explanation of how your engine works. The material
which follows deals in greater detail with the
individual parts of the power plant.
Turbo-superchargers
The turbo-superchargers are installed behind
the mount support of each engine, below the
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wing's lower surface. On early series B-24's,
type B-2 turbos are used, while late B-24's
have type B-22 turbos. The two types are almost identical in appearance, but differ in their
limitations.
The B-22 has a higher maximum rpm, and
therefore a higher critical altitude, than the
B-2. At normal rated power-2550 rpm and
46" Hg.-the B-22 has a maximum wheel speed
of 24,000 rpm, compared to 21,300 rpm for the
B-2. At military power-2700 rpm and 49"these speeds rise to 26,400 for the B-22 and
22,400 for the B-2, but use of this power is
limited to 5 minutes. Because of the greater
wheel speed, the B-22 turbo has a critical altitude of 30,000 feet, as against 27,000 feet for the
B-2 turbo.
When you reach the critical altitude of the
type of turbo you are using ( or when the overspeed control takes effect on the B-22 type,
producing fluctuations in manifold pressure),
reduce manifold pressure 1.5" for every additional 1000 feet you climb at maximum manifold pressure. If you are climbing at less than
the maximum pressure, you can raise the critical altitude 1000 feet for each 1.5" that your
manifold pressure is below the maximum.
Thus, if the critical altitude is 30,000 feet at 46",
.it will be 32,000 feet at 43", etc.
Controls: The superchargers are regulated
either through the engine oil pressure system
or by electronic control. With the oil-regulated
system, used on early B-24's, the pilot regulates the turbos by means of 4 levers on the
left side of the pedestal. The levers control the
operation of the waste gates on the 4 engines
through the oil type regulators.
The electronic control is used on all late
B-24's and is replacing the oil-regulated type
on most early aircraft. In this system, the TBS
knob is the manual control unit. It is mounted
on the pilot's pedestal in the space former iy
occupied by the 4 turbo levers. The TBS unit
contains 4 small calibrated potentiometers
which require adjustments only to compensate
for small differences in engine or turbo performance. Once the calibrators ar'e set, the pilot
controls the turbo boost on all 4 engines simultaneously by turning the control knob.
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Electric Energy
The source of all electric energy used by the
turbo-supercharger control system is one of
the airplane's 400-cycle inverters mounted
under the flight deck, on the right side. Although 2 such inverters are installed in the
airplane, only one is used at a time. Either
inverter supplies the 115-volt, 400-cycle alternating current needed by the electronic control system.
lntercoolers
Heat from compression of the air by the turbosuperchargers must be dissipated before it
reaches the engine; otherwise, the normal carburetor intake temperature limits will be
exceeded. This is accomplished by in:ercoolers
or radiators in the air intake duct between the
turbo-supercharger and the carburetor. Shutters on the intercoolers are provided to regulate
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the carburetor air temperature. The shutters
have 2 positions-full open and full closed.
Extreme caution should be exercised when
using intercooler shutters, and carburetor air
and cylinder-head temperatures must be
watched closely.
limit. The other part, the accelerometer, anticipates the pressure increase from turbo acceleration and provides a signal to start opening the
waste gate in time to prevent the overshooting
of manifold pressure.
The Amplifier
The amplifier is an intermediate unit between
the control units and the waste gate motor. It
receives two kinds of signals from the other
control units. One kind calls for rotation of the
waste gate motor to close the gate; the other,
for rotation to open it. After amplifying the signal, the amplifier determines the direction of
movement called for and controls the power
delivered to the waste gate motor accordingly.
If the amplifier of any one of the 4 turbos
fails, the waste gate remains fixed in the position it held when the amplifier went out. It is
possible, however, to adjust all 4 turbos to any
desired manifold pressure even if only one of
the 4 amplifiers, or the spare, is working. To do
so, it is necessary to disconnect the cannon
plugs from the amplifiers (accessible from the
1. Wiper
3. Reference Bellows
2. Potentiometer
4. Operating Bellows
5. Vent and Drain
The Pressuretrol
Control of the pressure in the induction system
is accomplished automatically by the Pressuretrol. This unit measures electrically the pressure of the air supplied by the turbo-supercharger to the carburetor, and controls the
automatic operation of the system to maintain
whatever manifold pressure the pilot has selected, regardless of the changes in the atmospheric pressure caused by variations in the airplane's altitude. It consists of a voltage-dividing
potentiometer operated by a pair of bellows,
connected to the induction system near the carburetor inlet.
The Turbo Governor
The governor is a dual safety device driven by
a flexible drive shaft which is geared to the
turbo-supercharger. One part of the mechanism, called the overspeed control, prevents the
turbo from exceeding its safe operating speed
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bomb bay) . Then remove the dead amplifier for
the turbo you wish to set up, and replace it
with the good amplifier, reconnecting the cannon plug. (The pilot must be on the alert for
any turbo fluctuations, keeping his hand on the
throttle to control sudden changes, until the
amplifier warms up.) From that point on, the
procedure is normal, except that when the
turbo is properly set up, the cahnon plug is
again disconnected, freezing the waste gate in
TURBO-SUPERCHARGER AND
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Exhaust Tail Pipe
Turbo-supercharger Cooling Cap
Turbo-supercharger Bucket Wheel
Air Duct from Supercharger to lntercooler
Exhaust Waste Gate
Waste Gate Control Linkage
Exhaust Tail Pipe Outlet
lntercooler Shutter Control Linkage
lntercooler Motor Control Box
lntercooler Motor
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REGULATOR
the desired position. This procedure can be used
in flight or, if necessary, to set up desired power
for takeoff.
The Waste Gate Motor
When the waste gate motor operates the waste
gate in response to the control signals, it also
operates a balancing potentiometer which produces a signal opposed to the original control
signal. When the rotation of the motor is
enough to make the 2 signals exactly neutralize
SYSTEMS
11. Turbo-supercharger Alternate Air Intake Duct
12. Auxiliary Wi~g Fuel Tank Manifold Connection
13.
14.
15.
16.
l7.
18.
19.
Alternate Air Intake Filter Box
Waste Gate Control Motor
Electric Cable
Turbo Regulator Governor
Turbo-supercharger Air Intake Duct
Turbo-supercharger
Oil Cooler
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each other, the power from the amplifier is cut
off, and the waste gate motor stops.
Operating Instructions
Electronic Turbo Control
1. Engage the System-After turning on the airplane's battery switches, the main line switch,
and one inverter switch, allow 2 minutes for the
amplifier to warm up. The control system will
then respond to the setting of the turbo boost
selector.
~- Before Starting Engines-Set turbo boost
selector at "0." Turn on auxiliary power unit.
Warning: Never turn inverter off while engines
are running, since tJ:ie control system is dependent on the AC power for operation.
3. Taxiing-Set dial at "O" unless turbo boost
is needed.
4. Engine Run-up-Set propeller governors
for takeoff rpm and check the manifold pressure on each engine separately by advancing
throttle to full open position. Then tum dial of
turbo boost selector to the desired position
(''8" with Grade 100). If the manifold pressure
on any engine fails to come up to within 1" of
the takeoff pressure with full rpm, tum dial to
"O" and check the engine rpm 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. Also check DC voltage on the voltmeter, with generators on.
. Note: If engine does not attain full takeoff
rpm, manifold pressure will be correspondingly
less. ( A 100 rpm deficiency in engine speed will
produce 1 ½ inches drop in manifold pressure.)
5. Takeoff-Turn turbo boost selector to desired position (''8" with Grade 100) and then
open the throttles.
Note: Be sure generators are on and operating during and after takeoff; otherwise complete electrical failure may result from low batteries causing failure ·o f electronic control.
6. Climbing-After takeoff, turn knob counterclockwise until desired manifold pressure is
reached. Decrease rpm to desired value. Re-set
manifold pressure with turbo boost selector if
necessary. For climbing after cruising, increase
rpm first; then advance throttles and increase
manifold pressure to the desired value by turn112
ing turbo boost selector clockwise.
7. Cruising-Use dial to select manifold pressure. If manifold pressure cannot be lowered
sufficiently with the knob, pull back on the
throttles. Decrease rpm to desired value, and
then, if necessary, re-set the manifold pressure
with throttles and dial.
If icing conditions prevail, close intercoolers
and operate as close to full throttle as possible.
If ice has already form~d ( indicated by reduced
manifold pressure) open throttle and increase
power settings until manifold pressure returns
to normal. Watch cylinder-head temperatures
closely when intercooler shutters are closed.
8. Emergency Power-Use only with Grade
100 fuel. Put mixture in "AUTO-RICH." Increase rpm· to maximum. Open throttles to the
stops. Press dial stop release and turn dial
clockwise to "10."
Caution: Use only under extreme emergency
conditions.
No-boost Ground Run-up
.
The check recommended in 'Item 4 of the foregoing procedures is an important step in determining engine efficiency, and as such calls
for fuller explanation. In a normal ground runup, engine speed is increased by advancing the
throttle, with the prop remaining fixed at minimum pitch. Since prop pitch does not change,
engine rpm above 1200 increases directly with
manifold pressure. At full throttle, maximum
rpm, the boost from the internal blower is a
major factor in manifold pressure. Any engine
deficiency which reduces horsepower also reduces rpm, and in turn causes manifold pressure to fall off and further decreases horsepower and rpm. The no-boost run-up, therefore,
serves as a good indication of the condition of
the engine when the manifold pressure and rpm
are compared to those of an engine known to
be operating properly. In making the comparison, it is important to take atmospheric pressure and wind direction and velocity int_o consideration. Because of the 'change in prop loading, a rise in wind velocity from zero to 25 mph
may alter engine speed by 50 rpm. In the range
of engine speeds above 1400 rpm, rpm may be
changed by altering prop pitch, keeping the
throttle position fixed.
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Overspeeding Turbo-supercharger
This occurs infrequently but usually on takeoff. An overspeeding turbo is evidenced by the
manifold pressure quickly going sky-high. A
turbo can overspeed during takeoff and then
settle down immediately afterward and continue to operate normally.
If you know a turbo is overspeeding during
the first third of takeoff, it is best not to take off
if you have room in which to stop.
Remedy With Electronic Control
Don't feather with an overspeeding turbo. Reduce manifold pressure with throttle. You can't
dial back supercharger setting or you will lose
manifold pressure on all 4 engines.
With the electronic supercharger control, a
runaway supercharger is usually directly traceable to amplifier failure or insufficient electric
power. Amplifier tubes control the opening and
closing of the waste gate, and if the tube that
controls opening of the waste gate is burned
out, the supercharger may overspeed. There is
a spare amplifier aboard and it can be changed
·as soon as you reach a safe altitude.
Caution: Reduce power on the affected engine when changing the amplifier, if circumstances permit, and give it 2 minutes to warm
up. Then you can resume power.
Never shut the inverter off for any length of
time without reduc,ing power before bringing
inverter on again. (Avoid turning inverter off
unless in an emergency.)
Remedy With Oil-Regulated Control
On the oil-regulated type turbo, overspeeding
usually results from clogging of the regulator
balance lines or from congealed oil. The tendency to overspeed will usually be ~vident when
you are setting turbos during run-up.
Don't feather. You are getting power from
the engine, and you can use it. For the first step,
you have two choices. Either pull back the
supercharger control or reduce throttle to the
desired manifold pressure. Reducing throttle is
better because if the supercharger settles down
after takeoff, it is easier to re-set the throttle
than the supercharger control.
If the turbo wheel continues to overspeed
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with throttle retarded, pull back the supercharger control and control power with throttle.
Carburetor and Mixture Controls
The R-1830-43 engine is equipped with the
Bendix Stromberg injection carburetor. The
R-1830-65 engine has the Chandler-Evans Company (Ceco) carburetor. Metering of the fuel is
accomplished by air flow through the carburetor venturis. Four positions of the pilot's mixture control lever can be used in operating the
Bendix Stromberg carburetor: "IDLE CUTOFF," "AUTO-LEAN," "AUTO-RICH," and
"FULL (EMERGENCY) RICH." With the
Ceco carburetor, only the first three of these
positions have any effect; the "FULL RICH"
position on the control quadrant does not work.
On all mixture control quadrants, however, the
"FULL RICH" position is safety-wired off from
the other three positions. An explanation of the
control positions, and their effects, follows:
Automatic Rich-The usual operating position for mixture control, "AUTO-RICH" maintains the necessary fuel-air ratio for all flight
conditions. At high power, the proportion of
fuel to air is relatively high, to suppress detonation and assist in cooling. Between normal rated
and cruising powers the proportion of fuel is
decreased, so that in the cruising range fuel
consumption is reduced to the minimum required to prevent detonation and over-heating
and to provide good acceleration.
Automatic Lean-"AUTO-LEAN" is an alternate operating position of the mixture control,
resulting in leaner fuel-air ratios than automatic rich. During the favorable conditions of
stabilized level flight or a cruising descent,
automatic lean may be used in the cruising
power range when fuel economy is of primary
importance and when cooling is adequate. Don't
try to use intermediate settings beyond the
"AUTO-LEAN" position. You gain nothing by
any such attempt at manual leaning of the
mixture.
Full Rich-"FULL RICH" setting of the mixture control renders inactive the altitude compensating device built into the carburetor to
compensate for changes in the density of the
air flowing through the venturis and keep the
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fuel-air ratio constant. "FULL RICH," in reality, is merely a manually enriched mixture, and
should only be used when the automatic mixture control unit gives evidence of faulty operation. Despite its other name of "EMERGENCY RICH," "FULL RICH" actually results in a loss of power whenever it is used.
Torquemeter tests show, for example, that at
8500 feet, with 35" manifold pressure, 2500 rpm,
and "AUTO-RICH," an engine develops 935
Hp. With the same settings and "FULL RICH,"
the engine develops only 775 HP-a loss of
160 Hp.
Idle Cut-Off-Moving the mixture control
past automatic lean to the end of its travel will
stop all fuel flow, regardless of fuel pressure.
"IDLE CUT-OFF" is intended for stopping the
engine •without the hazard of backfiring.
Mixture st~~ngth is increased when operating below the cruising power range. This enrichment provides easier starting and the dependable acceleration needed in taxiing and
the approach for a landing. Fuel metering in
this power range is accomplished largely by
throttle opening.
The accelerating pump is operated by, and in
proportion to, the momentary changes in air
pressure in the manifold entranc~. The accelerating pump is not connected with the throttle or throttle controls. Hence, when the engine
is not running, no fuel is pumped from the carburetor when the throttle is moved, no matter
how rapidly. You can not prime by pumping
the throttle.
Carburetor Icing
This is the most talked of and least understood type of icing. It is generally agreed that
there is no such thing as a non-icing carburetor.
However, carburetor ice and the remedies ·for
it differ with each type of aircraft because of
the difference in carburetors. Inductio.r:i-system
ice can occur in the B-24. It is more likely to be
refrigerated ice than atmospheric ice.
Atmospheric ice can build up on any surface
directly in the path of the intake air, such as
the intercooler, carburetor butterfly valve, or
the angle of the carburetor adapter ( usually in
the order named).
114
When air is pouring through the induction
system, sufficient temperature drop may cause
precipitation of moisture. If the temperature is
low enough in the system, the moisture will
freeze and adhere to the closest surface. Formation of this ice anywhere in the induction system can block off the flow of air to the engine
and can cause almost instantaneous engine
failure.
Carburetor ice in the B-24 can occur during
otherwise ideal flying conditions. It can occur
when it is snowing or sleeting. It can occur any
time carburetor air temperature is within the
icing range. Watch your carburetor air temperature when relative humidity is high.
Know your induction system and what happens to the air pouring through it. Within 3
hours' time your induction sys'i..em will use air
weighing as much as the airplane.
Detection of Carburetor Ice-Icing can progress almost to the point of engine failure before it is indicated on your instruments unless
you are alert.
1. Know your carburetor air temperature. If
it drops down to 15°C when humidity is high
+
HIGH
HUMIDITY
ICING
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take measures to bring it back up. Safe range
is 15° to 35°C. Above 35°C there is danger of
detonation.
2. Note any drop in manifold pressure. A low
carburetor air temperature, together with a
drop in manifold pressure, suggests carburetor
icing. (Do not mistake a drop in manifold pressure caused by change in altitude for carburetor
ice.)
3. If you have low carburetor air temperature, plus a sudden drop in manifold pressure,
plus a rough-running engine-then, brother,
. you probably already have carburetor ice.
Preventive Measures
If you are flying at cruising power in conditions
where there is danger of carburetor icing, close
the intercooler shutters and operate as close to_
full throttle as possible. If ice has already
formed (its formation will be indicated by reduced manifold pressure) , open the throttles
and increase engine power settings until manifold pressure returns to normal.
Caution: Check cylinder-head temperature
gages frequently whenever you are operating
with the intercooler shutters closed. Excessive
cylinder-head temperatures cause detonation.
Function of lntercooler Shutters
When the turbo compresses air, it generates
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heat in the air. This air is going to the carburetor and would normally be too hot, so it
passes through the intercooler. When intercooler shutters are open, cool air, taken in
through the air duct in the engine cowl, cools
the hot air pouring through the intercoolers.
When you close the shutters, the intercooler
has no cooling effect so that the blast of hot air
from superchargers goes uncooled to the carburetor, melts ice and very rapidly builds up
the carburetor air temperature. If this goes too
high,. you get detonation and engine failure.
Closing your intercooler shutters, obviously,
will not raise your carburetor air temperature
unless turbos are operating.
No Carburetor Air Temperature Gage: If
your plane is not equipped with carburetor air
temperature gages, you are short the most important instruments for detecting carburetor
ice and for observing the effects of intercooler
shutters. It becomes even more vital that you
know relative humidity of the air through
which you are flying. Avoid closing intercooler
shutters unless you know there is danger of
carburetor ice and then close them intermittently for only a few seconds at a time. Leave
them open the instant you note a rise in cylinder-head temperatures or a recovery of manifold pressure.
115
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POWER SETTINGS
Grade 91 Fuel-Specification ANF-26
OPERATION
SETTING
MIXTURES
RPM
MP
TIME LIMIT
42"
Auto-rich
2700
Takeoff
Max.
Auto-rich
2550
Max.
38"
Climb
Desired
Auto-rich
2550
35"
Climb
1650-2100*
30"
Auto-lean
Cruise
Suggested
Auto-lean
30"
2000
Local Cruise
*Maximum and minimum rpm in ~uto-lean. Do not exceed 30" manifold
5 Minutes
1 Hour
Continuous
Continuous
Continuous
pressure.
BMEP
HP
169
160
147
1060
950
870
131
610
Grade 100 Fuel-Specification ANFi-28
OPERATION
Takeoff
Climb (Normal
Rated Power)
Climb
Cruise
Cruise.
Cruise
SETTING
MIXTURES
RPM
MP
TIME LIMIT
BMEP
HP
Max.
Auto-rich
2700
49"
5 Minutes
192
1200
Max.
Desired
Max.
Max.
Desired
Auto-rich
Auto-rich
Auto-rich
Auto-lean
Auto-lean
2550
2550
2325
2200
2000
46"
41"
35"
32"
30"
Continuous*
Continuous
Continuous
Continuous
Continuous
186
167
152
140
131
1100
990
820
715
610
*Cyl. head temp. not to exceed 232°C. For temperatures of 232° to 260°, time limi~ is 1 hour.
DEFINITIONS OF RATINGS
Takeoff Rating: This is the maximum power
and engine speed permissible for takeoff and
should be maintained only long enough to clear
obstructions.
Military Power: This is the maximum power
permitted for the military services with less regard for long life of the engine than for immediate tactical needs. Military rating is comparable to takeoff power with manifold pressures
modified to suit altitude conditions, and may be
used for 5 minutes in any attitude of flight.
Normal Rated Power: This is frequently referred to as a normal maximum rating) or maximum except takeoff power. It is the maximum
power1 at which an engine may be operated continuously for emergency or high performance
operation in climb or level flight if cylinder116
head temperatures do not exceed 232 °C.
Maximum Power and RPM for Cruising: This
rating stipulates both the maximum power and
maximum rpm permissible for continuous operation with the mixture control in automatic
lean. The proper combination of rpm and manifold pressure for the particular horsepower,
load and altitude desired can be determined
from the cruising control charts.
In takeoff emergencies, you can get 1350 Hp
from your engines by using auto-rich, 2700 rpm,
and 56" manifold pressure. These settings give
you a BMEP (brake mean effective pressure)
of 216. Use this emergency power only if you
have to, and then only for the shortest possible
time-never more than 5 minutes. Don't go into
full (emergency) rich; you sacrifice power if
you do.
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SEQUENCE OF POWER CHANGES
On the other hand, too rich a mixture interferes with the proper expansion and firing of
the gases and results in overloading, torching,
and loss of power.
Relationship of Man!fold Pressure and RPM
,
There are ironclad rules regarding the sequence
for increasing or reducing power. Failure to
follow the sequence can cause premature firing,
excessive pressures, .overheating, detonation,
and engine failure. Three inter-related elements are involved in any power change,
namely: mixture, manifold pressure, and rpm.
The constant-speed propeller does exactly what
its name · i:rp.plies. The propeller governors
function so that if propellers are set for a given
rpm, governors automatically change the pitch
of the propellers to keep them turning at the
given rpm. Thus, if a propeller governor is set
for 1900 rpm ~nd manifold pressure is increased, the governors increase the pitch of
propellers so they take a larger bite and continue to turn at 1900 rpm; this puts a larger
load on the power plant and builds up pressure
in the ~ylinders. This is permissible within
specified limits, but as pressure increases heat
increases. An increase in the speed of propellers
gives an outlet for the extra power being produced.
Relationship of Mixture and Manifold Pressure
Brake Mean Effective Pressure
"AUTO-LEAN," for example, automatically
reduces the proportion of fuel to air to provide
efficient firing with minimum expenditure of
fuel. However, as manifold pressure is increased (increasing the pressure in the cylinders), there is a point beyond which the excess pressure will cause hot, hard, and fast firing, with detonation and overheating. If the
fuel-air ratio is richer, the same manifold pressure will produce slower, stronger firing, with
less heat. That's why richer mixtures must be
used at higher power settings. '
The brake mean effective pressure (BMEP) is
the average pressure within the cylinder of an
engine during the power stroke of the piston.
As the pressure within the cylinder is increased, more heat is developed because of the
energy of compression. If the pressure and
temperature increase sufficiently, detonation
occurs.
The formula for determining BMEP for
1830-43. or 65 P & W engines is:
BMEP = 433 X BHP
RPM
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STEPS FOR INCREASING
P·OWER
3. Throttles.
Pilot advances throttles as the rpm is increased. If more power than full throttle is required, superchargers are advanced.
1. Mixture Controls.
Copilot sets the mixture controls to "AUTORICH" (if necessary) at pilot's signal. Reason:
Maximum setting in "AUTO-LEAN" is 32"
manifold pressure and 2200 rpm with Grade 100
fuel, and 30" and 2100 rpm with Grade 91 fuel.
It is obvious that if power is to be increased
beyond these maximums the mixture should
first be set in "AUTO-RICH."
2. Propellers.
Copilot increases rpm to desired setting. This
should precede the manifold pressure increase
to eliminate the danger of an excessive BMEP
(brake mean effective pressure) and resultant
detonation.
118
4. Superchargers
With electronic control, advance the TBS
knob. With oil regulator, the supercharger controls may all be advanced together, but it is
advisable to set them one at a time, starting
with the dead-engine side if operating with a
dead engine. Always use full throttle before
applying supercharger boost. Reason: A partially closed throttle will create a back pressure in the induction system resisting turbo
pressure. This causes a rise in carburetor air
temperature with possible power loss and
detonation.
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STEPS FOR REDUCING
POWER·
before propellers in order to keep BMEP on
the low side of safe limits and to prevent
detonation.
3. Propellers.
Copilot decreases rpm at command of pilot.
This must follow throttles. A sufficiently low
rpm permits mixtures to be brought to "AUTOLEAN.''
1. Superchargers
To reduce power, pilot first slowly retards
supercharger controls-TBS or levers: slowly
in order to prevent ·cracking of the turbo nozzle
box by too rapid cooling, supercharge:rs before
throttles to prevent back pressure in induction
system.
2. Throttles.
Pilot retards throttles before reducing rpm. ·
Reason: Manifold pressures must be reduced
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4. Mixture Controls.
Copilot puts mixture controls in "AUTOLEAN" if new power setting falls within limits
of manifold pressure, rpm and cylinder-head
temperatures. Wait until engines are cool before going into "AUTO-LEAN," because a hot
engine increases the tendency to detonate.
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CAUSES OF
ENGINE FAILURE
In ·considering engine failures, always remember there are three things that make an engine
run-fuel, oil, and ignition. Failure of any of
these three systems, plus structural failure, are
the only things which can cause the loss of an
eng~ne.
Structural failure can be mechanical-the result of faulty construction or maintenance-but
most of the time it is induced. Accident analyses show that pilot error far outruns mechanical failure in bringing about engine troubles.
Here are a few examples of stupid pilot errors
which induce engine failure; avoid them.
1. Failure to Know Gas Consumption. Example: A pilot flew 5 ½ hours on a practice
bombing mission in "AUTO-RICH" at a high
power setting. Airplane crashed and 5 men lost
their lives.
2. Failure to Reduce Manifold Pressure at
High Altitude. This can result in an overspeeding turbo wheel disintegrating. One of the
buckets coming your way is just like a .50-cal.
bullet.
3. Failure to Turn Booster Pumps On at High
Altitudes.
4. Increasing Power Without Changing Propeller Setting.
5. Increasing Manifold Pressure Before RPM
Instead of After.
6. Failure to Use Auto-Rich in Power Settings Above Normal Cruise.
7. Stiff-Arming Throttles.
8. Failure to Observe Engine Instruments
and to Control Excessive Temperatm·es.
9. Failure to Know the Fuel System for Particular Airplane You Are Flying.
10. Waiting Too Long to Transfer Fuel.
11. Taking Off in Auto-Lean.
12. Failure to Turn On Booster Pumps for
Takeoff, Causing Collapse of Fuel Lines or
Vapor Lock.
13. Failure to Observe Carburetor and Free
Air Temperature Under Icing Conditions.
120
14. Waiting Until Too Late to Correct for
Carburetor Ice.
15. Improper Use of lntercooler Shutters Resulting in Excessive Carburetor Heat and Detonation. Example: One pilot, at high altitude,
thought he had an icing condition but failed to
observe normal carburetor air temperature. He
closed the intercooler shutters, producing high
carburetor air and cylinder-head temperatures,
followed by the failure of 3 engines. Never let
carburetor air temperature get above 35°C,
especially when using Grade 91 fuel.
16. Failure to Have Fuel Valve Selectors on
Tank-to-Engine for Take-off and Climb. One
pilot took off with all fuel valves on crossfeed
with bomb bay transfer pump on, using gas
from bomb bay tanks only. After takeoff, copilot turned off the bomb bay transfer pump
switch, which is located on his instrument
panel, thinking it was a booster pump. Immediately 4 engines failed and the ship crashed.
17. Improper Procedure With Overspeeding
Turbo on Takeoff. Example: Pilot took off and
experienced an overspeeding turbo, running
manifold pressure beyond gage limits. He failed
to reduce power and bring the turbo under control. The engine blew 5 cylinders and froze in
high rpm. He managed to land, but unnecessarily destroyed an engine.
18. Immediate Feathering of a Runaway Propeller When the Propeller Could Have Been
Brought Under Control With Proper Procedure. Example: Pilot, during takeoff with a
combat load, experienced a runaway propeller.
Without trying to bring the propeller under
control he feathered immediately . He was unable to maintain altitude and the ship crashed
shortly after takeoff. Proper procedure would
have given 15 to 50 % power on that engine.
DETONATION
Improper firing may be caused by a hot spot
within the cylinder, an overheated sparkplug,
exhaust valve, carbon deposit, etc. Once this
gets started, it becomes progressively worse.
The timing of the engines becomes uncontrolled
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and roughness, and/ or detonation, results. The
engine becomes overheated and loses power.
Some of the factors over which you have control, and which increase the tendency of the
engine to detonate, are: High manifold pressure
with low engine speed; too lean a mixture; high
inlet temperatures; high cylinder-head. temperatures; and improper low-grade fuel.
Under normal conditions, the fuel charge in
a cylinder burns quite slowly. When detonation
occurs the first part of the charge within the
cylinder burns rapidly. This compresses the unburned part of the charge until the pressure
and temperature within the cylinder rise so
high that the unburned portion of the charge is
ignited spontaneously, or detonated.
The pressure of the unburned charge fluctuates at a high frequency. These fluctuations literally hammer the wall of the cylinder and
cause the familiar knock.
Even mild detonation will cause overheating,
valve, piston, and cylinder-head burning, piston·
scuffing, and piston ring and valve damage.
, Severe detonation will cause engine failure in a
short time. Complete engine failure can occur
because of detonation during the time it takes
you to make a takeoff run. The indications of
detonation are roughness and overheating.
SOME EXAMPLES OF FAULTY OPERATION
Fault
Flight Reaction
Broken Fuel
Line
RPM
Manifold
Pressure
Cyl. Head
Temp.
Oil
Temp.
-
Drop if
Turbo on
Rapid Drop
Drop
Rise
Rise
Drop
to Zero
Rise
Variable
*
Yaw
Broken Oil
Line
Breakage of
Moving Engine
Parts
Possible Violent
Vibration
Violent
Fluctuation
Unpredictable
Unpredictable
Ignition
Trouble
Rough Running Engine
and Intermittent Yaw
Fluctuation
Fluctuation
if Turbo on
Drop
Probable
Drop
Rapid Rise
Overheating
from Closed
lntercoolers
Mixture Too
Rich
Torching Turbo or Black
Smoke
Failure of
Auto-Mixture .
Feature
Rough Running Engine
Overspeeding
Turbo
Fuel
Pressure
Fluctuation
Variable
Rise
Rise
Slight Drop
Rise or
Drop
Rise or
Drop
Rise or
Drop
Rise
Possible
Overspeeding
Violent Rise
Rapid Rise
Rise
Variable
Variable
Possible Vibration
Rapid
Increase
Drop
Carburetor
Ice
Rough Running Engine
Fluctuation
Drop
Restricted
Fuel Flow
Slight Yaw
Drop if
Turbo on
Carburetor
Air Temps.
Zero
Slight Drop
Runaway
Propeller
*Sign -
Oil
Pressure
Drop
Drop
Fluctuation
(Dash) indicates no apparent change.
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121
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.··.· EQUIPMENT
AND SYSTEMS
HYDRAULIC SYSTEM
ELECTRICAL SYSTEM
OIL SYSTEM
FUEL SYSTEM
HEATING SYSTEM
ANTI-ICERS, DE-ICERS AND DEFROSTERS
OXYGEN SYSTEM
VENTILATING SYSTEM
AUTOMATIC PILOT, PDI AND FORMATION STICK
GYRO FLUX GATE COMPASS
RADIO EQUIPMENT
Know your airplane! That's the only way you
can qualify yourself to fly it with maximum
effectiveness. W~ich instruments are autosyn?
' Where are the fuse boxes? How do you transfer
fuel in your particular airplane? What is the
layout of the oil system? This is just a start on
the questions every pilot will want to be able
to answer in detail to be prepared to meet emergencies that can jeopardize his airplane and his
crew.
Here's what a B-24 combat pilot says:
"What you know about the airplane will
determine whether you can bring one back that
is badly shot up. If we had it to do all over,
we would dig in twice as hard to know that
airplane from one end to the other. You may
be able to get by the minor things, such as
engine trouble, but when you run into damage
122
to systems from AA and fighter fire, you must
know a lot about the. airplane to fly it home.''
The following sections give brief, basic information about the airplane. Don't be satisfied
with what you learn here. Query your instructor, your engineer, read the P.I.F., dig into technical orders and study the airplane from nose
to tail repeatedly.
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HY.DRAUL Ic.
SYSTEMS
ter system operates the bomb bay doors, wing
flaps and landing gear.
2. In the accumulator· system fluid is under
constant high pressure built up in two accumulators. This system is the sole source of pressure
for operation of brakes, nose turret, Sperry
The principle of hydraulic power is the actuating of a piston within a cylinder, usually
double acting. Pressure may be applied to
either side. of the piston for power in either
direction, by means of hydraulic pressure supplied by a power pump. Oils and liquids are not
compressible; therefore, the power delivery of
any hydraulic system is directly proportional
to the applied pressure.
Hydraulic Equipment in the B-24
1. The main hydraulic system operates the
tricycle landing gear (including retractable
tailskid), wing flaps, bomb bay doors, power
brake, Sperry automatic pilot (when supplied),
and the nose turret.
2. The hydraulic shock absorber units cushion the landing impact and taxiing loads on the
tricycle landing gear.
3. The hydraulic nosewheel shimmy damper
unit dampens the tendency of the nosewheel to
shimmy from side to side.
4. The hydraulic tail and nose turret units
control the rotation of the turrets, the elevation
of the guns, and the charging mechanisms.
Main Hydraulic System
The hydraulic system consists of a main open
center system and a secondary accumulator
system. It uses hydraulic fluid of specification
AN-VV-0-366a. The capacity of the ~ntire system is approximately 18 U.S. gallons, while the
reservoi.r capacity is 3.8 gallons from bottom
of reservoir to center suction outlet, .plus 3 gallons from center suction outlet to filler neck.
1. In the open center system the fluid circulates freely in a completely closed circuit when
no hydraulic mechanisms other than the engine-driven pump are operating. The open cenRESTRICTED
TAIL TURRET HYDRAULIC SYSTEM
automatic pilot (when provided), and auxiliary
and emergency (hydraulic) control of bomb
bay doors.
Hydraulic Pumps
1. Engine-Driven Hydraulic Pump
The main, or Vickers positive displacement,
pump (19), driven by No. 3 engine, supplies
pressure for the main system. The pump normally floats on the line. When the flow is diverted by closing any selector valve to operate
an hydraulic mechanism, pressure builds up to
an amount required to operate the mechanism.
The pump's secondary function is to maintain pressure in the accumulator system. An
automatic unloading valve (9) in the engine123
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124
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MASTER KEY . LIST OF HYDRAULIC UNITS
FOR HYDRAULIC SYSTEM DIAGRAMS
•
J;
Bomb Bay Door Selector Valve
Brake Pressure Gages
(L & R) Brake Control Valves
Landing Gear Selector Valve
Flap Selector Valve
Nosewheel Actuating Cylinder
7. Nose Turret Shut-Off Valve
8. Nosewheel Restrictor
9. Unloading Valve
10. Hand Pump
11. Hydraulic System Pressure Gage
12. (L & R) Accumulators
13. Hand Pump System. Valve
13A Hand Pump Flap Valve
14. Nose Turret Check Valve
15. Auxiliary Electric Pump
16. Relief Valve
17. Bomb Door Emergency and Utility
Control Valve
18. Main Landing Gear Restrictor
19. Engine Driven Pump
20. Pressure Switch
21. (L & R) Main Landing Gear Actuating
Cylinder
22. Relief Valve
2.
3.
4.
5.
6.
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23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
41 A
42.
43.
Shuttle Valve
Flap Actuating Cylinder
Suction Line Check Valve
Auxiliary Star Valve
Fluid Reservoir
Filter
(L & R) Bomb Bay Doors Actuating
Cylinder
Bomb Door Cylinder Relief Valve
Auxiliary System Relief Valve
(L & R) Brake Bleeder Valve
Test Stand Connections
Check Valve
•
Check Valve
Left Accumulator Check Valve
(Spring Removed)
Right Accumulator Check Valve
Auxiliary Pump Check Valve
Tail Bumper Shut-Off Valves
Tail Bumper Actuating Cylinder
Automatic Seal Coupling
Automatic Seal Coupling
Emergency Suction Valve
Brake Disconnect Coupling
125
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driven pump pressure line regulates this operation. When the accumulators are charging, all
the fluid flow in the open center line is diverted
by the unloading valve to the accumulators.
2. Auxiliary Hydraulic Pump
An electrically driven gear-type pump (15),
located on the right side of the fuselage in the
forward bomb bay, maintains accumulator
pressure when the engine driven pump is not
operating. An automatic pressure switch (20)
and a manual master switch control the pump
motor.
When the engine-driven pump fails, an emergency hydraulic (star) valve (26) just above
and forward of -the auxiliary hydraulic pump
may be turned on to connect the pump into the
main system.
The auxiliary hydraulic pump receives power
from the right hand power bus-normal load 95
to 98 amperes-and has 2 functions:
a. Accumulator charging function-The auxiliary hydraulic pump is turned on before taxiing and off before takeoff, and turned on again
just before landing. When turned on ( emergency hydraulic star valve (26) closed) this
pump maintains the pressure in both accumulators (12L) and (12R) between the limits 975
lb. sq. in. and 1180 lb. sq. in. while the engine
pump supplies fluid only to the open center
system selector valves. This is made possible
by the relative pressure adjustments of unloading valve (9) and pressure switch (20).
b. Emergency function-In the event of failure of engine-driven pump (19) or engine No. 3
to which it is attached, the auxiliary hydraulic
pump is turned on and interconnected to the
126
open center pressure line by opening emergency hydraulic (star) valve (26). Then the
auxiliary hydraulic pump performs exactly the
functions of the engine driven pump.
3. Hydraulic Hand Pump
The hydraulic hand pump (10) is located
outboard of the copilot's seat. This pump delivers pres~ure to the llne and can be used for
operation of the entire hydraulic system by
pumping fluid into the open center line through
forward valve (13) on hand pump; or it can be
used independently for lowering of the wing
flaps by pumping fluid through aft valve (13A)
to the flap cylinder.
Fluid for the hand pump (10), which is not
part of the open center system, is drawn from
the bottom of the reservoir through a separate
line. The hand pump is used only for emergency operation.
Reserve Fluid-In the event of low fluid level
in the reservoir (27) the engine-driven pump
and the electrically driven pump may be connected to the bottom of the reservoir by closing
the suction valve ( 42) provided in the reservoir
outlet. This should be done only after steps
have bee~ taken to insure that no further loss
of fluid can take place, or the reserve supply
will be wasted through the same outlet.
Caution: The landing gear, bomb bay doors,
and flaps retracting mechanisms cannot be
operated simultaneously.
~YDRAULIC
PRESSURE
(
Operating Pressures
The main system pressure gage on the instrument panel should indicate approximately 50 lb.
with no controls operating. ·With any system
being used, this pressure should rise to between
100 and 1100 lb.
The wing flaps should be operated before
flight to allow the pilot to check the system and
the operating pressures ·built up at the gage.
The brake pressure gage should always show a
pressure of approximately 850 to 1180 lb. sq. in.
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PRESSURE SEfflNGS
Engine pump relief valve
1250 lb. sq. in.
Auxiliary electric pump relief valve
1250 lb. sq. in.
Bomb doors open relief valve
.
.
.
750 lb. sq. in.
.
500 lb. sq. in.
Wing flaps down relief valve
Auxiliary pump pressure switch
. 975-1180 lb. sq. in.
Accumulator unloading valve
. 850-1050 lb. sq. in.
SELECTOR VAL VE RELIEF
Landing gear
Up
1100 lb. sq. in.
Down
850 lb. sq. in.
Wing flaps
Up
750 lb. sq. in.
Down
450 lb. sq. in.
Bomb bay doors
Open 600 lb. sq. in.
LANDING GEAR AND TAIL BUMPER
HYDRAULIC CONTROL
The landing gear (2 main wheels, nosewheel)
and the tail bumper gear are operated simultaneously under hydraulic control. The main
control ( 4) for extending arid retracting the
gear is located on the left side of the pilot's pedestal. Movement of the operating lever is restrained by an electric solenoid, which is controlled by 2 switches in series. The operating
switch is a push button in the operating handle
itself; the other, a safety switch, is located on
the left landing gear fairing. Extension of the
landing gear strut on takeoff closes the safety
switch and allows the circuit to be completed
by pressing the operating switch button on the
valve operating lever. The locking solenoid is
located back of the instrument panel, and restrains the lever from "UP" position only.
Movement of selector valve (4) to the "UP"
position applies hydraulic pressure simultaneously to the side gear restrictor (18) and to the
nosewheel actuating cylinder (6). The side gear
restrictor restricts the flow of fluid to the main
landing gear until the pressure reaches 800 lb.
sq. in. This pressure is sufficient to house the
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Close 1000 lb. sq. in.
nose gear. When pressure exceeds 800 lb. sq. in.
the restrictor opens and allows fluid to go to the
side gear cylinders.
On the lowering operation, pressure is applied to all 3 gear cylinders simultaneously. In
case of insufficient pressure in the hydraulic
system, th~ hand pump may be used.
In case of complete failure of the hydraulic
system, the tricycle landing gear may be lowered manually. No means of manual control is
provided for the tail bumper.
Main landing Gear
Each main landing gear mechanism, operated
by the main retracting cylinders through overrides, is equipped with 2 latches.
Down-Latch on Drag Strut Knuckle
When the main gear is fully extended, a
spring-loaded latch on the side brace knee holds
the side brace rigid and locks the gear in place.
127
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than 30°. A hydraulic shimmy damper tends to
restrain any oscillation of the gear about its
vertical axis. An internal centering cam in the
oleo returns the wheel to its straight-ahead
position when the oleo is fully ~xtended. A
single latch on the drag link, actuated by the
hydraulic jack over-ride, locks the nosewheel
gear in both the retracted and extende·d positions.
Tailskid and Tail Bumper Gear
Another latch, on the side brace pivot in the
wing, locks the gear in the retracted position.
The main gear down-latch is painted yellow
and can be seen for down-latch check from the
side window. It cannot be seeri if flaps are lowered.
A retractable tailskid and bumper is installed
on aircraft beginning with Serial No. 41-23640.
It may be used within certain limits on tail-low
landings. Do not land skid first.
The tail bumper protects the bottom of the
fuselage in case the airplane should accidentally
tilt back.
Nosewheel Gear
Warning Signal Light
The nosewheel retracts into the nose of the
fuselage under the pilot's floor. The nosewheel
doors are mechanically connected to the gear
mechanism so that they open automatically before the gear is extended and close after the
gear is retracted.
The nosewheel is designed to turn 45 ° either
side of the center line for free ground maneu.;.
verability but should never be turned more
A green light on pilot's instrument panel is
lighted whenever the landing gear is down and
locked.
Further warning that the gear has not been
extended is given by an electric horn ( on some
aircraft) connected to the throttle controls.
When the throttles are moved backward to approximately ¾ closed, and all landing wheels
are not extended·and locked, the horn will blow
Nosewheel
Landing Gear
Assembly
128
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until the gear has been extended and locked or
until the throttles are opened to higher engine
speed. The horn may be silenced by pressing
the pilot's interruption switch on the pilot's
pedestal. The horn will then remain silent until
the throttles are moved again. This re-sets the
horn relay so that another closing of the throttles would again actuate the horn. The horn
interruption switch is provided in the event it
is necessary to continue flight with one or more
engines throttled.
The green light is wired through switches on
all 3 landing gear units. On aircraft equipped
with bottom turrets, this warning is also given
when the turret has not been fully retracted
and when the guns have not been completely
housed.
Note: On recent aircraft, there is a push-totest button for the warning light. This button
tests only the operation of the light itself; it is
not a check on whether the gear is down and
locked. The green light should go on when you
push the button, even if the gear is up. If it
doesn't go on, the bulb may be burned out. If
you lower the gear and the light does not indicate down and locked, don't assume that the
gear is down and locked if the light goes on
when you push the test button.
WING FLAP HYDRAULIC CONTROL
General
The Fowler-type wing flaps are operated by a
single hydraulic jack (24) which lies along the
left rear wing spar at Wing Station 3.0. The
flaps move along tracks in the trailing edge and
are extended and retracted by a lever on the
right side of the pilot's pedestal. To raise flaps,
move lever forward; to lower flaps, pull lever
aft.
'
FLAPS
UP
With full flaps extended, speeds in excess of
155 mph will create a sufficient pressure on the
flaps to open a relief valve (22) at the operating
cylinder and allow the flaps to retract automatically.
Caution: This relief valve is a safety precaution only. Do not test durmg flight as the excessive pressures required for this operation
might damage the mechanism.
In case of partial failure of the main hydraulic system, the hand pump (10) outboard of the
copilot's seat may be used through an independent direct line to the flap cylinder to extend only.
In case of complete failure of the hydraulic
system, no manually controlled system is provided for the wing flaps.
BOMB BAY DOORS HYDRAULIC CONTROL
Two individual hydraulic iacks, one on each side of the fuselage, operate the bomb bay doors.
The operation of the bomb bay doors is controlled from any one of 4 positions:
1.
2.
ing
3.
side
4.
Bombardier's compartment
Under radio operator's floor at hatch open-
Main control valve
Auxiliary control valve
On the ground from access door on right
forward of bomb bay door
Pilot's compartment
Auxiliary control valve
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Emergency operation of auxiliary valve. Doors
may be opened but not closed until pull line
is re-set
129
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NOSEWHEEL HYDRAULIC SHIMMY
DAMPER
CAUTION: The pilot's emergency pull line to
the auxiliary valve cam (see No. 4 control)
must be re-set by hand or hydraulic system
will bypass through the bomb jack relief valve,
thus affecting the entire hydraulic system.
Under military operating conditions the main
control valve is used to control the operation of
the doors.
The auxiliary valve, in the accumulator system, is generally used for local flight operations.
In case of complete failure of the hydraulic
system, the doors may be operated manually by
hand cranks accessible from the catwalk at the
center of the bomb bay.
Bomb Bay Door Position Indicators
When these doors are fully open the following
lights are illuminated:
1. A red light on the bombardier's panel.
2. An amber light on the pilot's panel.
3. A white light on the tail to notify other
airplanes in the formation.
In landing or takeoff the nosewheel has a tendency to shimmy. A shimmy damper installed
on the oleo strut dampens out this vibration
without restricting any of the normal functions
of the nosewheel. Two types of shimmy dampers are installed on B-24 aircraft. One type
utilizes 2 hydraulic cylinders which act in opposite directions and are connected to an accumulator. Vibration is absorbed by the combined action of fluid passing through a restricted orifice and by the compressed air in
the accumulator.
Accumulator Type Damper
The other type of shimmy damper is a single
self-contained un~t which dampe~s vibration by
causing hydraulic fluid to flow through restricted orifices.
POWER BRAKE HYDRAULIC CONTROL
Two completely separate units operate the hydraulic brakes. Each unit contains 2 brake cylinders which control one of the dual Hayes expanding-bladder-type brakes on each main
landing wheel. One cylinder of each unit is
mechanically interconnected to the right brake
pedal of both pilot and copilot; the other cylinder of each unit is similarly connected to
both left brake pedals.
Each unit takes its pressure directly from a
different one of the 2 main accumulators which
are isolated from each other by check valves so
that failure of one accumulator does not affect
the other. Failure of one complete unit leaves
½ braking power available.
130
Houdaille Type Damper
In case of failure of the early accumulator
type of shimmy damper, provision was made
for locking it in a straight-travel, non-steerable
position. This procedure was covered by an
instruction chart at Station 1.2 on the right of
the fuselage. No locking procedure is provided
for the later type of Houdaille shimmy damper.
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ELECTRICAL
SYSTEM
4. Alternating current 3-volt system for compass lighting, on some airplanes.
5. Miscellaneous systems for the gun turrets,
automatic flight controls and radio.
Fuse Boxes and Circuits
Power Supply
1. When the engines are operating, power is
generated by four 24-volt, 200-ampere, type
P-1 generators, one on each engine. The voltage of each generator may be adjusted at the
voltage regulator under the flight deck on each
side of the centerline.
2. Main battery power ~s supplied by two 24volt, 34-ampere-hour batteries connected in
parallel.
3. Auxiliary power is supplied by a type C-10
auxiliary generator, with a capacity of 2.0 kilowatts and powered by an independent gasoline
engine (Homelite unit) . This auxiliary generator must be run for starting engines, or in the
case of main generator failure in flight. The
auxiliary power unit is not supercharged and
power generation from the auxiliary unit,
therefore, ceases at high altitudes.
4. For ground operation a provision is made
for an external (battery cart) connection. Always use battery cart for first .starts, where
available, or have auxiliary power unit in operation. The excessive loads incident to initial
start will shorten the life of the main batteries.
Note: The battery switches must be left off
when using battery cart.
From the various fuse boxes to which the above
power is delivered, the following 16 DC and
AC primary circuits distribute power to the
mechanisms those circuits operate:
Heating and ventilating controls
Bomb release and signals
Propeller controls
Ice elimination controls, fuel and hydraulic
pumps
Exterior lights
Instruments
Ignition
High tension
Automatic flight controls and turrets
Interior and recognitio11. lights
Landing gear signals and flap position indicator
Power
Radio and communication
Engine starter
Engine controls
Misc. (camera, alarm bell, etc.)
Lights
Location and purpose of interior lights is given
in the section on night flying.
Electrical Systems
1. Direct current, 24-volt, single-wire system.
Most of the electric equipment in the airplane,
including late design of fluorescent lighting, is
supplied through this system.
2. Alternating current 26-volt system for the
autosyn indicator system.
3. Alternating current 115-volt system for
the fluorescent lighting on some airplanes and
• the radio compass. Two independent inverters .
controlled by a selector switch on the pilot's
pedestal permit use of either unit.
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Panels and Switchboards
Generator control panel is on forward face of
bulkhead at Station 4.1, left side of flight deck,
131°
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m
C
LEGEND
1.
2.
3.
4.
5.
6.
7.
8.
11 .
12.
13.
J
Reverse Current Relay (4 req .)
Ammeter Shunt (4 req.)
Generator Resistor (4 req .)
Current Limiter far Gun Turrets (250 Ampere)
Current Limiter far Wing Power Cable
(400Ampere)
Current limiter for Outside Battery Circuit
(400 Ampere)
Current limiter far Gun Turrets (250 Ampere)
Current Limiter for Auxiliary Electric Hydraulic
Pump (250 Ampere)
Power Bus, Wing, Right Hand
Outside Battery Solenoid Switch
Current Limiter for Gun Turrets (250 Ampere)
Power Bus, Wing, Left Hand
Current Limiter for Wing Power Cable
(400 Ampere)
Tail Turret Fuse Box
Current Limiter for Bottom Turret (250 Ampere)
Station 6.1 Fuse Box
Station 5.-4 Fuse Box
.
Landing light Filament Fuse (2 req.)
Current limiter for Generators (250 Ampere, 4 req.)
Current limiter for Starter ond Propeller Fast
Feathering Motor (250 Ampere, 4 req. )
Generator, Type P-1 (4 req.)
Battery, Solenoid Switches (2 req.)
Switch, Auxiliary Power Unit
Auxiliary Power Unit
Master Battery Ground Switch
Batteries, Type G-1 (2 req .)
Current Limiters for Batteries (250 Ampere, 2 req.)
Main Power Bus
Station 3. 1 Fuse Bax
Pilot's Fuse Bax
Nose Turret Fuse Box
Bomb Panel
Station 4 .0 Fuse Box
Outside Battery Receptacle
Heater Fuse Box {lo 42-7351-4)
Battery oncj__lgnition Master Switch
Battery Switches
Battery and Ignition Switch Bax
Capilot', Fuse Box
Switch, Top Turret Power
SOURCES AND DISIRIBUTION OF ELECTRICAL ENERGY
�RESTRICTED
and carries 4 field switches to cut generators in
or out of main system. One voltmeter with
multi-point selector switch indicates voltage
output of each generator or main bus, and the
4 ammeters, one for each generator, indicate
current flow.
Voltage regulators, 2 on each side forward of
bulkhead at Station 4.0 under flight deck, provide generator voltage adjustment for balance
of load.
Five main electric switch panels control the
distribution of power to the 16 primary circuits.
One of these is at the left of the bombardier; the
other 4 are in the pilot's compartment.
Spare Current Limiters, Fuses and Lamps
The fusible links for the 4 main generators are
not accessible in flight; neither are the landing
light filament circuit fuses nor the nacelle
power circuit limiters in the nacelle junction
boxes.
Fuses and interior limiters are replaceable in
flight and are located as follows:
1. Spare fusible links are located in the limiter boxes which are located as follows: 2 on
lett accumulator bracket; 4 on the left and 6 on
the right rear face of the bulkhead at Station
4.1. All limiters require a ½-inch wrench to re. move and install.
2. Spare fuses are provided in each fuse box.
3. A spare bulb for the landing gear downposition indicator is clipped to the instrument
panel.
4. A sp~re bulb assortment is located aft of
bulkhead at Station 4.0 on the left side. No
spare bulbs for exterior lights are carried.
Note: Fuse boxes in general are located nec',lr
places where fuses are used. Open these boxes
and study the chart to see what fuses are provided and where they are used. This will save a
hurried hunt in emergencies.
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OIL SYSTEM
Each engine nacelle contains its independent oil
system, consisting of a hopper-type self-sealing
tank 32.9 U.S. (27.3 Imperial) gallons, temperature regulator, engine pump, and propeller
feathering pump.
Engine oil systems provide oil for lubrication
of the turbo-supercharger impellers and for
operation of the propeller feathering system.
The supercharger waste gate regulator, Eclipse
type A-13, which is installed on early B-24G,
H, and J aircraft, is also actuated by engine
oil pressure.
The oil dilution valve for each engine is controlled by a switch located on the copilot's
switch panel. Engine oil may be heated by externally powered neck-type immersion heaters.
An oil temperature indicator located on the
copilot's instrument panel indicates the oil temperature as determined by a resistance bulb in
the Y drain valves.
An oil pressure indicator located on the copilot's instrument panel measures the oil .pressure at a restricted fitting in the rear crank case
section as determined by an autosyn transmitter.
Oil Dilution
Oil dilution is necessary when ground temperatures reach 4°C or lower, in order to keep
the oil from congealing so much that starting
will be difficult.
133
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Autosyn Elec. Unit
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Pressure Gauge
/
rs]
Temperature
Gauge
Accelerating Wei I
Turbo(hopper)
■
supercharger ••••••••••• • • • • • • • • • • •~
Regula tor. :
·
.
■
■
)~)
,- ,
.
.
•
• ■ ■ ■ ■ ■ ■ .~
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■
■
-··············
~ - - - - - - - -•--
■
••
•
To Oil Separator
Unit
Viscosity
Valve
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LEGEND
Line from Tank
Return to Tonk
Pressure
Oil Temperature
Unit
••••
TURBO REGULATOR OIL LINE OMITTED WHEN ELECTRONIC CONTROL IS USED.
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DIAGRAM OF OIL SYSTEM
To Feathering Pump
�RESTRICTED
OIL DILUTION PROCEDURE
CAUTION:
1. Operate engines at 800 to 1000 rpm.
2. Dilute all engines simultaneously with gang bar if indicated oil pressures
do not exceed a 10-lb. variation. If this tolerance is exceeded, dilute each
engine separately.
3. Maintain oil temperature below 40°C (104°F).
4. Before diluting all engines simultaneously, establish the average indicated
pressure. If engines are diluted individually, oil pressure of each must be
noted before dilution.
5. Dilute engine oil as follows, for ground temperature as shown:
+4° to -26°C (+40° to -15°F) depress dilutio.n switch until a 35%
oil pressure reduction is accomplished.
-26° to -40°C (-15° to -40°F) depress dilution switch until a 50%
pressure reduction is accomplished.
6. It is important to leave dilution switches engaged until propellers cease
rotating, so undiluted oil will not be drawn into the engine.
7. Under extremely low temperatures, locally recommended procedure should
be followed.
8. On airplanes having oil-operated turbo regulators, operate turbo controls
over complete range from low to high blower and return at the minimum rate
of 8 seconds per cycle (at least 14 complete movements from low to high
blower and return) during the last 2 minutes of the dilution period.
9. During the last 2 minutes of the dilution period depress propeller feathering
switch until drop of 400 rpm is observed. Pull out feathering switch and allow
rpm to return to normal. Repeat this operation 3 times.
NOTE: Overdilution causes sludge and carbon to be loosened in the engine,
causing oil screens to collapse and oil lines to clog. This constitutes a fire hazard,
and may cause er:-gine failure as well.
FUEL SYSTEM
The following fuel capacity is provided in the
B-24.
Main system-4 sets of 3 cells each; total 12
cells; total capacity 2344 U. S. gallons:
No. 1 tank-616 U. S. Gallons
No. 2 tank-556 U.S. Gallons
No. 3 tank-556 U. S. Gallons
No. 4 tank-616 U. S. Gallons
RESTRICTED
Auxiliary wing system-2 sets of 3 cells each;
total 6 cells; total capacity 450 U. S. Gallons:
Left-hand tank-225 U. S. Gallons
Right-hand tank-225 U. S. Gallons
Auxiliary bomb bay system-2 separate cells
with a total capacity of 782 U. S. gallons:
Left-hand tank-391 {J. S. Gallons
Right-hand tank-391 U. S. Gallons
Fuel System Indicators
Pressure-Gages measuring fuel pressure at the
carburetors are mounted on the copilot's instrument panel.
Quantity-Sight gages, mounted on the forward face of bulkhead at Station 4.1, left side,
135
�RESTRICTED
show the quantity of fuel in each of the main
systems. In case of damage to the gage vent or
supply lines, shut-off valves are provided on top
of the gages and at the supply takeoff under the
center section, to prevent the loss of fuel.
No fuel quantity gages are provided in either
auxiliary system. A glass tube between the
wing auxiliary selector valve and the transfer
pump shows flow of fuel being trans£erred.
Note: Inclinometer on outboard side of fuel
gages must read neutral when gages are read.
Warning: Aromatic Fuel-Do not use aromatic
fuel in the system unless all units carry the
markings which designate them as suitable for
aromatic fuel.
Aromatic-resistant, self-sealing fuel hose can
be identified by a single red stripe and correct
part number in red. Part number and name of
manufacturer are stamped every 12 inches:
AR-145, or G-145 Goodyear; AR-184 Goodrich
or Boston Woven Hose; AR-250 U.S. Rubber.
Aromatic-resistant fuel hose, not self-sealing,
can be identified by a white stripe and a broken
red line. This hose is used only for connection
of aluminum alloy tubing to fuel system lines
( engine-driven fuel pump to carburetor line
and fuel cell vent system lines.)
All other parts of the systems are marked
with an A if suitable for aromatic fuels. Units
made of aluminum alloy carry an A painted in
red or stamped on the aluminum body.
Fuel System
136
RESTRICTED
�RESTRICTED
...
Main Fuel System
Fuel Transfer From One Main System to Another
1. Twelve self-sealing fuel cells in the wing
center section. There are 4 sets of 3 cells each.
In normal operation each engine is served by
one set.
2. Four electrically-driven booster pumps
with strainers ( one for each set of cells). They
are usually located in the bomb bay just under
the cells.
3. Four ·triple-port shut-off valves. On each
valve: One port leads to an engine; one port
leads to a set of cells; and one port interconnects to the other 3 valves by way of the cross£eed connection which allows fuel from any set
of cells to serve any engine in an emergency,
and permits equalizing flow between systems.
These valves are under the front spar in the
bomb bay.
4. Four engine-driven pumps with strainers
are located one in each nacelle.
5. Four electrically controlled primers are ·
located one on each carburetor.
,
6. Two vent systems for the main fuel systems. One of these vents the fuel system serving
Engines 1 and 2; namely, the left bank of main
fuel cells; the left fuel gauge; and the carburetors on the left wing. In the same manner the
other vent system vents the fuel system serving
Engines 3 and 4 on the right wing.
· 7. Two vent systems for the wing auxiliary
fuel system. One of these vents the 3 cells in
the left wing; similarly, the other vents the 3
auxiliary cells in the right wing.
8. One electrically driven transfer pump
above the center wing section allows transfer
of fuel to a main system through the trans£ er
panel.
9. Drain lines for the wing fuel cell compartments and for the 4 fuel booster pumps empty
overboard under the bulkhead at Station 5.0.
The 2 shut-off valves are normally open, but
must be closed during combat.
10. Main fuel system supply lines and cell
interconnecting, or manifold, lines are selfsealing.
Procedure for trans£ erring fuel from one main
system to another is vital information. Illustrations give examples of fuel transfer methods
which are typical of the 3 different arrangements in the main systems. Airplane serial
numbers, recorded on the nameplate on the left
of the pilots' pedestal, are an index to the
selection of the proper illustration of fuel
transfer.
RESTRICTED
Wing Auxiliary Fuel System
1. Six self-sealing fuel cells, 3 in each wing,
are located outboard of the wheel wells.
2. Transfer of fuel from the wing auxiliary
systems is controlled at 2 panels located above
the wing center section. The aft e,r auxiliary
selector valve panel contains one 2-way selector shut-off ~alve and strainer. This valve selects the auxiliary system, left or right, from
which fuel is to be transferred. In later installations the forward or auxiliary transfer panel
contains two 2-way selector shut-off valves, the
transfer pump, and switch. These valves select
the main system, 1, 2, 3, or 4, or any combination
thereof, into which fuel is to be transferred.
3. Two venting systems, one for each auxiliary set of 3 cells, right and left.
4. Auxiliary wing cell fuel supply lines are
self-sealing.
Fuel Transfer-Wing Auxiliary System to Main
System
Illustrations give examples of fuel transfer
methods which are typical of the 2 different
arrangements to be found in wing auxiliary
systems.
The rate of fuel transfer in this system is
approximately 5 U.S. gallons per minute, or
300 gallons per hour. In case of emergency,
,should the pump fail, fuel transfer from either
auxiliary set of wing cells to the main system
can be effected by lowering the opposite wing
from 3° to 5°. The rate of fuel flow under this
condition is approximately 3 gallons per minute,
or 180 gallons per hour.
137
�RESTRICTED
Bomb Bay Auxiliary Fuel System
Bomb Bay
Fuel Cell
1. Two self-sealing fuel cells are provided,
one on each side of the catwalk in the forward
bomb bay.
2. In later installations a 2-way selector valve
and transfer pump are mounted on the catwalk
at Station 5.0, and anqther 2-way shutoff drain
valve is connected to a T fitting in the crossfeed line.
Fuel Transfer-Bomb Bay Auxiliary System to
Main System
Control
Valve &
Tron!lfer
Pump----
Bomb Bay Auxiliary Fuel System
PRECAUTIONS
WHEN TRANSFERRING FUEL
1. Know the system for transferring fuel in
the particular airplane you are· flying.
2. Start transfer as soon as fuel in main tank
is consumed to a point where transfer can be
accomplished. This assures you sufficient fuel
to return to your base in case of failure of
transfer system, improves loading, and reduces
fire hazards.
3. Radio equipment and auxiliary hydraulic
pumps off during transfer.
4. Warn crew that fuel will be transferredno smoking.
5. At the end of 10 minutes, turn the transfer pump off, shut off all transfer valves, and
determine that fuel is being properly transferred before continuing.
138
Illustrations on the following pages give examples of fuel transfer methods which are typical
of the 3 different arrangements to be found in
bomb bay auxiliary systems.
The rate of fuel transfer in this system is
approximately 10 U.S. gallons per minute, or
600 gallons per hour.
6. If transferring fuel from bomb bay tanks:
a. Remove bomb bay tank cap for inspection.
Return cap to proper place before resuming
transfer operation.
b. One crew member should be on watch in
bomb bay at all times when transfer is in
progress. At any indication of overflow, bomb
bay transfer pump should be stopped and thorough inspection conducted.
7. Bomb bay doors should be open slightly
( 6 to 8 inches) before and during transfer.
8. Don't attempt to fill more than one main
tank at a time as all engines connected to the
crossfeed manifold will stop running when the
bomb bay tanks are empty and air is introduced
into crossfeed manifold.
9. Do not turn on fuel pump switch until
selector valves are set; do not change setting of
selector valves while fuel pump is on.
10. Do not leave selector valves "ON" or
"BOTH ON" after transfer is completed.
RESTRICTED
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FILLING ONE MAIN SYSTEM FROM ANOTHER USING U HOSES WHILE FEEDING FOUR ENGINES ON
B-24 AIRPLANES, THROUGH No. 41-11938
EXAMPLE: FUEL TRANSFER FROM No. 4 MAIN SYSTEM TO No. 2 MAIN SYSTEM
MAIN TRANSFER PANEL
GENERAL INSTRUCTIONS
When system being tilled is within 50
gallons of full, turn main transfer
pump Off and disconnect U hoses.
Turn pump ON after
U hoses are connected
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FILLING ONE MAIN SYSTEM FROM ANOTHER WHILE FEEDING FOUR ENGINES ON B-24 AIRPLANES
FROM No. 41-23640 TO 42-40917
n
EXAMPLE: FUEL TRANSFER FROM No. 1 MAIN SYSTEM TO No. 4 MAIN SYSTEM
GENERAL INSTRUCTIONS
To speed transfer use booster pumps and cross-feed line in
conjunction with U hoses.
When system being filled is within 50 gallons of full, turn
main transfer pump OFF and disconnect hoses. Reset selector valves of system being fUled and system being drained
to TANK TO ENGINE.
When any main system is emptied set its selector valve lo
CROSS FEED TO ENGINE and set the selector valves of
the three remaining systems to TANK TO ENGINE AND
CROSS FEED.
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CAUTION: Do not
fill more than one
system al a lime and
have radio OFF.
Turn main transfer pump ON
after selector valves are set and
hoses are connected.
To No. 1
Eng.
To No. 4
Eng.
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When fuel is low in all systems and it is desired to level tanks, set selector valves of all main systems to TANK TO ENGINE AND
CROSSFEED, with booster pumps OFF. As soon as tanks are leveled, turn selectors back to TANK TO ENGINE.
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FILLING ONE MAIN SYSTEM FROM ANOTHER USING CROSS FEED WHILE FEEDING FOUR ENGINES
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ON B-24 AIRPLANES, ON AND AFTER No. 42-40918
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EXAMPLE: FUEL TRANSFER FROM No. 1 MAIN SYSTEM TO No. 3 MAIN SYSTEM
CD
•
dooster
OFF
To
No. 4
Eng.
Booster
ON
To
No.2
Eng.
c)
Tank
To
Eng.
To
"No. 1
Eng.
c)
Tank To
Eng. and
Cross Feed
GENERAL INSTRUCTIONS
When system being filled is within 50 gallons of full, reset selector valves of system being filled and
system being drained to TANK TO ENGINE.
When any main system is emptied set its selector valve to CROSS FEED TO ENGINE and set the selector
valves of three remaining systems to TANK TO ENGINE AND CROSS FEED.
When fuel is low in all systems and it is desired to level tanks, set selector valves of all main systems to
TANK TO ENGINE AND CROSSFEED, with booster pumps OFF. As soon as tanks are leveled, turn selectors
back to TANK TO ENGINE.
CAUTION: Do not fill more than one system at a time and have radio Off.
-.,::..
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FILLING ONE MAIN SYSTEM FROM THE AUXILIARY WING SYSTEMS USING U CONNECTORS WHILE
FEEDING FOUR ENGINES ON B-24 AIRPLANES, FROM No. 41-23640 TO No. 42-40917
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L. H. Aux. System
GENERAL
INSTRUCTIONS
When system being
filled is within-SO gal1on s of full, turn
main transfer pump
Off and disconnect
U hoses.
Turn auxiliary selector valve to BOTH
Off.
Auxiliary
Selector Valve
Panel
Turn pump ON
after U hoses are
connected and
valve is set.
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EXAMPLE: FUEL TRANSFER FROM L. H. AUXILIARY
WING SYSTEM TO No. 3 MAIN SYSTEM
. R. H. Aux. System
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�FILLING THE MAIN SYSTEMS FROM THE AUXILIARY WING SYSTEMS WHILE FEEDING FOUR ENGINES ON
B-24 AIRPLANES, ON AND AFTER No. 42-40918
EXAMPLE: FUEL TRANSFER FROM BOTH AUXILIARY
WING SYSTEMS TO No. 3 AND No. 4 MAIN SYSTEMS
R. H. Aux. System
L. H. Aux. System
Turn auxil·
iary pump
I
ON
ON after
(!)
OFF
valves are set.
GENERAL
INSTRUCTIONS
When system being Riled
• is within 50 gallons of
full, turn auxiliary
pump OFF.
Turn auxiliary selector
valve and auxiliary
transfer panel valves
OFF.
DO NOT CHANGE
VALVE S,.E TT ING S
WHILE PUMP IS ON.
Auxiliary
Selector
Valve Panel
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FILLING ONE MAIN SYSTEM FROM THE BOMB BAY FUEL CELLS USING U HOSES WHILE FEEDING FOUR
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ENGINES ON B-24 AIRPLANES, FROM No. 41-11587 TO No. 41-24175
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EXAMPLE: FUEL TRANSFER FROM BOTH BOMB BAY FUEL CELLS TO No. 2 MAIN SYSTEM
GENERAL INSTRUCTIONS
When system being filled is within 50 gallons of full, turn both
main transfer and bomb bay pump OFF and disconnect hoses.
Turn bomb bay selector valve to BOTH OFF.
CAUTION: Caps on the bomb bay fuel cells should not be removed during transfer operations. One crew member should
be on guard in the
bomb bay at all times
during transfer. At
Turn main transfer pump and bomb bay
any indication of fuel
booster pump ON after bomb bay selector
overflow stop bomb
valve is set and hoses are connected.
bay booster pump and
investigate.
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Bomb Bay
Booster
Pump ON
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�FILLING ONE MAIN SYSTEM FROM A BOMB BAY FUEL CELL WHILE FEEDING FOUR ENGINES ON
B-24 AIRPLANES, ON AND AFTER No. 42-40918
EXAMPLE: FUEL TRANSFER FROM L. H. BOMB BAY FUEL CELL TO NO. 4 MAIN SYSTEM
To No. 1
Eng.
To No. 4
Eng.
Tank
To
Eng. al'.'ld
Cross Feed
GENERAL INSTRUCTIONS
When system being fllled is within 50 gals. of
full, turn bomb bay booster pump OFF.
Turn bomb bay shutoff valve to OFF.
Turn bomb bay selector valve to BOTH OFF.
Turn selector valve of system just filled to •
TANK TO ENGINE.
CAUTION: DO NOT FILL MORE THAN
ONE SYSTEM AT A TIME AND HAVE
RADIO OFF.
Bomb Bay
Shutoff
Valve
Drain
Turn Bomb Bay
Booster Pump ON
.After Valves Are Set
R.H. Bomb Bay Cell
L. .ff. Bomb Bay Cell
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FILLING ONE MAIN SYSTEM FROM A BOMB BAY FUEL CELL WHILE FEEDING FOUR ENGINES ON
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B-24 AIRPLANES, FROM No. 41-24176 TO No. 42-40917
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EXAMPLE: fUEL TRANSFER FROM R. H. BOMB BAY FUEL CELL TO No. 1 MAIN SYSTEM
To No. 1
Eng.
To No. 4
Eng.
c)
¢=J
Tank To
Eng.and
Cross Feed
GENERAL INSTRUCTIONS
When system being fllled is within 50 gals of
full, turn bomb bay booster pump OFF.
Turn bomb bay selector valve to BOTH OFF.
'rurn selector valve of system just fl·lled to
TANK TO ENGINE.
CAUTION: DO NOT FILL MORE THAN
ONE SYSTEM AT A TIME AND HA VE
RADIO OFF.
CAUTION: Caps on the bomb bay cells
should not be removed during transfer operations. One crew· member should be on guard
in the bomb bay during transfer- at any indication of fuel overflow slop bomb bay booster
pump and investigate thoroughly.
Bomb Bay
Selector
Valve
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Turn bomb bay
booster pump ON
after valves are set
�RESTRICTED
HEATING SYSTEMS
LEGEND
Erq. No.I Fuel Supply L i n e - Eng. No.2 Fuel 5'.wly Line - Eng. No.3 .Fuel Supply Line - Exhaust Lines
General
Two methods of supplying warmth are provided in the airplane: fuel-fired heaters and
electrically heated clothing. (Also see section
on exhaust heat system for late series B-24's
-pp. 149-150.)
Heaters
Stewart-Warner circulating air heaters are provided for pilot, copilot, radio operator, bombardier, and navigator, and are arra~ged in
, ENGINE NO. 2
ENGINE NO. 3
RESTRICTED
separate systems of source of supply, control,
and heater grouping in most aircraft, as shown
in the table below.
A switch, at the right of the copilot, operates
a master solenoid valve which controls Group
No. l. A switch at the bombardier's panel serves
similarly for Group No. 2.
Manually controlled shut-off valves attached
to the 3-way headers are just forward of the
front spar, right and left, to permit shutting off
fuel supply to heaters in case of master solenoid
valve failure.
SOLENOID SUPPLY VALVE (MAIN)
3-way header (Aux.)
lndiv. shut-off valve
lndiv. shut-off valve
lndiv. shut-off valve
SOLENOID SUPPLY VALVE (MAIN)
3-way header (Aux.)
lndiv. shut-off valve
lndiv. shut~off valve
lndiv. shut-off valve
GROUP 1 .
Pilot
Copilot
Top Gunner
GROUP 2
Radio Operator
Bombardier
Navigator
147
�RESTRICTED
If the manifold pressure is reduced below 15"
on an engine, there is not sufficient pressure
to supply fuel and the heaters supplied by that
engine will be extinguished.
On later systems, there is in the line between
each heater and the header, a solenoid valve,
for the control of •that individual heater. The
individual solenoid valves are useful only as a
means of shutting off one heater while retaining the use of the remaining units. This may be
accomplished by disconnecting · the electrical
plug at the solenoid of any selected heating
unit. Combustion exhaust fumes are led back
to the engine induction systems through asbestos-protected tubes. There are no valves in the
exhaust system. Each heater is equipped with
an electric circulating fan which operates from
the same control circuits as the master solenoids. Igniters to ignite the fuel mixture are
incorporated in each heater and operate automatically when master switch is turned on.
The copilot's switch is a three-position switch;
the three positions are "HEATERS ON,"
"HEATERS OFF," and "DEFROST." With the
switch in position to defrost only, the circulations fans will operate and no heat will be generated. The bombardier's switch has only two
positions, "ON" and "OFF."
To defrost windshields, without heat, turn on
the heater switch to defrost and pull out defroster knobs. This deflects air blast into windshield duct system. Pull out and attach de-
148
£roster hose with the strap clamp mounted at
the bottom of the windshield.
'
To defrost windshields with heat, turn the
heater switch to heat position and pull out defroster knob. This deflects heated air blast into
windshield duct system. Pull out and attach
defroster hose. To stop defrosting action, push
defroster knob in and turn heated off by means
of the copilot's switch.
Caution: If the heaters start smoking after
being shut off, reduce manifold pressure on
No. 2 and No. 3 engines to 15" and turn on
heaters until smoking has stopped. Then turn
off heaters and resume manifold pressure.
This action is necessary in case the solenoid
valves stick and do not shut off the fuel-air
mixture after the electrical system is shut off.
This permits the fuel-air mixture to burn without the fans circulating the air, which will cause
the heater oven to overheat and eventually
burn out. Smoking will also occur if there is
dust on the fins.
Note: Turn the heater on before entering extremely cold conditions to prevent ·solenoids
from freezing up.
If the fan stops, check fuses immediately or
heating element will overheat and burn out.
Heated Clothing
Electrically heated flying suits may be plugged
in at all crew stations and in the bomb bay.
Individual rheostats control temperature.
RESTRICTED
�RESTRICTED
EXHAUST
HEAT SYSTEM
IN LATE B-24'S
In some late series B-24's, heat exchangers in
the engine exhausts provide heat for the cabin,
for anti-icing of the wing and empennage leading edges, and for defrosting the windshields,
nose turret, and top turret.
Cabin heat comes from the exhausts of the
2 inboard engines. Air temperature in the system is regulated automatically by a valve which
admits cold air to the ducts when the temperature rises above pre-set limits. Controls for
this heating system include switches on the
pilot's control pedestal, manually operated registers in the duct outlets, and manually operated damper valves in the ducts themselves.
Heat for anti-icing the leading edges of the
wing center section and the empennage also
comes from the inboard engines; the outboard
engines provide heat for anti-icing the outer
panel leading edges and wingtips. Control
switches are on the same panel as the cabin
heat switches.
Aircraft with this heating system have
double plate glass windshields. Warm air for
defrosting, supplied through ducts from the
main cabin system, is introduced between the
2 panes. The inner panes are removable, and ·
there is stowage space for them on the left side
of the radio compartment.
Operation
Usually only one cabin heat switch needs to
be turned on. With either No. 2 or No. 3
switch on, you can increase heat for the cabin
by turning the empennage anti-icing switch off
if no icing conditions exist, thereby cutting off
hot air flow to the tail and directing more heat
to the cabin. Caution: Don't turn empennage
switch off if both No. 2 andNo.3switchesareon.
To prevent formation of ice on wings, tail and
windshields, turn on all cabin heat and antiicing switches, including the empennage switch,
RESTRICTED
as soon as icing conditions are anticipated and
before ice starts to form.
Use of Manually Operated Dampers
The damper controlling the 2 windshield ducts
is over the forward end of the radio operator's
table on the aft face of the armor plate behind
the copilot's seat. Open this damper only to .
prevent formation of ice on the windshields.
The damper controlling the main heater duct
on the lower left hand side of the cabin is on
the forward bulkhead of the left hand bomb
bay, near the top. The damper for the right
hand main cabin heater duct is on the aft bulkhead of the radio operator's compartment near
the floor on the right side. Don't close these
dampers except to divert more hot air to windshield defrosters. Control cabin heat exclusively with the outlet registers and with No. 2
and No. 3 switches.
The damper which regulates the top turret
defroster is on the aft bulkhead of the radio
operator's compartment, above the right hand
main duct damper. Don't open the defroster
damper except to defrost top turret or compartment side windows.
Dampers for the ducts in the bombardier's
compartment are on the forward end of the
copilot's duct, in the nose compartment near
navigator's table. Don't open these dampers
except when necessary.
A warning light on the pilot's pedestal will indicate the pr.esence of
carbon monoxide in the cabin air if
one of the heat exchangers should
leak. A button near the warning light
re-sets the warning light relay when
the danger of carbon monoxide· is
ended. Turn off cabin heat switches
(either No. 2 or No. 3) immediately
if the warning light goes on. Don't
use the cabin heat system unless the
monoxide detector is installed and
known to be working properly.
149
�...
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DETAIL OF FRESH AIR INTAKE
CONTROL UNIT(FULTON-SYLPHON)
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...-JASTRODOME FLEXIBLE
"-.._!DEFROSTER DUCT
RAM AIR (OIL COOLER)SCOOP
OUTSIDE RAM AIR INTAKE DUCT
CONTROL DAMPERS
HEAT TAKE-OFF DUCT(RAM AIR)
FLEXIBLE DEFROSTER DUCT
EXHAUST INTAKE
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DETAIL OF HEAT EXCHANGER
AND AfR CIRCULATION
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EXHAUST HEAT SYSTEM IN SOME LATE B·24'S
�RESTRICTED
Anti-icers and De-icers Distinguished
ANTI-ICERS,
DE-ICERS
AND DEFROSTERS
The problem of icing and weather flying is too
big a subject for this book, which is restricted
in its scope to specific problems of the °13-24.
• That does not relieve the B-24 pilot of the
obligation to know weather flying and to know
icing problems before attempting flights in
which he may have to use his anti-icing and
de-icing equipment. Intelligent use of anti-icing
and de-icing equipment requires knowledge of
the various kinds of ice, when to stay at your
altitude, when to ascend and when to descend,
and the circumstances under which your plane
· is likely to ice up. You'll find information on
this subject in P. I. F., under "Cold Weather
Operation" i.n the T. 0. for the B-24, in "Instrument Flying in Weather," and in training films.
Don't miss an opportunity to learn all you can
about icing and weather flying. In certain theaters much larger losses are charged to weather
than to enemy action. Your gunners can't drive
off the weather.
Warning: The pilot who takes off ·v~"ithout
complete information on icing levels, relative
saturation, and the probability of encountering
ice is his own worst enemy. The sky makes no
allowances for incompetence. If you can't read
the weather charts, ask the weather officer.
The government pays him a salary for answering your questions.
Remember that the weather that usually
comes with ice brings other distraction: static
noises, strong possibility of intermittent radio
failure, increased fuel consumption under an
icing load, and instrument flying conditions.
You get uneasy and want to descend or mill
around and lose your way. Usually it is better
either to do a 180° turn or fly out your ETA
if you have adequate fuel. Don't get panicky.
Know your weather and know your icing
equipment.
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Distinguish between these 2 types of equipment. One will prevent icing but has very limited or no effect in removing ice. The other will
remove ice. Anti-icers should be started before
ice forms. De-icers are more effective after ice
has formed hard enough so it will crack off.
SLINGER RING DETAIL
Propeller Anti-Icing System
It is most important to anticipate propeller
icing by knowing the condition of the atmosphere you are flying through. Remember this is
anti-icing equipment. Slinger rings distribute
fluid to spread a protective film over the blades
so ice won't form. The film will keep ice off
when it won't take it off. Therefore, anticipate
ice . .
You can tell the propellers are icing up if
you note spotty discoloration on them or if
small pieces of ice are thrown off against the
fuselage. Immediately increase the flow of fluid
enough to stop further icing. But keep in mind
the probable length of time you will need propeller anti-icing and conserve fluid accordingly.
Equipment
Ice prevention fluid, isopropyl alcohol, is supplied to the slinger rings on each propeller by 2
pumps taking suction from a reservoir tank. On
early airplanes this is a 6-gallon tank located
151
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under the flight deck and can be filled in flight.
On later airplanes it is a 21-gallon tank located
on the half deck, refillable only from outside the
fuselage. Plug valves, normally safetied open,
permit shut-off from tank to either pump.
Valves are located directly under the 6-gallon
tank, and on the 21-gallon tank installation
shut-off valves are located on the aft face of
bulkhead at Station 4.1 high in the bomb bay,
right side.
A single rheostat on the instrument panel
simultaneously controls the 2 electric pumps.
A quantity gage is on top of the tanks. The
rheostat flow control is marked in gallons per
hour showing total flow for all 4 engines.
Operation: To start motor turn the rheostat
to the extreme right. This will cause pumps to
give maximum output and will clean the lines
out. Leave in this position about 2 minutes to
fill tubing and start the flow of the anti-icing
liquid to propellers. Then adjust rheostats to
provide the minimum amount of fluid necessary
to keep the propellers free of ice. A flow of 1 to
2 gallons per hour will take care of light to
moderate ice.
Wing and Empennage De-icing: You can see the
ice forming on wing leading edges. Usually it
will start as a narrow whHe line along the center of the de-icing boot and gradually widen.
Avoid using boots until ice is hard enough to
crack off as the boots inflate. Don't allow ice to
build back beyond the effective boot area, or
when boots crack it loose a sharp edge of ice
will remain at the edge of the boot. Then additional ice will build on this, creating burble and
destroying lift. The B-24 will carry a good load
of ice if necessary, but remember you are supported by a highly efficient wing. Anything
that disturbs its normal lift characteristics is
not good.
Normally.rime ice and clear ice will' crack off
immediately when the de-icer boots start to
operate. However, you may encounter ice
which seems rubber-like; it will appear to
stretch instead of crack when the boot starts to
operate. Watch closely. If the ice doesn't crack
as the boots start to operate, turn de-icers off
and wait for the ice to harden; otherwise a hollow space will be formed beneath the ice and
152
boots will inflate without removing it. It is important to know exactly how de-icing equipment works.
Equipment: De-icing is accomplished by rubber
shoes on leading edges of wings and stabilizer.
The pressure side of engine-operated vacuum
pumps on engine No. 1 and engine No. 2 furnish
air for inflation. The suction side of either pump
furnishes suction for deflation; the suction side
of the other pump furnishes suction for the
vacuum-operated instruments.
In case of failure of either pump, the remaining pump will furnish sufficient pressure for •
inflation. In such an emergency, be sure that
the vacuum selector valve handle, on the forward face of Station 4.1, is set so that the instruments receive the vacuum from the pump
which is operating. This means that the boots
will have to depend on external air pressure for
deflation.
A horizontal lever on the copilot's panel is
cable-connected to a control valve high on the
front spar in the bomb bay. Until this valve is
opened, the pressure from both pumps escapes
overboard and the suction from one engine
pump keeps the boots deflated. When the valve
is opened, pressure is distributed to and inflates
the boots in a set order of sequence. In case the
cable between the control lever and the valve
in the bomb bay should break or become disconnected, valve-in the bomb bay can be moved
by hand to operate boots. A suction gage on
pilot's panel shows vacuum level in system for
instruments only. It gives no indication of deicer suction.
Windshield Anti-icing System: Some B-24 airplanes are equipped with hand pumps which
force a spray of isopropyl alcohol on the windshields to prevent ice formation. On these installations, 2 separate tubes from the reservoir
deliver fluid, one to the copilot's hand pump,
outboard of his seat, and the other to the boITubardier's hand pump on the right side of his
_windshield. Two positic;ms, left and right, are
indicated on the copilot's hand pump to direct
the fluid, as desired, to either pil~t's windshield.
This selection is made by pressing the handle
down. Note that this is an anti-icing fluid. Use
as the first suspicion of windshield icing when
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ice starts to form in the corners of windshield.
It is lots easier to keep ice from forming than
to get rid of it. The film deposited by the fluid
keeps ice from forming.
Defrosters: The bombardier's and pilots' heaters
are fitted with flexible defroster ducts to direct
warm air to bombardier's sighting window and
to pilots' windshields. On some aircraft the navigator's heater is similarly equipped for defrosting the astrodome. On th~ pilots' heaters, pushpull Ahrens controls on instrument panel; and
on the bombardier's and navigator's heaters,
hand operated shutters, permit use of heaters
for heating or for defrosting.
Pitot Heater: Your airspeed indicator reacts to
the pressure of incoming air in the pitot tubes.
If moisture gets in the tube and freezes, or
forms over the outside, your airspeed will appear to be falling off rapidly when in reality it
is the same as before.
Your first thought before entering clouds
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DIAGRAM OF PITOT TUBE HEATER
should be to turn on your pitot heaters, especially when the temperature is near 0°C. This
· will keep ice from fo;rming. Warm, wet air can
also block off your airspeed indication during a
heavy rain. Use the pitot heater. Pilots have
been known to keep adding more and more
power trying to maintain altitude and airspeed,
flying · for several hours at dangerously high
power, when nothing was wrong except a little
ice in the pitot head.
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o·xvGE·N SYSTEM
There are 2 types of oxygen supply systems in
use: The constant flow and the demand system.
Constant Flow-On ships up to 42-40217 inclusive.
This type uses either AS or AS-A masks. The
mask connects to the regulator with a long,
. slender hose. Small leaks around the mask are
relatively unimportant in this type because ·of
the constant flow of oxygen from the tank
through the regulator. With this steady flow the
length of the hose is immaterial, as no air cushion can back up in the hose to the regulator.
Demand System-On No. 42-40218 and subsequent airplanes.
This type uses either A9, AlO, AlO-R, or B14
masks. The mask connects to the regulator by
a short, stubby hose. This system provides the
proper amount of oxygen at any altitude.
Operational Precautions
Before Flight:
1. Check pressure in oxygen cylinders. Cylinders should be filled to 450 lb. sq. in.; their
pressure will drop to approximately 400 lb.
sq. in. when they cool.
2. Check flow of oxygen through regulators
and masks. Wherever possible, have oxygen
officer on ground check equipment.
3. Be certain hose is tight at regulator outlet
collar ..
4. Be certain male end of rapid disconnect
fitting rubber gasket is in place.
5. Mask should fit airtight, and when so fitted
it should be worn only by the individual for
whom it was adjusted.
6.· Clip hose, by means of the spring clip, to
154
clothing or to parachute harness, not too far
below chin.
7. Check pressure gage.
During Flight:
1. To check oxygen flow to mask from regulator in the constant-flow type pinch hose
lightly several times. A hiss will indicate that
oxygen is flowing.
2. At altitudes over 34,000 feet the reservoir
bag in the constant flow should not collapse.
This can be checked by holding hand loosely
around reservoir bag while breathing normally. Quick or deep breaths will collapse bag.
Be careful not to collapse bag while making this
check.
3. Type AS and AS-A masks can be freed of
ice formation by squeezing air outlets on cheeks
in mask.
4. In demand system, watch the flow indicator to make sure you are getting oxygen.
After Flight:
1. Wipe mask dry, or if possible, wash with
soap and water and dry thoroughly.
2. Do not lend your mask, as strap adjustments may be altered by someone else.
3. Inspect for cracks and leaks in face piece.
Safety Measur~s:
1. Normally, keep the regulator on the demand system with the auto-mix turned "ON."
2. Use oxygen on all flights above 10,000
·
feet.
3. Each crew member should have available
one walk-around bottle. The bottle should be
tested before the airplane leaves the ground.
If it is necessary for a crew member to leave
his station the bottle can be quickly attached
to the oxygen mask. The bottle can be refilled
from the ship's regular supply.
4. Memorize location of bailout bottles. These
bottles are used, when abandoning ship, as an
oxygen supply until reaching an altitude whece
oxygen is not necessary.
5. In night flying use oxygen all the time to
preserve maximum efficiency of night vision.
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Bombardier 's
Oxygozn Equipment
No,e Turret
Oxygen Equipment
LEGEND
-
Distribution Lines
Filler Lines
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OXYGEN SYSTEM - 24 BOTTLE
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6. Crew members are warned against eating
gas-forming foods or drinking alcoholic beverages within 24 hours before high altitude flying.
Gas expands at high altitudes. Abdominal
cramps will result, retarding mental alertness
and reducing physical fitnesf..
7. The amount of oxygen needed by each individual varies. Active crew members require
more oxygen than those at rest. The most common symptoms which indicate a lack of oxygen
at high altitude are:
a. The body feels extremely cold or warm
(sweating may occur).
b. Unusual exhilaration.
c. Lassitude and sleepiness.
d. Mind not alert.
8. Lack of oxygen at first is a deceiver; it
gives a false sense of exhilaration and selfconfidence. Do not wait until the last minute
to turn on the oxygen. If at any time a crew
member is doubtful whether he is receiving
enough oxygen, a greater amount should be
turned on. If the additional oxygen does not
help, a nearby crew member should be notified.
9. If a crew member becomes unconscious
from lack of oxygen:
.
a. When above 25,000 feet, descend to a
lower altitude, if possible.
b. On constant-flow system open regulator
to full flow. On demand system, open
emergency valve on regulator.
10. If ship's oxygen supply falls below 100 lb.
sq. in., descend immediately to altitude where
oxygen is not needed.
EQUIPMENT
Constant-Flow Type
Ten G-1 oxygen cylinders are used on airplanes
up to 41-11938 (5 in each wing outboard of the
wheel wells). Eighteen G-1 cylinders are used
on airplanes 41-23640 to 42-40217 inclusive.
These are located over the wing center section
and around the bottom turret well.
Both the 10 and 18-cylinder systems have, in
addition, 2 type D-2 cylinders attached to the
under side of the top gunner's seat. For both
systems a manually operated flow regulator
is at each outlet.
156
Constant-flow Type Mask
Oxygen Indicators
Regulator dials marked in thousands of feet
are located at each outlet. When the regulator
is set at the correct flying altitude, an attached
flow dial indicates amount of flow.
Location of Controls
Oxygen Outlets-At each crew station and at
right of flight deck hatch in bomb bay.
Main Shut-Off Valve-On rear spar to right
of center line. Available from radio compartment over rear bomb bay.
Demand Type
Cylinders-This system has 9 groups of cylinders with a demand regulator at each crew
station: 22 oxygen cylinders of type G-1 in 8
groups and 2 cylinders of type D-2 in the 9th
group. The latter, for the top gunner, is secured
to the underside of his seat. The 2 D-2 cylinders are recharged from the radio operator's
main line, or in an emergency, from any group.
One adapter is installed on the top turret line
between the two cylinders.
These groups provide at least 2 cylinders'
supply for each man ( a total of approximately
9 hours' supply for a crew of 10) at 30,000 feet.
Check valves are installed to prevent loss of
oxygen in the event a cylinder or line is destroyed by gunfire.
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Oxygen
Filler
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Oxygen
Supply
Oxygen
Lines
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Line
Line
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to
between
Regulators
Botlles
&
Manifolds
I Bottle on
Side Pane l
Bombardiers
Regulator &
Outlet
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OXYGEN SYSTEM - 18 BOTTLE
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Demand-type oxygen mask. Note the way prongs on the quick-disconnect fitting are pried apart.
Regulator Panel Locations
There are now 13 outlets in place of 11 formerly
used. The A-12 regulator is mounted on a panel
at each crew station as follows:
Forward fuselage compartment:
One on the left side of the nose compartment
for the nose gunner (B-24J).
One on the right side of the nose compartment for the bombardier.
One on the right side of the nose compartment for the navigator.
Two under the instrument panel, one at each
end, for the pilot and copilot.
One aft and above the radio operator's table.
One on side of the top turret gunner's seat.
One on the right hand side, aft of bulkhead
at Station 4.1 in the bomb bay, generally used
by the engineer.
Aft fuselage compartment:
One on the left side between Stations 6.1
and 6.2 for bottom turret operator.
One on the left side between Stations 7.3
and 7.4 for the camera operator.
Two between Stations 7.2 and 7.3, one on
each side, for side gunners.
One just forward of Station 9.2 on the right
side for the rear turret gunner.
158
Type K-1 Pressure Gauge-The oxygen pressure gage indicates the pressure of the available oxygen in the supply cylinders. The dial
is calibrated to indicate pounds per square
inch pressure. Satisfactory operation requires
a pressur~ from 100 lb. sq. in. minimum to 450
lb. sq. in. maximum.
Type A-1 Oxyg~n Flow Indicator-The A-1
type indicator, on the panel to the left of the
pressure gage, is connected directly into the
high-pressure oxygen flow. When oxygen
passes through it to the gage, a red ball floats
to the top of the indicator. Type A-1, however,
requires several extra fittings from which leaks
are more apt to occur.
Type A-3 Oxygen Flow Indicator-This type
indicator is connected to the regulator itself.
It is a pressure indicating instrument actuated
by the change of pressure. It has a blinker
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which opens when the person wearing the mask
inhales. The A-3 indicator is in use on airplane
42-72765 and subsequent ships.
Moving the valve lever to the Auto-Mix
"ON" position.
Type A-12 Regulator-The A-12 regulator (Pioneer Type 2850-Al) has been developed for use
in high altitude flying and automatically delivers the proper mixture of air and oxygen to
sustain life in the sub-stratosphere. It conserves
the available supply of oxygen by furnishing
only the amount of oxygen needed at any altitu_de. The regulator consists of the following
mechanisms:
A manual valve shuts off the air when a flow
of pure oxygen is required. The valve is operated by a lever on the side of the case and is
marked Auto-Mix "ON" and "OFF." (Regulators of recent issue may be marked "NORMAL OXYGEN" instead of "ON," and "100%
OXYGEN" instead of "OFF.")
Note: The "ON" ("NORMAL OXYGEN")
position is used for normal flying operation.
A bypass manually operated emergency
valve on the oxygen intake, at the bottom of
the regulator, permits a steady flow of oxygen
when needed.
A pressure reducer controls the oxygen tank
pressure to about 40-60 lb. sq. in. so that the
action of the demand valve is unaffected by
changes of the tank pressure. A check valve on
the air inlet prevents the escape of oxygen
when exhaling.
System Filler Valve-The system filler valve is
located on the outside of the airplane (left
lower side) between Stations 6.1 and 6.2, and
the whole system can be filled through this
intake valve. It is in a closed box behind a
cover plate door in the skin, free from contact
with oil, grease, or foreign matter.
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~ , , Because there is no oxygen system filler relief valve, under
no circumstances should the A-12 regulator be installed on an oxygen cylinder of greater than 500 lb. sq. in.
capacity.
Two adapters are installed in a stowage bag
attached on the inside of the plate door. One
adapter is used for charging the system with
British equipment, the other when using American equipment. A card provides instructions
for filling the system and for the correct use
of the adapters.
Top Turret Filler Valve-A new shield has been
installed over the filler valve of the top turret
oxygen tanks. This shield is made of metal; a
small plate giving filling instructions is on the
end. The location of the turret guns above this
valve constitutes a definite hazard unless protection against the possibility of excess oil and
grease from the guns coming in contact with
the valve is provided. This change took place
on airplane No. 42-40786 and subsequent aircraft.
Under no conditions allow any oil or grease to
come in contact with any oxygen equipment.
Carbon Monoxide
Some recent B-24's have a red warning light
on the instrument panel to indicate the presence of carbon monoxide in the cabin. (See Exhaust Heating, Page 149.) If this warning light
goes on, protection against the carbon monoxide can be gained in one of two ways: By
turning off the heater, and thus removing the
source of the gas, or by having all crew members don their oxygen masks, with the AutoMix turned to the "OFF" ("100% OXYGEN")
position. Temperature or other factors may
make turning off the heater inadvisable, but the
use of pure oxygen is a sure safeguard against
atmospheric contaminajion.
159
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VENTILATING SYSTEM
Special ventilation is provided only for the pilot, copilot, and radio operator.
In early model airplanes the bombardier receives fresh air through a manually
rotated slotted disc in the hand hole normally used to clean the bombsight
window.
The pilot and copilot receive a direct blast of fresh air through ducts connected
to the left and right pitot-static tubes respectively. Manually rotated ball and
socket ventilators, at the outboard ends of the instrument panel, control fresh
air supply.
The flight compartment receives fresh air through an intake duct through a
"Y" to manually controlled anemostat diffusers high on the fuselage, right and
left at Station 3.2.
[60
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THE C-1 AUTO PILOT
-
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 nec~ssary 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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.... ,
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correct the deviation. 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 1.nterconnected 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 turbulent air turns the airplane
away from its established heading. The gyrooperated 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.
161
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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 t<? 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
DIRECTIONAL STABILIZER
P. D. I. POT
DASH POT
DIRECTIONAL PANEL
5 . BANKING POT
6. RUDDER PICK-UP POT
l.
2.
3.
4.
7. P. D. I.
8. AUTOPILOT CONTROL PANEL
9. TURN CONTROL
10. VERTICAL FllGHLGYRO
11. ELEVATOR PICK-UP POT
12. AILERON PICK-UP POT
13. SKID POT
14. UP-ELEVATOR POT
l 5. AILERON SERVO
16. AMPLIFIER
17. ROTARY INVERTER
18. RUDDER SERVO
19. ELEVATOR SERVO
162
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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 merely 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, wpich prevents the stabilizer from 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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163
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1. Turn on the master switch.
SERVO
,01
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.
2. Five minutes later, turn on PDI switch
( and Servo switch, if separate).
RUD . .
ELEV.
3. Ten minutes after turning on the master
switch, trim the plane for level flight at cruising
speed by reference to flight instruments.
6. Make final autopilot trim corrections. If
necessary, use centering knobs to level wings
and center PDI.
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.
164
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 axis 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 too low, the autopilot will undercontrol
and flight corrections will be too slow. After
ratio adjustments have been made) centering
may require readjustment.
To adjust turn compensation, have bombardier disengage autopilot clutch and move engaging knob to extreme right or extreme left.
Airplane should bank 18° as indicated by artifi.cial 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 damctged or
severed between the pilot's compart.ment
and the Servo units in the tail, the autopilot can bridge the gap. There have been
many instances where the autopilot has
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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.
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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 dev_elops which cannot be eliminated by adjustment of rudder ratio or sensitivity, the dashpot may require adjustment.
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 b_y 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 PDI
is centered
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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 ·m inutes 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 PDI MANUALLY
\\
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~~ ::=,----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.
,, ,, /
,, /
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/
/
/
/
/
/
/
/
/
/
/
,, /
/
/
/
/
/
/
/
/
/
/
/
/
,/l),e d.e ~~ 'if<eue
Normally bombing will be done while using
the autopilot. However, if the autopilot is not
functioning the pilot may use the PD!.
1. To center the PDI needle, turn the airplane in the direction of the needle.
2. At the beginning 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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THE FORMATION STl'CK
TRANSFER CONTROL BUTTON
•
~
MICROPHONE SWITCH
TRIGGER
ADJUSTABLE ARM REST
•
~ CONTROL MECHANISM
The formation stick is a miniature control stick,
working through the autopilot, that enables you
and your copilot to maneuver your airplane
quickly and with a minimum of effort. You use
the formation stick as you would the control
stick of a primary trainer-forward and back
for descents and climbs, sideways for banks.
Sideways movement of the stick controls both
ailerons and rudders in coordination, eliminating the need for separate rudder control. Movement of the stick electrically actuates the servo
units of the autopilot, which in turn move the
control surfaces.
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There are two sticks, one on the pilot's left,
the other on the copilot's right. Only one stick
is engaged at a time; transfer switches shift
control of the airplane from the pilot's stick to
the copilot's, and vice versa. Push-to-talk trigger switches on -both formation sticks control
the radio microphones.
There is a four-position function selector that
determines to what extent the formation stick
will control the airplane. These positions are:
1. "OFF"-In this position the autopilot operates normally and flys the airplane, the stick
having no control.
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FORMATION STICKS
ON
ON
ELEV.
ONLY
BOOST," or "ON ELEV. ONLY," depending
upon the type of operation desired.
To Transfer Control
To transfer control from pilot stick to copilot
stick, push the button on top of the copilot stick.
To regain control, the pilot pushes his button.
If both buttons are pressed at the same time, the
pilot gets control. When the formation stick is
first engaged, the pilot has control automat- ·
ically.
C-1 AUTOPILOT
2. "ON SERVO BOOST" -The stick is in
direct control of the autopilot servos and you
must use it as if it were mechanically linked to
the surface controls. Use this position when you
want quick maneuvering, as in a wing position
of a tight formation.
3. "ON ELEV. ONLY"-The stick provides
only vertical control of the airplane, the autopilot controlling ailerons and rudder. The
bombardier makes turns with the bombsight
autopilot attachment, or the pilot can use the
autopilot turn control. Use this position when
the bombardier has control of the airplane.
4. "ON" - The autopilot is flying the airplane,
with the stick working like the autopilot turn
control, except that it provides vertical as well
as bank control. Use this position when leading
a formation, in a wing position of a loose formation, or in other situations where little maneuvering is required.
How to Use
1. Before takeoff, check both autopilot
master switch and the formation stick function
selector in the "OFF" position.
2. In flight, when ready to use the formation
stick, set up the autopilot in the normal manner.
3. Engage the formation stick by turning
function selector to "ON," "ON SERVO
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To Disengage Stick
An autopilot release switch on the wheel of
each regular control · column permits either
pilot or copilot to return the airplane to manual
control. Momentary pressure on either switch
immediately disengages all three autopilot
servos.
To re-engage the formation stick after the
release switch has been used, turn off all autopilot switches, retrim the airplane, and then
engage autopilot and formation stick in the
normal manner.
However, if the release switch is pressed
accidentally and the formation stick has not
been moved while the autopilot is disengaged,
you can re-engage the formation stick by snapping the autopilot switch off and then right on
again, turning the other autopilot switches on
without the usual adjustments. Do not use this
method unless you are sure the formation stick
has not been moved while the autopilot was off.
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SUGGESTED ENGAGING PROCEDURE FOR LEAD AIRPLANE
1. After take-off, check that the function
selector is in the "OFF" position.
2. Turn the tell-tale light shutter switch on.
3. Center the turn control knob.
4. Place the turn control transfer knob to
"Pilot" position.
5. Turn on C-1 master switch.
6. Manually trim airplane for desired flight
attitude.
7. Set all C-1 control knobs to "pointers up"
position.
Note: All controls must be previously adjusted in flight by competent personnel for best
performance .under expected conditions and
this adjustment indexed by fixing the pointers
in the "Up" position.
8. Turn on PDI and servo switch 10 minutes
after turning on master switch.
9. Have Bombardier disengage autopilot
clutch arm to center PDI; and press down on
directional arm lock to keep PDI centered.
10. Put out aileron tell-tale lights by adjusting aileron centering knob.
11. Snap aileron switch on.
12. Check gyro horizon and readjust aileron
centering to level wings.
13. Put out rudder tell-tale lights with rudder centering knob.
14. Snap rudder switch on.
15. Have Bombardier re-engage autopilot
clutch and release directional arm lock.
16. Readjust rudder centering knob to center
PDI if necessary.
17. Put out elevator telltale lights with elevator centering knob.
18. Snap elevator switch on.
19. Readjust elevator centering if necessary.
20. Turn function selector to "ON" position.
The formation sticks may now be used to make
coordinated turns up to approximately 25° of
bank and also to control the elevator.
SUGGESTED ENGAGING PROCEDURE FOR WING AIRPLANES
1. After take-off, turn the function selector
to the "ON SERVO BOOST" position.
2. Turn the tell-tale light shutter switch on.
3. Center turn control knob.
4. Place turn control transfer kpob in "Pilot"
position.
5. Have bombardier disengage autopilot
clutch, move clutch arm to center PDI, and
press down op Directional Arm Lock to keep
the PDI centered.
6. Turn on C-1 master switch. (This will lock
the directional arm.)
7. Have bombardier re-engage autopilot
clutch and remove hand from directional arm
lock.
8. Manually trim airplane for desired flight
attitude.
9. Set all C-1 control knobs to "Pointers Up"
position.
Note: All controls must be previously adjusted in flight by competent personnel for best
performance under expected conditions and
170
this adjustment indexed by fixing the pointers
in the "Up" position.
10. Turn on PDI and servo switch, not less
than one minute after the master switch was
engaged. Note: If Function Selector is left in
the "ON SERVO BOOST" position, it is not
necessary to wait ten minutes for the gyros to
erect.
11. Put out aileron tell-tale lights by adjusting aileron centering knob.
12. Snap on aileron switch.
13. Use formation stick to maintain aileron
control as soon as aileron switch is snapped on.
14. Put out rudder tell-tale lights by adjusting rudder centering knob.
15. Snap on rudder switch.
16. Use formation stick for both aileron and
rudder control after rudder switch is snapped
on.
17. Put out elevator tell-tale lights by adjusting elevator centering knob.
18. Snap on elevator switch. The formation
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stick can now be used to control the flight of
the airplane in all axis.
The function selector knob may be turned to
any one of the four positions: "ON SERVO
BOOST," "OFF," "ON," or "ELEV. ONLY"
to give the desired control.
"ON SERVO BOOST" Position
This selector setting is to be used when flying a
wing position in a tight formation or whenever
quick maneuvering is desired.
To maneuver the airplane, move the stick in
the same manner as a manual control stick
would be moved.
The three centering knobs may be used to
trim the airplane for the desired attitude with
the stick in the normal center position.
Do not adjust the turn control trimmers
during "ON SERVO BOOST" operation.
Aileron arid rudder ratio may be adjusted to
coordinate the controls for going into a bank
or coming out of one but will have no effect
while the controls are streamlined in the bank.
Therefore, some slipping will be noticed in steep
continuous banks.
Do not attempt to adjust the dashpot during
"ON SERVO BOOST" operation since the
dashpot has no effect on the operation of the
autopilot with the directional arm lock engaged.
"OFF" Position
Whenever it is desired to fly an autopilot without using the sticks, turn the selector to "OFF."
"ON" Position
Use this selector position when leading a formation, in a wing position of a loose formation, or
whep. very little maneuvering is desired, such
as for course corrections on cross-country
flights. In the "ON" position the stick is handled
in the following manner:
' 1. For straight and level flights, leave the
stick in center, and the autopilot will automatically maintain straight and level flight.
2. To climb or glide, move the stick backward or forward a distance sufficient to produce
the desired change in attitude, and hold it there
until ready to return to level flight. Release the
stick or return it to center to return the airplane to level flight.
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3. For a turn, move the stick from center in
the desired direction a distance sufficient to
produce the desired bank and turn. Maximum
bank obtainable is approximately 25 degrees.
Hold the stick in that position until the turn is
complete. Return the stick to center to come
out of the turn.
Streamlining of controls and application of
up-elevator in the turn are automatically ac- ·
complished by the vertical flight gyro of the
autopilot. More or less elevator may be applied
by moving the stick forward or backward. Coordination of turns may be adjusted with the
turn control trimmers.
Sensitivity and ratio adjustments may be
made for flight conditions. If there is a tendency
of the airplane to hunt in the turn axis, the
dashpot may require adjusting.
Centering adjustments of the aileron, rudder,
and elevator centering knobs may be used to
adjust the attitude of the airplane. Make adjustments only with the stick centered.
"ON ELEV. ONLY" Position
Use this position when the bombardier has
control. Hold the stick back to climb, in a forward position to dive. The rate of climb or dive
will be governed by the distance the stick
moved from center. Movement of the stick to
right or left will have no effect. Turns may be
made by the directional panel (bombardier) or
the autopilot turn control.
Changing Function Selector Position
Always hold the airplane level while changing the selector from one position to another.
Make sure that the PDI is on zero before
changing from any position to "ON SERVO
BOOST." This is necessary to insure that the
erecting cut-out switch in the directional panel
is not closed when the directional arm is locked.
The autopilot master switch must have been
on for at least 10 minutes before the function
selector is moved from the "ON SERVO
BOOST" position in order to give the autopilot
gyros time to erect. If banks have exceeded 40
degrees the autopilot gyros may have tumbled
and the function selector should not be moved
from "ON SERVO BOOST" position for at
least 10 minutes after the last steep bank.
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TIPS ON USING FORMATION STICK
1. Make sure PDI is on zero before turning
function selector - to "ON SERVO BOOST"
position. Otherwise an abrupt turn may result.
2. Remember that with the selector in "ON
SERVO BOOST" position the autopilot has no
control. Use the formation stick as if it were a
manual control.
3. Don't use the autopilot turn control when
the selector is in "ON SERVO BOOST" position.
4. Don't exceed 40 ° banks; the autopilot gyro
may tumble. A tumbled gyro will not affect the
flying characteristics while the selector is in
"ON SERVO BOOST" position. However,
when the function sel~ctor is moved to any
other position a sudden maneuver results. If
you do exceed a 40 ° bank fly the airplane
straight and level for about 10 minutes to allow
the gyro to right itself before turning the function s·e lector from "ON SERVO BOOST" position.
5. Don't use the formation stick as a handhold or hat-rack. You can break it.
6. Don't use the formation stick for landing
unless your manual controls fail. The stick
doesn't provide separate aileron and rudder
control, and provides less movement of control
surfaces than manual operation.
7. Since the formation stick works through
the autopilot, remember to observe the same
precautions when using it as you do when using
the autopilot alone.
8. Don't expect the formation stick to work
properly unless the autopilot is functioning as
it should. Use the autopilot ground checklist
prior to flight.
PILOT'S GROUND CHECKLIST FOR
FORMATION STICK
1. Complete the autopilot ground check, with
the exception of the last step, leaving the autopilot engaged.
2. Set the formation stick function selector
at "ON."
3. Move pilot's stick to the extreme right.
The control wheel should turn clockwise, and
the right rudder pedal should move forward.
Make same check to the left.
With the stick held off center, have the directional arm lock on the directional stabilizer
checked, to make sure that the arm is held
securely. Then release the stick and see that it
returns to center automatically, returning control wheel and rudder pedals to center as it
moves. ·
With the formation stick in center, make sure
the directional arm lock is released.
4. Move the formation stick forward, then
back. The control column should follow the
stick movement, and when stick is released
both stick and control colun::m should return to
center automatically.
172
5. Press transfer button on top of copilot's
stick, to give this stick control. Then repeat the
above check. Transfer control back to pilot's
stick.
6. Move the function selector to "ON SERVO
BOOST." Then move the stick to each side and
forward and back, making sure that all controls move in the proper directions. The control response should be the same as with the
function selector at "ON," except that the
aileron and rudder controls may not move as
far.
7. Move function selector to "ON ELEV.
BOOST." Then move pilot's stick backward
and forward to check operation of elevator control. The control column should move only
about one-third as far as it does with the function selector in the "ON" position. Movement of
the stick sideways should not affect the ailerons
or rudders.
8. Press the transfer button on the copilot's
stick and move the stick to make sure that this
stick now has control.
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9. Press the autopilot release switch on the
copilot's control wheel and check operations of
controls to make sure they operate freely and
autopilot is disengaged.
10. Snap the autopilot master switch "OFF,"
then immediately back "ON," and re-engage
the remaining autopilot switches.
11. Move pilot's stick to make sure it has
regained control.
12. Press autopilot's release switch on pilot's
control wheel and check operation of controls
to make sure they operate freely and autopilot
is disengaged.
13. Check operation of pilot's and copilot's
microphone switches. To check, turn radio control switch to "INTER-COM" position. Then
squeeze trigger on each formation stick, while
using microphone and listening on headset.
14. Move function selector to "OFF," and
turn off autopilot master switch.
PILOT'S GROUND CHECKLIST FOR
THE C•I AUTOPILOT
1. Center turn control.
2. Turn on C-1 master switch bar.
3. Set control transfer knob at "PILOr."
4. Set tell-tale shutter switch "ON."
5. Set all adjustment knobs to pointers-up
position, making sure pointers are not loose.
6. Tell bombardier to center PDI.
7. Turn on Servo PDI switch.
8. ·o perate 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.
10. Turn aileron centering knob clockwise,
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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 PDI 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 satisfactory, turn the
C-1 master switch bar "OFF."
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THE GYRO FLUI- GAT E CO MPASS
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.
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 neces;.
sary to place the magnetic element of the n~vigator'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
174
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
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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
1s 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.
It 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
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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 run. ning 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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RADIO
EQUIPMENT
Command Receiver Equipment
The receiver equipment consists of 3 individual
6-tube superheterodyne receivers BC 453-A,
BC 454-A, and BC 455-A, which cover the following frequency bands: (1) 3 to 6 Mc (30006000 Kc); (2) 190 to 550 Kc; (3) 6 to 9.1 Mc
( 6000-9100 Kc) .
Command receivers are generally operated
by the pilot for airplane-to-gr~und communication. The receiver control head unit BC 450-A
is loc.ated within easy reach of both the pilot
and copilot. In the upper left hand ·corner of
this control head unit there is a channel selector switch with positions "A" and "B." When
this switch is in position "A," the person can
hear the output of the receiver in any of the
interphone boxes or in any Tel A jack, but if
the channel selector switch is in position "B"
the output from that receiver can only be heard
by plugging the earphones into the Tel B jack
on the bottom of control head unit or on the
Tel B jack in receivers themselves.
Considerable care should be taken in the
antenna alignment of each individual receiver,
and the antenna alignment control on the
lower left hand corner of the receiver itself
should be adjusted for maximumsignalstrength
at the high-frequency end of the dial.
not require changing of coils. All equipment is
remotely controlled from the flight deck.
The 2 transmitters are the BC 457-A with a
range of from 3 to 5.3 Mc (3000-5300 Kc), and
the BC 458-A with a range of from 5.3 to 7 Mc.
The modulator unit BC 456-A and dynamotor
DM-33A supply the high-voltage DC and modulating power to either transmitter. The an...
tenna relay unit BC 442-A is used for switching
a single antenna between tl;ie receivers and
transmitters.
The peak power output of either transmitter
under optimum antenna loading conditions exceeds 40 watts for 28-volt input to the equip::ment ( although this condition is not likely to
be obtained in the airplane).
The transmitter is not crystal controlled, but
is a master oscillator type exciting a pair of
beam tetrode power amplifier tubes in parallel.
There are 3 controls on the front of the transmitter: 1. The · frequency knob in the lower
right corner marked "Frequency." When properly calibrated the frequency can be set within
3% of the indicated dial frequency; 2. The tuning inductance located in the upper right section marked "Ant. Inductance"; 3. The antenna
coupling control located in the middle left side
marked "Ant. Coupling."
Important: Transmitters must be tuned up
with the emission switch of the radio control
box 451-A in the "CW" position, and must not
be readjusted in any way after switching to
"VOICE" or "TONE."
Command Transmitter Equipment
Command transmitter equipment consists of 2
transmitters of set frequency ranges and does
176
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C. W. OSCILLATOR CONTROL SWITCH
CRYSTAL SWITCH
TELEPHONE JACKS
VOLUME CONTROL
C. W. OSCILLATOR BEAT FREQUENCY
CONTROL
BAND CHANGE SWITCH AND DIAL
ANTENNA
ALIGNMENT
CONTROL
TUNING CONTROL
LIAISON RADIO RECEIVER
Liaison Receiver
The liaison receiver consists of an 8-tube
superheterodyne communications receiver BC
348-C or BC348-H. The BC348-H has 7 frequency bands covering frequencies from 200
to 500 Kc and from 1.5 to 18 Mc. Be familiar
with the following controls on the receiver:
1. The antenna alignment knob should always be tuned for maximum background noise
in the headset.
2. The crystal switch on the "IN" position
cuts out interference · and increases selectivity
but decreases the sensitivity of the signal.
3. The CW oscillator switch is turned to
"ON" position for code signals and to "OFF"
position for voice reception.
4. MVC means that the receiver is in manual
volume control and that the signal will fade in
and out; whereas A VC means that the receiver
is in automatic volume control and that the
signal will not fade. MVC is used generally
for code and A VC for voice.
5. The beat frequency knob can be used on
CW reception as a trimmer and tone-variation
control. It has little effect on voice reception.
Most pilots are familiar with frequency in
terms of kilocycles but much of the aircraft
equipment is calibrated in terms of megacycles.
To change Mc to Kc, add three zeros to the
megacycle reading (3 Mc equals 3000 Kc).
The liaison receiver is the radio operator's
receiver used by him in conjunction with the
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liaison transmitter to carry on communication
from the airplane. The receiver cap be used to
calibrate t~e liaison transmitter in flight when
flight conditions prevent the use of the frequency meter.
Liaison Transmitter
The liaison transmitter equipment consists of
one medium-range transmitter, a dynamotor,
antenna, antenna variometer, and 7 tuning units
which lock into the bottom of the transmitter.
All of the equipment is under the control of the
radio operator, though the pilot and copilot
can operate the transmitter remotely through
their interphone switch boxes.
The transmitter is a master oscillator, power
amplifier type with a class B modulator. Since
it is not crystal-controlled, its frequency must
be carefully calibrated against some stable frequency measuring device such as the frequency
meter.
FREQUENCY METER
The frequency meters commonly used in large
bombers provide a means of accurately calibrating a transmitter or receiver on any given
frequency between 125 Kc and 20,000 Kc.
Most calibration charts on the front of aircraft transmitters cannot be relied upon to be
accurate because of vibration and many other
factors, and if the radio operator uses these
charts as his only means of setting · the fre177
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The pilot and copilot control the VHF equipment by means of the radio control box on the
right side of the pedestal. The set operates on
any one of 4 pre-set crystal controlled frequency channels between 100 and 156 Mc. Lineof-sight communication is normally necessary
for satisfactory operation. Assuming communication is taking place between an airplane and
a ground station over level country, approximate ranges are:
1000 feet .......... ~ . . . . . . . . . . 30 miles
5000 feet . . . . . . . . . . . . . . . . . . . . . 80 miles
10,000 feet ..................... 120 miles
20,000 feet ..................... 180 miles
Radio Control Box
FREQUENCY METER SET SCR-211-D
quency of the transmitters, often he will be
from 1 to 50 Kc off of his desired frequency.
The frequency meter is a crystal-controlled
precision instrument which can be relied upon
to be accurate within ½ of 1 Kc over its entire
frequency range; therefore the radio operator
should use the frequency meter with practically
every transmitter tuning. It is a 3-tube receivertransmitter combination which is capable of
receiving. a radio signal on a given frequency
and at the same time transmitting a signal on
that frequency.
The circuit employed in the frequency meter
consists of a self-excited heterodyne oscillator
and a crystal oscillator. The broad frequency
range is obtained by varying the self-excited
oscillator, and the frequency accuracy is obtained by beating the self-excited oscillator
against the highly accurate crystal oscillator.
Its power source consists of self-contained A
and B batteries.
The radio control box provides the only complete remote control of communication functions. Five re.9- buttons are the means by which
any one of the 4 channels is selected and the
power turned off. Pressing the "OFF" button
turns off the dynamotor. The buttons are interconnected so that not more than one channel
can be selected at a time. A light opposite each
button indicates which channel you are using.
The "T-R-REM" switch (transmit.:.receive-remote) is normally in the "REM" position, permitting press-to-talk operation with the microphone switch on the control wheel, which when
depressed switches the equipment from receive
VHF EQUIPMENT
The SCR 522 VHF ( very high frequency)
transmitterJreceiver provides 2-way communication between aircraft and ground stations.
Provision is made for voice communication and
continuous audio tone modulation.
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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" 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-R«:ceiver 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 any of the 4
pre-set channels, A, B, C, or D. Average output
power of the transmitter is 8 to 9 watts, using a
total power input of 11.5 amps at 28 volts.
The receiver is a sensitive superheterodyne
unit employing a heterodyne oscillator whose
frequency is controlled by any one of 4 quartz
crystals. Thus the 4 crystal-controlled channel
frequencies are available for instantaneous selection at the remote 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
R E S.T R I C T E D
(300-volt DC, 150-volt DC, and 13-volt DC)
required for operation of the VHF assembly.
Operation
The "T" and "R" positions of the control box
permit transmission and reception without the
use of the press-to-talk button. However, some
aircraft are modified to eliminate the "T" and
"R" positions, or have the control safetied in the
"REM" position. It is advisable to use the
"REM" position at all times.
To operate: See that the switch is in the
"REM" position (if not safetied there).
Select a channel by pressing button A, B, C,
orD.
To receive: Under these conditions the receiver is normally in continuous operation.
To transmit, depress the press-to-talk button
and talk into the mecrophone.
To receive again, release the press-to-talk
button.
To shut off the equipment, press the "OFF"
button.
Precautions During Operation
I
A void prolonged use of the radio on the ground
to conserve the batteries and avoid overheating
the dynamotor.
If the transmitter and receiver fail to operate
when a channel button is pressed, press another channel button, then again press the button for the desired channel. Transmission and
reception should then be possible.
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LOCATION OF RADIO EQUIPMENT
;,
Liaison transmitter
On flight deck under the radio operator's table
Liaison receiver
On flight deck on top of radio operator's table
•
Liaison dynamotor
Under flight deck on right side (sometimes .on
floor of flight deck)
Liaison iunction box
On flight deck behind transmitter
Liaison monitor normal switch
•
lnterphone amplifier
Behind copilot's seat
lnterphone iunction boxes
.
13 positions throughout the ship
lnterphone dynamotor
Command transmitters
On right side of liaison transmitter
.
Right forward side of half deck
Command receiver remote control head
Roof of flight deck between pilot and copilot
Command receivers •
Center forward section of half deck
Command modulator power unit
Right side of half deck
•
Command antenna relay
Above the command transmitters
VHF transmitter-receiver and dynamotor .
Right side of half deck
VHF remote control unit
Right side of control pedestal
Compass receiver
Right side of half deck, facing center of ship
Compass control head (navigator's)
In nose of ship above the navigator's table
Compass control head (pilot's)
On flight deck above the pilot's head
Compass panel
On aft side of compass receiver
Compass loop antenna .
180
To right of liaison receiver
•
T~p side of fuselage near bulkhead No. 6
Compass whip (sense) antenna
Top side of fuselage forward of loop antenna
Marker beacon receiver
In bomb bay on left side of bulkhead No. 5
Marker beacon antenna
Under catwalk on bottom center of ship
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INTERPHONE EQUIPMENT
The interphone amplifier consists of a single
dual-purpose tube amplifier powerful enough
to allow adequate communication between all
members of the airplane crew.
FILTER SWITCH BOX AND INTERPHONE CONTROi.
The individual 13 interphone station boxes
are located in these positions in late B-24's:
1. Tail gun position.
2. Camera hole position.
3. Side gun position (right side).
4. Side gun position (left side).
5. Bottom turret gun position.
6. Bomb bay.
7. Top gun position.
8. Radio operator's position.
9. Pilot's position.
10. Copilot's position.
11. Navigator's position.
12. Bombardier's position.
13. Nose gunner's position.
Steps for operating the interphone system:
1. The interphone system turns on when the
. main line and battery switches are turned on.
2. Plug your earphones in the phone jack at
bottom of station box or in its extension cord.
3. Turn the selector switch A to "COMP"
and you hear the compass receiver if it is on.
4. Turn the selector switch A to the "LIAISON" position and you hear the radio operator's liaison receiver if it is on. Press the microphone and you transmit over the liaison trans-
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mitter. (Only the pilot, copilot, radio operator's
and navigator's interphone boxes will operate
the liaison transmitter.)
5. Turn the selector switch A to the "COMMAND" position and you hear the command
receiver. Press the microphone button and you
transmit over the command transmitter (from
any position) .
6. Turn the selector switch A to "INTER"
and press the microphone button and you talk
to any person in the ship who has his box on
"INTER" position.
7. Turn the selector switch A to "CALL"
position and manually hold it there while you
call any interphone position in the ship. The
person talking on "CALL" position will be
heard throughout the ship no matter what position the other interphone boxes are turned to.
Filter System
Pilot and copilot are provided with the FL-SA
filter and switch box assembly. The filter is
used for separating the voice (weather reports,
etc.) from the beacon signal. Switching selector
B to "RANGE" permits the reception of the
beacon signal only. "VOICE" position permits
reception of spoken messages only and "BOTH"
permits beacon signal and spoken messages to
be heard simultaneously.
Trouble Shooting Steps for the
8-24 Radio Equipment:
1. Check all the switches to see that the
equipment is properly turned on.
2. Check all fuses in defective circuit.
3. Note whether there is input to the equipment by checking to see that the tubes in the
equipment are lighted.
4. Tap radio tubes (in a defective circuit)
and push them firmly in their sockets.
5. Remove the cover cap over each cable
plug which connects into the defctive circuit
and check soldering connection on each wire.
6. Check the bonding from the defective
equipment to the body of the ship.
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LOCATION OF RADIO FUSES
LIAISON TRANSMITTER FUSE-Pull out sliding coil in liaison transmitter.
Fuse is in center section above where sliding coil unit goes in.
Value is .SA 1000V. (Two spares are located on rack at base
of coil unit.)
LIAISON RECEIVER FUSE-Unscrew two posts on the middle sides of receiver and pull the receiver from its case. Fuse is in bottom
center of receiver. Value is 15A.
LIAISON DYNAMOTOR FUSE-Release 4 locks on dynamotor top casing and
pull casing upward from dynamotor. Fuses are 1A 1000V,
60A-250V, and 30A-250V. (Dynamotor spare fuses are located in top of the dynamotor lid.)
COMMAND TRANSMITTER AND COMMAND DYNAMOTOR FUSES-Located
above the bomb bay, betwe~n bulkheads Nos. 5 and 6, in the
modulator power unit on the starboard side. Values are 20A
each. (Two spares are located in the fuse cup on the port
side of the modulator power unit~)
COMMAND RECEIVER FUSES-located in fuse cup behind each receiver.
Value is 10A. (One spare is located next to it.)
COMPASS RECEIVER FUSES-Located in compass panel which is on aft side
of compass receiver. Values are 2A and 15A. (One spare is
located next to each.) AC inverter power has to be on before
compass receiver will work. AC power radio fuse will be
found on flight deck in copilot's fuse box.
VHF FUSES-Located on right wall of half deck, behind transmitter-receiver
unit.
MARKER BEACON RECEIVER FUSE-Run on power from compass receiver;
uses compass fuses.
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RADIO COMPASS
SCR-269
This radio equipment enables a pilot to obtain
the following three conditions:
1. Aural reception of non-directional radio
signals using a whip antenna. This condition is
obtained on the "ANT" position of the pilot's
remote control head.
2. Aural reception of radio signals using a
shielded loop antenna. The loop antenna picks
up considerably less snow and rain static but
the volume is slightly less than that on "ANT"
position. This condition is obtained on "LOOP"
position of the pilot's remote control head.
3. Aural reception of radio signals using both
the whip and loop antenna with a pointer to
indicate the bearing of the station from the
airplane. This condition is obtained on the
"COMP" position of the pilot's remote control
head.
When the radio compass is used as a homing
device, the indications are such that the aircraft will ultimately arrive over the radio station antenna regardless of the probable drift
due to crosswind. However, the flight path will
be a curved line, and coordination with ground
fixes or landing fields along the route will be
either difficult or impossible. Consequently, it
is often expedient to fly a straight-line course
by offsetting the aircraft's heading to compensate for wind drift. To do this, determine the
wind drift, either with a drift sight or by noting
the change in magnetic compass reading over
a period of time, and making allowances for
drift.
The radio compass operates on AC power and
will not work if there is inverter failure.
How to Operate the Radio Compass
To assume control at either pilot's or navigator's station, turn selector switch on radio
Radio Compass
Controls
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compass control box to type ot operation desired and press "CONTROL" button until green
indicator lamp on control box lights. (Adjust
dial lamps with "LIGHTS" control and headset volume with "AUDIO" control.)
Select station frequency with band selector
switch and tuning crank. Move tuning crank
to position producing .greatest clockwise indication of tuning meter.
Note: Provision is made for reception of CW
signals. Control of this feature is provided by
the "CW-VOICE" switch on the panel of the
radio compass receiver, located over the rear
bomb bay.
1. To operate as a receiver only, using the
vertical sense antenna:
a. Set selector switch on "ANT."
b. Push "CONTROL" button if indicator
lamp does not indicate position control.
c. Set band selector switch to desired band
and tune in desired stations by means of
tuning crank, making final adjustment by
referring to tuning meter.
d. Regulate headset volume by adjusting
"AUDIO" control.
Note: If reception on "ANT" is noisy, operate
on shielded loop antenna. Precipitation static
existing in air-mass fronts at different temperatures can sometimes be avoided by crossing
the front at right angles, and then proceeding
on the desired course, instead of flying along
the air-mass front.
e. To turn off radio compass, turn selector
switch on radio compass control box to
"OFF."
2. To operate as a receiver only, utilizing
the shielding provision of the loop antenna to
reduce precipitation static noises:
a. Set selector switch on "LOOP."
b. Push "CONTROL" button if indicator
lamp does not indicate position control.
c. Tune in desired station.
d. Depress "LOOP L-R" knob, on radio
compass control box and turn it to "L" or
"R," rotating loop to obtain maximum signal
strength, as indicated by headset volume.
Release "LOOP L-R" knob and make final
adjustment of loop position at slow speed by
turning the knob to ''L" or "R." Changing
184
course will affect signal strength, and necessitate readjustment of loop position.
e. Regulate headset volume with "AUDIO"
knob.
Note: If loop is in null (minimum signal)
position when flying on a radio range course,
the signal may fade in and out, and possibly
be mistaken for a cone of silence. When operating on "LOOP," cone-of-silence indications
from radio range stations employing loop-type
radiators (shown on radio facility chart) are
not reliable. The signal may increase in volume
to a strong surge when directly over the station, instead of indicating a silent zone.
f. To turn off radio compass, turn selector
switch on radio compass control box "OFF."
3. To operate as an aural null homing device,
utilizing the directional characteristics of the
loop antenna:
a. Set selector switch on "LOOP."
b. Push "CONTROL" button if indicator
lamp does not indicate position control.
c. Tune in desired (preferably clear channel) station.
d. If loop indicator pointer is not at zero,
depress "LOOP L-R" knob and turn it to
the "L" or the "R" position until the pointer
rests on zero. Final adjustment of loop position can be made at slow speed by releasing
"LOOP L-R" knob and turning it to "L" or
"R."
e. Turn "AUDIO" control fully clockwise
and head airplane in proper direction, based
upon the null indicated in the headset. (The
broadness of the null depends on the strength
of the signal. Strong signals produce very
sharp nulls, sometimes as small as one-tenth
of a degree.) Vary "AUDIO" control until
the null is of satisfactory width. The tuning
meter may be used as a visual null indicator.
Note: When determining direction of flight
by this method, remember that the airplane
may be flying either directly toward or directly
away from the station. If direction of flight with
regard to this ambiguity is not known and
radio compass won't work on · "COMP," a
standard orientation procedure must be executed before flying any great distance along the
nua
.
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f. To turn off radio compass, turn the selector switch' on radio compass control box to
"OFF" position.
4. To operate as a homing compass, utilizing
the unidirectional characteristics of the radio
compass when operating with the vertical and
loop antenna:
a. Set selector switch on "COMP."
b. Push "CONTROL" button if the control
indicator lamp does not indicate position
control.
c. Tune in desired station.
d. Apply rudder in direction shown by radio compass indicator until pointer centers
on zero. This indication is unidirectional; as
long as pointer rests on zero, the airplane is
headed toward the transmitting antenna of
the radio station.
The airplane's flight path toward the antenna
may be a curved line unless its direction is offset to compensate for wind drift, as determined
by the drift sight or by noting the change in
magnetic compass reading while homing on the
radio compass.
e. Regulate headset volume by adjusting
"AUDIO" control.
f. Since a pronounced A VC action may be
present when operating the radio compass
on "COMP," aural indications received on
this position should not be used when homing
on a radio range station.
g. To turn off radio compass, turn selector
switch on control box to "OFF."
IMPORTANT
There are many uses of the radio compass which are invaluable to the airplane
commander. An excellent description of its uses will be found in T. 0. 30-100B-1,
Instrument Flying Advanced With Radio Aids.
MARKER BEACON
RECEIVER
The marker beacon receiver picks up 75 Mc
signals used in radio navigation and landings
and reproduces them visually through a light
on the instrument panel. When the airplane is
over a keyed transmitter, such as a CAA
marker, or certain types of Army transmitters,
the indicator lamp on the panel flashes the
identifying signal of the transmitter. The receiver unit is installed in the bomb bay.
The receiver operates automatically on power
drawn from the radio compass; hence, for
marker beacon reception, your radio compass
must be on and operating.
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OPERATING ON
LESS THAN
4 ENGINES
The first and most important rule when an engine fails is to take it easy. Don't get excited
and don't act thoughtlessly; a confused mind is
a greater hazard than a dead engine. In general,
under normal conditions, failure of an engine
calls for the following procedure:
1. Get the airplane under control.
2. Throttle back the dead engine, watching
instruments for any indication of the cause of
failure.
3. Adjust power on the live engines.
4. Feather the prop on the dead engine.
5. Try to find out what caused the engine to
tail.
In getting the airplane under control, use all
the rudder necessary, calling on the copilot for
help if y~:m need it. Keep aileron pressure to an
absolute minimum.
If full rudder isn't enough to hold direction
and keep the wings level, your power adjustment will help out. Increase power slightly on
the dead-engine side and reduce power slightly
on the opposite outboard. Center the ball and
don't let the dead-engine wing drop; refer to the
flight indicator. Don't be afraid to use more
power from the good engines if you need it, but
186
don't use more than you can control or exceed
maximum power settings for the fuel you are
using. Use extra power only as long as yotJ
need it.
Be satisfied as long as you can:
a. Hold the airplane level on a heading;
b. Maintain airspeed of 150 mph with no
flaps or 145 mph with 10° of flaps under
normal load;
c. Maintain altitude.
When you achieve these conditions, trim to
maintain them. Don't try to get control with
trim tabs. Introduce the required amount of
· rudder, balance trim with power, hold it, and
relieve strain with tabs.
Note: Full rudder -trim red~ces airspeed 15 to
20 mph. Don't use it when you require maximum performance-near the ground, for example.
When you feather, make sure you have the
correct engine. Your chief reasons for feathering are to stop violent vibration if it exists, or
to reduce drag if you are getting no power
from the engine. You won't achieve either of
these things if you feather the wrong prop;
but you will make things worse.
Having done all this. as quickly as possible
without confusion, start hunting for the trouble.
It is possible that the same cause may cost you
another engine if not corrected, as in the case
of overheating from excessive manifold pressure, improper use of cowl flaps or intercooler
shutters, improper fuel procedure, icing, faulty
carburetion, faulty lubrication, or ignition trouble. Have the copilot check engine instruments,
main line and ignition switches. Have the engineer check fuel supply, fuel gages, and valve
settings.
If you can't remedy the trouble, observe one
final precaution: Fly the airplane as smoothly as
possible, and avoid all but gentle maneuvers.
You have unsymmetrical thrust and reduced
total horsepower. Increase your airspeed immediately if looseness of controls or shudde~ing
indicates an approach to a stall. Plan all your
turns into the live engines.
·
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�WHAT YOU .LOSE WHEN YOU LOSE AN ENGINE
No. 3 Dead-You lose generator, heaters for
bombardier, navigator and radio operator and
you lose the engine-driven hydraulic pump. This
affects flaps, gear, brake accumulators and bomb
doors .
No. 1 Dead-You lose generator and vacuum
pump which affects all gyro instruments and deicer boots. Switch vacuum to No. 2 to restore
suction for gyros and for de-icer boot operation. ·
•
•
0
No. 2 Dead-Yo~ lose generator, heaters (for
pilot, copilot and top turret gunner) and vacuum
pump. Switch vacuum to No. 1.
No. 4 Dead-You lose generator affecting electri_cal system.
NOTE: GYROS SPILL WITHIN 3 TO 5 MINUTES WITHOUT SUCTION.
ENGINE FAILURE
ON TAKEOFF
or dangerous instrument indications, don't be
in a hurry to feather. (See Feathering.) Feather
only when you know you have located the failing engine.
The value of an engine-failure procedure is the
fact that it prepares a pilot in advance for emergencies. It gives you a plan of action that will
help you to do the right thing at the right time,
smoothly and efficiently.
Procedure
1. If there is room enough, the best thing
is to throttle back and stop the take off.
2. If it is too late to stop (as is usually the
case), use all available runway to build up flying speed.
3. As long as yaw is less than that of a windmilling propeller, without excessive vibration
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4. Get and keep control with rudder and minimum aileron. Insufficient rudder and too much
aileron will put you in a forward slip and you
187
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will_be unable to gain airspeed or altitude. Use
as much power as you need to clear obstructions, but no more than you can fully control.
When you have good control and a safe altitude,
trim rudder to relieve yaw, level the wings and
center the ball to get maximum flying efficiency.
Provided airplane was properly trimmed beforehand, you will not need aileron trim.
5. Hold the nose at the minimum angle of
climb necessary to clear obstructions. You want
to gain airspeed as fast as possible.
6. Start the gear up as soon as you are safely
clear of the ground. Hold your minimum angle
of climb until the gear is up and gear handle has
kicked out.
7. When you have airspeed of 135 to 140 mph
raise the flaps in two to three stages to 5° to 9°.
(Airplane has most lift and stability with this
flap setting.) Raise the nose enough to maintain
climb and still build up airspeed.
8. Above all, don't attempt any turns while
climbing. Climb to a safe altitude and airspeed
and get up on the step before starting a turn.
9. Request emergency landing clearance
from the tower, preferably with a pattern that
will permit you to make turns with the live
engines on the inside of the turn. A void any
violent maneuvers. Make shallow turns and remember that you'll have a longer radius of turn
because of unbalanced power.
Failure of Engine No. 1
If No. 1 fails and you are using maximum takeoff power, it will require all available rudder
to hold the airplane straight because of yaw
plus torque. If vacuum selector is on No. 1,
switch to No. 2 so gyro instruments won't spill.
Failure of No. 2 Engine
Less rudder will be necessary to hold airplane
straight and to level wings if No. 2 or No. 3
fails. Switch vacuum (if on No. 2) to No. 1.
Failure of Engine No. 3
You should be able to raise the wheels without
using the auxiliary hydraulic pump if the engine is delivering any power at all or even if it
is windmilling.
If you have feathered the propeller, the en188
gine-driven hydraulic pump will not operate.
Then, have engineer turn on the auxiliary hydraulic pump switch and open the star valve to
get the gear and flaps up. Then turn the start
valve off until needed to get the gear and flaps
down.
Second Engine Failure on Takeoff
(This shouldn't happen to a dog)
Even if 2 engines should fail on the same side
it is usually possible to fly the airplane with a
normal load. The object is the same as in singleengine failure: to keep the ball centered to get
maximum lift. This will take every inch of
available rudder that pilot and copilot can hold.
One method is to pull war emergency power
with the live inboard and retard the outboard
to maximum climbing power. Use all the horsepower you can get and control, but it is no good
to you unless you can hold the airplane in a
maximum-lift attitude, wings level.
Jettison as much load as possible. Proceed
as in a single-engine failure. As soon as you
have gear and flaps up, and a safe airspeed, you
can probably maintain a shallow climb with
less power. Do yom; climbing straight ahead.
If 2 . engines fail on opposite sides, you .will
have no serious problem maintaining direction
and can use more balanced power settings.
Caution: Under no condition try to turn back
to the field. If the airplane is sinking too much,
execute a landing straight ahead. Warn the
crew in advance and carry out the procedure
for crash-landing on land as far as time permits.
Remember: Don't slack off on rudder and use
ailerons. You are better off with a little less
power and an efficient flying attitude. Wait until after you have gained control to trim. Don't
attempt to get control with trim.
Don't try to turn back to the field.
Use all your strength on rudder and then
use as much power as you can hold. Center the
ball if you want the airplane to fly.
After flaps are at 5° to 9°, never let the airspeed get below 145 mph even if you have to
sacrifice altitude.
Smooth application of controls is vital. Use
gradual, steady pressures. Nurse 'er, brother,
nurse 'er and she'll fly!
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ENGINE FAILURE IN LEVEL FLIGHT
The same principles apply here as in other situations when an engine is losing power. However, you have more time in which to regain
control of the airplane, your wheels and flaps
are up, and it is seldom necessary to use excessive power for any extended period.
There is nothing critical about an engine failure in the B-24. If you know how to get the
airplane under control, how to use power and
when and when not to feather, you can bring
'em back alive from a long way out. Combat
pilots are doing it all the time. Sincere concentration and a desire to learn in ground school,
on the flight line, and in the air, and thoughtful
study of the airplane and technical orders, will
rapidly prepare you. to meet any situation.
Know everything this manual has to tell you
and you'll feel secure in most situations. ·
POWER SETTINGS FOR
3-ENGINE CRUISING
Normally, with one engine dead, maximum
cruise power settings will easily maintain level
flight. When the engine first fails, you may
want to use maximum climbing power and, in
combat, danger from the enemy or maintaining
position in formation will govern your actions.
But don't pour the power on unreasonably.
Second and third engine failures too often are
induced by using power improperly. Handle
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your power with kid gloves to avoid failures.
Refer to the 3-Engine Cruise Control Chart •
for power settings, airspeed and fuel consumption.
Inboard or Outboard Failure
For cruising purposes, it makes little difference whether an inboard or an outboard engine
fails. An outboard will require a little more
rudder pressure to regain control, especially
if No. 1 fails. Remember, if No. 1 or No. 2 fails,
.to switch vacuums at once. You need your
gyro instruments to fly a B-24, especially with
an unbalanced power condition or if you are
on instruments.
Failure of No. 1 or No. 2
When De-icers Are Working
When cruising in icing conditions with de-icers
working, failure of No. 1 or No. 2 cuts off half
of the pressure to de-icers. When you switch
vacuum to the live engine, there is full pressure for inflating de-icers but there is no vacuum for deflation and you have to depend on
external air pressure for deflating boots. You
can divert all the suction to deflating by switching vacuum to the dead engine for 30 seconds
periodically and then back to the live engine
to maintain proper suction for gyro instruments. You'll only need to do this under severe
icing conditions. It takes 45 seconds for the
complete cycle of inflation and deflation of deicer boots.
Failure of 2 Engines in Flight
If 2 engines fail, it is possible to fly the airplane
in all gentle maneuvers within engine power
limits. Normally, "AUTO-RICH," 2300 rpm and
34" manifold pressure will suffice. Don't forget
the sequence for increasing power.
Based on 50,000-lb. weight, 5000 feet density
altitude and 1200 gallons of fuel available, this
power setting will maintain level flight at 152
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mph indicated (164 true airspeed), and will
give a maximum range of 970 miles with no
wind. Under the same conditions except cruising at 10,000 feet your airspeed would be 143
mph indicated, 167 mph true airspeed, and
range would increase to 1030 miles. You could
not maintain altitude at 15,000 feet with 2 engines dead, and would want to descend to
10,000 feet.
If 2 engines are out on one side, you may
have to increase power with a resultant sacrifice in range. In this case, your immediate
problem will be to regain directional control
and keep the dead-engine wing from dropping
below level flight. This will call for all possible
rudder pressure and maximum smoothness in
flying. Get control, ·center the ball, hold and
trim. If you can't trim out all the yaw, slightly
increase rpm and power on the live inboard
and decrease power and rpm on the live outboard to assist in trimming. ·You will still have
to hold some rudder. Remember that you probably can't maintain altitude with both landing
gear and flaps down. (See 2-Engine Landing.)
Caution: If you continue to lose altitude
with 2 engines dead there are several choices.
First try 5° to 9° of flaps. This will usually reduce descent 200 to 300 feet a minute. Then
jettison all possible cargo. You should be able
to maintain altitude with 5° to 9° of flaps and
· 145 mph. If still losing altitude at 2000 feet
above the terrain, bail out the crew.
Concealed Engine Failure
During cruising flight it is not always apparent
that an ·engine is failing. Yaw may be slight
if the guilty engine is an inboard and if the
turbo-supercharger is not operating. A windmilling propeller can maintain engine readings
on the tachometer, oil pressure, and manifold
pressure dials within operating limits, concealing the failure.
Assume throttles are open, turbo-superchargers are operating and an engine fails.
Manifold pressure for that engine will immediately drop to approximately atmospheric pressure for the altitude which you are flying. However, if turbo-superchargers are not engaged,
manifold pressure would show no substantial
drop when an engine fails.
190
Fuel pressure will remain normal in a regularly functioning fuel system. Low temperature
readings of cylinder-head temperature and oil
temperature gages may be the only symptoms
of such a failure. Cylinder-head temperatures
are the first to react and should be closely observed. If you are inexplicably losing airspeed
and or altitude, you may be experiencing such
a failure.
On automatic pilot, controls will suddenly get
· busy and tend to cross, and airspeed will fall
off, in addition to engine indications.
Turns With Dead Engines
Warning: Never attempt turns unnecessarily
while climbing with one or more engines dead.
1. Be sure the airplane is under control and
trimmed, and, if necessary, power balanced.
Then, with one engine dead, or an engine dead
on each side, even though one is an outboard
and the other an inboard, you won't have
trouble controlling the airplane in the turn if
you keep banks shallow and maintain airspeed.
2. Plan ahead so you have a world of room
in which to make the turn and so you will turn
into the live engines.
3. Use shallow banks, not to exceed standard
rate one-needle-width turns.
4. Use smooth but strong application of rudder. The airplane will resist the turn because
you are turning against power and will require
a larger radius in which to complete the turn.
5. Use a minimum of aileron to effect the
turn. Excessive use of ailerons creates excessive
drag, and can produce an aileron stall without
. warning. A violent aileron stall can turn the
airplane on its back.
A Turn Into a Dead Engine
Normally it is not necessary to make a turn into
a dead engine. About the only case would be
if an engine failed on the side toward the field
on the base leg. If that should happen, it would
probably be better to turn into the dead engine
to line up on final approach than to turn
through 270° in the opposite direction. You can
make a shallow turn into a dead engine safely,
provided the airplane is flown in a coordinated
manner ( center the ball). Remember not to
allow the nose to get up, and maintain 145 mph
with 5° to 9° of flaps.
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ENGINE FAILURE
IN TRAFFIC
It is one thing to approach traffic with altitude
to spare, dead engine feathered, gear up and
time to plan. It is a somewhat different problem
to be flying in traffic and have an engine fail.
Assume that you have just started on the down- .
wind leg, wheels down, and have started the
checklist and an engine fails-then what?
Your first step is to get complete control of
the airplane, increasing power if needed, mixtures to "AUTO-RICH," props to 2550, power
to give full control. If there is violent vibration,
feather as soon as you can be sure which engine
is at fault. At the earliest possible moment
notify the tower to clear traffic-y.ou don't want
to have to go around if it can be avoided.
Immediately order gear up to reduce drag. If
No. 3 has failed, have the engineer switch on
the auxiliary hydraulic pump and open the
star valve to bring the gear up. Gear will come
up in 30 to 40 seconds. After gear is up and
flaps are at 5° to 9°, turn off the switch but
leave the star valve open ready to bring the
gear and flaps down when you again start pump
on final approach. Now complete the checklist.
From there on, use the same procedure as in
other dead-engine landings, keeping your base
leg close in and lowering gear on final approach
when you know you can make the field, lowering flaps when the gear handle has kicked out,
etc. (Gear will come down and lock in approximately 25 seconds.)
If the failure occurs close enough to the field
so that your position and altitude permit a normal landing, don't raise the gear. Use enough
power to bring you safely into final approach.
LANDING WITH ONE OR MORE
ENGINES DEAD
Pilots with average ability can safely land the
B-24 with one or 2 engines dead if they plan
ahead properly and follow correct procedures.
Approaching Traffic
It is most important that you notify the tower
well in advance that you have a dead engine
and want to make an emergency landing. Request a traffic pattern which will keep the dead
engine high on all turns. The tower should get
other ships out of the pattern and give you the
right of way.
Procedure for 3-Engine Landing
1. Approach traffic and fly the traffic pattern
500 feet higher than normal at an airspeed of
150 mph.
2. Otherwise place and fly the downwind leg
in the normal manner, except keep the gear up
until final approach. On the downwind leg comREST RIC TED
plete other items of the checklist as usual, including 5° to 9° of flaps to stabilize and improve
the lift characteristics of the airplane.
3. Shorten the distance you fly out on the
last part of the downwind leg in order to keep
your base leg in closer so that there will be less
danger of undershooting on final approach.
4. Start your turn substantially earlier, because against power the radius of turn will be
greater. Uon't get the nose up and do maintain
airspeed in the turn at 150 mph if you have to
lose a little altitude to do so.
5. Again start your turn earlier than usual
from base leg into final approach. If necessary,
retard the throttle slightly on the outboard
nearest the field to help turn. Start the finalapproach checklist in the turn. Procedure is the
same as usual except for gear and flaps.
6. Roll out of the turn with rudder and line
up for final approach. Judge your distance carefully and be sure you can make the field before
ordering the gear down. Maintain 140 mph until
gear is down and locked. Engineer won't be
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able to check the main gear locked because you
have 5° to 9° of flaps, but he can and must
check the nose gear.
7. As soon as the gear handle kicks out ( and
not before) and when you are sure you can
make the field, call for full flaps. This noticeably
increases lift and tends to lengthen your glide,
so as flaps come down, reduce airspeed to 125
mph by reducing power. It is a good idea to use
5 to 10 mph higher airspeed than this on final
approach if the length of runway permits.
8. As airspeed drops and you reduce power,
re-trim to normal tab settings because you no ·
longer have an unbalanced power condition.
9. From then on it is a normal landing. Keep
on enough power to control your rate of descent.
Power reduction on final approach will vary depending upon which engine is out. With a dead
outboard, you would throttle back the active
outboard ( as flaps come down) to about 12"
manifold pressure to give a normal tab setting.
Keep sink to a minimum with the inboard engines. Once you have a high rate of sink, it is
hard to stop because of inertia. With a dead
inboard, reduce the active inboard first and
land with the outboards. As you make contact,
close the 3 throttles together. Note: If No. 3
engine is dead, have the engineer switch on the
auxiliary hydraulic pump and open the star
valve when you want to bring flaps and gear
down. After they are down on final approach
have the star valve closed, but leave the switch
on so the auxiliary hydraulic pump will charge
accumulators.
Landing With 2 Engines Dead
In general the procedure is identical with that
of a 3-engine landing with these exceptions:
1. Approach and fly traffic 1000 feet higher
than normal.
2. Maintain a slight descent throughout the
pattern to maintain airspeed, and fly turns with
the greatest care to lose minimum amount of
altitude. Don't let the airspeed drop below 145
mph with 5° to 9° of flaps.
3. You should enter the turn on final approach about 500 feet higher than normal.
One engine dead on each side: Power can be
easily balanced even though one is an outboard
and the other an inboard.
Two engines dead on the same side: This is
your most unbalanced power condition. Except
more difficult turns in which it may be necessary to reduce power on the active outboard.
On final approach gradually reduce power first
on the active outboard and re-trim; control rate
of desc~nt .with the inboard engine.
GEAR DOWN
-- ----------'
\
,-
\
.
~
-----
---
500 FEET
NORMAL
FLIGHT PATH
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3•ENGINE GO-AROUND
This won't happen to you if you have been living a good clean life. You are on final approach
with a dead engine, gear down, full flaps down
and gliding at 125 mph when the tower orders
you to go around. The sequence of operations
is most important.
Procedure
1. Lead with balanced power. If an inboard is
dead, lead with the outboard throttles. If an
outboard is dead, lead with the inboards and
follow gradually with the ~nbalancing throttle
to avoid getting power on that you can't hold
with rudders until your speed increases.
2. As always with a dead engine, the important things are a shallow climb and level wings
to gain airspeed as rapidly as possible.
3. Get at least 125 mph before you call for
flaps to 20 °. As the flaps come up, slightly increase the angle of attack enough to avoid sink.
Airspeed should immediately build up to 135
to 140 mph.
4. Important: Here's where sequence is important. Raise the flaps . ahead of the gear, because it takes 30 seconds for the gear to come
up and during that time you would have the ·
drag of full flaps. When you have brought the
flap handle to neutral, order the gear up.
5. With this procedure, you should have no
trouble controlling enough power to gain adequate airspeed for climbing. As soon as you
have 135 to 140 mph and a safe altitude raise
flaps to 5° to 9° and keep this setting for maximum flying efficiency.
If you are about to overshoot on final ap..:.
proach, don't dissipate altitude with a nose-high
attitude. Reduce power and dive. This requires
good technique, and you must start your flareout slightly higher than normal.
AC POWER OR INVERTER FAILURE
If you feel that instruments are indicating with
an uncanny steadiness, don't reach for a
feathering button. There is probably inverter
or AC power failure. Inverters change direct
current from the batteries to alternating current to operate autosyn instruments and other
units. There may be a fuse blown, inverter
trouble, or an inverter fuse blown. You know
there is nothing radically wrong with the airplane because there is no yaw, no vibration,
and you are maintaining your airspeed, so don't
feather. It is very unlikely that all 4 engines
will fail at once. Cylinder-head and oil temperatures are still indicating normally.
Test for Inverter Failure: Turn the booster
pumps on or off and observe the action of the
fuel pressure gage. A variation in pressure indicates that the inverters are functioning. An alternative check is to watch the operation of the
remote-indicating compass or the radio compass.
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Effect of AC Power or Inverter Failure
1. Autosyn instruments ( electrically operated) will tevd to stay put or creep slowly
down. On many airplanes this includes the
tachometers, manifold ·p ressure gages, fuel
pressure gages and oil pressure gages. However, instruments controlled by AC power may
. vary on later models.
2. Other instruments will continue to register
normally.
· 3. Radio compass will fail to function since it
is on AC power:
4. At night:
a. Magnetic compass lights will go out.
b. Tube-type fluorescents will go out.
5. A-5 automatic pilot will cease to function.
6. Electronic supercharger, if so equipped,
will lock waste gates in the position they are in
when inverter fails. This gives no cause for
immediate alarm but must be considered in
changes of altitude and power settings. '
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Remedy:
landing
Switch to the other inverter; if this fails, ·check
all fuses concerned. These measures will usually restore your AC power. That's why you
have extra fuses and 2 inverters but normally
use only one-so that you'll have a spare inverter if needed.
Warning: If you have had inverter failure
with an electronic supercharger control, keep
your hand on the throttles when you switch inverters and control any manifold pressure fluctuations for at least 2 minutes to allow the amplifier to warm up. If circumstances permit,
reduce power during this period.
You can make a normal landing without difficulty if AC power fails. Judge power settings
by eye, ear, and flight instruments.
Automatic Change-over
On some late series aircraft an automatic
change-over relay switches to the spare inverter if the main one fails. A red light on the
instrument panel flashes on to warn you that
the main inverter is dead. The relay will not
switch from spare to main, so always operate
on the main inverter.
Flight Procedures in Case of Complete Failure
The most important thing is to keep your head:
1. Don't feather. Don't change power. Keep
the airplane flying straight and level!
2. Fly the airplane by means of the altimeter,
flight indicator, rate-of-climb indicator and
your airspeed indicator.
3. You know the power setting you were
using. Mark the throttle quadrant so you won't
be tempted to shove on excessive power. Remember your airspeed indicator (in level
flight) is a direct guide to the power you are
getting.
4. If necessary to descend from high altitude,
reduce power, and establish a nominal rate of
descent. When you level off, judge increase in
power by airspeed and re-establish power to
give you the same indicated airspeed as higher
up.
5. In case of a descent when equipped .with
electronic supercharger, your power reduction
will have to be made entirely with throttles.
6. It is a good idea to land at the nearest suitable airfield.
194
RUNAWAY
PROPELLERS
The most importan; fact to keep in mind about
a runaway propeller is not to feather it until
you have tried out the 2 procedures which
should give you control of it. Drill these procedures into your copilot so he will understand
his part in controlling a runaway propeller.
It is seldom that a propeller runs away in a
B-24. When it does happen, it is usually on takeoff, and it is imperative to know what is happening and how to regain control. A first step
in knowing what to do is understanding normal
operation of the propeller. You have two controls over its performance: "INCREASE" -"DECREASE" toggle switches on the pedestal, and
fast-feathering buttons above the compass at
the top of the windshield. Prop governor lights
operate when the governors reach their limit
of travel in either direction. For riormal operation, you ~elect the most desirable rpm by holding the toggle switch toward "INCREASE" or
"DECREASE." A governor unit maintains the
selected engine speed during all subsequent
flight conditions, limited only by the angle of
blade rotation possible, which is determined by
pre-set governor limits. Automatic control of
engine speed is obtained through the propeller
by varying the blade angle to maintain a constant load on the engine: e.g., reducing the blade
angle when the load increases, as in a climb.
What Causes a Propeller to Run Away
When a propeller runs away, it sic:ply means
that the propeller governors fail to hold the
propeller at its constant rpm setting. Thus, before takeoff when engines are idling, propeller
is in low pitch (small bite), high rpm. Sudden
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and fast application of power may cause a propeller to exceed the governor limit speed before the governor has a chance to take hold and
increase the pitch. Governor cannot regain control until you throttle back and give it a chance.
· This is usually the case with a runaway propeller. However, if you have complete governor
failure, you may not be able to regain control
with throttle alone and will have to use the
feathering button intermittently as described
in the procedures that are given.
Preventive Action
The best way to cope with a runaway propeller
is not to get one. Carefully observe tachometer
reactions during run-up. Don't jam power on
during takeoff. Apply it smoothly. If rpm starts
to get out of bounds on an engine during first
part of run, don't take off if you have room left
in which to stop.
How
to
1. Be sure throttle is reduced.
2. Copilot (at pilot's direction) pushes the
feathering button in, holds onto it and watches
rpm. Be sure to get the ·right one or you'll be
short 2 engines. Take your time!
3. As the propeller decreases the rpm, increase the throttle to obtain climbing manifold
pressure and rpm of 2500.
·
4. When you reach 2500 rpm, forcibly pull
the feathering button out. This will keep rpm
from going lower. If governor doesn't take control of rpm, it will immediately start back up.
5. When propeller reaches 2700 rpm, push
feathering button in again and repeat the procedure to keep rpm between 2500 and 2700 and
to maintain desired manifold pressure. Continue this until you have reached an altitude
w~ere you can safely feather the propeller.
Regain Control
Always try this first, during takeoff and in
flight. It may give you immediate control of the
propeller so you can obtain a normal rpm
setting.
First Procedure:
1. Reduce the throttle. This is the first thing
necessary to slow the propeller down.
2. Work the toggle switch to decrease rpm.
This should slow t~e propeller down.
3. If this works, reset your throttle, keeping
close track of rpm. If it fails, then resort to the
second procedure given here.
Second Procedure:
This procedure is recommended for heavily
loaded airplanes because it gets more power
from the engine.
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Don't be in a hurry to feather. If either
of these procedures is keeping the propeller below 2700 rpm, you are getting some power from the engine possibly as much as 15% with the
throttle reduced and up to 65 or 70%
if the second procedure is working.
195
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EMERGENCY
FEATHERING
=-=- -· ~
Feathering has a fatal fascination for some
pilots. Say "Boo" and their fingers fly to the
feather ing buttons.
No emergency is urgent enough to justify
feathering the wrong engine. Then you are
short 2 engines. Remember, it is easier to throw
power away than to get it back.
If there are indications of engine failure you
are faced with 3 questions:
1. Which engine is failing?
2. What's wrong with it?
3. Does the failure call for feath ering?
The answers to these questions are nearly
always with you in the airplane. You can find
them if you have learned how to read the
signs: Yaw, vibration, increasing or decreasing
temperatures and pressures, excessive rpm,
manifold pressure, etc. Some of the questions
and answers are given in this section.
'l
'J
4 ,_
/ '
::J/
~
\~.'-ff.,<
?i h f
Feathering has several important advantages:
1. Minimizes damage to engine if failure is
caused by an engine part.
3. Improves flight performance of airplane
(if engine is dead) by eliminating the drag of
the windmilling propeller.
Feathering has equally important disadvantages:
1. Danger of feathering wrong propeller,
caused by featheritis. Pilots have been known
to feather 4 propellers. If you are that confused,
you might better use your time for bailing out.
2. Unnecessary loss of power from feathering when a reduction of power and proper procedures might have solved the problem or given
at least partial power.
Knowing When to Feather Is Fully as Important as Knowing How to Feather.
Emergency Feathering Checklist
1. Throttle back
2. Feather
3. Mixture and fuel booster pump off
4. Apply power on live engines
5. Gear up
6. Trimship
7. Cowl flaps closed
8. Ignition off
9. Generator off
10. Fuel valve off
In· Case No. 1 or No. 2 Engine Fails or
Both:
Check vacuum
Radio compass on (for direction aid · by
homing)
Autopilot tell-tale lights
Unfeathering
2. Eliminates vibration.
196
1. Fuel valve on
2. Ignition on
3. Prop low rpm
4. Throttle cracked
5. Supercharger off ( oil regulated supercharger only)
6. Unfeather
7. Mixture "AUTO-RICH," booster pump off
8. Warm up engine
9. Generator on
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AMPLIFIED EMERGENCY
FEATHERING
CHECKLIST
1. Throttle back. This procedure helps eliminate the possibility of feathering the wrong
propeller. If you throttle back the wrong engine, you will increase yaw on the dead
engine side.
2. Feather. Upon determining which engine
is defective, pilot presses feathering button in
and removes hand. Button should kick out
when propeller feathers. If not, propeller will
unfeather. In this case, press button again and
pull it out when the propeller stops in the
feathered position.
5. Gear Up. If the landing gear is extended,
copilot retracts it.
6. Trim Ship. Accomplished by pilot.
7. Cowl Flaps Closed. Copilot closes the cowl
flaps on the dead engine to decrease the drag
and opens the cowl flaps on the live engines to
the trail position if cylinder-head temperatures
are high.
3. Mixture and Fuel Booster Pump. Copilot
moves mixture control to- "IDLE CUT-OFF"
and switches fuel booster pump off. This is
neces~ary at times to stop the engine.
8. Ignition Off. Copilot cuts ignition switch
for dead engine.
9. Generator Off. Engineer switches off generator on dead engine.
4. Application of Power. Copilot adju.s ts mixture controls on other engines and increases
rpm. Pilot increases manifold pressure. Actions
of pilot and copilot are approximately simultaneous, but the increase of mixtures and rpm
should always precede the increase in manifold
pressure.
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10. Fuel Valve Off. Engineer turns off main
fuel valve of dead engine.
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3. Prop Low rpm. Copilot checks to see that
propeller is in full low ~m position.
'
In Case No. 1 or No. 2 Engine Fails, or Both:
Vacuum: Pilot checks vacuum if No. 1 or No.·
2 engines are stopped. Engineer changes
vacuum selector position if necessary.
Radio Compass: Copilot tunes in radio c0mpass to nearest station so that if both No. 1 and
No. 2 engines are stopped, pilot may fly instruments by using the radio compass as a turn indicator and to maintain direction by homing
from one station to another. Level flight may
be maintained by reference to the ball-bank
indicator for lateral attitude, and by reference
to airspeed, rate of climb and altimeter for
longitudinal attitude.
Automatic Pilot Tell-Tale Lights: If both No.
1 and No. 2 engines are stopped, there will be
no suction for operation of the gyro instruments. Since the autopilot · is equipped with
electric gyros, the pilot can turn it on, trim ship
and refer to the 'tell-tale lights to maintain
level-flight attitude. Using this procedure, the
autopilot clutches should not be engaged. This
can only be done with the C-1 automatic pilot.
UNFEATHERING
4. Throttle Cracked. Pilot cracks throttle.
5. Supercharger Off. Pilot checks to see that
supercharger control is in off position (with oil
regulated supercharger only) .
6. Unfeather. Pilot holds feathering button in
until 800 rpm is indicated and then releases it.
1. Fuel Valve On. Engineer turns on main
fuel valve.
2. Ignition . On. Copilot turns on ignition
switch.
198
7. Mixture Auto-rich. Copilot puts mixture
control in "AUTO-RICH," booster pump off.
8. Warm Up Engine. Warm up engine at 20"
manifold pressure in "AUTO-LEAN." Increase
power gradually as cylinder-head temperature
rises.
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9. Generator On. When power is increased as
engine warms up generator is turned on.
After Feathering
Once an engine is feathered there is always
danger of the failure of the remaining 3 e~gines. Reports of B-24 accidents prove this
point. Reason: Subsequent failures are caused
by pouring on the coal to the remaining engines without regard for proper power settings,
bringing on detonation and a complete loss of
power.
Be careful with that boost. Pilots who are
· perfectly aware of the danger of a heavy hand
on the throttles make this mistake. If you have
it to spare, sacrifice some altitude to get the airplane flying. Steady flying is imperative for 2
and 3-engine operation. If necessary, throw
some things overboard. Don't burn up the engines with excessive power.
Feathering Trouble
1. If You Feather the Wrong Prop: You can
stop the propeller from feathering if rpm is
not below 1000 by pulling out the feathering
button. But at less than 1000 rpm, feathering
must be complete before unfeathering starts.
2. If Propeller Feathering Buttons Do Not
Work: Hold the circuit breaker button down
(not more than 90 seconds) while operating the
feathering button. Circuit breaker buttons are
red buttons on top of pedestal.
3. If Propellers Feather and Unfeather Without Stopping: Wait until propeller is in feathered position and pull out the feathering button.
4. If You Have Lost All the Oil and Can't
Feather: Put propeller control in low rpm to
reduce windmilling drag as much as possible.
Engine oil systems provide oil for operation
of the propeller feathering system. On early
airplanes, the feathering pump draws its oil
supply from the "oil-in" line to the engine. On
later planes, the feathering pump draws its oil
supply from the sump at bottom of the oil tank.
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QU .ESTIONS
AND ANSWERS ON
FEATHERING
1. Q. What is the general rule regarding
feathering?
A. An engine losing power should not be
feathered as long as yaw is less than that of a
windmilling propeller, if there is not excessive
vibration and as long as instrument readings
are within reasonable limits. Reason: because
the power you are getting from the engine more
than offsets . the reduction in drag obtained
from feathering. Remember that engine failure
causes a loss of manifold pressure only if turbosuperchargers are engaged.
2. Q. Would you feather the prop of an engine
that was viblently vibrating?
A. Yes, if it continued to vibrate after reducing throttle, because violent vibration can cause
the engine to go to pieces or cause wing structural failure.
3. Q. How can you tell you have a useless
windmilling propeller and which engine is causing the trouble?
A. First by yaw. The airplane will yaw in
the direction of the dead engine, so you know
which side it is on. Then a close scrutiny of instrument readings will tell you by excessively
high or · low readings which engine is at fault,
particularly by low cylinder-head temperature.
4. Q. Would you feather the prop of an engine
that showed decreasing oil pressure?
A. Yes, if oil pressure falls below 30 lb.
There may be a broken oil line and you want to
get the propeller feathered before all the oil
runs out. At least one gallon of oil is required
in the feathering operation.
5. Q. If there is violent vibration, how can you
tell which engine is at fault?
A. First by visually checking to see which
engine is vibrating. Then by checking cylinderhead temperature, which would probably be
excessively high, and by checking rpm for
fluctuation.
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Know Your Landing Gear
MECHANICAL
FAILURES AND
PROCEDURES
Know whether the emergency landing gear
lowering system in your airplane is early design, with cable connection between emergency
hand crank and nose gear, or later type, without cable connection. Most airplanes of early
design have been modified; check yours, and if
it hasn't been modified, refer to Tech Orders for
proper procedure. Successful emergency lowering of landing gear depends on this procedure.
· Procedures applicable to later B-24 aircraft with
emergency landing gear hand crank connected
to main gear only.
EMERGENCY
LOWERING MAIN GEAR
LOWERING OF
LANDING GEAR
There are 4 ways to lower the gear on a B-24. It
is seldom that all 4 fail. Recently a pilot flew
around for 2 hours trying to figure out with an
ignorant engineer how to get the gear down.
Then, with 5 minutes of gas left, he executed a
belly landing which did $75,000 damage. Investigation showed that 60 seconds of know-how
would have P\.!t the gear down.
Know all emergency procedures. Rehearse
them with your engineer and copilot. Take an
afternoon and crawl around the airplane with
them. Read each procedure and dry-run it on
the spot. That's the way to get acquainted with
your airplane. Then, if an emergency arises,
you'll be ready.
II
1. Place the landing gear control lever on the
pilot's control pedestal in the "DOWN" position.
METHODS OF LOWERING THE
LANDING GEAR
1. Normal hydraulic operation.
2. By use of the auxiliary hydraulic pump.
3. By use of th~ hand hydraulic pump, front
star valve open, rear star valve closed.
4. Emergency hand crank method.
Important: First try all hydraulic methods of
lowering the landing gear.
200
2. Turn the emergency hand crank clockwise
until the main gear is down and locked. (This
requires approximately 30 turns.) The crank is
on the forward side of the front spar and may
be reached from the extreme forward end of
the bomb bay catwalk.
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Note: In case one gear comes down and locks
before the other gear is locked, and the tightness of the cable to the locked gear prevents
any further rotation of the hand crank, loosen
the turnbuckle on the tight cable and continue
cranking until the other gear is completely
down and locked.
'
tain to get at the nose gear) and remove the
butterfly pin (1) from its normal position.
3. In addition to checking the landing gear
warning light, check both wheels visually from
waist gun windows to see that they are down
and locked. (Flaps must be full up to permit
this check.)
4. Return landing gear control lever to neutral.
3. Insert the butterfly pin in the eye of the
latch linkage (2).
Re-setting Procedure
To re-set the emergency lowering system, turn
hand crank approximately 30 turns counterclockwise to normal position. Avoid cranking
too far and allowing the cable to jump off the
drums. Resafety the crank.
LOWERING NOSE GEAR
1. Place landing gear lever in the "DOWN"
position.
2. Enter nosewheel compartment ( on some
aircraft it is necessary to remove the draft cur-
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4. Release the nose gear latch by pushing up
on the drag link (3).
5. Take a sitting position near the top of the
shock strut. Grasp the top of the strut with both
hands and lift upward to force the gear into the
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MAIN GEAR FAILURES
extended position. It may be necessary to rock
the gear two or three times to get it moving. As
the gear passes the center of balance, be careful
to keep hands and arms clear of the gear
assembly.
NOTE: Try hydraulic operation several times
before resorting to mechanical methods.
A. Gear Fails to Lock Down
1. Hold landing gear selector valve down. If
this fails to lock gears:
2. Accomplish locking by manual emergency
method.
B. Gear Jams While Lowering
1. Attempt to lower with hand crank emergency procedure. Be sure to place the gear
selector valve in the "DOWN" position.
C. Gear Jams While Raising
1. Lower and attempt to raise again.
2. If this fails, lower and land.
D. Gear Fails to Lock in Up Position
1. Place landing gear selector valve in "UP"
position and hold it there until gear locks.
2. If gear fails to lock after this is repeated
several times, use hydraulic pressure to keep
gear in the up position. If necessary, return
selector valve to "UP" position frequently to
prevent gear from slipping down too far. (Not
recommended on long flights.)
E. One Gear Sticks Up and Will Not Lower
1. Raise lowered gear and attempt to lower
by emergency procedure. If this fails, land as
described in "Landing With One Maip Gear and
Nose Gear Extended, One Main Gear Retracted."
F. Gear Fails to Raise (No. 3 Engine Fails on
Takeoff)
1. Turn . the auxiliary hydraulic pump on.
Switch is located on forward face of bulkhead
No. 4.2, right side of fuselage.
2. Open emergency hydraulic (star) valve
aft of Station 4.1, right side of fuselage.
NOSE GEAR FAILURES
6. After the gear falls, make sure the lock is '
secure. If it is not securely locked, push upward on the lock assembly.
Note: Replace the butterfly pin as soon as
possible after landing.
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Caution: All men should be out of nose gear
compartment while nose gear is being raised.
A. Gear Fails to Raise (No. 3 Engine or Hydraulic Pump Fails on Takeoff)
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1. Turn on main switch for auxiliary hydraulic pump.
2. Open emergency hydraulic (star) valve.
B. Gear Fails to Lower
1. For early type B-24's check setting and
safetying of:
·
a. Emergency dump valve (slotted lever
should be in vertical position).
b. Over-travel lock pin (pin must be in shallow grooves, not in deep slot). Pin is located
. under flight deck, Station 3.0, left side of fuselage.
2. Premature kick-out of landing gear selector valve:
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a. Overpower until operation is completed.
b. On ground adjust pressures to 850 lb. sq.
in. for "DOWN" and 1100 lb. sq. in. for "UP."
C. Accumulator-Type Shimmy Damper Failure: If nosewheel accumulator pressure falls
below 150 lb. in flight, install emergency nosewheel lock before landing, as follows:
1. Remove valve cap on bottom of nosewheel
accumulator and deflate accumulator completely.
2. Remove shoulder bolts "A" from locking
screw assembly "B."
3. Place head of screw assembly "C" over
end of damper shaft "D."
4. Force damper shaft into damper and insert two shoulder bolts "A" into block of screw
assembly.
5. Repeat accumulator deflation operation
(Step 1).
6. Repeat Steps 2, 3, and 4 for installing screw
assembly on opposite side of nose gear.
7. Screw handles "E" in as far as possible.
8. Tighten wing nuts "F."
9. Extend nose gear and land.
Caution: Remove locks at end of landing roll
and have airplane towed to parking area.
D. Houdaille Shimmy Damper Failure
1. There is no present means of locking this
type of shimmy damper. In case of failure,
make a nose-high landing just as if you had no
brakes or had a damaged nosewheel.
Caution: Don't lower nose until airplane
stops. Then lower gently and have the ship
towed to parking area.
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EMERGENCY BOMB
RELEASE SYSTEM
Telescoping
Rod Release Pin
Valve Arm in Neutral
Bomb Door Closed
Emergency Bomb Door Cam-Set Position
Valve Arm in Operating
Posit ion-Bomb Doors Opening
Emergency Bomb Door Cam-Tripped Position
Valve Arm in Neutral Position
Bomb Door Open
Emergency Bomb Door Com-Final Posit_ion
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EMERGENCY BOMB
RELEASE OPERATION
A. To Salvo Bombs
1. Pull pilot's emergency bomb release handle at rear of pedestal up approximately 4
inches, pause momentarily until bomb doors are
completely opened (notice red light on instrument panel). Continue pulling upward to release bomb load.
B. Re-setting Emergency Release
After emergency release of bombs by pilot,
the system must be re-set in order to place
bomb release system in operating condition and
to close bomb bay doors. On late series aircraft,
however, you can close bomb bay doors without
re-setting the system.
1. Place release handle in socket on control
pedestal.
2. In nosewheel compartment, take up slack
in cabl~ at cam located on right side of compartment between Stations 1.2 and 2.0.
3. Grasp cam at cable end and shove in until
cable is tight, which allows bomb door utility
valve to return to neutral position.
4. In the same compartment on left side of
ship, between Stations 1.2 and 2.0, re-set emergency telescoping rod by replacing pin so that
release system will function normally.
EMER.GENCY BOMB
DOOR OPERATION
A. To Open When Hydraulic System Fails
1. Move any bomb door release handle to
"OPEN." (If you use bomb door emergency and
utility (auxiliary) valve, under flight deck at
Station 4, right side of fuselage, it must be held
in "OPEN" position until procedure is completed.)
2. Pull hand cranks out of stowage clips, engage, and turn according to stenciled arrows on
bulkhead. Location-Station 5.0, one crank on
each side of catwalk.
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B. When Doors Open Partially and Stop
1. Check door tracks for possible obstructions.
2. Check bomb door mechanism, which
might be out of alignment.
C. When Doors Open Partially and Control
Lever Returns to Neutral Position
1. Overpower selector valve until doors are
open.
2. On ground adjust kick-out pressure of selector valve to 600 lb. sq. in. "OPEN," 1000 lb.
sq. in. "CLOSED."
AT ALL TIMES STAY CLEAR OF
BOMB BAY DOOR AREA WHEN
DOORS ARE BEING OPERA TED.
EM ERG ENCY WING
FLAP OPERATION
A. Emergency Hand Pump Operation (Located to Right of Copilot)
1. Place flap selector valve in "DOWN" position.
2. Break safety wire on needle valves with
hand pump handle-then close forward valve
and open aft valve.
3. Operate pump approximately 74 strokes or
until pump locks to lower flaps, observing position of flaps on the indicator.
4. If indicator shows flaps down, but pump
does not lock, investigate lines for leaks. Pump
must lock or flaps will not be down and will
creep up.
5. When flaps are completely lowered, return
selector valve to neutral position.
Before Flaps Can Again Be Operated Normally,
the Following Must Be Done
1. Both the needle valves should be ~eft open
for approximately one minute to dissipate the
pressure accumulated in the small emergency
flap line, thus allowing the piston within the
shuttle valve to return to normal position.
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2. If flaps cannot be raised, indicating shuttle
valve sticking, put wing flap selector valve in
"DOWN" position for a few seconds to break
shuttle valve loose, and then return selector
valve to neutral.
3. After this one-minute period the aft valve
can be safetied in the closed position and the
flaps operated normally.
B. F~ilure of Engine-driven Pump Only
1. Turn on emergency hydraulic (star) valve.
2. Turn.auxiliary hydraulic pump switch on.
C. Premature Kick-out of Selector Valve
This is caused by too low a pressure setting ·
or cold, congealed hydraulic· fluid.
1. Overpower selector valve until operation
is completed.
2. On ground adjust pressure settings to 750
•lb. sq. in. for up operation, and 450 lb. sq. in.
for down operation.
Caution: Do not lower flaps at speeds in excess of 155 mph IAS.
NOTE:
Be sure both needle valves are open
and flap selector valve is in neutral at same time ..
These valve settings then allow free passage
of the fluid in the emergency line
back to the reservoir.
C. Hydraulic Lines Broken or Leaking
Broken Lines: To prevent loss of fluid temporarily, squeeze and fold back end of tubing with
pliers.
Broken Pressure Line (Right Wing Front
Spar):
1. Cut No. 3 engine and feather propeller immediately.
2. Disconnect line between suction check
valve and engine-driven pump.
3. Turn on emergency hydraulic (star) valve
and start auxiliary hydraulic pump.
4. Turn emergency reservoir valve to vertical position until reservoir can be replenished. Then return valye to normal, horizontal
position.
5. Put No. 3 engine back into operation.
Leaking Lines: Excessive leaking can be remedied by tightening fittfogs with a tubing
wrench. Caution: Do not tighten beyond safe
limits.
·
D. Unloading Valve Sticking in Flight
Cause: Foreign particles or broken spring.
1. Gently tap valve with mallet to give free
movement of pistons.
2. In case of broken spring, the auxiliary hydraulic pump must be used to charge the accumulators.
A. Failure of Engine-driven Pump and Auxiliary Hydraulic Pump
Use emergency hand pump located to right of
copilot's seat. Forward valve open; aft valve
closed. This operates bomb bay doors, wing
flaps, and landing gears by .pumping fluid
through unloading valve and open center system and it charges accumulators, thus providing pressure for brakes.
E. Hydro-electric Constant Pressure Switch
Intermittently Cutting In and Out
_Cause: Leak in accumulator or auxiliary
pressure lines or faulty accumulator check
valve. This condition should be corrected or it
will result in fusing of points in switch.
1. Make certain emergency hydraulic (star)
valve is tightly closed.
2. Check for possible leaks.
F. Bomb Door Emergency and Utility Valve ·
Fails to Return to N ~utral, Causing Hydraulic
System to Chatter Violently
Reach in under radio deck and return valve
handle to neutral manually. Spring return is
probably not working.
B. Engine-driven Pump Fails to Operate
Open emergency hydraulic (star) valve and
be sure auxiliary hydraulic pump switch is
"ON."
G. Upper Part of Hydraulic Fluid Reservoir
Leaking
Turn emergency reservoir handle (suction
valve) to vertical position.
HYDRAULIC
SYSTEM FAILURES
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A,..
6~.,6·--~
~
If open center system pressure line on reservoir side of engine
pump check valve is shot out, the system wo"'t work except by
hand-pump lowering of wing flaps and accumulator discharge.
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ELECTRICAL SYSTEM FAILURES
SYMPTOM
PROBABLE CAUSE
REMEDY
Autosyn instruments
go dead.
1. Fuse blown.
1. Replace 2-ampere fuse in copilot's fuse box
(at right of copilot).
2. Inverter trouble.
2. Switch to other inverter.
3. Inverter fuse blown.
3. Replace 30-ampere Slo-Blo fuse in copilot's
fuse box.
Propeller feathering
buttons do not work.
1. Circuit breaker holding circuit open or circuit
is burned out.
1. Hold circuit breaker button down while operating feathering button. (Circuit breaker buttons are red buttons top of pedestal.)
Propellers feather and
unfeather without
stopping.
1. Pressure cut-out
switch not working, or
wire to it is grounded.
1. Pull feathering button out when propeller is
fully feathered.
Propeller governor
failure.
1. Fuse blown.
1. Replace 10-ampere fuse in pilot's fuse box
(left of pilot). Do ~ flip switch back and forth
quickly.
Hydraulic gages show
no pressure.
1. No. 3 engine pump
not working.
1. Turn on toggle switch for auxiliary hydraulic
motor-in right front bomb bay on crossbar
high up-large toggle switch.
Landing gear down
lamp (green) does not
light.
1. Bulb burned out.
1. Replace with spare on panel
2. Fuse blown.
2. Replace 10-ampere·fuse in fuse box.
3. Micro switches
not working.
3. Have crew member visually check to see,
first, if nosewheel is down and latched; then if
main wheels are down and locked.
lnterphone dead.
1. Fuse blown.
1. Replace 10-ampere fuse in liaison junction
box, right side under radio table.
Radio compass
receiver dead.
1. Fuse blown.
1. Replace blown 5 or 10-ampere fuse (or both)
in radio compass splice box on aft support of
radio compass . unit, and 5-ampere fuse in copilot's fuse box.
2. Inverter fuse blown.
2. Replace 30-ampere Slo-Blo fuse in copilot's
fuse box.
3. Inverter trouble.
3. Switch to other inverter-switch on pedestal,
lower left side. Also check inverter relay in box
near inverter under flight deck.
208
..
near light.
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SYMPTOM
PROBABLE CAUSE
REMEDY
Command radio
receiver dead .
1. Fuse blown.
1. Replace fuse at modulator dynamotor unit.
(There are two 20-ampere fuses under removable covers on the base, with spares on the
opposite side.)
Liaison radio
transmitter dead.
1. Fuse blo.wn.
1. Warning: Turn switch off first. Voltage in
this unit is dangerously high. Replace power
fuse-there are 2 cartridge-type fuses, one 30
and one 60 ampere, and a 1000-volt fuse in
the output circuit of the liaison dynamotor at
rear right of radio compartment. Remove cover
to reach fuses. Liaison transmitter 1000-v_olt fuse
is reached by removing tuning coil section.
Fuses are inside and above space for tuning
unit.
liaison receiver
dead.
1. Fuse blown.
1. Replace fuse. Remove 2 knurled nuts on
front of receiver and slide out receiver; 5-ampere
fuse is on lower right hand side. There are no
spares in receiver. (Receiver is normally sealed.)
Bombing interval
control dead.
1. Fuse blown.
1. Replace
panel.
2. Interval control
defective.
2. Remove interval control plug and release
bombs manually.
1. Bomb door switches
open.
1. Check bomb doors-must be
Check fuse in Station 4.0 fuse box.
2. Voltage too low.
2. Check voltage at power panel on rear bulkhead of flight deck. If low (below 24 volts) cut
off all possible electrical equipment. See item
below.
Cannot release bombs
electrically.
15-ampere fuse
inside
bomber's
full
open.
Lights dim.
1. Check voltage of each generator at power
panel.
Motors slow to start.
2. Switch off any dead generator.
Motors noisy.
3. Switch off all electrical units not absolutely
necessary.
lnterphone weak.
DC Voltage Low
Radios weak or dead. ·
Inverter power weak
and inverter action
erratic.
Bomb release interval
control dead.
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4. Start auxiliary power supply unit. Equalizer
switch may be turned on if engine generators are
working.
5. Look for and switch off any electrical unit
damaged, shorted, heating badly or obviously
defective.
6. Adjust voltage regulators to maximum.
Note: The above operations are to be tried in
order, not going further when the trouble clears
up.
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BAILING OUT
OF THE B-24
It is the responsibility of the airplane commander to make certain on every flight:
1. That a parachute is available and satisfactorily fitted for each person making the
flight.
2. That the parachute is conveniently located
at the normal position of the person making the
flight and that he knows its location, how to put
it on, how and where to leave the airplane, how
to open the chute and how to land and collapse the chute. (See P.I.F.)
210
3. That a life vest is worn under the chute
harness on all over-water flights and that the
crew knows the location, how to attach and how
to use the individual seat-type life raft.
4. That all persons aboard know the bailout
signals and the bailout procedure to be followed.
The easiest and. most effective way to carry
out this responsibility is to appoint a parachute
officer ( usually the engineer) who will make a
special study of equipment, its use, approved
bailout signals, and the proper method of leaving the airplane. He will assist in conducting
bailout drill once each week on the ground until
the entire crew is proficient, and as often thereafter as necessary to keep the crew conscious
of the proper care and wearing of equipment.
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Such drill only takes a few minutes at the conclusion of a practice mission.
When to Bail Out
In all cases it is the positive responsibility of
the airplane commander to decide when a bailout emergency exists. Never shirk your responsibility by putting it up to the crew. In case of
fire, fuel exhaustion, mid-air collision, weather
which makes a landing dangerous, or other
hazardous circumstances only you, the airplane
commander, can judge the extent of the danger
and whether or not the crew should bail out.
Radio Your Position
The instant you suspect an emergency is developing, get your position from the navigator
and have the radio operator broadcast your
position and your difficulty. This may save
hours or even days for rescue parties searching
for you.
Bailout Signals
Leaving
Through The
Bomb Bay
(Check to be sure all crew members can hear
the alarm bell in flight.)
Prepare to Bail Out: Three short rings on
the alarm bell. Also warn the crew by interphone and obtain acknowledgment from each
crew member.
Bail Out of the Airplane: One long sustained
ring.
Don't Bail Out: If you have given the signal
"Prepare to bail out," don't hit the bell again or
the boys will all leave. If you want to call off
the emergency, send the engineer to do it or
notify crew members by interphone. Where
pilots have used a series of short rings to call
off the emergency, half the crew have in some
cases hit the silk.
Bailout Procedure
·1. At the signal "Prepare to bail out," all the
crew will acknowledge by interphone and make
immediate preparations to leave the ship,
checking parachute snaps and attaching the
quick attachable-type chute if so equipped.
2. Pilot or bombardier (at pilot's direction)
will open the bomb bay doors and jettison
bombs to provide clearance for jumping; naviRESTRICTED
Leaving
Through The
Nosewheel
Hatch
.
~
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Leaving
Through
Belly Hatch
Legs Together
And Straight
When Clear
Of The Ship
212
gator will open the nosewheel hatch by pulling down on the 2 red handles at Station 1.0
on the cross-member under navigator's table;
tail gunner opens belly hatch. These are the 3
best bailout exits.
3. Crew should check each other's equipment to be sure it is properly fastened and
attached.
4. Pilot slows airplane down to 150 mph (to
140 mph with 20 ° of flaps) before giving bailout
signal.
5. Exits for bailout:
a. Navigator and bombardier (nose turret
gunner) leave through the nosewheel hatch
one after the other, facing front of ship,
crouching near opening with hands on each
side and rolling out headfirst.
b. Tail gunner and left waist gunner exit
through belly hatch from a crouching position facing the direction of flight.
c. Ball turret gunner and right waist gunner leave through rear bomb bay; flight engineer, radio operator, copilot, and pilot also
leave through the bomb bays, crouching on
the catwalk facing the direction of flight.
Warning: It is extremely important in all
cases to face the front of a B-24 and roll out
headfirst. The airplane is traveling fast, and if
you jump toward the rear there is danger of
being slapped up against the airplane. If you
jump feet first, the wind can catch your legs
and bang your head on the edge of the hatch.
6. Don't pull the ripcord until you have
straightened your legs and are well clear of the
airplane, unless bailing out at a low altitude.
See P.I.F. for instructions on how to fall and
how to land under various circumstances.
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Duties Before Landing on Water
DITCHING THE B-24
Ditching drill is the responsibility of the pilot.
Duties should be studied, altered if necessary
to agree with any modifications, memorized,
and practiced until each crew member performs
instinctively.
The 'moment a ditching emergency arises the
pilot gives the signal for crew to take ditching
positions, the altitude, · and the approximate
number of minutes before impact. This should
be acknowledged by the crew in this order: copilot, navigator, bombardier, nose gunner, *
flight engineer, radio operator, right waist
gunner, left waist gunner, belly gunner, and
tail gunner, with the words, "Copilot ditching,
navigator ditching," etc.
Alarm Bell Ditching Signals:
1. Crew to ditching positions-6
short rings.
2. Brace for ditching-I long ring
just before impact.
Procedure
Immediately, all crew members should remove
ties and loosen shirt collars and remove oxygen
masks unless above 12,000 feet, in which case
oxygen continues to be used until notification
by the pilot.
All crew members wearing winter flying
boots should remove them, but remove no other
clothing. Then each crew member performs his
specific duties. Have life vests on but do not
inflate them before exit from airplane.
Upon warning to ditch, crew members will
remove parachutes and parachute harness.
*Ten-man crew would have only one waist gunner if it has
a nose gunner. All positions are mentioned as a guide. Each
airplane commander will have to adapt procedures to his
particular needs and equipment.
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Pilot: After giving the warning he remains in
the normal ·flight position for ditching. Fastens
safety belt and shoulder harness but unfastens
parachute straps. Shortly before impact, he
gives a long ring on the alarm bell to notify the
crew to brace for ditching.
Copilot: Remains in normal flight position.
Unfastens parachute straps and fastens safety
belt and shoulder harness. Assists pilot as necessary.
Navigator: Calculates position, course, speed,
and estimated position of ditching and gives
information to radio operator. Destroys secret
papers. Gathers maps, compass, and celestial
equipment. Goes to flight deck and takes ditching position.
Bombardier: Jettisons bombs and closes bomb
doors. Destroys bombsight. Goes to rear compartment, checks position of others and takes
ditching position.
Nose Gunner: Jettisons ammunition, locks
nose turret in forward position, and goes to
ditching position.
Flight Engineer: Turns guns aft. Shoots out
or jettisons ammunition. Avoid getting shell
cases jammed in the bomb doors. Opens and
removes top hatch and jettisons it and loose
equipment thro~gh the bomb bay and checks
to see that it is closed. Closes floor door and
rear door to flight deck after navigator comes
up. Takes ditching position.
Radio Operator: Turns IFF to distress,
switches on liaison transmitter (turned to MF
DF frequency) sends SOS, position, and call
sign continuously. On order from the pilot he
clamps down key, hinges up radio table and
takes ditching position.
Left Waist Gunner: Opens left waist window
and leaves it open, jettisons left waist gun, ammunition and all loose equipment, preferably
through the belly hatch to avoid damaging tail
surfaces. Takes ditching position.
·. Right Waist Gunner: Opens right waist window and leaves it open. Jettisons right waist
gun, ammunition and loose equipment, preferably through the belly hatch to avoid damaging
tail surfaces. Goes to ditching position and
remains on interphone.
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Belly Gunner: Retracts ball turret and jettisons ammunition, preferably through belly
hatch if time permits . Takes ditching position.
Tail Gunner: Lines up turret directly aft and
locks. Comes out of tail, helps jettison ammunition and check belly hatch firmly closed. Takes
ditching position.
A crew member and an alternate will be
designated by the pilot before flight to take the
emergency radio transmitter and all other
emergency equipment to the radio room before
ditching and will be responsible for getting this
equipment to the life raft.
Warning: If time permits, waist windows
should be removed and jettisoned through the
belly hatch to avoid danger of their closing and
jamming shut on impact. It is most important
that all bottom hatches be closed and that the
top hatch and waist windows be open.
Ditching Positions
It is impossible to specify ditching positions
which will apply to every B-24 crew as location
of equipment in the airplane will vary as well
as crew composition. Each pilot with the help
of the following information should assign definite braced positions for each of his crew members which will apply to the airplane he is flying. Crew · members should use cushions and
parachutes to help cushion the shock of impact
and to protect the head from flying debris.
The command deck which is located above
the bomb bay has proven itself the best possible
ditching station in the airplane. As many crew
members as possible should take up ditching
positions at this station. Your airplane may
have one of the two types of ditching belts on
the command deck:
1. A single belt to be mounted across the
fuselage with crew positions as follows:
a. Five men seated in belt facing aft, hands
behind head.
b. Two additional men seated in front of
the fl.ye men braced against their legs, facing
aft, hands behind head (the belt is stressed
for seven men) .
2. A set of three short belts in tandem with
crew positions as follows:
a. One man in the forward belt facing aft,
214
hands behind head.
b. Two men in the middle belt facing aft,
hands behind head.
c. Two men in rear belt facing aft, hands
behind head.
3. If your airplane is not equipped with a
ditching belt, crew members will lie down, back
to the floor, feet in direction of flight with knees
flexed or sit facing aft, back braced against a
bulkhead or another man's legs. The best exit
is the hatch above command deck but waist
windows may be used as alternate exit.
On the flight deck the pilot and copilot will
ditch in their seats with safety belt and harness
fastened. Possible ditch~ng positions for crew
not able to ditch on the command deck are as
follows:
a. Standing behind pilot's seat with back
braced against armor plate or canvas bulkhead, hands braced against sill of open hatch
( two men can brace here side by side if necessary).
b. Standing behind copilot's seat back
braced against armor plate or canvas bulkhead, hands braced against ceiling.
Approved ditching positions have been published showing men sitting on the floor of the
flight deck. However, subsequent reports indicate that a standing position is preferable to
avoid injury from the top turret which often
comes down on impact. Exits on the flight deck
are top hatch and pilot's and copilot's windows.
4. The waist is ·t he least desirable ditching
station and should only be used if the command
deck is not available. If it becomes necessary to
use the waist the following positions are recommended:
a. Braced against ditching belts if provided.
b. The linked arm position.
First man; seated on left side of waist,
facing forward, feet against turret step,
knees slightly flexed.
Second man; on right side of first man,
same posture.
Third man; seated facing the left window behind the first man, feet against the
fuselage, knees bent.
Fourth man; on the left side of the third
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man, same posture.
Fifth man; seated facing the right window behind the second man, feet braced
against the fuselage, knees bent.
Sixth man; on right side of the fifth man,
same posture. All six men link arms.
c. The strength of the positiQning is in
leg bracing and arm linking. This can only
be learned in ditching drill.
d. The position loses strength as the numbers are reduced but is considered efficient
down to four men.
Approach and Touchdown
Pilot determines direction of approach well in
advance. Touchdown parallel to lines of crests
and troughs in winds up to 35 mph. Ditch into
wind only if wind is over 35 mph or if there
are no swells. Use flaps in proportion to power
available to obtain minimum safe forward speed
with minimum rate of descent. In every case
try to ditch while power is still available.
Touchdown in a normal landing attitude. Severe decelerations and several impacts may be
expected, so warn your crew not to move until
the airplane has come to rest.
ilG
HOW TO DETERMINE WIND SPEED
A few white crests . ........... 10 to 20 mph
Foam streaks on water . ....... 30 to 40 mph
Many white crests . ........... 20 to ' 30 mph
Spray from crests . ............ 40 to 50 mph
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Procedure After Landing
When the airplane has come to rest, engineer
will pull releases on life rafts. Exits will be
made as follows:
Pilot: exits through flight deck hatch, goes to
left life raft.
Copilot: exits through flight deck hatch, goes
to right life raft.
Navigator: exits through flight deck hatch,
goes to left life raft.
Engineer: exits through flight deck hatch,
goes to right life raft.
Radio Ope1·ator: Exits through flight deck
hatch, goes to left life raft.
Right Waist Gunner: exits through rear
hatch, goes to right life raft.
Belly Gunner: exits through rear hatch, goes
to left life raft.
Bombardier: exits through rear hatch, goes to
right life raft.
Left Waist Gunner: exits through rear hatch,
goes to left life raft.
Tail Gunner: exits through rear hatch, goes to
left life raft.
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Pilot and copilot will take command each of
his life raft, call roll, and check survival equipment if time permits before life rafts are cut
loose from the airplane.
Note: If time and circumstances permit, take
out the frequency meter and be sure to keep it
dry. By attaching antenna from the Gibson Girl
emergency radio to frequency meter, it can be
operated as an efficient receiver to provide !way communication for several hours.
The Time Element
Speed is important, but so is procedure. Give
first attention to injured persons. Don't leave
necessary equipment behind or you will face
starvation and have no means of signaling for
help. Drill to get maximum teamwork.
Survival
Pilot should study P.I.F. and survival booklets
and instruct crew so all will know how to make
the most of life raft equipment, how to signal,
and how to survive on the sea.
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Fl RES
control, open the starter access door and direct
CO 2 nozzle toward base of flame, if possible.
Do not risk personal injury by attacking fire
before propellers are stopped or by attacking
fire from top of wing or nacelle; heat and
flame rise.
Radioman will:
1. Stand by to aid in determining source of
trouble and correcting it.
ELECTRICAL FIRE ON GROUND
ENGINE FIRE ON GROUND
If fire occurs as engine is starting, keep engine
running in an effort to blow out fire, or to suck
fire into the induction system. If fire persists, or
engine does not start:
Pilot will:
1. Give command "Extinguish fire in No.
engine."
2. Place throttle in full open position.
3. Put mixture controls in "IDLE CUTOFF."
Copilot will:
Turn off fuel booster pump.
2. Turn off all engine ignition switches to
protect ground personnel.
3. Place carbon dioxide (CO2) selector valve
in position for engine affected.
4. Pull fire extinguisher release handle if
fireman standing by cannot control fire.
5. Pull release handle, opening remaining
CO 2 bottle, if fire persists.
Engineer will:
1. Turn off fuel selector valve of affected
engine.
2. Obtain CO 2 bottle from flight deck and
assist fireman standing by for starting engines.
Fireman will:
1. Direct CO 2 at base of fire. When fire in
accessory compartment resists other means of
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Pilot will:
1. Give command "Extinguish electrical fire
in ... {location)."
2. Stop engines by placing mixture controls
in "IDLE CUT-OFF."
Copilot will:
1. Place battery and main line switch in
"OFF" position.
2. Turn off fuel booster pump.
Engineer will:
1. Determine that all sources of electnca1
power are off, including generators, auxiliary
power unit or battery cart.
2. Turn valve off on sight fuel gauge~.
3. Proceed to scene of fire with CO2 bottle
from flight deck and direct same at base of fire.
Radioman will:
1. Stand by to aid in determining source ot
trouble and correcting it.
'
Note: If fire persists, copilot will leave airplane to summon outside aid.
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OTHER FIRES ON GROUND
•
Pilot will:
1. Give command "Extinguish fire in . . .
(location)."
2. Stop engines by placing mixture controls
in "IDLE CUT-OFF."
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Copilot will:
1. Turn booster pumps off.
2. Turn main line switch off.
3. Proceed to scene of fire with CO2 bottle
from flight deck and direct same at base of fire.
Engineer will:
1. Turn fuel selector valves and fuel sight
gauge valve off.
2. Obtain second CO2 bottle from rear of airplane and aid copilot in extinguishing fire.
Radioman will:
1. Contact local control tower and request
aid of fire truck, upon pilot's orders.
2. Go to scene of fire to assist in moving
cargo or rendering other aid.
Note: If fire persists, copilot will leave airplane to summon outside aid.
ENGINE FIRE IN AIR
Pilot will:
1. Give command "Extinguish fire in No.
engine."
2. Order engineer to turn off fuel selector
valve.
. 3. Feather propeller of affected engine and
place mixture control in "IDLE CUT-OFF"
when fuel in lines has been exhausted and fuel
pressure has dropped to zero.
4. Warn crew to be ready to bail out if necessary.
Copilot will:
1. Open cowl flaps and check booster pump
in "OFF" position.
2. Place selector valve of engine fire extinguisher (panel on flight deck to right of copilot's seat) to position for engine affected (if
CO2 system is aboard). Other selector valve in
"OFF" position.
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3. Pull the CO2 release valve handle of one
bottle.
4. Pull secm1d release handle, opening remaining CO2 bottle, if fire persists.
Engineer will:
1. Immediately place fuel selector valve in
"OFF" position for engine affected.
2. Open bailout hatches if condition is seri.,
ous.
Navigator will:
1. Determine location of airplane at time of
fire if distress signals are to be sent.
Radioman will:
1. Stand by to send distress messages.
ELECTRICAL FIRES IN AIR
Pilot will:
1. Give command "Extinguish electrical fire
in ... (location)."
2. Warn crew to be ready to bail out if
necessary.
Copilot will:
1. Place battery switches in "OFF" position
(not the main line).
Note: No lights or engine . instruments will
operate under this condition. Flashlights must
be kept on hand at all times during night flights.
Engineer will:
1. Place all generator switches in "OFF"
position.
2. Make certain auxiliary power unit is off.
3. Obtain CO2 hand fire extinguisher and direct it at base of fire.
Navigator will:
1. Assist engineer at location of fire .
Radioman will:
1. Assist engineer at location of fire.
OTHER FIRES IN AIR
Pilot will:
1. Give command "Extinguish fire in . . .
(location)."
2. Warn crew to be ready to bail out if necessary.
Copilot will:
1. Turn off all heater switches and valves.
2. Proceed with flight engineer to scene of
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fire, obtaining if possible, second CO2 bottle
from rear of airplane.
Engineer will:
1. Proceed to scene of fire with CO2 bottle
from flight deck.
2. Open escape hatches if condition is serious enough to prepare to abandon plane.
Navigator will:
1. Determine location of aircraft at time of
fire if distress signals are to be sent.
2. Act as liaison between crew members, etc.
Radioman will:
1. Stand by to send distress messages.
2. Assist engineer at scene of fire with pilot's
permission.
EFFECTS OF CARBON DIOXIDE AND
CARBON TETRACHLORIDE FUMES
Carbon Dioxide
Carbon dioxide (CO 2 ) is a non-poisonous gas
and breathing it will not adversely affect a human being either at the time it is inhaled or
afterwards. If the concentration of CO2 gas is
high enough, it will have a smothering effect,
through the exclusion of oxygen, but the quantity of carbon dioxide gas contained in a hand
extinguisher installed in aircraft is not _sufficient
to raise the concentration in an airplane cabin
to this point.
Carbon Tetrachloride
Carbon tetrachloride is a volatile fluid, the
gases of which when inhaled in large amounts
act as an anesthetic, causing drowsiness, dizziness, headache, excitement, anesthesia, or sleep.
One or more of these symptoms may occur.
If small doses of the fumes should be breathed
in over a period of time the first probable effect
would be drowsiness followed by sleep or perhaps headache and nausea.
If any odor of carhon tetrachloride is detected while flying, an investigation to determine
its source should be made immediately. If it is
found that a fire extinguisher is leaking, it
should be corrected at once or the extinguisher
should be placed where it will not leak in the
cabin.
Caution: Carbon tetrachloride is poisonous
if taken internally. Even ¼ of a teaspoonful
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may prove fatal. Symptoms of poisoning do not
appear for several days after the fluid is taken
into the stomach, thus giving a false sense of
security. Anyone who accidentally ingests some
of the fluid should report to the surgeon immediately for advice and necessary treatment.
Warning: In the presence of a flame, carbon
tetrachloride produces a poisonous gas. When
sprayed on a fire, carbon tetrachloride produces
phosgene, one of the poisonous gases used during World War I. Inhaling even a small amount
under such conditions may produce harmful
effects and, if a sufficient quantity· is taken into
the lung, the result may be fatal. A void br~athing the fumes when using the fluid on a fire.
FIRE EXTINGUISHER SYSTEM
Engine Fire Extinguisher CO 2
There are 2 panels on the floor outboard of the
copilot. Each panel has a 2-way engine _selector
valve by means of which the gas can be directed to either of 2 engines,, and a pull handle
which opens the flow from the CO2 cylinders.
Either or both CO2 ·cylinders may be used to
discharge through either panel. Thus, when one
cylinder is exhausted, the other cylinder may
be used as a source of supply for any engine.
A perforated tubing ring around the engine
nacelle discharges CO2 into the engine area.
Note: The 2 engine system bottles will empty
overboard if prematurely discharged by builtup pressure. A break in the red seal in the skin
on the right side of the nose is then visible
from the outside only at Station 3.0. Make sure
the safety wire on the pull handle is unbroken.
Hand Extinguishers
Inside-On aircraft up through 42-40137, one
CO 2 bottle is behind the pilot and one is at
Station 6.0. From 42-40138 through 42-72864,
another CO 2 bottle is added at Station 1.0 above
navigator's map case. From 42-72865 and on,
only one CO 2 bottle is provided, located behind the pilot.
Two carbon tetrachloride hand extinguishers are available from the outside through
easily recognizable red doors and from the inside through zipper coverings. One is on the
left side of the fuselage near the jack pad, and
the other on the right side aft of the bomb bay.
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Engine Fire Extinguisher System-Prior to B-24D 42-40393
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•
FLARES
AND
PYROTECHNICS
To Eiect a Flare
The flare tube is fitted with 2 controls; one a
toggle handle located on the inboard side of
the tube ·which opens the door in the bottom
of the fuselage uncovering the flare tube, and
the second a handle located on the aft side of
the flare tube which is the flare handle.
Flares
Pyrotechnics
Flare ejector tube is located on the left of the
center line of the airplane immediately forward
of entrance door, between Stations 7.2 and 7.3.
The pyrotechnic installation located on the left
side of flight deck between Stations 3.0 and 4.0
consists of:
1 Type M-2 signal pistol
1 Type A-1 portable signal container
9 Type M-10, M-11 signals
1 Type A-1 holder, pyrotechnic pistol
On B-24D aircraft Serial No. 41-23640 and on,
stowage has been changed to the rear compartment, right side, between Stations 7.4 and 7.5.
To Load a Flare
Move operating handle downward. This rotates
cam so that flare can enter tube. Insert the flare
to the proper po::;ition where cam enters the slot
in the side of the flare casing. Connect the flare
safety to the fish line on reel.
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Night Inspection
Don't neglect your inspection of the airplane
and crew. Trouble at night is double trouble.
Perform your exterior inspection with a flashlight and with extra care. There is a greater
Night fl:ying the B-24 is very much like day flying because in each case you fly the airplane
very largely by reference to instruments. Difficulties in almost every case are traceable to
failure on the part of the airplane commander
to make allowances for the fact that the sun
doesn't shine at night. You must faithfully perform all procedures necessary in day flying
plus others made necessary by the fact that it is
dark. Following is a list of practical suggestions
that make night flying easier and safer.
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m
"'
-t
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-t
TWO NAVIGATION LIGHTS- RED
m
C
SEVEN BLUE
FORMATION LIGHTS
AMBER- RED -GREEN
TWO WHITE
TAIL LIGHTS ONE OUTBOARD
OF EACH VERTICAL TAIL FIN
TWO NAVIGATION
LIGHTS-GREEN
~
BOMB RELEASE LIGHT
DIRECTLY UNDER TURRET
::a
WHITE LIGHT GOES ON WHEN THE BOMB DOORS HAVE BEEN FULLY OPENED
RED GOES ON DURING BOMB RELEASE PERIOD
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-t
m
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chance that the engineer may have missed
something. Make sure the crew is fully and
properly equipped. Make it an ironclad rule to
The best time make this check is during the
visual control check. Have the ground crew
check all lights the engineer can't see.
have an extra flashlight aboard with extra batteries and bulbs.
Purpose of Exterior Lights
While you are making the exterior inspection, have the engineer turn on the master
switch, battery selector switches, and the radio
operator's cockpit light. Then you can use compartment light to aid the interior inspection.
Remember that a surplus supply of fuel and
oxygen is doubly important at night when your
flight can be unexpectedly prolonged because
of navigation or weather difficulties.
Always specifically question the radio operator to make certain that radio equipment is in
top condition. Radio failure at night is a serious
hazard.
Checklist
Use the checklist. It's easier to overlook something at night than in the daytime because even
the best light casts shadows and gives the cockpit a different appearance.
Instrument Panel Lights
Two different types of lights are used to illuminate the instrument panels of B-24's: the tubetype and spotlight-type fluorescents. The spotlight type uses direct current (DC) and can be
turned on as soon as you are seated. The tube
type uses alternating current (AC) and must
be turned on after AC power is on, just before
starting engines. In each case there are 4 panel
lights equipped with individual rheostat control
and with filters which should be adjusted for
minimum glare and maximum fluorescent illumination. Proper adjustment of filters will
greatly increase the ease and speed with which
you can read instruments. After your AC
power is on, turn on your compass light (AC
rheostat control).
1. Running or Position Lights: These 6
lights consist of 2 green starboard lights, one
on top and one beneath the right wingtip; 2 red
port lights, one on top and one beneath the left
wingtip; and 2 white tail lights, ·one outboard of
each vertical tail fin. These mark the extremities of the airplane and show which way it is
moving through the darkness. They are con- ·
trolled by a toggle switch on the pilot's pedestal.
2. Passing Light: This is a red spotlight located between No. 1 and 2 engines. It may be
left on or turned on when in the vicinity of
other aircraft to give notice of your position.
3. Recognition Lights: There are 4 of these,
one (white) located on top of the fuselage above
the bomb bays and 3 (amber, red, and green)
sunk into the fuselage skin beneath the bomb
bay catwalk. There is a separate 3-position
foggle switch for each light, positions "ON,"
."BLINK," and "OFF." In the blink position, a
telegraph key can be used for blinking the color
of the day when operating in combat zones, or
for code signaling. · Various combinations of
colors and signals make it possible to vary the
code as frequently as desired.
4. Formation Lights: These 7 blue lights are
located on top of the empennage to aid in formation flying. They form a perfect "T" on
which other airplanes can guide in night formation flying.
Check Exterior lights
Without exterior lights, the B-24 is a big roaring hunk of darkness. If a running light is out,
other aircraft can't tell whether your airplane
is coming, going, or standing still. Learn the
purpose and use of exterior lights and have the
engineer see that all are in good working order.
224
5. Bomb Release Lights: These are located
at the extreme aft end of the plane under the ,
tail turret. The white light goes on when the
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bomb doors have been fully opened. The white
light goes out and the red light goes on during
the bomb release period; it is extinguished 5
seconds after the last bomb has dropped. This
gives warning and protection to other airplanes
in your formation. In training, these lights are
sometimes wired to remain on all the time.
6. Landing Lights: The 2 landing lights are
located just inboard of the wheel wells with separate toggle switches for each. They are extremely powerful and produce terrific heat confined in a small space. When the plane is flying,
this heat is dissipated r~pidly, but on the
ground it can quickly burn out the bulb, especially in warmer climates. Never leave them
burning for over 3 minutes when the pJane is
on the ground.
Taxiing at Night
1. Follow all daytime procedures with extra
care. Be sure the flight indicator and directional
gyro are working perfectly. You'll rely on them
more than ever.
2. Turn off all inside white lights for taxiing.
Use both landing lights while taxiing in close
quarters but turn off one as soon as possible
and then switch back and forth from one to the
other every one to . two minutes to avoid overheating. Make turns with the inside landing
light on.
3. Post an observer with his head out the
flight deck hatch. Clear congested areas with a
man on each wingtip and one out in front.
Warning: Use extraordinary precautions.
You can't see your wingtips and obstructions
are concealed. Don't go off the runway, or ram
parked aircraft.
4. If in doubt, ask the tower where to turn.
It will keep you from ending up in a mudhole
or on some strange main street.
5. Remember there are other aircraft around.
Get radio clearance from the tower for crossing runways. If taxiing toward a landing runway, retract your landing lights to keep from
blinding incoming pilots. When you get in position for run-up, turn off your landing lights to
save batteries and avoid overheating.
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Run-up
Your run-up is the same as in the daytime,
but you have the problem of interior lighting.
Be sure and have a red filter on the radio operator's light, or the white light will impair your
night vision. Use a filtered flashlight to further
aid your run-up check. Always make sure crew
. are in proper positions for takeoffs and landings
and that one crew member in rear compartment is on interphone.
Takeoff
Make certain of your radio clearance to the
takeoff runway and check for incoming airplanes. As you turn into position for takeoff be
sure that you are lined up straight with the
runway lights and that the nosewheel is
straight.
Landing lights should be used or not in accordance with local requirements. However
always flash both lights down the runway long
enough to make certain that the way is clear.
Fatal accidents have resulted from failure to
do this.
Top Turret Observer: ~ere possible put a
man in this position during landings, takeoffs,
and traffic flying to observe and report all traffic
by interphone.
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Stay down the runway by combining the use
of the directional gyro and reference to the runway lights after you get rolling. Three instruments govern your takeoff: directional gyro,
flight indicator and airspeed indicator. Be particularly careful not to hurry the airplane off
the ground at night. If you have plenty of runway, get 5 to 10 mph extra flying speed ( especially if heavily loaded) and let the airplane fly
itself off, judging your attitude by the flight
indicator. Hold to your rate of climb., your airspeed and your gyro heading. After you leave
the runway it is easy to get into a turn if you
don't follow your directional gyro and flight indicator. Don't lower the nose so that the miniature airplane on the flight indicator drops below the horizon bar or you will fly into the
ground. Control airspeed with slight change in
attitude.
Immediately after leaving the ground you'll
find yourself in sudden darkness. Fly by reference to instruments. Flying half contact and
half instruments at night is fatal, especially on
takeoffs over dark areas. Pilot' should be entirely on instruments but copilot can remain in
outside contact when not checking instruments,
his principal duty. It is a good idea to ask the
copilot to call off airspeeds during night takeoffs. Get an altitude of 500 to 1000 feet before
referring to the terrain and don't attempt to
turn until you have full climbing airspeed and
are at least 1000 feet above the terrain.
Caution: W am the copilot not to glare the
flashlight in your eyes if he is using it for periodic check of instruments.
Alert Your Crew
1
Spotting other aircraft should be the regular
job of your crew just as. in combat. Require
them to report the position and direction of
travel of all aircraft within the zone of vision
of their respective positions. Check immediately with the responsible crew member if an
airplane appears _unreported. Make your crew
feel you are relying on them for specific duties.
Don't Chase Lights
It is difficult to tell whether a light is in the air
or on the ground, whether it is moving or
standing still. Don't chase lights. You may find
226
you have unintentionally dropped a wing to
follow a light. The best procedure is to closely
follow your gyro heading, check the attitude of
your airplane and line up the light with a reference point on the airplane. Then you can soon
tell whether it is moving, and in what direction
in relation to your line of flight.
1. Synchronize propellers with a flashlight
or by the reflection from landing lights.
2. Require the entire crew to use oxygen
from the ground up for all flights above 10,000
·
feet.
3. Require the copilot to check all instruments regularly-with a filtered flashlight if
difficult to read.
4. Restrict banks to standard needle-width
turns.
5. Keep track of where you are and require
a record to be kept of the time flown on each
heading.
6. Keep an hourly log of fuel consumption
without fail.
7. Require the radio operator to send in position reports every 30 minutes.
8. Know the terrain over which you are fly:.
ing, elevations, location of airfields, location of
airways, etc.
9. Don't unnecessarily increase the intensity
of cockpit lights when flying instruments at
night. This impairs night vision for at least 30
minutes after lights are turned down.
10. Turbulence: Reduce airspeed to 150 mph
to reduce strains on the aircraft.
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eter setting and the length of the landing runway so you know exactly what to prepare for
and to expect. Plan ahead.
As soon as you are called in, proceed at once
to join traffic. Tell the tower where you are,
and call as you enter the downwind leg, base
leg, and final approach. The more information
the tower has about you, the more it can do to
guide you safely in traffic.
Execute procedures just as in the daytime.
Flying your gyro heading and timing your distance out from the end of the runway on the
downwind leg is doubly important. Remember
that a high wind will drift you out considerably
on a long base leg.
Turning on Final Approach
11. Remember that a flash of lightning can
cause temporary blindness for 10 minutes or
more. Where there are repeated flashes of lightning, it may be necessary to turn on all cockpit
lights as bright as possible and go entirely on
instruments. If · static gets bad in the headphones, turn voiume low or put earphones up
off ears.
One of the key points in night flying is judging
when to turn on final approach. ·your turn will
carry you about ¾ of a mile closer to a projection of the landing runway. As you come along
Radio Failure
In case of complete failure of the radio, attract
the attention of the tower by flying over the
field 500 feet above traffic and repeatedly flashing the landing lights or signaling with the recognition lights or the Aldis lamp; obtain clearance to enter traffic by light-gun signals from
the tower.
RUNWAY LIGHTS APPEAR TO BE IN SINGLE ROW AT
COMPLETION OF TURN ON TO BASE LEG
Night Landings
Always know the altimeter setting, exactly
what traffic· pattern is used, and the altitude
before takeoff. At strange fields notify the
tower of your presence early. One of the main
jobs of the tower is to tell you the number and
location of other aircraft in the area. Remember
that day and night traffic altitudes differ at
many fields, usually being higher at night. Give
the tower a chance to warn you of traffic conditions. It may be necessary to hold you in a zone
until other operations are completed. Ask the
heading of the landing runway, the wind, altimR EST RIC TED
START TURN ON FINAL APPROACH AS TWO ROWS
OF LIGHTS START TO SEPARATE
the base leg, the 2 rows of runway lights will
look like a single row. Start your turn at the
moment the 2 rows of lights start to separate.
Complete your roll-out from your standardrate turn just as the rows of runway lights are
squared away ·a t full width. Don't lose altitude
in your turn. The most common error is not to
lead the turn enough, find that you are going
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too far past the straight line with the runway,
and then to steepen the tum. Don't make this
mistake. Turns steeper than standard rate
should not be made at night in a B-24, especially at reduced speeds used in the traffic pattern.
Final Approach
Make sure of your line-up with the runway
just as soon as your tum on final is completed.
Then you are free to concentrate all your attention on your descent. Turn your landing lights
on as soon as you roll out on final approach. In
case a hazed condition blinds you, it is satisfactory to use only the landing light on the copilot's side until you are closer to the field.
Pull up closer to the field at night than in the
daytime. You want to make a somewhat
steeper approach, controlling your descent
carefully with power. When you are high, the
double row of runway lights at the far end of
the field appear to be raised up. When you are
low the pattern of runway lights flattens out.
What you want to do is to pick a landing spot
and make it good.
Making Good Your Point
TOO LOW-LIGHT PATTERN APPEARS FLAT
The green lights at the approach end of the
runway are the point you want to make good.
As you start your descent, line up these lights
with a reference point on the outline of the nose
or in your windshield. If the green lights move
higher, you are undershooting; if they move below your reference line as you descend, you are
overshooting. Make adjustments in power accordingly. As in a day landing, maintain a
descending airspeed of 125 mph and a descent
rate of about 500 feet a minute. Keep your copilot on his job. Have him call off both airspeed
and altitude.
How to Use Your Eyes
TOO HIGH-LIGHT PATTERN APPEARS TO RUN UPHILL
228
Remember the principles of night vision. Don't
look at things directly. Keep your eyes shifting
from the general pattern of lights, to the point
you want to make good, to what your landing
lights reveal, etc. Don't stare at the whole pattern of lights or you will think the field is closer
than it actually is and you'll want to flare out
too high. Don't stare down the landing lights or
you'll tend to fly into the ground, leveling off
late. Remember that the angle of your landing
lights to the ground will change as you change
the attitude of the airplane. At the beginning
of your descent, they will be at a steeper angle
than your descent path. As you come into your
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WRONG
DON'T STARE DOWN
LANDING LIGHT BEAM
OR YOU WILL FLY
INTO THE GROUND
-- --RIGHT
USE ROVING VISION AND YOU WILL
MAKE GOOD YOUR LANDING POINT
flare-out, they will make a shallower angle than
your path of descent.
Watch out for red obstacle lights. These may
be 50 to 100 feet above the ground and may be
on water towers, or on poles with wires strung
between. Don't ever get below them.
let you down easy. Don't pull all power off until you touch. Note tire marks and the size of
runway lights to help your depth perception.
You may think you are down when you're not.
Amount of power will vary from 11" to 15",
depending on the weight of your airplane.
The Flare-out
Landing Roll
If you control your descent to make good your
As soon as your wheels are on the ground, ease
the nosewheel down, and test out your brakes
somewhat earlier than in day landings. It is
more difficult at night to judge how much runway you have left. Make sure you are going to
get the airplane stopped before you run out of
runway. Clear the runway at once. Don't try to
taxi on your own. Ask the tower where to turn
and keep moving. There may be another plane
behind you that also must clear the runway
quickly.
point, it will bring you in to make contact
within the first 113 of tlie runway. When your
lights start to pick up detail on the ground,
you'll be about 100 feet up and should start
your flare-out. The ground will be well illuminated and objects clearly defined. The usual
tendency is to flare out too high and pull power
completely off too soon. Coordinate the reduction of power with your flare-out but keep some
power on to control your rate of descent and to
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229
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NIGHT VISION IN THE B-2 4
A large airplane presents a special problem in
night vision. There are a lot of instruments and
controls, and there is a temptation to flood the
cockpit with white light while you are starting
engines and running them up. There are two
ways to solve this problem:
1. B se a red filter or cellophane covering
over the radio operator's light and over your
230
night flashlights. Then your eyes will be adapting themselves to darkness during your preparations for flight.
2. Another way is for the pilot to use red
adapter goggles until the cockpit _lights are out
for taxiing, using them again during run-up if
necessary. Landing lights will not great\y impair night vision.
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Heavy Bomber Formations
FORMATION
FLYING
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 heavy bombers 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, and precise bombing pattern, and permits most effective fighter
protection.
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Formation flying in 4-engine aircraft presents
greater problems than in smaller aircraft. The
problems increase in almost direct proportion
to the airplane's size and weight. In the B-24,
relatively slower response to power and control
changes requires a much higher degree of anticipation on the part of the pilot. Therefore
you must allow a greater factor of safety.
Violent maneuvers are dangerous and the
necessity for them is seldom encountered. Close
flying becomes an added hazard; it accomplishes no purpose and is not even an indication of a good formation. Remember that it is
much more difficult to maintain position when
flying with proper spacing than with wings
overlapping.
"Safety first" is a prerequisite of a good
heavy bomber formation because of the number of lives and amount of equipment for which
the pilot is responsible.
231
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THE VEE FORMATION
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Clearance in Training Formations
When flying the Vee formation in training, aircraft must not be flown closer to one another
than one-h~lf airplane span from nose to tail,
and one-half airplane span from wingtip to
wingtip. These minimum distances are to be
maintained under all formation flying conditions.
Keep yourself posted on current AAF regulations concerning clearances in formation flying, since they may change.
Taxiing Out
After engines have been started, all planes
stand by on proper frequency. The squadron
formation leader checks with the planes in his
formation, then calls the towE:r 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 respective place
on the ground that is assigned to it in the air.
As soon as the leader parks at an angle near the
end of the takeoff strip, the other aircraft do
the same. At this point all planes run up engines
and prepare for takeoff. The leader makes certain that everyone is ready to go before he pulls
onto the takeoff strip.
232
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Takeoff
Squadron formation takeoffs should be cleared
from the airdrome in a rapid and efficient manner. Individual takeoffs will be made, and the
following procedure 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 begins to roll.
When the leader's wheels leave the runway,
No. 2 starts taking off, thus creating a time lapse
. of about 30 seconds between takeoffs. Similarly,
No. 3 follows No. 2, etc. The leader flies straight ·
ahead at 150 mph, 300-500 feet per minute ascent, for one minute plus 30 seconds for each
airplane in the formation. He levels off at 1000
feet in order to avoid necessitating high rates
of climb for succeeding planes, and cruises at
150 mph.
As soon as the leader has flown out the exact
required time, he makes a 180° half-needlewidth 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 the airplanes in his formation
assemble on him in the same manner.
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FORMATION TAKEOFFS
Altitude 1,000 Ft.
Airspeed
150 MPH
l
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 below (';\
and behind the leader's OUTSIDE wing.
.,¥.
0
per Minute
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 INTERVALS. (TIMING FROM
THE MOMENT PRECEDING AIRPLANE OPENS THROTTLE TO
START TAKEOFF RUN)
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233
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3-Airplane Vee
Spacing of Wing Positions
The 3-airplane Vee is the standard formation
and the basic one from which other formations
are developed. Variations of the Vee offer a
concentration of firepower for defense under
close control with sufficient maneuverability
for all normal missions, and afford a bombing
pattern which is most effective.
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
one-half airplane span clearance between the
wingtips of the lead airplane and the wing airplane.
3. Longitudinally: Far enough to the rear
to insure one-half airplane length clearance
between the tail of the lead airplane and the
nose of the wing airplane.
Turns in Vee formation should maintain the
relative position of all airplanes in the element.
Flight of 6
A formation of 6 aircraft is known as a squadron, and is composed of two 3-airplane Vees.
At least 50 feet vertical clearance must be maintained between elements in a squadron, with
a minimum horizontal clearance of half an airplane's length between the leader of the second
element and the wingmen of the first element.
From the basic squadron formation of 6 aircraft the group, made up of 12 to 18 aircraft, is
formed. With but small variations, this can be
changed to the combat formations used overseas. It is the purpose of training to teach a
basic formation which can be readily understood and flown by students and easily adapted
to tactical use.
+
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TOP VIEW
FRONT VIEW
234
+
+
Practice Trail Formations
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 airplane
is slightly to the rear of the tail of the airplane
ahead. It is important that this distance be
properly maintained, since if it becomes too
great the propeller wash of the airplane ahead
will cause difficulty in maintaining formation.
Trail formations are to be used only when there
are from 3 to 6 aircraft involved, and for purposes of changing the lead, changing wingmen,
training in leading elements, and as an optional
approach to peel-off for landing.
Changing Wing Position in Training
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 takes No. 3 posit on. When return 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, as explained below, it provides a method for changing positions in a Vee formation.
It is often desirable for a leader to change
the wing positions of his formation, i.e., to
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VEE-TRAIL-VEE
NO CHANGE IN WING POSITION
3
3
2
3
2
3
2
3
2
2
VEE-TRAIL-VEE
CHANGE WING POSITION
3
R EST R I C T ED
2
235
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"'Cz
reverse the right and left positions. This maneuver offers danger of collision unless it is
executed properly in accordance with a prearranged plan. A safe procedure 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 results in the
inside man, or No. 2 wingman, becoming 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 then announces
that the formation will re-form in Vee when
the Trail executes a ~urn to the right. This
second turn to the right re-forms the Vee with
the wingmen reversed.
As 's tated previously, this results in the No.
2 man of the Trail assuming the outside position
of the Vee, as the No. 3 man takes the inside
position. Before making each turn it is desirable for the leader to designate the ultimate
position that each wing man is to assume. This
will insure complete understanding of the maneuver.
u
w
Cha,nging Lead in Training
0
"'
0
N
The formation goes into Trail from the usual
90 ° turn to the right or left. The leader of the
formation makes a 45 ° turn to the left and flies
that heading for approxin 1ately 20 seconds or
until a turn back will place him in the rear
of the formation. When the 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 the No. 6 position if in
a flight of 6, and notifies the new leader that
the maneuver is complete.
Landing from Vee of Squadron in Training
The formation approaches the airdrome at
traffic pattern altitude, into the wind up the
landing runway, at which time the wheels are
ordered down by the leader and the checklist accomplished. Flaps are lowered 20 ° and an
air speed of 135-140 mph established. The
leader signals No. 3, when over the edge of
the landing run~ay, to peel off, No. 3 acknowledging by peeling off. No. 1 follows, No. 2 fol236
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�.....
,-,,
/
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--- . ',
-- --- ---- -- ',','
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1/ /
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II/
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:)
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1/
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,· _.--- ■-- '4
:,
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'
FU~L FLAPS
' '\
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•
• 135-140 MPH
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• 20 ° FLAPS-135-140 MPH
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237
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lowing No. 1, No. 6 following No. 2 and so on.
If there is more than one squadron in the
formation, the second makes a 360 ° turn above
traffic pattern altitude and approaches the field
after the first squadron has completed its peeloff.
Peel-off does not mean a chandelle or a
dive. It should consist of a moderate, level turn
until the airplane is definitely away from the
rest of the formation.
Conclusion
This fact cannot be too strongly stated: a good
formation is a safe formation. Air collisions
usually result from carelessness or lack of clear
understanding between members of the formation. If the simple rules given here are followed
explicitly there should be no excuse for mistakes in the air. A mistake in formation flying
may mean a costly, irreparable loss of lives and
equipment.
Remember that flying too close is not a display of skill; 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 in maintaining position. Very small corrections should suffice, if you think ahead of
the airplane and anticipate necessary changes,
and if you give the correction time to take hold.
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 order to keep formation when operating
on three engines it is necessary for pilot and
copilot to react as a team in applying the required new power settings while the airplane
still has momentum and before it falls behind.
If you wait too long before increasing power
238
you d'rop back out of formation, and have a
difficult time catching up.
6. When changing leads in practice formations or in Trail positions, avoid closing to
proper formation position too rapidly. This
can be dangerous.
7. In moving about in position, move the airplane in a direction that will not interfere with
or endanger any other aircraft in the forma- '
tion. In route formation, aircraft should be
spread in width rather than depth, thereby
being able to resume tight formation quickly.
8. Remember that at high altitudes the rate
of closure is much more rapid than at low
altitudes; you may have difficulty in slowing
down quickly enough. Therefore, you have to
begin stopping the closure much sooner. On
the other hand, acceleration is slower, so that
your anticipation of change in position must
be more acute.
9. Learn to anticipate changes in position
so that only slight control corrections are necessary. Large corrections and constant fighting
of the controls quickly wear out even a strong
pilot.
10. Keep the airplane properly trimmed to
compensate for consumed fuel, crew movement,
released bombs, etc. A poorly trimmed airplane
is difficult to hold in position.
11. Do not use only the outboard engines to
maintain position; use all 4 engines.
12. Always enter a formation from below,
which is preferable, or from the same level,
but never from above.
Power Changes in Formation
The recommended method of varying power in
formation is to use the throttles. To do so,
reduce turbo boost, fully open the throttles, and
then increase turbo. boost until you get the
maximum power allowable for the rpm you are
using. You may then vary the throttles from
closed to full open with no harm to the engines.
In loose formation at low altitude, it is pos' sible to use the TBS by adjusting it to position "8" and opening the throttles until you
get maximum power allowable for your rpm.
Then the TBS range from "O" to "8" may be
used safely. This procedure is not recommended, however; use of throttles is pref erred.
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A
COMBINATION
OF P ·OWER
SETTINGS
POWER INCLUDING BMEP VALUES
AND
POWER
PLANNING
SETTINGS
YOUR
THAT
FORMATION
WILL
2550
2500
42.5
2450
40.0
2400
37.5
2375
37 .0
2350
2325
36.0
35.5
MILITARY
2300
35.5
TAKE-OFF
2275
2250
2225 '
35.0
35.0
2175
2150
2125
2100
2075
2050
2025
2000
1975
1950
1925
1900
ARMY MODEL B-24
RPM vs . MANIFOLD PRESSURE
CHART
1775
1750
1725
1700
1675
1650
1625
1600
1575
1550
1525
1500
POWER
AND
AUTO-RICH
,+..
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100
(Normal
Rated)
1100
90
990
MP
MP
S.L.
25,000
To
&
Above
25,000
31.0
31.0
.....
.....
... ..
.....
.....
31.0
31.0
31.0
31.0
MP
MP
S.L.
10,000
To
To
10,000
15,000
31.0
31.0
30.5
28.5
27.5
26.5
30.0
30.0
29.0
28.0
26.5
26.5
26.5
26.5
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26.0
26.0
26.0
26.0
MP
S.L.
15,000
To
To
15,000
25,000
31.0
31.0
31.0
31.0
30.5
24.5-30.(
24.5
24.5
31.0
24.5
24.5
.....
AUTO-LEAN
RPM
RPM
MP
BMEP
MP
BMEP
ALL
BELOW
ALT.
10,000
RPM
MP
BMEP
RPM
MP
RPM
MP
BMEP
BMEP
10,000
15,000
To
'To
Above
15,000 25,000 25,000
48.5
192
(5 MIN.) 260°C
HD. TEMP. LIMIT
2550
46.0
( 1 HOUR) 260 ~C HD. TEMP. LIMIT
186
880
2490
For Continuous Operation
41.5
at All Other Powers
172
Do Not Exceed 232 °C
28.0
27.5
27.0
26.5
37.5
IMPORT ANT NOTE:
158
75
825
70
770
30.5
28.0-30.0
MP
IN
2400
80
.....
HELPFUL
2700
1200
AUTO-LEAN
31.0
31.0
27.5
27.0
26.5
26.0
BHP
R- 1830-43 & R- 1830-65 ENGINES
1875
1850
1825
1800
PER
CENT
32.0
31.5
31.5
31.5
PROVE
AUTO
RICH
MP
NAVY MODEL PB4 Y-1
OF
FLIGHTS
ALL ALT.
46.0
33.5
32.0
PERCENT
FOR VARIOUS ALTITUDES
RPM
2200
AND
2325
Do Not Increase MP More Than
35.5
154
2". Hg. Above Given Values
Without Raising RPM
2250
35.0
BMEP
148
2200
=
433 x BHP
RPM
2200
32.0
140
2200
32.0
140
2200
32.0
140
2200
32.0
140
65
715
60
660
2050
31.0
139
2050
31.0
139
2050
31.0
139
2050
31.0
139
55
605
1900
31.0
138
1900
31.0
138
1900
31.0
138
2000
3.00
131
550
1750
31.0
136
1750
31.0
136
1850
30.0
129
2000
50
45
495
1650
30.0
130
1750
28.5
122
1850
27.0
116
1900
26.5
113
1600
1700
40
440
28.0
119
26.5
112
1850
24.5
103
1500
1500
1750
35
385
26.0
111
26.0
24.5
95
32 .0
140
111
28.0
119
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3
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FULCRUM
POUNDS
PRINCIPLES
OF BALANCE
The theory of aircraft weight and balance is
extremely 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
240
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.
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Similarly, an airplane is balanced when it
remains level if suspended at a cert~in definite
point or ideal center of gravity (CG) location.
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 and 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 center of gravity falls
within the allowable range. Heavy loads near
the wing location can be balanced by much
lighter loads at the nose or tail of the airplane.
If the CG falls within the CG limits, forward
and aft, 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 percentage of the mean aerodynamic chord
of the wing ( % MAC). The MAC is simply the
width of a theoretical rectangular wing which
has the same aerodynamic characteristics as the
regular wing.
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 weighing should be 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 a difficult
matter to compute the effect of fuel, crew,
cargo, armament, and expendable weight as
they are added. This is done by adding all the
moments 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 newly loaded airplane. This calculation can be performed by arithmetic, by loading graphs, or by a balance computer.
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EFFECTS OF
IMPROPER LOADING
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
( decrease in miles per gallon) .
8. Decreases range.
9. Lowers· tire factors.
CG Too Far Forward
1. Increases fuel consumption (less range) ;
decreases maneuverability.
2. Increases power for given speed.
3. Oscillating tendency-increased strain on
pilot during instrument flying.
4. Tends to increase dive beyond control.
5. Might cause critical condition during flap
operation.
241
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6. Increases difficulty in getting nose up during landing.
7. Overstresses _n ose wheel.
8. Results in dangerous condition if tail
structure is damaged or surface is shot away.
CG Too Far Aft
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 s·~rain in instrument flying.
7. Results in a dangerous condition if tail
structure is damaged or surface is shot away.
8. A sudden upgust or downgust may cause
stall before recovery is possible. The reason is
that the elevator is trimmed to keep the nose
down. Each bump throws the nose up. In case
of a severe bump there is little elevator travel
left to bring the nose down, making a recovery
difficult.
242
PROPER LOADING
OF THE B-24
The day is past when the pilot makes decisions
by the seat of his pants, and the loading of aircraft is no exception. Especially is this true
in the B-24. Here is a high performance airplane if properly loaded. But you can't expect
non:nal performance if you hang a ball and
chain on the tail, put a ring in the nose with
hundreds of pounds hanging from it, or suspend an anchor from one wing. Improper loading at best cuts down the efficiency of the airplane and at worst can cause a crash.
In transition, pilots learning to fly the B-24
sometimes get in the habit of overlooking
weight and balance because there are often
only a few individuals aboard, no bombs, no
ammunition and th~ distribution of weight is
of less importance. Bear in mind that the tactical Air Force you join will expect you to know
weight and balance when you arrive. Any B-24
airplane commander worth his salt will take
time to master the relatively simple operation
of the load adjuster.
Note: There is a load adjuster for every
airplane. On the back of its case are blank
spaces for 4 items: 1. AF No ......... ; 2. Model
........ ; 3. Basic Wt ....... ~; 4. Index ........ .
Fields will refuse to clear you for departure
unless these items are filled out and unless you
can complete a Form ~.., (weight and balance
clearance) for the flight as required by AAF
regulations.
RESTRICTED
�RESTRICTED
INSTRUCTIONS FOR
OPERATION OF THE
B-24 LOAD ADJUSTER
The load adjuster is the calculator used in conjunction with the Weight and Balance Handbook. Profi€iency in its operation will save the
time and effort of tracking down the elusive
CG by means of mathematical calculations. Its
use in conjunction with the charts and forms
· contained in the handbook insures a safe loading and provides a means of checking exactly
how the balance position will be affected by
each item of load which is added or expended.
The colored top strip is the guide to a safe
loading. The actual loading range is the area
between the yellow sections. The yellow area
restricts these limits further for certain conditions. These conditions vary with each airplane.
On B-24D, E, G, H, and J load adjusters a restriction is imposed when fuel is carried in the
forward bomb bay. This caution is noted so that
the allowable rear limit will not be exceeded
as the balance position moves aft with the consumption of this fuel. When there is no forward
bomb bay fuel aboard, this yellow section may
be disregarded.
The sloping lines indicate the limits of the
loading range for the gross weights to which
tlle airplane is to be loaded. Examination of
the top strip will show that at high gross
weights the forward section of the loading
range increases but ciiminishes at the rear limit.
Comparison of the top strip with the center of
gravity grid will explain the reason for these
sloping limits.
The movement of the hairline indicator translates the change in balance position as load is
added or expended in terms of the index
scale which appears on the bottom of the
rule. This index is merely a simple reference
that is mathematically related to the center of
gravity grid which appears on the inside of the
load adjuster.
The center of gravity grid on the inside
RESTRICTED
of the rule is the basis of the load adjuster's
design. The forward and aft red sections show
the CG limits in terms of % MAC, and it is
fro~ these limits that the top strip of the load
adjuster is derived. The dotted lines show the
fuel travel and determine the yellow caution
are;as for this ~irplane.
The CG position in terms of % MAC and
inches froni the reference datum may be read
directly from this grid. The crosswise lines
represent the weight and the diagonal, downward lines represent the percent. To convert an
index reading to % MAC, note the p9int at
which the indicator hairline and the gross
weight line intersect and the % MAC is esti- ·
mated at that intersection. The marks across
the top of the grid are in inches from the reference datum. The position in inches is road in
the same manner as the % MAC since, had the
lines for inches been extended downward, they
would follow the trend of the percent lines.
The fuselage diagram on the back of the load
adjuster will be of great assistance in deciding
where to place load items. It also provides information concerning leveling lugs, jig points,
etc., to assist you in the actual weighing of the
airplane. The loading scales on the front of the
load adjuster are lettered to correspond with
the compartment letters on the diagram on the
back of the load adjuster.
The basic weight and moment scales on the
inner side of the load adjuster slide determine
for you in a few simple operations the basic
index which is the starting point of all loading
calculations. All that you need do to arrive at a
basic index is set t!'ie indicator hairline at "O"
on the index scale. Then, move the slide until
the basic weight is under the hairline. Follow
that up with a quick slide of the indicator to
the basic moment/ 1000 and the basic index is
right there under the hairline staring you in
the face. If the basic moment/ 1000 should happen to be on a scale other than that containing
the basic weight, don't be alarmed. Just set
your basic weight as above: move the indicator
to the final moment/ 1000 mark at the end of
the scale containing the basic weight; then
move the slide again until the same moment/
1000 mark at the beginning of the next scale is
243
�RESTRICTED
under the hairline. Move the indicator to the
moment/1000 figure you were looking for in
the first place and the problem is solved.
Operation of the Load Adiuster
All loading calculations start with the hairline
of the hairline indicator over the basic index.
From there on it requires only 2 operations
to lead each of the totals shown on Form F.
The first step is to slide the slide until the "O"
vertical starting line of the scale involved is
under the hairline.
The next step is to move the hairline indicator until the hairline is over the weight that is
to be added. The new index is then read under
the hairline on the index scale at the bottom
of the rule.
That's all there is to it. These two operations
are repeated for each loading total that appears
l<li\ll
f'
on Form F. The computations are made in the
order that the items appear in the form and the
resulting index reading is entered in the index
column.
When you're sliding the slide, make sure
you don't move the hairlip.e indicator,
when you move the hairline indicator, see
the slide remains in position.
that
and
that
·
Following these two steps, work out a simple
problem. Don't base any of your field problems
on the data given. This is just to help you to
operate your load adjuster.
Suppose the card in the load adjuster case
in agreement with chart C in the handbook in
your airplane shows a basic weight of 36,767
lb. and a basic index of 63.8.
The index readings for each of the compartments are shown so that you can start working
\DJllSlfR
LOAD ADJUSTER SHOWING LOADING SCALE
LOAD ADJUSTER SHOWING BASIC WEIGHT AND MOMENT SCALE
B-240,E,G,H, a J
PB4Y-1
""ONIITY Of'
u. S. QOYE..NMENT
.,..,,.,. , ,,,.,,.. .. ,,,, _ _.,,,,,.,,n,..y
~Cl,all._. •:.:,::..," ="~u-...,_••' .-.w••-u__,,. __
LOAD ADJUSTER SHOWING FUSELAGE DIAGRAM
244
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�RESTRICTED
RESTRICTED
your load adjuster, and check your answers
with the index readings given.
Now, get a B-24 load adjuster and get your
copilot and your engineer. If you can't get hold
of a load adjuster any other way, get permission to go sit in an airplane. Then work out the
following problem using the basic index given
in the problem. You'll use the actual basic index for the airplane after you have learned to
use the load adjuster. Have a Form F and fill
it out as you go along. As soon as you have
mastered this problem, teach it to your copilot
and then to your engineer. Whenever a weight
and balance clearance is necessary, you, the
airplane commander, must either figure it and
have it checked by copilot or engineer or have
one of them figure it and you check it.
Set the indicator hairline over the basic index of 63.8 and begin.
·
1. Slide the slide until the "0" vertical starting line of the compartment scales is under the
hairline.
2. Move the indicator until the hairline is
over 260 lb. on Nose Scale A. This adds the moment of the 260 lb. in that compartment and
produces a new index reading of 57.4.
3. With the hairline over the new index of
57.4 slide the slide until the-"0" starting line of
the compartment loads scale is again under th~
hairline.
4. Move the indicator to the 400-lb. mark on
scale B and read the new index of 51.2.
Following the above steps, work out the
other compartment loadings by yourself. You
should not need any further illustration. Each
new addition is made with the indicator hairline over the index determined from the previous operation.
Minimum Landing Check
Having added all the items of non-expendable
load you have now arrived at the minimum
landing check. The hairline of the indicator is
well within the white section and the CG is,
therefore, within the loading limits.
Unless there is a most unusual loading condition, when the balance position at. "Minimum
Landing Gross Weight" and at takeoff is within
the loading limits, no adjustments will be necesR EST RIC TED
sary during flight to keep plane in balance.
If the indicator hairline is, at this point, in
either the forward or aft red section, readjust
your cargo or provide necessary ballast (gross
weight limits permitting), so that the minimum
landing check will show a balance position
within the loading range.
Loa~ing Expendable Items
In order to complete calculations, now add the
so-called expendable load. In this problem ammunition, bombs, oil, and fuel have to be considered. They are added in the same manner
as the compartment totals but separate scales
are provided for the bombs, oil and fuel. The
compartment scales are used for the ammunition.
1. With the indicator hairline over the minimum landing index of 65.8, slide the slide until
the "0" starting line of compartment scales is
under the hairline.
2. Move the indicator until the hairline is
over the 240-lb. mark on nose scale A. This
adds the 800 rounds. of .50-cal. ammunition in
compartment A. The new index reading is 59.9.
3. Repeat these operations for each of the
compartment ammunition loadings using the
scales in the same manner as they were used
for the addition of the non-expendable items
in the compartment sections.
245
�RESTRICTED
4. For the addition of the bombs a separate
set of scales is provided. Therefore, with the indicator hairline over the last index determined
from the ammunition loadings, 79.1, slide the
slide until the "0" starting line of the forward
bomb bay scale is under the hairline.
5. Move the indicator until the hairline is
over the 6400-lb. mark on the forward bomb
scale, thus adding the four 1600-lb. bombs in
the forward bomb bay and providing a new index reading of 61.1.
6. Using the rear bomb bay scales, repeat the
same operation for the bombs in the rear bay
for a new index of 83.2.
7. Slide the slide until the vertical starting
line of the oil scale is under the hairline.
8. Move the hairline indicator until the hairline is over the 130-gallon mark and read the
new index of 78.1
9. The indicator hairline is now over the "0"
starting line of the wing fuel scale and it will
require only one movement of the hairline indicator to add the 2360 gallons of fuel. You
could move the indicator to the 1400-gallon
mark and then back again to the 2360 but you
might just as well move it from the "0" mark
right to the 2360 and let it go at that for a
final index reading of 77 .0.
Crew Change Scale
Since the Form F was filled out considering
the crew members· at battle stations, you had
best put the tail gunn~r and the side gunner
in the spots where they will be for landing and
takeoff, just to make sure that the balance
position will be satisfactory. You will find that
the crew change scale takes care of this problem very easily.
1. Set the slide so that the mark for the tail
gunner on the crew change scale is under the
hairline.
2. Move the hairline indicator so that the
hairline is· over the bottom turret position since
that is where he will be at takeoff.
3. Slide the slide again until the mark for
the side gun on the crew change scale is under
the hairline.
4. Move the hairline indicator until the hairline is over the bottom turret mark.
5. Now slide the slide until the mark for the
nose on the crew change scale is under the
hairline.
lllllllWAU ■
IUMJOD/Jll6 lliAJIH6E
NIEL IIEIMIDr:
'";izr©-·
246
RESTRICTED
�RESTRICTED
6. Move the hairline indicator until the hairline is over the radio and top turret mark.
These operations have produced an index of
73.2 and placed your ·crew in the takeoff position. This is your final takeoff index.
You will find the indicator hairline right in
the middle of the loading range, so you are now
assured that your balance position is perfectly
safe.
Use of Expend·a ble Items ·
Since both the minimum landing check and the
takeoff index have been within the limits, you
can be reasonably certain that all will be well
during flight. However, it might be well to see
what will happen to your balance position after
you have dropped that bomb load, burned the
fuel or maybe caught a Jerry or two with the
ammunition you had aboard. By checking your
balance ·without these expendable items you
can be equally sure of a safe CG when you
come in for a landing.
You can check this CG .change as load decreases either by adding to the minimum landing index or subtracting from the takeoff index.
To accomplish the former, set the indicator
hairline over the minimum landing index and
use the load adjuster scales to add whatever
part of the expendable load is still aboard at
landing, always adding full oil first since it is
almost impossible to estimate the oil consumption. Then ad~ whatever you have left in the
way of expendable items. If the meters show
that you still have 200 rounds of nose ammunition, load 200 rounds of ammunition on scale
A. If the fuel gauge registers 500 gallons of
wing fuel, use the wing fuel scale and add that.
Always be sure to check your landing CG.
Balance alters with the use of expendable load,
so don't rely on your takeoff index to make you
land safely.
This computation may also be made by using
the load adjuster scales in reverse. This method
starts with the indicator hairline over the takeoff index. Set the slide so that the original
amount loaded on any one scale is under the
hairline and then move the indicator to what
you have left.
You may like the first method better because
it doesn't require so much mental arithmetic.
RESTRICTED
However, you ought to know about this "taking out" process because it comes in handy
when you find in the course of a loading calculation that re-adjustment of load is going to
be necessary. By setting the indicator hairline
over the index reading at which the adjustment should be made and by moving the slide
to the amount originally loaded on the applicable compartment scale, you can take out
whatever you like and then re-load it in some
other section where it will improve your balance position. This often saves re-working an
entire calculation since the index readings on
Form F can be corrected accordingly if not too
much re-adjustment of load is involved.
Reading CG Position From Grid
To check on reading % MAC and inches from
the center of gravity grid, convert your loaded
index. Set the hairline of the indicator at the
takeoff index of 73.2 and slide the slide so that
the gross weight figures on its left-hand end
will be conveniently close to the indicator hairline. The intersection of the hairline and the
line representing the 65,000 lb., which is the
closest to the takeoff gross weight of 64,437 lb.,
occurs about 1/ 5 of the way between the 31 and
32% MAC lines. Therefore, the % MAC may
be estimated at approximately 31.2% or, expressed in inches, between 299 and 300 inch
marks as approximately 299.1.
247
�RESTRICTED
FLIGHT CONTROL
CHARTS
The average pilot doesn't realize how many
horses he is controlling with his throttle hand.
Twelve hundred horsepower per engine is a
lot. Multiply this by 4 and it's a hell of a lot.
Normally you'll cruise auto-lean at, say 2000
rpm and 30" (181 gallons per hour) or 2050
rpm and 31" (205 gallons per hour), thus using
55 to 60% power-Le., you are using about 60%
of 4800 Hp, or 2880 Hp.
These 2880 horses don't have such a big appetite for fuel-200 gallons an hour is reasonable. But now you decide to use 2250 rpm and
35" which requires auto-rich mixture settings.
This is 70% power or 70% of 4800-or 3360 Hp.
You've thereby added the difference between
2880 and 3360, or 480 horses, and are they
hungry! Your fuel consumption jumps from
205 gallons per hour to 348 gallons per hour.
For an increase from 60 to 70% power, you
have to use almost 70% more fuel per hour and
your gain in airspeed is only 10 mph.
In short, the moment you go into the higher
power ranges (where you must use auto-rich),
your engines develop a tremendous appetite.
That's why pilots have run out of fuel when
they thought they had several hundred gallons
left. Know your power settings.
Remember there is a minimum efficient flying speed. The B-24 has to be up on the step
to fly efficiently. This varies with weight. The
moment you drop your bombs, this airspeed
changes and must be recalculated. You don't
conserve gas by mushing along at too low a
power setting and airspeed.
The only way to ascertain the proper power
settings and airspeeds for various flight conditions is to use the flight control charts or tables.
Don't Feather to Go Farther in the B-24
It works on some airplanes with light wing
loadings, but it won't work on the B-24. To go
the same distance, you'll use more fuel with
248
2 engines feathered than if you use all 4 engines properly.
For example: With a 45,000-lb. weight, cruising at density altitude of 15,000 feet, best power
setting is 1700 rpm, 28.3" of manifold pressure.
You are getting approximately 490 brake Hp
per engine or a total of 1960 Hp to maintain
efficient airspeed with minimum fuel consumption of 150 gallons per ·hour.
Now suppose you feathered 2 engines. The
remaining 2 engines still have to produce at
least 1960 Hp for them to deliver enough thrust
to give you your minimum efficient true airspeed of 153 mph. There's no way to get around
that. To do this each of the engines must produce 980 Hp. This will require approximately
90% power or 2490 rpm and 41.5" (in autorich). At this setting you will use 254 gallons
per hour compared with 150 gallons per hour
using all 4 engines. No allowance was made
here for loss of efficiency because of the drag
of feathered propellers.
Remember there is a big difference between
maximum economy and maximum range. If
you want to stay in the air as long as possible,
you want maximum economy-as in a case
where you want to hang around near the field
until a ground fog clears.
But maximum economy flying usually means
the airplane is in a semi-mushing attitude. It
will stay in the air but it won't go any place
and it won't get you the tnost miles per gallon
for fuel available. The airplane must be flying
efficiently to get the most miles per gallon.
The charts on· the following pages are for instructional use only. For planning actual flights,
you will find simplified tables in your G file for
the plane you are flying. Such tables are replacing the graph charts, from which they are
derived.
Use of the graph charts in your spare time
will give you a fuller understanding . of the
use of the simplified tables. The charts presented serve only as examples of the full series.
RESTRICTED
�::a
m
"'
....
EFFECTS OF POWER SETTINGS ON GAS CONSUMPTION AND AIRSPEED
::a
n
(Based on 50,000 pound weight cruising at density altitude of 5,000 feet, no wind; see Cruise Control Chart)
....
m
C,
POWER SETTING
Manifold
rpm
Presiure
Brake
Horse
Power
Gals.
Per
Hour
Hours and
Minutes of
Fuel
H
M
Indicated
Airspeed
True
Airspeed
Range
in Miles*
What the Table Shows
Auto-Lean
1500
26"
35%
126
15
52
132
142
2254
Airplane won't cruise at 35% power
1600
28"
40%
134
14
55
152
163
2234
Low fuel consumption. But maximum range
would be approx. 42.5% power.
1650
1750
1900
30"
31"
31"
45%
SO%
55%
146
161
180
13
12
11
42
25
07
165
178
173
183
186
196
2438
2311
2178
12 GPH more fuel = gain 15 mph TAS.
15 GPH more fuel = gain . 8 mph TAS.
19 GPH more fuel = gain 10 mph TAS.
Increase in gas consumption of 46 GPH
gives increase of 33 MPH TAS.
2050
2200
31"
32"
60%
65%
205
250
9
8
45
00
190
197
205
212
2000
1696
25 GPH more fuel = gain 9 mph TAS.
45 GPH more fuel = gain 7 mph TAS.
. 2200
2250
2325
32"
35"
35.5"
65%
70%
75%
306
348
390
6
5
5
32
45
08
197
203
208
212
218
224
1386
1252
1149
56 GPH more fuel = gain NO mph TAS.
42 GPH more fuel = gain 6 mph TAS.
42 GPH more fuel = gain 6 mph TAS.
Increase in gas consumption of 140 GPH
gives increase of 12 mph TAS.
2:400
2490
2550
37.5"
41.5"
46"
80%
90%
95%
428
508
581
4
3
3
40
56
27
213
222
228
230
238
246
1075
937
847
38 GPH more fuel = gain 6 mph TAS.
80 GPH more fuel = gain 8 mph TAS.
73 GPH more fuel = gain 8 mph TAS.
Auto-Rich
t,,)
~
,0
These are roughly interpolated figures to give you an idea of the effect of power settings. Note what
a change in rpm alone will do. Note what happens when you go into auto-rich-Zoom goes the
gas consumption! But remember these figures are for only one weight of airplane at one altitude.
· Different figures apply for different weights at different altitudes.
*Based on 2000 gallons of fuel, cruising in level flight.
::a
m
"'
....
::a
n
....
m
C,
�RESTRIC!ED
HIGH PERFORMANCE TAKEOFF CHART
Normally it will not be necessary to compute takeoff' distances when operating
from airfields constructed for 4-engine aircraft. However, for heavy loads and
for takeoffs from strange and shorter fields it is imperative that you check the
length of run required.
In effect a field is a different length every day. Wind will make a field longer,
hot weather will make it shorter, air density changes its effective length. The
weight of your airplane can shorten or lengthen the field. It will measure the
same distance in feet but so far as the B-24 is concerned these elastic takeoff
strips stretch and contract with the weather. This means that iust because Joe
Doakes took off from some field last Tuesday is no reason that you can do it
this Saturday. The difference between a warm afternoon and a cold morning
can mean as much as 500 feet difference in takeoff run. Variation in wind alone
can easily make as much as 1000 feet difference in the length of your ground
run. The field elevation and runway surface must also be considered. Before a
doubtful takeoff always consult the high performance takeoff chart .
. To get the pressure altitude you can ask the weather office or you can set the
barometric pressure scale on the altimeter to 29.92 (standard sea level pressure).
This will give a reading of the pressure altitude of the airplane above sea level.
If this pressure altitude reading is higher than field elevation, the air is less dense
than the standard for the elevation (requiring a longer takeoff run than usual),
if the pressure altitude reading is lower than field elevation, the air is more dense
than standard and takeoff distance should be less than normal.
EXAMPLE: (Illustrated on chart with red line)
Given: Temperature= 25 °C.
Gross Weight = 56,000 lb.
Field Condition = soft turf.
Headwind = 10 mph.
Pressure Altitude= 2000 feet.
Solution:
Density Altitude = 3550 feet.
Ground run-concrete runway-no wind= 2980 feet.
Ground run corrected for ground condition (soft turf)= 4~00 feet.
Ground run corrected for ground condition plus a 10 mph headwind = 3550
feet.
Distance for transition and climb to 50 feet (no wind)= 1180 feet (same density
altitude used as determined from the ground-run chart).
Distance for transition and climb to 50 feet corrected for 10 mph headwind =
1050 feet.
Total distance to clear a SO-foot obstacle= 3550
1050 = 4600 feet.
+
250
RESTRICTED
�RESTRICTED
TAKE-OFF CHART (B•24D)
DENSITY ALTITUDE -1000 FT.
Q
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______...._-1-4 ► --- J
2. PRIOR TO TAKE-OFF, MAINTAIN TURBO REGULA TOR SETTINGS DETERMINED IN ITEM 1 AND
REGULATE THE POWER BY MEANS OF THROTTLE
ONLY.
...,.q
--------'--u
>--~
Ou_
>.....
z
0
3. SET WING FLAPS TO 20° AND COWL FLAPS TO
z:::,
4. ON TAKE-OFF DO NOT RELEASE BRAKES UNTIL
MP HAS REACHED 35" Hg.
~
so.
5. UPON RELEASING BRAKES, INCREASE THROTTLE
SETTING TO FULL OPEN POSITION AS RAPIDLY AS
POSSIBLE.
6. TAKE OFF AT THE INDICATED VELOCITY SPECIFIED ON THE CHART FOR GROUND RUN DISTANCES.
....c;_....__
-----~ w---"'
zu.
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,__.__..,.._........,....+--.r-1--......~.......,+--+---~~~-od---tr---+-.r---+---+8-'-A~--'................- UJ~u. .JcnOO
~ t-~CC UJcnZ
~~~~~~~~~~!:io~~
o ""o ::> > ~ ~
oN5~t-:«cn
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~~~~~-~--~oz~~o 0
.......__..&..---+--
HEAD WIND-MPH
- 8:i~X u:~
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RESTRICTED
8
ILLI ll.
WING FLAPS -20°, COWL FLAPS -5°, TAKE-OFF POWER-4800 BHP
1. AFTER WARM-UP, RUN UP EACH ENGINE SEPARATELY TO 2700 RPM AND 47" Hg MP (THIS SETTING ALLOWS FOR A 1½" Hg INCREASE IN MP
DUE TO RAM) TO OBTAIN TURBO REGULATOR
SETTING.
0
~
~
NOTE: THIS CHART IS BASED ON THE FOLLOWING:
TAKE-OFF PROCEDURE
4
0
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NOTE: THE TAKE-OFF DISTANCES SHOWN ON
THIS CHART ARE HIGH PERFORMANCE AND CAN
ONLY BE ATTAINED BY FOLLOWING THE PROCEDURE GIVEN BELOW. FOR NORMAL TAKE-OFF
CONDITIONS WHERE HIGH PERFORMANCE IS NOT
REQUIRED (AIRLINE PROCEDURE) ADD APPROX.
200 FT. TO THE GROUND RUN AND 600 FT. TO
THE TOTAL DISTANCE TO CLEAR A 50 FT. OBSTACLE
AND INCREASE THE TAKE-OFF VELOCITIES 10 MPH.
4
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251
�RESTRICTED
MAXIMUM RANGE CLIMB CONTROL CHARTS
The maximum range climb control charts are c~lculated on the
basis of rated power climb with a 10° cowl flap opening. A minimum amount of fuel and time is used in attaining a given altitude if normal rated power is used for the climb. These charts
enable the pilot to determine the amount of fuel used and the
distance traveled (with no wind) while climbing , to the altitude,
as well as the amount of reduction in range (because of the climb)
for any given mission.
Example:
At a gross weight of 60,000 lb., the curves show that a climb
to 20,000 feet for a B-24D equipped with wide-bladed propellers, requires about 258 gallons of fuel and the distance
traveled while climbing (with no wind) is 82 miles. The true IAS
(which must be corrected for pitot position error and instrument
error) for best climb as given by the curve is l58 mph. Climbing
at some speed faster than the value specified will decrease the
rate of climb and increase the total fuel consumed and the distance traveled during climb. Climbing at powers lower than
rated power will have the same effects as increased speed.
252
RESTRICTED
�RESTRICTED
MAXIMUM RANGE CLIMB CONTROL (B-24D)
WIDE BLADE PROPELLERS-BLADE TYPE N0.6477A-O
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NOTE: I. 1.A.S. AS SHOWN ON THIS CHART IS TRUE INDICATED AIRSPEED
ANO MUST BE CORRECTED FOR PITOT POSITION AND INSTRUMENT
ERRoR To 0BTAIN P1LoT's 1No1cATEo AIRsPEEo.
2. SOLID LINES INDICATE DATA WHICH IS THOROUGHLY ESTABLISHED
THROUGH FLIGHT TEST, WHILE DASHED LINES INDICATE DATA
280 GALS.
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3. 0° WING FLAP -ADDITIONAL AIRPLANE STABILITY MAY BE
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0
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10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
MILES TO CHARTED ALTITUDE (ZERO HEAD WIND)
RESTRICTED
25
�RESTRICTED
THE CRUISE CONTROL CHART
Use of this chart allows quick and direct solution of problems involving
various combinations of altitude, temperature, airspeed, gross weight,
engine rpm, manifold pressure, and fuel consumption. It also gives
approximate speeds for a maximum range operation. Pressure altitude: Pressure altitude is the altimeter reading when the barometric
scale on the instrument is set to 29.92" Hg (1013 millibars). This scale
setting should be used when converting pressure to density altitude.
TO DETERMINE AIR SPEED FOR ANY DESIRED POWER AT ANY GROSS
WEIGHT AND ANY ALTITUDE
Enter chart at outside air temperature (A) and follow arrows to pressure altitude (B) determining density altitude. Follow arrows across
to desired or selected per cent power (C). Proiect down to gross weight
at (D). Follow slope of weight variation lines to base line at (E).
Proiect up to density altitude at (F). True airspeed and true indicated
airspeed are read at (F). Fuel flow, rpm, and manifold pressure are
found · at (C).
EXAMPLE (illustrated on chart):
Find the airspeed corresponding to 70% BHP, 12,000 feet pressure
altitude at 32 °C free air temperature and 60,000 lbs. gross weight.
Entering chart at 32 °C and 12,000 feet pressure altitude, a density
altitude of 16,500 is determined. Follow 16,500 foot line horizontally
to intersection with 70% BHP, and proiect this point vertically to line
of 60,000 lbs. gross weight. Follow line parallel to weight correction
to intersection with base line of 35,000 lbs. gross weight.
Proiect intersection to 16,500 feet and read 2l 5 mph true airspeed
and 166 mph true indicated airspeed. (Apply instrument and pitot
position error correction to obtain pilot's corrected indicated airspeed
reading for each individual airplane.)
TO DETERMINE POWER REQUIRED FOR ANY DESIRED AIRSPEED AT
ANY GROSS WEIGHT AND ANY ALTITUDE
This procedure is not illustrated on the chart, but is the reverse of
that given above, except for steps (A) and (B), which are used for
determining density altitude. In this case the desired airspeed is
known at (F). Reverse the directions of the arrows, proiecting down
to (E) an'd following the slope of the weight variation lines to the
gross weight at (D). Project up to the density altitude at (C). The power
required (per cent of normal rated power at sea level), fuel flow,
rpm, and manifold pressure are found at (C).
254
RESTRICTED
�R E·s T R I C T E D
TRUE INDICATED Al RSPEELJ - MPH (PITOT LINES SHOULD BE CHECKED FREQUENTLY FOR LEAKS)
~
NOTE : THIS SPEED MUST BE CORRECTED FOR PITOT POSITION & INSTRUMENT ERROR TO OBTAIN PILOT'S INDICATED AIR SPEED
40
0
140
150
I O
170
180
190
200
210
220
230
240
250
~<9
b
~~,,.,,...--"
'-="o
'
f'PECIAL NOTE : TO CORRECT CHARTED TRU
Al RSPEEDS
~~~~0.---....-.:.----"~_.__~_,__
THE COND ITION OF THE PA I NT _C_,_
A_N_ A
_F
_,_F_E_C_T -+----135,OOO
I
THE ~ 1RSP~ED A'.s MU~H As l 2 -1 !MPH DEPEND I NG ON THE DEGREE OF ROUGHNESS .
GENf;RAL SURFACE ROUGHNESS CAUSED BY
A COLLECTI ON OF MUD OR 101 RT DECREASES
H - --=----.~--+-=~ ~-___.._:P~E~R~F~O _R M
-----,
AN
~C
_E_ A_S_ M~U_
CH
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OR
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NO I
2
~
(WITHOUT RADAR)
R-1830-43 ENGINE
/8 ENDIX-STROMBER
\
CARBURETOR
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25,000
0
0
0
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t\---- + --+---l----1----f 40,000
co
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MAX .CYL.
HEAD
TEMP.
232"C
260°C
._________,,.__~~~rr~~~~v--~:+-n-1-~t+-+-t--\~ -\---t\-----1~-l---'r+--+-+--\-t--+-+------+---+--+--l50,ooo
2so·c
MAX. CARBURETOR AIR TEMP. LIMIT
FOLLOW ARRow·s THROUGH POINTS
A-B·C-O·E & F TO FINO THE TRUE &
INDICATED AIRSPEED FROM TEMP·
ERATURE, PRESSURE ALTITUDE,¾
POWER, ANO WEIGHT.
w
AUTO RICH FOR 65% POWER AND
ABOVE -AUTO LEAN BELOW 65%
100% HP=4XIIOO HP (NORMAL RATED>
11
TAKE OFF -AUTO RICH, 2700/48 .5
FOR USE IN CRUISING FLIGHT1. DETERMINE DENSITY ALTITUDE . SET MAN . PRESS. ANO
RPM TO CHARTED VALUES, AS REQUIRED, TO GIVE
SPEED OR RANGE DESI RED .
21N HOT WEATHER INDICATED AIRSPEED WILL BE LOW,
IN COLO, HIGH WHEN COMPARED TO CHARTED VALUES.
CHANGE MAN. PRESS. AS REQUIRED TO OBTAIN CHARTED
INDICATED Al RSPEED .
CTHI S WILL ESTABLISH POWER
EXACTLY. FUEL FLOW WILL THEREBY BE ESTABLISHED.)
3 . DO NOT INCREASE MAN . PRESS . MORE THAN 2" ABOVE
CHARTED VALUES WITHOUT RAISING RPM
4 . AFTER FINDING SPEED FOR BEST RANGE, USE WEIGHT
CORRECTION IN DETERMINING POWER SETTING REQUIRED.
5. FOR STEADY CRUISING IT SHOULD NOT BE NECESSARY
TO RE-SET POWER OFTENER THAN EACH HOUR . EVERY
3 HOURS WILL PROBABLY BE SATISFACTORY.
6 . DO NOT EXCEED 32" MAN. PRESS. AND 2200 RPM FOR
AUTO LEAN OR35.5" MAN. PRESS. AND 2325 RPM FOR
AUTO RICH FOR CONTINUOUS CRUISING .
1 AT AN ALTITUDE WHERE A CHANGE OF RPM IS SHOWN
USE LOWER RPM .
8 . WEIGHT or FUEL TAKEN AS 5 .89 LBS. /GAL. CUSING
STANDARD TEMPERATURE CORRECTION)
9 . FUEL FLOW VARIATION IS APPROX . I% INCREASE FOR
EACH 6000' INCREASE IN AL TITUOE . FUEL fLOWS
GIVEN ON CHART ARE QUOTED FOR 12500 1 FOR
POWERS RANGING FROM 80o/. POWER· TO MILITARY
POWER . AT POWER CONDITIONS BELOW 60%, THE FUEL
FLOW FIGURES ARE QUOTED FOR THE AVERAGE ALTI·
TUDE, THROUGH THE AL TITUOE RANCES IN WHICH RPM
IS HELO CONSTANT WITH THE GIVEN POWER CONDITION.
FUEL FLOW FIGURES ARE FOR BENDIX STROMBERG
,CARBURETOR SETTINGS PD-12F2-14, PD-12FS- 14 .
~
38°C
FUEL USED -GALS.
WEIGHT LOST- LBS.
TO OBTAIN G W. AT ANY POINT DURING FLIGHT
SUBTRACT WT. OF FUEL USED FROM INITIAL G.W.
RESTRICTED
CRUISING CONTROL
CHART
MODELS B-24G,H & J
NAVY PB4Y-I
9
6
500
I
1.opo
I
I
I
5,000
,1.5po
I
10,000
I
~:oro,
I
2.~p~
I
15,000
,3.o,oo
13.100
20,000
NOTE: THE SPEEDS SHOWN ON THIS CHART APPLY FOR AIRPLANES EQUIPPED
WITH PROPELLERS HAVING BLADE TYPE 1i6353A-18 OR 6477A-O
255
�RESTRICTED
3-ENGINE CRUISING CONTROL CHART
The form on this ch~rt is the same as that of the 4-engine cruise control
chart and it is to be used in the same manner.
Though extensive tests of 3-engine performance were not made,
data obtained indicate that the chart gives conservative values. It is
recommended that the pilot check his individual airplane against this
chart to determine how conservative the chart may be. The worst
3-engine condition (left outboard engine dead) as well as the best
3-engine condition (right inboard engine dead) should be checked.
The following facts should be kept in mind concerning 3-engine
operation:
1. Airspeed will be less for a given amount of power from each
engine, so care should be exercised lest the head temperatures
become excessive.
2. Since engine temperatures are likely to become critical at high
altitudes, a gradual descent to the lowest practical level is recommended.
3. The rpm and manifold pressure combinations which are used
for normal operation should be satisfactory for the 3-engine condition;
but it has been found that cooling is improved somewhat by using
higher rpm and lower manifold pressure than those shown on the
cruising control chart.
The additional dashed lines on this ch.art show the approximate
minimum percent BHP which can be used for given gross weights.
Corresponding airspeeds may be found by using the gross weight
correction lines at the bottom of the chart in the regular manner.
256
RESTRICTED
�RESTRICTED
3-ENGINE CRUISING CONTROL CHART (B-24D)
TEMPERATURE
0
TRUE INDICATED AIRSPEED - M.P.H.
°C
20
40
60
170
180
190
200
210
220
230
35
30
30
25
25
~
LL
0
0
0
i-:
NOTE: INTERSECTIONS OF
DASHED LINES & ¾ POWER LINES
GIVE CEILINGS FOR THE VARIOUS
WEIGHT & POWER COMBINATIONS.
USE GROSS WEIGHT CORRECTION
LINES TO OBTAIN SPEEDS
w
0
::> 20
t~
<(
>
u.
0
0
0
w
20
0
:::>
t:
~
<(
15
15
>-
t-
t-
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z
z
w
w
0
0
10
HEAD TEMPERATURE LIMITS
CONDITION
CONTINUOUS
CRUISING
-----......;:i~...,_~_,,;;~-...,.;...~__,;,;~~__;~!.....3._:._~6~00
RESTRICTED
257
�RESTRICTED
MAXIMUM RANGE CONTROL CHART
Enter the chart with the desired gross weight, using the scale at the
bottom of the chart. Proiect vertically, and at the proper altitude
for each set of curves, read in turn:
1. Airspeed (to be corrected for instrument error).
2. Engine rpm.
3. Manifold pressure.
4. Brake horsepower.
5. Total fuel consumption.
6. Miles per gallon.
Having picked off the condition, set rpm and manifold pressure.
Manifold pressure may have to be varied to give the desired airspeed.
At charted speed and rpm the manifold pressure will be high in hot
weather, low in cold weather, when compared to charted values.
Manifold pressure should not be raised more than 2" above the
charted value without raising rpm.
EXAMPLE: (Taken from maximum range control chart.)
Given:
Gross weight-45,000 lb.; Density altitude-15,000 feet.
Results:
True IAS-153 mph (apply pilot's instrument correction).
RPM = 1720; manifold pressure-28.3
BHP= 490 per engine (approx.). Fuel flow= 150 GPH (approx.)
Miles per gal. = 1.31 (approx.)
Notes:
1. For steady cruising it should not be necessary to re-set power
more often than each hour. Every 3 hours will probably be satisfactory.
2. At low IAS,. when flying on the autopilot, the pilot should pay
close attention to the airplane in order to prevent inadvertent stalling
when the airplane flies through sharp updrafts. However, in cases
where maximum range and endurance demand low speeds, the airplane may be flown manually, returning to automatic control when
the low speeds are no longer required.
3. At speeds other than those for maximum range or maximum
endurance, the cruising control chart is used as a guide .
. 258
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MAXIMUM RANGE CONTROL CHART (B-24D)
MILES PER GALLON
~
JJ
,-.
FUEL FLOW- GALLONS PER HOUR
0
'It
0
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~in.V
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0
0
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0
0
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0
0
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N 0
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BHP PER ENGINE
0
c,
8
~
8
8
2
8
I [
~
2
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co,-.c,
. . .
MILES PER GALLON
PROCEDURE:
ENTER CHART AT GIVEN
GROSS WEIGHT. PROJECT
VERTICALLY AND OBTAIN
SETTING FOR TRUE INDICATED AIRSPEED, ENGINE
RPM AND APPROX. MANI-
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tl)00000000
VN0C>C>VN0
V • • ,,, ~tf>ff>M
000000000
co«o-tN0GC)~N
NNNNN- - - -
FUEL FLOW
GALLONS PER HOUR
FOLD PRESSURE AT ANY
GIVEN ALTITUDE.
NOTE
1. TRUE INDICATED AIRSPEED
MUST BE CORRECTED TO
PILOTS INDICATED.
2. ~FUEL CONSUMPTION AND
MILES/GA~LON OF FUEL ARE
FOR CHECK PURPOSES ONLY.
BHP IS APPROX. FOR A GIVEN
ENGINE RPM AND MANIFOLD
PRESSURE.
0
0
v,
0
II)
•
0
0
V
~
0
II)
=ocac,,-...c,tt)
•·•
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BHP PER
ENGINE
.,,
0
0
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,'If.
AIRSPEED IN MPH
ENGINE SPEED-RPM
.,
tll
.,
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ff> N C,c,c,,-.."'-C>C)W,C")C")C")C")ff>C"),.,,
1()//id
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0
TRUE INDICATED
MANIFOLD PRESSURE
IN INCHES OF He.
MANIFOLD PRESSURE
IN INCHES OF HG
11
0
0
.,
0
0
'°
0
0
0
C)
0
V)
~
ENGINE SPEED
IN RPM
TRUE INDICATED
AIRSPEED IN MPH
SPECIAL NOTE: THE LOSS IN TRUE AIRSPEED DUE TO:
1. THREE NOSE GUNS IS 2 MPH.
2. ROUGH PAINT IS 2-7 MPH DEPENDING ON THE DEGREE OF ROUGHNESS.
3. GENERAL SURFACE ROUGHNESS CAUSED BY A COLLECTION OF MUD OR
DIRT IS AS MUCH AS ITEM NO. 2.
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QUESTIONS
AND ANSWERS
1. Q. Is it proper to decrease rpm before
manifold pressure?
A. No. Decrease manifold pressure first,
then the rpm.
2. Q. What is the proper method to increase
rpm and power settings?
A. Increase the rpm first, then the manifold pressure.
3. Q. When flying on instruments, name
some of the conditions you may encounter that
are not prevalent in contact flight?
A. Wing icing. Propeller icing. Pitot tube
icing. Carburetor icing.
4. Q. How would you combat the conditions
in question No. 3?
A. Operation of wing and tail group deicer boots if conditions warrant it. Operation
of propeller anti-icer system-should be put in
operation before icing conditions exist. Turning
on pitot tube heaters before flying on instruments. Closing the intercoolers and opening
throttles when drop of manifold pressure or
engine roughness occurs.
Note: Intercoolers should not be used for longer
periods than necessary.
5. Q. Are there any restrictions on the use
of the landing lights?
A. Yes. Due to the lack of rapid air circulation required to cool the lights, they should
not be used longer than 3 minutes at a time
while on the ground. Otherwise, light-bulb
failure is likely. Use alternately while taxiing.
6. Q . · When do you use the carburetor air
filters?
A. When dusty air conditions are encountered on the ground or in the air.
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7. Q. If you had hot gasoline (because of hot
weather or a hot engine) with possible vapor
lock trouble in flight, how would you remedy
the situation?
A. By using .the electrkbooster pump.
8. Q. In the event of a gasoline stoppage to
an engine, what is the first indication on the
instrument panel?
A. Fuel pressure drop.
9. Q. What is maximum allowable rpm and
manifold pressure for using "AUTO-LEAN"?
A. 32" manifold pressure, 2200 rpm (grade
100 fuel) and 30" manifold pressure, 2100 rpm
with grade 91 fuel.
10. Q. When do you use "FULL (EMERGENCY) RICH"?
A. At such time as the "AUTO-RICH"
setting becomes faulty.
11. Q. If you were climbing at 35" manifold
. pressure and 2300 rpm and you reduced rpm
to 2000, what would happen to the manifold
pressure?
A. An increase of manifold pressure will
occur with a resultant increase in BMEP.
12. Q. What is the desirable continuous operation head temperature?
· A. 200 ° to 232 °C. Desirable 205°.
13. Q. What is the maximum one-hour continuous operation head temperature?
A. Not to exceed 260 °. Must be in
"AUTO-RICH."
14. Q. At what rpm should Engine 3 be running to operate the hydraulic system normally?
A. Approximately 1000 rpm is required
to operate the hydraulic system efficiently.
15. Q. If the propeller on Engine 3 is allowed
261
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to windmill, is the rpm sufficient to operate the
hydraulic system?
A. The hydraulic pumps on Engine 3 will
i perate and supply pressure for the hydraulic
system at all times when the engine is turning
over. However, at low rpm the volume of oil
supplied will be small; therefore, the action of
any unit that is operated will be very slow.
16. Q. What should I do if a tire blew out
on landing?
A. Put the nosewheel firmly on the
ground. Use the engines on the side the tire is
blown on, concentrating preferably on the outboard, and use sufficient brake on the good tire
. to keep the airplane rolling straight.
17. Q. What is the allowable range of brake
accumulator pressures?
A. 850 to 1250 lb.
18. Q. What is the landing gear kick-out
pressure?
.
A. Landing gear down-850 lb.
Landing gear up-1100 lb.
19. Q. Explain the different methods of lowering th_e flaps.
A. (a) Move the flap handle to "DOWN";
(b) If engine-driven hydraulic pump
fails, 0r No. 3 engine is feathered, open emergency hydraulic (star) valve, turn on auxiliary
hydraulic pump and place flap handle in
" DOWN" position;
(c) Move the flap handle to "DOWN."
Close forward valve and open rear valve and
hand-pump flaps down. Use this procedure
when engine pump and auxiliary hydraulic
pump are not working.
20. Q. How long will it take to bleed the
shuttle valve for flap operation after the flaps
have been lowered by means of the hand
pump?
A. The time required will vary according to the temperature. At times it may take
as long as 20 minutes. Normal operation would
probably be 3 to 5 minutes. On cold days the
aluminum cylinder will contract more than the
steel piston and it may be necessary to tap the
valve very lightly to jar the piston loose so that
it will return to the nori;nal operating position.
21. Q. Is it possible, under emergency con-ditions, to raise the flaps after they have been
262
lowered by means of the hand pump?
A. Yes. First, open both valves, located
on top of the hand pump, to bleed off the pressure on the shuttle valve and allow the piston
to return to the normal operating position.
Second, close the aft valve, leaving the forward valve open.
Third, place the flap sele_c tor valve in the
"UP" position.
Fourth, operate the hand pump to supply hydraulic pressure through the open center system to operate the flaps.
22. Q. What should be done in case of a
vapor lock in the hydraulic system?
A. This means there is air in the system .
The selector valves should be operated back
and forth, forcing the hydraulic pressure first
one way and then the other, forcing the air
into the reservoir until the system operates
normally.
23. Q. What would happen if one accumulator was shot away?
A. One half of the braking action on each
wheel would be lost. It would be impossible to
operate the open center system until the broken line was sealed ( or repaired).
24. Q. Why is the landing gear lever put in
the "DOWN" position when parking the airplane?
A. With the landing gear lever in the
"DOWN" position any increase of pressure in
the system will be exerted on the down gear
mechanism. This will hold the latches in the
down position. An increase of pressure in the
system could be caused by expansion of the
fluid due to heat or changes in temperature.
25. Q. On the new airplanes, without the old
de-boosters, the brake action is slow and then
it grabs suddenly when it takes hold. What
causes this?
A. The metering valve may not be properly adjusted and/ or there may be dirt under
the valve seat.
26. Q. What pressures are required to operate the bomb doors?
A. Bomb doors open-600 lb.
Bomb doors closed-1000 lb.
27. Q. Why does it take more pressure to
close the bomb doors than it does to open them?
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A. To compensate for the difference in
force required on the top and bottom of the
piston due to loss of area on the bottom of the
piston on account of the connecting rod area.
28. Q. Why is the flap selector valve set
to kick out at 450 lb. in the "DOWN" position
and 750 lb. in the "UP" position?
A. To allow for the different operating
forces required on the up and down operation,
as well as to compensate for the loss of area
on the bottom of the piston due to the connecting rod area.
29. Q. How can we determine when the air
pressure in the accumulators is low?
A. When use of the brakes causes the
accumulator pressure to drop rapidly, by chattering of the unloading valve when the accumulator is charged, or by frequent cutting in of
the auxiliary hydraulic pump when this facility
is in use.
30. Q. Can the air pressure in the accumulators be checked without removing the oil in the
system?
A. No. The hydraulic fluid must be removed from the accumulator before the air
pressure can be measured. If this were not
done the gage would register the combined oil
and air pressure.
31. Q. How often should the air pressure in
the accumulators be checked?
A. During extreme cold conditions, the
accumulators should be checked daily. Sluggish brake action usually indicates low air
pressure in the accumulators.
32. Q. If a brake expander tube were ruptured, could the system be repaired so that the
hydraulic fluid would riot be lost when the
brakes were operated?
A. Yes. By disconnecting the line at the
brake valve and sealing the opening, or by
breaking the line to the brake expqnder affected, and pinching or sealing the end.
33. Q. Is it possible to operate the flaps with
accumulator pressure?
A. Yes. The procedure is as follows:
1. With the bomb doors closed, place
the utility valve in the bomb door closed position.
2. Place the bombardier's bomb door
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selector valve in the bomb door open position.
3. The pressure from the accumulator
is tl;ien routed from the accumulator through
the pressure line to the utility valve, out of
the valve through the bomb door closed line to
the operating cylinders at the bomb doors.
Since the bomb doors are closed, the pressure
backs up through the line to the bombardiers'
bomb door selector valve. When the selector
valve is in the bomb door open position, the
bomb door closed line is the return, therefore,
the pressure enters the open center system.
By operating the flap or landing gear selector
valve either unit will operate from the accumulator pressure provided there is sufficient pressure in the accumulator.
34. Q. Explain in detail all the methods of
lowering the landing gear.
A. a. Lowering the gear through the regular method of hydraulic pressure created by
No. 3 engine hydraulic pump.
b. Lowering, the gear by hydraulic
pressure created by the electric auxiliary system.
c. Lowering by hydraulic pressure
created by the hand hydraulic pump on the
copilot's side of the cockpit.
. d. Lowering the gear manually by the
hand crank mounted on the forward spar, requiring between 28 to 32 turns. Caution: This
crank must be wound back to its original position before raising the gear hydraulically.
On late model airplanes the nosewheel can be
extended manually in this manner. Pry open
up-latch and depress drag strut to hold lock
open, then disconnect lock mechanism with
quick disconnect pin. Gear can be pushed overboard by lifting up and forward on the top of
oleo cylinder. Gear will fall out and lock down.
35. Q. ' When the landing gear is lowered,
under what condition is the selector valve first
placed in the "UP" position, and why?
A. To insure a full supply of fluid on the
up side of the piston and lines which will cushion the shock produced by dropping the main
gear and relieve up locks of full weight of gear
before they are unlatched. This is an advisable
operation when lowering gear after flights of
long duration. (Over 2 hours.)
263
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36. Q. Is it possible to lower the tailskid
when the landing gear is lowered by emergency methods?
A. The tailskid is not lowered when the
Lmding gear is lowered with the emergency
hand crank. It is lowered by hydraulic pressure only.
37. Q. Is it necessary in emergency landing
gear operation to unwind the cables on the
drum before raising the gear?
A. Yes. If this is not done, the gear will
not lock up.
38. Q. Why is it necessary to put the selector valve in the "DOWN" position when using
emergency manua~ cable system for lowering
the landing gear?
A. To relieve the hydraulic pressure on
the up side of the operating cylinder, otherwise a hydraulic lock would be formed.
39. Q. Why must the utility valve be held
open until the bomb doors are fully open?
A. Hydraulic pressure is supplied to the
bomb door operating cylinders only when the
valve is held in the open or closed position.
When released, th~ utility valve returns to the
neutral position which shuts off the hydraulic
pressure.
40. Q. Is there a manual operation for lowering the flaps?
A. No.
41. Q. What should be done if the hydraulic
suction line between the reservoir and No. 3
engine pump is broken?
A. Open the emergency hydraulic (star)
valve and operate the auxiliary hydraulic pump
to supply pressure for the open center system
taking oil from the bottom of the reservoir. The
check valve automatically shuts off the broken
suction line.
42. Q. What should be done if the pressure
line from engine No. 3 is broken?
A. Break the suction line to prevent loss
of reserve oil and open the 3-way suction valve
to take oil from the bottom of the reservoir.
Open the emergency hydraulic star valve and
turn on the auxiliary hydraulic pump to supply
pressure through the open center system.
43. Q. Should the airplane be taxied with
the inboard or outboard engines?
264
A. Taxiing with the outboard engines
gives better control; therefore, they should
be used. However, do not allow inboards to
foul up.
44. Q. a. If, with the gear down, the throttle
horn blows and the light does not come on,
where would you look for the trouble? '
b. Would you land with the horns
blowing and no light?
A. a. The trouble usually occurs in the
micro-switches sticking on the main landing
gear. This trouble cannot be remedied from the
cockpit. The light and the horns are on the
same electric circuit. The micro-switch on the
nosewheel locking mechanism can be checked
and should be checked' to see if it is the cause.
If this switch is not at fault, there is nothing
that can be done to remedy the matter while
in the air.
b. Yes. If a visual check absolutely
indicated that the gear was down and locked.
45. Q. When starting an engine how would
you know if it is under-primed? Over-primed?
A. Usually an under-primed engine fails
to give an indication of wanting to start or there
may be a weak explosion occasionally while
the engine is being turned over by the starter.
An over-primed engine is usually one where
the mixture is so rich and the explosions are so
weak they will not keep the engine running;
also white vapor coming out of the exhaust pipe
is an indication, under some conditions, of an
over-primed engine. Note: It is practically impossible to write all the causes or combinations
of causes and remedies for the above. It is up
to the pilot to learn the symptoms himself and
apply the proper remedy.
' 46. Q. With a flooded engine, where would
you place the throttle while starting?
A. Place the throttle in the open position.
· 47. Q. What is liable to happen if you take
off in "AUTO-LEAN?"
A. If the carbllretor mixture is in proper
adjustment, possibly nothing would happen because the fuel mixture curve in "AUTO-LEAN"
is almost the same as "AUTO-RICH" at maximum power output. However,·the danger is that
the fuel mixture curve drops rapidly to a leaner
mixture upon slight reduction of power. This
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will cause detonation and possible engine
failure.
48. Q. How would you determine whether
the artificial horizon air screen is dirty?
A. By observing the speed with which
the instrument erects when the engine driving
the instrument vacuum pump is started.
49. Q. Would you cage and set your artificial
horizon in a climbing turn? Why?
A. No. Because it would give erroneous
readings and it would take several minutes for
it to seek its proper position again.
50. Q. What are the maximum allowable
precession limits on the directional gyro?
A. Precession shall not exceed 3 ° in
either direction for any 15-minute period on
any heading, except that a maximum of 5 °
precession is permitted on one heading when
the total precession on 4 headings 90 ° apart
from each other does not exceed 12 ° and the
precession does not exceed 3 ° on any of the
other 3 headings.
51. Q. What is a spilled gyro instrument and
how is this accomplished?
A. A spilled gyro is a gyro which has exceeded its stop limits. Occurs during acrobatics
or banks steeper than the stop limits of the
instrument.
52. Q. How do you know when the engines
are warm enough to taxi?
A. When the oil pressure has returned
to its operating pressure, approximately 80-100
lb.; when the oil temperature reaches a minimum of 40 °C; when the head temperature is
120 °c.
53. Q. Is there any reason why you should
not taxi through mud with the wing flaps
down?
A. Yes. You are likely to throw mud into ·
the exposed flap tracks, thus impairing the
operation of the flaps.
54. Q. When taking a bearing on a radio station with the loop antenna using the aural null,
does the needle always point toward the
station?
A. No. It will point either at the station
or exactly 180 ° away from the station.
55. Q. What receiver and antenna combination would you use when flying in an overcast'
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where reception is poor?
A. The radio compass receiver and the
loop antenna, with the radio compass adjusted
90 ° to the station; or rotate the loop until you
get maximum signal strength.
56. Q. How do you tune the radio compass
to a station?
A. With the radio receiver on the antenna setting identify the desired station and
get a clear signal by use of maximum tuning
indicator, then put the receiver on the compass
setting.
57. Q. Does the radio compass, properly
tuned to a station, always lead you straight to
the station?
A. It will if you have absolutely no drift.
However, with a drift condition, you will fly in
an arc reaching your station.
58. Q. How many radio receivers is the B-24
airplane equipped with which will receive radio
range signals?
A. Three recei~ers: the command set, the
radio compass set, and the liaison set.
59. Q. In the event No. 4 engine was on fire
in flight, explain what you would do in sequence.
A. Turn off the electric booster pump,
turn the gasoline selector valve supplying fuel
to this engine to the "OFF" position, close the
cowl flaps, feather the engine and put mixture
in "IDLE CUT-OFF" when fuel in lines has
been used and fuel pressure has dropped to
zero. In event the plane is equipped with a Lux
fire extinguisher, turn its selector handle to
No. 4 engine and operate the system. In this
case, close cowl flaps to confine CO 2 in nacelle.
60. Q. Referring to question No. 59, is the
condition the .same on No. 1, 2, and 3 engines?
If not, explain~
A. The procedure would be the same,
with the exception of No. 1 or No. 2 Check
which engine was driving the gyro instruments.
Also check No. 3 engine before coming in to
land and be sure the auxiliary electric hydraulic system is in operation.
61. Q. How would you reduce the BMEP in
an engine?
A. By increasing the rpm or reducing
the manifold pressure.
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62. Q. If you knew the nosewheel was not
lined up straight before landing, what would
you do?
A. This is generally one indication that
the shimmy damper is not working. On accumulator-type damper, align wheel with shimmy damper locks. On Houdaille shimmy damper where no lock is available, make a nose high
landing as you would do for a damaged nosewheel.
63. Q. In the event No. 2 engine gasoline
cells became faulty, how would you bypass
these cells and keep No. 2 engine running?
Does this procedure hold true on any of the
other engines?
A. Turn No. 2 engine selector valve to
crossfeed to engine. Turn selector valve of
fullest tank to tank to engine and crossfeed.
Turn on fuel booster pump of fullest tank. This
holds true on all engines.
64. Q. What precautions would you take before transferring fuel from the bomb bay tanks?
A. Because of possible gas fumes prevalent during this operation, see that all the
radio receivers and transmitters are off and
permit no smoking. Unless necessary, see that
the fuel booster pumps are off. Operation of
any electrical unit which might create a spark
should be avoided until the operation is completed, and any cabin heater in operation should
be off. Crack bomb doors 6 to 8 inches and
place observer in bomb bay to note any possible
leakage and any abnormal function during
transfer. Do not remove bomb bay tank caps
while transfer pump is in operation.
65. Which engine has the instrument vacuum pump on and which has the wing boot
pump?
·
A. No. 1 and 2 engines drive the vacuum
pumps actuating the instruments and wing
boots. When the selector valve has No. 1 engine
driving the instruments, No. 2 engine is automatically driving the wing boots, or vice-versa.
66. Q. What is your overshoot procedure?
A. Procedure: First, apply power. Second, reduce flap setting to ½ or to 20 °. Third,
raise the gear. The cowl flaps should be adjusted immediately after power is applied. The
flaps should be completely raised when safe
266
to do so after the gear is up.
67. Q. How do you ascertain the main gear
latch is locked on the visual inspection?
A. By seeing that the yellow latch locks
are in the lower position in the slot. This can
only be seen from waist gun windows when
flaps are in the upper position.
68. Q. If you were taking off into a low ceiling where you would immediately go on instruments, what precautionary measures would you
take before takeoff?
A. Ascertain that all gyro instruments
are working properly. Taxi, making S turns
to determine that bank and turn instrument is
operating. Check de-icer boots for operation
and propeller anti-icer fluid operation. Also,
immediately off the ground, turn on pitot heaters. The pitot tube heaters should be checked
by feel on the ground and then turned off
because continual use on ground may damage
element.
69. Q. What will result from excessive cowl
flap opening?
A. Will result in tail buffeting and lazy
aileron action. Flap opening of from 10° to 20 °
is the range where usually the highest buffeting
condition occurs. If permissible, a wide-open
cow1 flap setting is better if required for engine
cooling rather than a flap setting in the range
between 10° and 20 °. However, the wide-open
cowl flap setting will cut down the performance
of the aircraft considerably.
70. Q. If oil dilution is over-used, what is the
danger?
A. The over-use of this system dilutes
the oil to such a light viscosity that the high
gasoline content in the oil allows the gas fumes '
to come out the engine breather and into the
combustion chambers, constituting a fire hazard.
71. Q. What would you do if your airspeed
indicator failed because of stoppage in the
·passage?
A. Ask the bombardier to call airspeed
over the interphone.
72. Q. In the event No. 3 engine was feathered and you were coming in for a landing,
what would you do?
A. Be sure that the electric auxiliary
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hydraulic system was functioning and in operation, and open star valve to lower the gear and
flaps.
73. Q. Is it necessary to use the fuel booster
pumps after takeoff?
A. After takeoff, when 1000 feet above
the ground, they are not required again until
an altitude of 10,000 feet has been reached or
when a drop of 2 lb. on the fuel pressure occurs.
74. Q. What is likely to happen if an engine
backfires with the turbo waste gate closed?
A. It is liable to damage the waste gate
turbo mechanism and exhaust system.
75. Q. What will happen if you take off or
land with the wing de-icer boots inflated? '
A. It will disturb the air flow over the
wings, causing the aircraft to act in an abnormal way and increase the stalling speed.
76. Q. How do you clJ)proach your cruising
altitude, from below or from the top?
A. From about 500 feet on top.
77. Q. What is meant by flying on the step?
A. By flying the airplane in a minimumangle-of-attack attitude.
78. Q. If you set your turbos for 47" manifold pressure for takeoff at San Diego, would
this same setting give you 47"· for takeoff at
Salt Lake City, Utah? If not, why?
A. No. Because of higher altitude at Salt
Lake City, if the turbo lever were set at the
same position as San Diego, you would have
about 4½" higher manifold pressure at Salt
Lake City.
79. Q. What is the trend of the mechanically
driven internal supercharger in regard to manifold pressure drop or increase in relation to
increase in altitude?
A. The trend is for the manifold pressure
to decrease with increase of altitude.
80. Q. Is the exhaust-drive1;1 turbo-supercharger's trend in regard to increase in altitude
the same as the engine-driven supercharger?
A. No. The turbo-supercharger increases
manifold pressure with increase in altitude because of the density of the air decreasing with
altitude, allowing the exhaust gases to escape
more readily through the bucket wheel.
81. Q. What would the result be if you took
off with the intercoolers closed?
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A. Probably detonation.
82. Q. What is the purpose of the intercoolers?
A. To cool the air compressed through
the turbo-supercharger.
83. Q. When would you close the intercooler
shutters?
A. When flying in icing conditions· to
control carburetor air temperature.
84. Q. How much load will the tailskid support?
A. A very small amount. Heavy loads on
the tailskid should at all times be avoided. Care
must be taken any time the airplane is being
towed backwards that the tailskid never
touches the ground.
85. Q. In the event you encountered highly
turbulent rough air conditions how would you
fly the airplane?
A. Slow the airplane to 150 mph and use
a partial wing flap setting for additional lift
and stability. The landing gear may be lowered
to avoid too great a decrease in power.
86. Q. In slow flight, such as traffic pattern
flying, what is the best wing flap setting? Why?
A. 10 °. This increases stability of the
airplane and also,. lowers the stalling speed.
87. Q. What is likely to occur if excessive
airspeed is allowed with a full flap setting?
A. Possible springing of the flap tracks
or other structural failure would result. The
bleed-back valve which is supposed to allow
the flaps to retract at excessive airspeeds would
not allow the flaps to retract soon enough if the
airplane was suddenly allowed to attain an excessive airspeed.
88. Q. How tight do you have your copilot
snub the throttles on takeoff?
A. Tight enough to hold the throttles in
position but not so tight that throttles cannot
readily be moved in case of emergency.
89. Q. When spinning the turbo bucket wheel
by hand, what do you look for?
A. Warped bucket wheel, proper bucket
wheel clearance, noisy bearing·s, and freedom
of movement.
90. Q. Leaking fluid on the outside of landing
gear wheel indicates what?
A. Indicates a leak in brake line or frac261
�RESTRICTED
tured brake expander bladder.
91. Q. If a wheel wobbles during taxiing,
what's wrong?
A. Probably a cracked wheel flange.
92. Q. If you smelled burning rubber while
retracting the landing gear, what is the probable cause?
A. Nosewheel not lined straight fore and
aft, allowing it to rub on structural members of
the airplane during retraction.
93. Q. What is the function of the master
bar switch?
A. It cuts all the magnetos off as well as
all electric current unless the generators or
auxiliary power unit (APU) are in operation.
If they are in operation, you will still have electric power but no magnetos.
94. Q. When are the engines ready to run
up?
A. When the head temperature is 150°C,
oil pressure within the operating limit and the
oil temperature above 40°C.
95. Q. What is the maximum allowable magneto rpm drop or engine run-up?
· A. 100 rpm •if the engine is smooth.
96. Q. What is the MAC or mean aerodynamic chord?
A. MAC is the average chord or width of
a tapered wing.
97. Q. Is there a rule-of-thumb method by
which the CG of an airplane can be determined
without the use of the load adjuster?
A. There is no rule-of-thumb method
accurate enough to warrant its use.
98. Q . What is the root chord of a wing?
A. The root chord is the distance from
the leading edge to the trailing edge at the
largest section of a tapered wing.
99. Q. What percent of the MAC is the most
forward limit of the CG?
23 % .
100. Q. What-percent of the MAC is the most
aft limit of the CG?
A. 23 % .
101. Q. How was the CG range determined?
268
A. The forward and aft CG limit in
percent of the MAC from the leading edge of
the MAC is determined by means of flight
tests.
102. Q. What is the effect of overloading an
airplane?
A. Overloading causes higher stalling
speeds, results in lowering of the airplane structural safety factors, lowers the angle and rate
of climb,· decreases ceiling, increases fuel consumption and lowers the general tire factor
of safety.
103. Q. What happens when the CG is too
far aft?
A. If the CG is too far aft it creates unstable conditions, thereby increasing the tendency to stall. It definitely limits low power
and might very easily affect long-range optimum speed adversely. In the extreme condition
it may even cause a stall during an up-gust.
104. Q. What happens when the CG is too
far forward?
A. Fuel consumption is increased, greater power is required for the same speed and
there is an increased tendency to oscillate as
well as to increase dive beyond control. It may
cause a critical condition during flap operation.
It definitely increases the difficulty in getting
the nose up during landing.
105. Q. What is meant by moment?
A. Moment is the turning effect exerted
by a force or weight about a fulcrum point and
is equal to the weight times the distance from
the fulcrum to the weight.
106. Q. If on the final approach with throttles back you accidentally put the propellers
in low rpm, what would happen when you applied power?
A. Absence of usual propeller noise,
very slow response in airspeed increase because of absence of power, much lower rpm
than customary. T.his condition can prove disastrous if the airplane is being dragged in on
the approach or in the event of an overshoot.
Do not do it!
RESTRICTED
�'
AC Power Failure ....................... 193
After-takeoff Checklist . . . . . . . . . . . . . . . . . . 60
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . 74
Anti-icing Equipment .................... 151
Armament, Description ................... 23
Autopilot ............................... 161
Auxiliary Power Unit. ................... 131
B-24N ................................. 27
Bailout ................................. 210
Balance, Principles of. ................... 240
Banks, Angle and Speed in. . . . . . . . . . . . . . . . 78
Before-landing Checklist ................. 84
Before-starting Checklist . . . . . . . . . . . . . . . . 39
Before-takeoff Checklist . . . . . . . . . . . . . . . . . 54
Before-taxiing Checklist ................. 46
Belly Landing . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Blowouts ............................... 103
Bomb Bay Doors, Hydraulic Control ...... 129
Emergency Operation ................. 205
Bomb Release, Emergency ................ 205
Bombardier, Duties of ..................... 16
Brake Mean Effective Pressure ............ 117
Brakes, Hydraulic Control ................ 130
Carburetors, Description ................. 113
Icing ................................. 113
Checklist, After-takeoff .................. 60
Before-landing . . . . . . . . . . . . . . . . . . . . . . . . 84
Before-starting . . . . . . . . . . . . . . . . . . . . . . . . 39
Before-takeoff . . . . . . . . . . . . . . . . . . . . . . . . 54
Before taxiing . . . . . . . . . . . . . . . . . . . . . . . . 46
End of Landing Roll . . . . . . . . . . . . . . . . . . . 94
Feathering ........................... 197
RESTRICTED
RESTRICTED
Final Approach . . . . . . . . . . . . . . . . . . . . . . . 87
for Autopilot ......................... 163
Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Unfeathering ......................... 198
Climbing ..... ·.......................... 65
Control Chart ......................... 253
Decreasing Atmospheric Pressure in .... 67
Decreasing Temperature in. . . . . . . . . . . . . 67
Engine Heat in ......................... 66
Close-in Approach ...................... 98
Cockpit, Illustrations of ................... 26
Controls, Location of ..................... 26
Copilot, Duties of. . . . . . . . . . . . . . . . . . . . . . . . 13
Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . 62
Cruise Control Chart ..................... 254
3-engine .............................. 256
Cruising . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Night ................................ 226
Davis Wing, Description .. i . . . . . . . . . . . . . . . 23
Defrosters .............................. 151
De-icing Equipment ..................... 151
Description, General . . . . . . . . . . . . . . . . . . . . 22
Detonation ............................. 120
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Ditching ................................ 213
Dives .................................. 79
Electrical System ............... : ....... 131
Failures .............................. 208
Fires ................................. 219
Electronic Turbo Control ................. 105
269
�RESTRICTED
Emergency Procedures
AC Power Failure ..................... 193
Blowouts ............................. 103
Bomb Bay Doors, Emergency Operation. 205
Bomb Release, Emergency .............. 205
Ditching ............................. 213
Electrical System Failure ............... 208
Engine Failure ........................ 120
Feathering, Emergency ..... ,........... 196
Fires ................................. 217
Inverter Failure ...................... 193
Landings, Emergency . . . . . . . . . . . . . . . . . . 99
Landing Gear Failures ................. 200
Radio Failure ......................... 227
Wing Flaps, Emergency Operation ...... 205
Engineer, Duties ....................... 17
Engines, Description ..................... 105
Faulty Operation ...................... 121
Fires ................................. 217
Run-up .............................. 53
Engine Failure, Causes of ................. 120
in Landings .......................... 191
in Level Flight ....................... 189
in Traffic ......•...................... 191
on Takeoff ............................ 187
With De-icers on ...................... 189
Exterior Lights ......................... 224
Feathering, Checklist .................... 196
Emergency ........................... 196
Questions and Answers ................. 199
Final Approach Checklist. . . . . . . . . . . . . . . . . 87
Final Approach, at Night .. .- .......... : ... 227
Fires ................................... 217
Fire Extinguisher Systems ................ 219
Flares .................................. 221
Flight Characteristics .................... 73
Flight Control Charts .................... 248
Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . 74
Formation Flying ....................... 231
Formation Stick ........................ 168
Frequency Meter ....................... 177
Fuel System ............................ 135
Fuel Transfer ........................... 137
Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
With 3 Engines ........................ 193
Gunners, Duties of. . . . . . . . . . . . . . . . . . . . . . . 19
270
Gyro Flux Gate Compass ................. 174
Hand Pump, Hydraulic ................... 126
Heating Systems ........................ 14 7
High Performance Takeoff. . . . . . . . . . . . . . . . 63
Takeoff Chart ......................... 250
Hydraulic Pressure Settings .............. 127
Hydraulic System ....................... 123
Failure of ............................ 206
Icing on Aircraft ......................... 151
Inspection, External . . . . . . . . . . . . . . . . . . . . . 30
Internal .............................. 36
Instrument Lights, Description ............ 224
Intercooler Shutters, Function of ......... ,. 109
Interphone Equipment ................... 181
Inverter Failure ........................ 193
Landing Gear, Description. . . . . . . . . . . . . . . . 22
Emergency Lowering ....... ·........... 200
Hydraulic Control ................ ~ .... 127
Landing Table . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Landings, Belly . . . . . . . . . . . . . . . . . . . . . . . . . 99
Crosswind .... ,. . . . . . . . . . . . . . . . . . . . . . . . 89
Errors in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Descent for . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Forced ............................... 99
Night ................................ 227
No-flap ............................... 101
Short-field . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
With Damaged N osewheel .............. 102
With Dead Engines .................... 191
With One Main Wheel .................. 102
Without Brakes ....................... 102
Leveling Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Lights, Exterior ......................... 224
Instrument Panel ..................... 224
Limitations, Airspeed . . . . . . . . . . . . . . . . . . . . 74
Load Adjuster .......................... 243
Load Factor in Banks. . . . . . . . . . . . . . . . . . . . 78
Low Visibility Approach. . . . . . . . . . . . . . . . . 98
Maximum Range Control Chart ........... 259
Mean Aerodynamic Chord ................ 241
• Mixture Controls, Description ............. 113
Navigator, Duties of ...................... 13
Night Flying ............................ 222
Nose Gear Failures ...................... 202
Oil Dilution ............................ 135
RESTRICTED
�RESTRICTED
Oil System ............................. 133
Overspeeding Turbos .................... 113
Oxygen Systems ........................ 154
Parking ................................ 94
Pilot's Controls, Illustration of ............ 26
Pilot's Direction Indicator ................ 167
Power Changes, Sequence of .............. 117
Power Increase, Sequence for ............. . 118
Power-off Approach ..................... 96
Power Plant ............................ 105
Power Ratings, Definitions ................ 116
Power Reduction, Sequence for ........... 119
Power Settings, Climbing ...... : ........ ·. . 66
Cruising ............................. 71
Effects of ............................. 249
Limits of ............................. 116
3-engine Cruising ..................... 256
Priming ................................ 45
Prohibited Maneuvers ......, . . . . . . . . . . . . . 73
Propellers, Feathering ................... 196
Runway .............................. 194
Synchronizing . . . . . . . . . . . . . . . . . . . . . . . . 69
Unfeathering ......................... 198
Pumps, Hydraulic .. ·..................... 123
Questions and Answers, General .......... 261
Quick Descent for Landing. . . . . . . . . . . . . . . 81
Radio Equipment ............... .- ....... 176
Compass ............................. 183
Failure, at Night ....................... 227
Radio Operator, Duties of. ............... 17
Recovery From Stalls. . . . . . . . . . . . . . . . . . . . 75
Running Takeoff . . . . . . . . . . . . . . . . . . . . . . . . 61
Securing Airplane . . . . . . . . . . . . . . . . . . . . . . 95
RESTRICTED
Shimmy Damper ........................ 130
Failure of ............................ 130
Signal Equipment ....................... 221
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Stalling Speeds, Table. . . . . . . . . . . . . . . . . . . . 75
Stalls .................................. 74
in Turns .............................. 7'(
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Superchargers in Cruising. . . . . . . . . . . . . . . 72
Synchronizing Propellers . . . . . . . . . . . . . . . . 69
Takeoff ................................ 58
Crosswind . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
High-performance ...................... 63
Night ................................ 225
Running ............................. 61
Taxiing .......... ·.· .................... 48
Crosswind ............................ 91
Night ................................ 225
Tire Trouble ............................ 103
Traffic, Engine Failure in ................. 191
Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Turbo-Superchargers .................... 105
Electronic Control ..................... 105
Overspeeding ......................... 113
Turns .................................. 76
in Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
With Dead Engines .................... 190
U nfeathering Checklist .................. 198
Ventilation System ...................... 160
Vision at Night .......................... 230
W eigli't and Balance .......... : ........... 2~0
Wing Flaps, Description. . . . . . . . . . . . . . . . . . 24
Emergency Operation ................. 205
Hydraulic Control ..................... 129
271
�
Dublin Core
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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
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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
Identifier
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Manuals Collection
Text
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Call Number
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MANACT.C6.B-24.26
Dublin Core
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Format
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manuals (instructional materials)
Bibliographic Citation
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Manuals Collection/The Museum of Flight Library Collection
Identifier
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LMAN_text_028
Title
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Pilot training manual for the Liberator B-24.
Contributor
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United States. Army Air Forces.
Consolidated Vultee Aircraft Corporation.
Publisher
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[Washington, DC] : Army Air Forces
Description
An account of the resource
<p>Revised 1 May, 1945.</p>
<p>AAF Manual No. 50-12.</p>
<p>"Published for Headquarters, AAF, Office of Assistant Chief of Air Staff, Training by Headquarters, AAF, Office of Flying Safety" according to title page.</p>
Date
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1945
Subject
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Consolidated B-24 Liberator Family
United States. Army Air Forces--Handbooks, manuals, etc.
B-24 (Bomber)--Training--Handbooks, manuals, etc.
Airplanes, Military--Training--Handbooks, manuals, etc.
Source
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Manuals Collection
Extent
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271 p. : ill. ; 27 cm
Rights
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No copyright - United States
-
https://digitalcollections.museumofflight.org/files/original/cf8db11ab8e72a995a5e873398f1cd9a.pdf
bf3053d090816f9f9ab81af29e3f9763
PDF Text
Text
AN O1-·5EUA-1
HANDBOOK
FLIGHT OPERATING INSTRUCTIONS
USAF SERIES
-36A
AIRCRAFT
LATEST REVISED PAGES SUPERSEDE
THE SAME PAGES OF PREVIOUS DATE
Insert revised pages into basic
publication. Destroy superseded pages.
Appendixes 1 and lA of this publication shall not be carried in aircraft on mission, where
there is a reasonable chance of its falling into the hands of an unfriendly nation.
PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE
AND THE CHIEF OF THE BUREAU OF AERONAUTICS
NOTICE: This document contains information affecting the national defense of the United States within
the meaning of the Espionage Act, 50 U.S.C., 31 and 32 as amended. Its transmission or the revelation
of its contents in any manner to an unauthorized person is prohibited by law.
R AFB 11-30-4-8-J00 5
-.i-~---------
4 MARCH 1948
REVISED 1 OCTOBER 1948
-
�AN 01-SEUA-1
Reproduaion of the information or illustrations contained in this publication is not permitted
without specific approval of the issuing service. The policy for use of Classified Publications
is established for the Air Force in AR 380-5 and for the Navy in Navy Regulations, Article 76.
= - - - - - - - - - - - - - - - U S T OF REVISED PAGES I S S U E D - - - - - - - - - - - - - _ . , ,
INSERT LATEST REVISED PAGES. DESTROY SUPERSEDED PAGES.
The portion of the text affected by the current revision is indicated by a vertical line in the outer margins of the ~age.
NOTE:
PaAe
No.
Date of Latest
Revision
*i ..... .:.............. 1 October
*13 ...................... 1 October
*14 ...................... 1 October
*17 ...................... 1 October
18 ........................ 30 April
*25 ...................... 1 October
*31 ......................1 October
*33 ..................... .1 October
*35 ......................1 October
*36 ............ .......... 1 October
*36A .................... 1 October
:!<40 ...................... 1 October
*41 ...................... 1 October
*42 ...................... 1 October
*43 ......................1 October
*44 ...................... 1 October
*45 ...................... 1 October
*46 ...................... 1 October
*47 ...................... 1 October
*48 ...................... 1 October
*49 ...................... 1 October
*50 ...................... 1 October
*51 ...................... 1 October
*52 ...................... 1 October
*52A .................... 1 October
*52B .................... 1 October
*53 ...................... 1 October
*54 ...................... 1 October
*55 ...................... 1 October
*56 ...................... 1 October
*56A .................... 1 October
*56B .................... 1 October
*59 ...................... 1 October
*62 ...................... 1 October
*66 ...................... 1 October
*67 ...................... 1 October
*68 ...................... 1 October
*68A .................... 1 October
72 .......................... 30 April
76 ........................ 30 April
*77 ..................... 1 October
*78 ...................... 1 October
*79 ................. ..... 1 October
*80 ...................... 1 October
*81 .............. ........ 1 October
*82 ...................... 1 October
*84 ...................... 1 October
*85 ...................... 1 October
*89 ...................... 1 October
98 ........................ 30 April
*
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
1948
The asterisk indicates pages revised, added or deleted by the current revision.
ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS:
USAF ACTIVITIES.-In accordance with Technical Order No. 00·5·2.
NAVY ACTIVITIES.-Submit request to nearest supply point listed below, using form NavAer-140: NAS, Alameda,
Calif.; ASD, Orote, Guam; NAS, Jacksonville, Fla.; NAS, Norfolk, Va.; NASD, Oahu; NASD, Philadelphia, Pa.; NAS,
San Diego, Calif.; NAS, Seattle, Wash.
For listing of available mated~! and dP.tails of distribution see Naval Aeronautics Publications Index NavAer 00-500.
A
USAF
Revised 1 Oltober 1948
�Contents
TABLE OF CONTENTS
.l
Page
Page
SECTION I
1-1.
1-3.
1-22.
1-31.
1-48.
1-54.
1-69.
1-78.
1-92.
1-94.
1-102.
1-118.
1-13 5.
1-141.
1-160.
1-185.
D~s.;ription
General . . . . . . . . . . . . . . . . . . . . . . . .
Engines ........ .. ..... . .... .. .. .
Turbosupercharger System . . ... .. . .
Propellers
. . ... . . . ... .
Oil System ..................... . .
Fuel System ..
Fire Extinguisher System . ... .. . . . .
Surface Controls .... . ..... . .. . .. . .
Automatic Pilot
.... . . . .... .
Wing Flaps .............. .
Hydraulic System .... .
Landing Gear
.. . .... . .. .
Steering System . .... .
Instruments ........... . ..... . .. . .
Electrical
Operational Equipment .......... .
1
4
5
9
15
16
18
18
22
22
22
24
24
25
26
29
SECTION II Normal Operating Instructions
2-1. Before Entering Airplane
33
2-10. On_Entering the Airplane
35
40
2-14. Fuel System Management
41
2-16. Starting Engines ... . ..... .
42
2-18. Engine Warm-Up ... .
2-20. Engine Ground Test
43
48·
2-22. Taxiing Instructions . . ........ .
2-26. Before Take-Off ....... .. .. . ..... . 48
2-28. Take-Off . . . . . ............. . .. . 50
2:-31. Climb
.... . .... . ......... . 51
2-33. During Flight
.. . ..... .. .
51
2~57. Stalls
......... . ...... .
52
2-60. Spins
. ........ . ......... . 52
2-62. Diving Characteristics .. . ... . ..... . 52
2-64. Approach . . . ... . . .. .
52
2-70. Landing
. . . . . . . . . . . . ..... . 54
2-81. Stopping .E ngines .. . .
56
2-83. Before Leaving the Airplane
56B
SECTION Ill Emergency Operating
Instructions
3-1. Fires ...
3-10. Engine Failure ... . ... .
3-15. Propeller Failures ...... .
3-19. Bail-Out .. . ...... . ............. .
Revised 1 October 1948
3-21.
3-31.
3-33.
3-35.
3-37.
3-39.
3-47.
3-49.
3.5·2.
Forced Landings
. . . . . . . . . . . o4
Wirig Flaps
. . . . . . . . . . . . . . . . . . 65 .
Electrical System . . . . . . . . . . . .
66
Manual Operation of and
Oil Shut-Off Valves . . .
66
Alternate Fuel Quantity Indication . . 66
Emergency Landing Gear Operation . 66
Emergency Brake Pressure . . . . . . . . . 68
Emergency Cabin Pressure Control .
68
Heat and Anti-Icing Overheating . 68A
SECTION IV Operational Equipment
4-1. Oxygen Equipment
4-13. Communication, Navigation, and
Radar Equipment . . . . . . . . . . . . . . . .
4-43. Pressurization and Ventilation
System . . . . . . . . . . . . . . . . . . . . . . . . . .
4-56. Heating and Anti-Icing System ~.· : . . .
4-68. Pi tot-Static Heaters . . . . . . . . . . . . . . .
4-70. Propeller Anti-Icing . . . . . . . . . . . . . .
4-72. Gunnery Equipment
............
4-95. Bombing Equipment
..... . .,. . . .
4-115. Pyrotechnic Equipment . . . . . . . . . . .
4-120. Lighting Controls . .
4-125. Communication Tube Cart . . . . . . . . .
70
76
78
80 ·
80
80
82
85
85
85
SECTION V Extreme W .e ather Operation
5-L General
. . . . . . . . . . . . . . 87
5-3. Arctic Operation . . . . . . . .. . .. . , . 87
5-29. Desert Operation
. . . . . . . . . . . . 90A
5-45. Tropic Operation
90B
APPEND~X I Operating Charts
A-1. General
. . . . . . . . . . . . . . . . . . . 91
A-5 .. Take-Off, Climb, and Landing Chart .· 91
A-9. Flight Operation Instruction Charts
91
A-17. Examples . .
92
APPENDIX IA
57
58
60
63
69
A-lA.
A-4A.
A-13A.
A-26A.
~ruise · Control Data
General
Power Plant Charts ... . . ....... .
Flight ,Operating Charts ....... .
Examples
.. . .. .. . . . .
118
1.t 8
119
119
�AN 01-SEUA-1
NOTE : ALL DIMENSIONS TO THE NEAREST INCH
1
figure I. 8-36 Airplane
ii
�Section I
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AN 01-5EUA-1
No. 5-6 Cross-Feed Valve Switch
No. 1-2 Cross-Feed Valve Switch
Engine Valve Switch
Engine Valve Circuit Breaker
Cross-Feed Valve Circuit Breakers
No. 4 Cross-Feed Valve Switch
No. 3 Cross-Feed Valve Switch.
Cabin and Tail Air Modulating Valve
· Indicator Lamp
94. Cabin and Tail Air Modulating Valve
Control Switch
95. Cooling Air Control Switch
96. Cabin Pressure Wing Shut-Off Valve Switch
97. Aft Cabin· Pressure Switch
98. lntercooler Shutter Control Switches
86.
87.
88.
89.
90.
91.
92.
93.
99.
100.
101.
102.
103~
104.
105.
106.
107.
108.
109.
110.
111.
Cabin Heat and Anti-Icing Air Maximum
Temperature Warning Lamps
Pitot Heater Control Switches
Propeller Anti-Ice Control Switch
Wheel Lights Control Switch
Engine Air Plug Control Switches
Wing Anti-Ice Control Switches
Cabin Heat and Tail Anti-Ice Control Switches
Brake Hydraulic Pressure Gage
Brake Pump Pressure Override Switch
Brake Low Pressure Warning Lamp
Nose Wheel Steering Hydraulic Pressure Gage
Hydraulic Pump Override Switch
Landing Gear Hydraulic Pressure Gage
DETAIL C
112
113.
Turbosupercharger Boost Selector Lever·
Calibration Potentiometer Knobs
114. Mixture Control Levers
115. Mixture Control -Lock Lever
116. Throttle Control Levers
117. Carburetor Preheat Control Switches
118. Carburetor Preheat Control Circuit Breakers
119. Master Motor Speed Control Knob
120. Ash Receiver
120A. Constant Speed Drive Temperature Selector
Switch
Figure 1-4~ (Sheet 5 of 6 Sheets} Flight Engineer's Station
Revised 1 October 1948
RESTRICTED
13
�Section I
Paragraphs 1-35 to 1-44.
RESTRICTED
AN O 1-SEUA-1
-(
DETAIL E
113.
Feather Switches
114.
Tel-Lamps
115.
Master ·Motor Switch
116.
Propeller Selector Switches
117.
Circuit Breakers
Figure 1-4. (Sheet 6 of 6 Sheets) Flight Engineer's Station
I
to furnish power.
1-35. PITCH CHANGE RATE. Pitch change during
feathering and reversing is ·45 degrees per second.
Normal pitch change rate is 2 1/2 degrees per second.
1-36. NORMAL CONTROLS.
1-37. GENERAL. Control of propeller speed is conventional but synchronization is accomplished by making the speed of all engines compare with the speed of
an electrically driven master motor. A propeller alternator on each engine supplies an electrical indication
of engine speed to the master motor. If the speed does
not coincide with that of the master motor, corrective
impulses will be transmitted to the pitch changing
mechanism until the engine is operating at master
motor rpm. All engines will operate at master motor
rpm when their respective propeller selector switches
are set at "AUTO." In the event of master motor failure, the propellers will remain at the pitch in effect
when its failure occurred. Pitch changes will then be
accomplished by moving the selector switches to the
"INC. RPM" or the ..DEC. RPM" position.
1-38. PROPELLER SELECTOR SWITCHES. (See 124,
figure 1-4.) Six conventional propeller selector switches
having four positions--..AUTO," "DEC. RPM," ..INC.
RPM," and ..FIXED PITCH"-are provided on the
flight engineer's table. When the propellers are operating in automatic, the rpm indication on the engine
tachometer and the master tachometer are identical
providing the throttles are set to give engine rpm corresponding to the master motor setting.
1-39. MASTER MOTOR SWITCH. (See 123, figure
1-4.) From airplanes USAF Serial No. 44-92004 through
44-92011, the master motor is turned on and off by
means of a master motor switch. For airplanes USAF
14
Serial No. 44-92012 and subsequent, the master motor
switch is deleted and master motor operation is controlled by master motor speed control levers.
1-40. MASTER MOTOR SPEED CONTROL. (See
119, figure 1-4 and 51, figure 1-3.) From airplanes
USAF Serial No. 44-92004 through 44-92011, knobs
are used to control' master motor rpm. The knob located on the flight engineer's table is mechanically interconnected to the one on the pilot's pedestal. For
airplanes USAF Serial No. 44-92012 and subsequent,
the knobs are deleted and are replaced by levers. As
well as controlling master motor rpm, these levers are
also used to turn the master motor on and off.
1-41. INDICATOR LAMPS. (See 122, figure 1-4.) Six
push-to-test tel-lamps are provided to indicate failure
of the synchronizing system. When the propeller
tor switches are placed in the "AUTO" position and
the master motor is on-speed, the tel-lamps will be
lighted. If the master motor fails, all lamps will go out.
Each lamp will go out if its cooresponding propeller
selector switch is moved out of the "AUTO" position.
1-42. MASTER TACHOMETER. (See 17, figure
1-3 and 3, figure 1-4.) This tachometer will indicate
master motor rpm. It should be noted that master motor
rpm will not always coincide with engine rpm, since
during ground operations the master motor may be
operating at any selected rpm even when the engines
are not running.
1-43. REVERSE CONTROLS.
1-44. REVERSE SELECTOR SWITCHES. (See 43,
figure 1-3.) Three propeller reverse control switches
located on the pilots' pedestal, with their positions
labeled "READY" and "SAFE," select the symmetrical
RESTRICTED
selec-1
Revised 1 October 1948
(
�Section I
Paragraphs 1-56 to 1-59
RESTRICTED
AN 01-5EUA-1
the fuel lines and valves is shown in figure 1-7. Total
I
I usable fuel is 21,010 gallons. Fuel conforming to Speci-
I
fication No. AN-F-48 (100/130) is used. For detailed
information on fuel transfer and management, see
paragraph 2-14. A fully automatic fuel purging system
is provided to keep the tanks purged during flight.
1-56. FUEL SYSTEM NORMAL CONTROLS.
1-57. TANK VALVE SWITCHES. Six tank valves,
three in each wing, are controlled by switches (84,
figure 1-4) located on the fuel control panel at the
flight engineer's station. These valves control fuel flow
into and out of the individual fuel tanks.
1-58 ENGINE VALVE SWITCHES& Three engine
valves in each wing control flow of fuel to each engine
and are operated by switches (88, figure 1-4) on the
fuel control panel
1-59. CROSS-FEED VALVE SWITCHES. The two
cross-feed valves in each wing which control the flow
of fuel between tanks have one switch (86 and 87,
figure 1-4) per pair. The two cross-feed valves which
control the flow of fuel across the fuselage, each have
FUEL QUANTITY DATA
TANKS
(WING)
Fuel configuration is shown
by switch positions. Light
"ON" indicates valve fully
open or fully closed.
NO.
USABLE
FUEL(ea.l
Outboard
2
Center
2
Inboard
2
*Location of
EXPANSION
SPACE (ea.J
TRAPPED FUEL (ea.)
LEVEL FLIGHT
TOTAL
VOLUME (ea.)
"' 68
16
17
4084
2246
4067
*122
*126
2262
4212 ·
20
filler neck prevents filling expansion space
4192
LEGEND
ii Fuel Supply
iii Oil Dilution
Boost pumps must operate
continuously in tanks
supplying fuel.
Primer
• Carburetor Return
ll!il) Vent
Purging
(
Carburetor
Engine 1
figure 1-7. fuel System Schematic
Revised 1 October 1948
RESTRICTED
17
�RESTRICTED
AN O1-SEUA-1
Section 1
Paragraphs 1-60 to 1-80
(
ENG
ENG
NO. 6
NO. 1
Electrically Operated
Flappers In The Control
Valves Direct The Flow
Of Methyl Bromide To The
Nacelle Selected.
Figure 1-8. Fire Extinguisher System Schematic
one switch (91 and 92, figure 1-4).
1-60. BOOSTER PUMP SWITCHES. Booster pumps
are controlled by six circuit breaker switches (83, figure 1-4).
1-61. ENGINE PRIMER SWITCHES. Priming is
controlled by three primer switches of the three-position type. (See 52, figure 1-4.) Each switch with its
two spring-loaded positions, one above and one below
the "OFF" position, serves the two engines indicated.
1-62. FUEL INDICATORS.
1-63. FUEL FLOW INDICATORS. A flow meter
transmitter located between the booster and the engine-driven pumps in each nacelle is connected to an
indicator (15, figure 1-4) on the engineer's instrument
panel.
1-64. FUEL PRESSURE GAGES. These three dual
gages (1, figure 1-4) are located on the engineer's
instrument panel.
1-65. FUEL QUANTI1Y GAGES. Liquidometers in
the fuel tanks have direct-reading transmitters (figure
3-7) which are visible from the crawlway; they are
located on the rear spar. Remote-reading dual indicators (16, figure 1-4) are located on the engineer's control
panel.
1-66. FUEL VALVE INDICATOR LAMPS. A schematic diagram of the fuel system is reproduced on the
fuel panel with representative flow lines connecting
flow controls and indicator lamps representing control
valves. Indicator lamps (85, figure 1-4) burn continuously while power is on and the valves are in either
of their extreme positions. At the beginning of valve
gate travel, the valve's corresponding indicator lamp
will go out; the relighting of the lamp at the end of
travel indicates successful operation of the valve. Fuel
flow is indicated by valve switch positions only.
1-67. EMERGENCY FUEL CONTROLS.
1-68. All fuel valves are accessible from the wing
crawlway and may be manually operated in the event
of electrical failure.
1-69. FIRE EXTINGUISHER SYSTEM.
1-70 GENERAL.
1-71. The me thy1 bromide fire extinguisher system is
18
a four-container, two-shot, electrically controlled system. Fire extinguisher general arrangement is shown
in figure 1-8. Extinguisher nozzle locations in each
nacelle are shown in figure 1-5.
1-72. FIRE EXTINGUISHER CONTROLS.
1-73. DISCHARGE SELECTOR SWITCH. The discharge selector switch (46, figure 1-4) determines the
pair of containers to be discharged.
1-74. ENGINE SELECTOR SWITCH. Six engine
selector switches (45, figure 1-4) are located on the engineer's control panel and are identified by engine
numbers on the switch guards. The switches discharge
the selected containers and direct the flow of methyl
bromide to the engine indicated.
1-75. FIRE WARNING LAMPS.
1-76. From airplanes USAF Serial No. 44-92004
through 44-92008, six fire warning lamps (43, figure
1-4) are provided to give visual indication of a nacelle
fire. For airplanes USAF Serial No. 44-92009 and subsequent, 12 fire warning lamps are provided.
1-77. FIRE DETECTOR PUSH-TO-TEST SWITCHES.
From airplanes USAF Serial No. 44-92004 through 4492008, six push-to-test switches (44, figure 1-4) are provided to test the continuity of the detecto.P circuits in
the nacelles to the warning lamps at the flight engineer's station. For airplanes USAF Serial No. 44-92009
and subsequent, one push-to-test switch is provided to
test the continuity of the detector circuits in each nacelle simultaneously.
1-78. SURFACE CONTROLS.
1-79. GENERAL.
1-80. Design of the control systems incorporates an unconventional method of obtaining motivating forces
for surface movement. Movement of the pilots' controls actuates flying servo tabs in floating main surfaces. An up movement of a tab produces a down movement of the main surface as a result of the air load on
the displaced tab. Likewise, a down tab movement
causes the main surface to move up. Control column
RESTRICTED
Revised 30 April 1948
(
�RESTRICTED
AN 01-5EUA-1
equipped with a safety switch installed on the nose
gear oleo strut. This switch makes steering impossible
unless the nose wheels are on the ground.
1-138. STEERING WHEEL. This wheel (figure 1-3,
sheet 1 of 4 sheets) is located adjacent to the pilot's
control column and directs the action of the nose gear.
1-139. STEERING CONTROL SWITCH. An "ONOFF" control switch (38, figure 1-3) is located on the
pilots' pedestal. This switch energizes the main hydraulic system selector valve to provide the pressure
required for nose gear steering.
1-140. NOSE WHEEL STEERING HYDRAULIC
PRESSURE GAGE.
This gage (109, figure 1-4) is
located at the flight engineer's station.
1-141. INSTRUMENTS.
1-142. GENERAL.
Battery Receptacles
Balance Knob
RANGE MARKS ARE CYL. HEAD TEMP'S. ONLY
CAUTION
MAX. HEAD
TEMPS:
AUTO-RICH : 225°
AUTO-LEAN: 200°
TEMP. SELECTOR SWITCH
figure J- J3. Engine Cylinder and Anti-icing
Temperature Indicator
Revised 1 October 1948
Section I
Paragraphs 1-138 to 1 -1 58
1-143. All gyroscopic instruments are electrically powered. Fuel, oil, and manifold pressure indications are
provided the flight engineer by autosyn transmitters
located in each nacelle. The pilots' manifold pressure
indicator registers the manifold pressure of engine No.
4 only.
1-144. TORQUEMETER INDICATORS.
1-145. Three dual torquemeters indicators (11, figure
1-4) are located at the flight engineer's station.
1-146. AIRSPEED SYSTEM.
1-147. GENERAL. The airspeed system is conventional. It consists of pitot heads located oh each lower
side of the forward portion of the fuselage and a
static pressure port on each side of the fuselage just
forward of bomb bay No. 1.
1-148. AIRSPEED INDIGATORS. Four airspeed indicators are installed in the airplane, one at the pilot's,
copilot's, flight engineer's, and navigator's stations.
1-149. ALTERNATE STATIC PRESSURE SWITCH.
Operation of this switch selects the alternate source of
static pressure which is located in the bomb bay. The
switch (9, figure 1-3) is located on the pilots' instrumenta panel.
1-150. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE INDJCATOR.
1-151. GENERAL. A single potentiometer-type temperature indicating gage (7, figure 1-4) is used to
indicate cylinder head, anti-icing air, and constant
speed drive oil temperatures.
1-152. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE SELECTOR SWITCH. This switch
(14, figure 1-4) is used to select the particular engine
or anti-icing air duct temperature to be read.
l-152A. CONSTANT SPEED DRIVE TEMPERATURE SELECTOR SWI1;'CH. This switch (120A, figure 1-4) is used to select the engine from which constant speed drive oil temperature is to be read.
1-153. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE INDICATOR SWITCH. (See figure 1-13.) This switch puts the indicator in operation.
1-154. CHECK SWITCH. The check switch places
the galavanometer in the check circuit.
1-155. COMPENSATING RHEOSTAT KNOB. This
rheostat marked "COMP. RHEO." adjusts conmpensating current when the check switch is in the "CH"
position.
1-156. BALANCE KNOB. The balance knob is used
to zero the galvanometer pointer when the check
switch is in the "ON" position.
1-157. SLIDE WIRE RHEOSTAT KNOB. This rheostat knob marked "SLW. RHEO." is turned clockwise
when the galvanometer cannot be zeroed with the
balance knob. Normally it is kept as far counterclockwise as possible while still maintaining full scale
balancing with the balance knob.
1-158. GALVANOMETER POINTER. When the
check switch is placed in the "CH" position, the galvanometer pointer functions as a milliammeter and
measures the necessary amount of compensating cur-
RESTRICTED
25
I
I
�Section I
Paragraphs 1-1 59 to 1-172
RESTRICTED
AN 01-SEUA-1
rent required to obtain an accurate temperature indication on the potentiometer. When the check switch
is in the "ON" position the galvanometer mechanism
is in series with the thermocouple circuit and serves as
a galvanometer.
1-159 MAIN INDICATOR POINTER. The main
indicator pointer acts as a direct-reading temperature
gage.
1-160. ELECTRICAL.
1-161. GENERAL.
1-162. A three-phase, high-frequency, a-c system is employed because it permits a considerable weight saving
in required wire gages, actuators, and generators. It
also permits greater ease of maintenance as a result of
the simplified design. Alternating current and direct
current are supplied the airplane through a primary
and a secondary power distribution network. The primary network is a three-phase, 400-cycle, alternatingcurrent power system (figure 1-14) supplied by three
engine-driven alternators; the secondary network is a
direct-current power system (figure 1-15) supplied by
transformer-rectifier units fed from the alternatingcurrent system. The alternating-current system supplies
power to the electronic-controlled turrets, heavy-duty
motors, high-speed actuators, lighting circuits, various
flight control equipment, and radio and radar units requiring 400-cycle a-c power. The direct-current system
supplies power to the bomb release equipment, various
flight control equipment, and radio and radar units requiring direct current. It also energizes relays for controlling alternating-current equipment.
1-163. ALTERNATING CURRENT SYSTEM.
1-164. GENERAL.
1-165. The a-c power supply consists of three 40-kva,
208/115-volt, 3-phase, neutral-grounded, 400-cycle alternators. One is installed on engines No. 3, 4, and 5;
provi~ions for a fourth alternator are made on engine
No. 2. Each alternator feeds into the main power
panels (figure 1-14) in the fuselage, from where the
power is distributed to the various loads in the airplane. All a-c system controls and indicators are installed on the a-c control panel which is located at the
flight engineer's station.
1-166. EXTERNAL POWER CONTROLS AND INDICATORS.
1-167. GENERAL. When the airplane is on the
ground, electric power is obtained from a portable
power cart on which is mounted an alternator driven
by a gasoline engine and a battery. During normal
operation the cart is connected to the airplane through
a six-prong external power receptacle located at the
under side of the fuselage below the wing. It supplies
200-volt, 3-phase, 400-cycle, a-c power, part of which
energizes the airplane's transformer-rectifier units and
furnishes 27-volt direct current. When the external
power cart is connected to the airplane, it is necessary that the three-phase power supplied have the
26
same phase sequence as the alternators in the airplane.
The direction of rotation of a three-phase electric
motor is entirely dependent upon the phase sequence
of its power supply. If two of the three power lines
to a motor are interchanged, resulting in reversed
phase sequence, the direction of motor rotation reverses. Therefore, if the power leads from the cart are
interchanged so that the phase sequence of the power
output is incorrect, motors on the airplane will run
in the wrong direction when energized from the
external power cart. To prevent this error, a method
of assuring proper phase sequence has been provided.
(
Fuel booster pump motors will be damaged
when operated in reverse.
1-168. EXTERN AL POWER SUPPLY SWITCH.
This two-position on-off switch (27, figure 1-4) when
placed in the "ON" position completes the circuit
from the external power cart to the airplane.
1-169. PHASE SEQUENCE LAMPS. Two lamps (41,
figure 1-4) are provided to indicate phase sequence. If
the phase sequence of the cart is correct, the lamp
marked "CORRECT 1, 2, 3" will light. If it is incorrect, then the other lamp marked "INCORRECT 3, 2,
1" will light. A conventional push-to-test switch (42,
figure 1-4) is provided to check the operation of the
phase sequence lights.
1-170. ALTERNATOR CONTROLS AND INDICATORS.
1-171. GENERAL. Operation of any alternatoris possible only when the alternator field is excited by d-c
current supplied by a generator built into the alternator. This d-c current flow is controlled by the threeposition, spring-loaded, on-off exciter control relay
switch (26, figure 1-4). Voltage output of the alternator is controlled by regulating the voltage of the exciter field. The real load output of the alternator is
measured in kilowatts. The reactive power output is
measured in kilovars. The reactive power supplies
excitation energy required for motor fields or condensers.
1-172. One of the most important devices in the a-c
power system is the unit used to drive the alternator at
a constant speed throughout the range of various engine speeds. Alternator frequency varies with alternator
speed; therefore in order to generate a constant frequency, which is necessary for correct operation of
much of the electrical equipment as well as being a
prerequisite to parallel operation of alternators, a reliable constant speed source is required. The constant
speed drive used is a mechanical-hydro-electric governor and drive unit. The drive unit, a variable ratio
hydraulic transmission, delivers power to the ~lternator
at a speed which is held constant through controlling
action applied to the drive by the governor equipment.
RESTRICTED
(
�Section I
RESTRICTED
AN O 1-5EUA-1
Fuse«
Cir. Bkr.
'
Size
Circuit
Aileron Trim Ta,b Control
Alarm Bell
Alternator Governor (Eng
Alternator Governor (Eng.
Alternator Governor (Eng..
Alternator Governor (l&,g.
AN/APQ-23A
Automatic Gun Laying
APG-3
Automatic Pilot Control
Bl ind Approach
• 5
• St
# SJ
#4)
# J)
# 2)
AN/ARN-5
Bomb
Bomb
Bomb
Bomb
Bomb
Bomb
Arming Control
Arming Bomb Bay #3
Arming Bomb Bay #4
Arming Bomb Bay # 2
Arming Bomb Bay # I
Bay # I and #4
Door Control
Bomb Bay # 2 Door Control
Bomb Bay # 3 Door Control
Bomb Bay Door Control
Bomb Bay Lights Control
Bomb Bay lights Control
Bomb Bay Lights Control
Bomb Glide Control
Bomb Rack Selector RS-2
Relay Bomb Bays # I l!l'1d # 4
Bomb Rack Selector RS-2
Relay Bomb Bay # 2
Bomb Rack Selector RS-2
Relay Bomb Bay # 3
Bomb Release , Normal
Bomb Salvo (2)
Bomb Bay # I and #2
Bomb Salvo (2)
Bomb Bay # 3 =d #4
Bomb Salvo' Release Pilot
Bomb Salvo Release,
Bombardier
Bomb Salvo Release,
Radio Operator
Bomb Sight Stabilizer
Bomb Station Indicator Lights
Brake Pump Control
Bus-Tie Breaker Control, A .C.
Cabin Heat Control
Cabin Heat Inlet
Temperature
Cabin Pressure Control
Cabin Pressure Warning
1.
2.
3.
4.
5.
5a.
6.
7.
8.
9.
10.
11.
Panel
10
l·O
10
10
II
12
14
15
20
3
•10
• 10
• 10
• 5
·20
•25
13
13
p20
p25
&,
&,
• 5
7
• 5
7
7
•s
•
•
•
•
5
5
5
5
• 5
•s
2
s
I3
17
7
13
• 5
13
7
• 10
• 5
• 5
• 5
• 5
13
4
• 6-S 's
• 5
20
""'='c.ato,-,
Radar Operator's Circuit Breaker
Panel
Copilot's Circuit Breaker Panel
R. Forward Cabin Power Panel
Engineer's Control Panel
Radio Operator's Control Panel
Radio Operator's DC Fuse Pane1
SA
2
5
• 5
•tct
• 5
• 5
• 6-S's
•
•
•
•
5
5
5
5
* 15
• 5
• 5
4
4
4
4
4
4
I3
7
• 6-S's
• 14-S's
•10
•20
• 5
• 5
• 3-S's
• 5
Fuel L.......J
17
3 20·,
•s
•25
• S
I-.NJM·C-3
{&,q. #4)
Induction Vibration Booster
(Eng. #3)
Induction Vibration Booster
(Eng. #2)
Induction Vibration Booster (Eng. #I)
lntercooler Control (Eng. # 6)
lntercooler Control (Eng. # SJ
lntercooler Control (Eng. #4}
lntercooler Conti-ol (Eng. # 3)
lntercoole,- Conti-al (Eng. #2)
lntercooler Control (Eng. # 1)
lntercooler Control
·10
• 5
Panel
Control Su-lace Lod
Detonator, SCR.-if/'5
Emergency Hydro-Pump
Control
Emergency 8,a~e Pump
Control
Engine Air Ph,g
(Eng. #I, 2, 3, 4, 5 and 6j
Engine Primer Control
Engine Starter Contol
Engine Temperature
Fire Detection
Fire Extinguisher System
Rap Position Transmitter
Aw Gate Composs ~ing
Fuel Sooster Pump
Control
Fuel Transfer System
Identification Set
SCR-695
Ignition ~ystem
Indicator, Co-Pilot's
B..nk a.nd Turn
Lndiicato.-, Rap Position
13
2
• 10
Fuse or
Cir. Bkr.
Sae
C..mera Control K-24
Carbureto- ,'-ii- Filter Control
C..rburetor A:,,. f're-t-ieat
(Eng. #I , 2, 3, 4, 5 and 6)
Carburetor Air Tenapera tu re
Co,,,"""""'° ~
Indicator, Pi1o-t's Bank and Turn
Induction Vibration Booster
(Eng. #6)
Induction Vibration Booster
(Eng. #5)
lnductio,, >%ration Booster
·20
·20
Circuit
Fuse or
Cir. Bkr.
Size
10
II
12
14
15
16
10
II
12
14
15
16
I0
I0
10
I0
10
I0
• 5
*Circuit Breaker
tConnected To Battery
4
Circuit
lnterphone
AN/AIC-2A
lnterphone
lnterphone
lntervafometer Heater
Landing Flap Control
Landing Gear Control
Landing Gear Warning
Landing Lights Position
Control
Liaison Set Dynamotor
Liaison Set AN / A.RC-8
Mar'«er Bea<:on
Nose Steering Control
Oil Dilution
Oil Shut-Off Valve A.C.
Oil Temperature
Propeller Anti -Icing
Control
Propeller Pitch C'antral
Propeller Synchronizer
Master
Radar Camera Control
Radio Compass
AN/A~N-7
RadM Pressurization
Test Power Terminal
(Eng. #6}
Test Power Terminal
(Eng. #5)
Test Power Terminal
(Eng. #4}
Test Power Terminal
(Eng. #3)
Test Power Terminal
(Eng. #2)
Test Power Terminal
(Eng. #1)
• 2-S's
•s
•
•
•
•
•
5
5
3-S's
5
5
• 5
3-20's
• 5
• 5
•
•
•
•
5
5
6-S 's
3-S's
• 5
• 6-1 S's
2
SA
5
5
2
4
4
4
4
4
•10
•10
• 5
• 5
10
10
10
II
10
12
10
14
10
15
10
Trim Tab Position Transmitter L. Aileron 10
Trim Tab Position Transmitter R. Aileron 10
Turbo Regulator (Eng. #6)
10
Turbo Regulator (Eng. # 5)
10
Turbo Regulator (Eng. #4)
10
Turbo Regulator (Eng. # 3)
10
Turbo Regulator (Eng. #2)
10
Turbo Regulator (Eng. #I)
10
• 5
Wheel Well Lights
• 5
Windshield Wiper Control, Pilot
16
10
16
10
II
12
14
15
16
Windshield Wiper Control, Bombardier
Wing Anti-Icing Control
• 5
• 5
Fuse Box
All Circuits Are
Arranged Alphabetically
Sta. 6.0 Circuit Breaker Panel
Bombardier's and Navigator's
Circuit Breaker Panel
L. Forward Cabin Power Panel
Battery Fuse Box
Eng. #6 Distribution Panel
Eng. #5 Distribution Panel
12.
13.
14.
15.
16.
17.
Eng. #4 Distribution Panel
Sta. 8.0 DC Power Panel
Eng. #3 Distribution Panel
Eng. #2 Distribution Panel
Eng. #1 Distribution Panel
Aft Cabin Power Pt1nel
figure 1-16. (Sheet 2 of 2 Sheets) fuse location Diagram
Revised 1 October 1948
RESTRICTED
31
�Section II
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(
at!/J ACROBATICS
~ARE PROHIBITED/
32
RESTRICTED
�Section II
Paragraphs 2-1 to 2-3
NORMAL
OPERATING
INSTRUCTIONS
2-1. BEFORE ENTERING AIRPLANE.
2-2. FLIGHT LIMITATIONS AND RESTRICTIONS.
2-3. All 'acrobatics are prohibited. Airplane limitations
are as follows:
a. Flap Extension
10 Degrees
Maximum IAS 188 mph
20 Degrees
Maximum IAS 160 mph
30Degrees
Maximum IAS 150 mph
b. Maximum IAS for landing gear extension is 15 5
mph. Speeds in excess of 155 mph will cause the hydraulic pump motor to operate continuously in an
effort to close the main gear doors.
c. Landing Gear Retraction Maximum IAS 188 mph
d. Landing Light
Extension
Maximum IAS 188 mph
e. Full Aileron
Deflection
Maximum IAS 188 mph
f. Maximum bank while turning is 60 degrees at
a gross weight of 278,000 pounds.
g. Maximum Diving Speeds
ALTITUDE-FEET
Sea Level
5,000
10,000
15,000
20,000
25,000
30,000
35,000
IAS-MPH
295
287
279
270
259
248
235
217
h. Maximum weight for landing is 268,000 pounds.
WARNING
I
\-
When landing at the maximum weight, bomb
bays No. 1 and No. 4 must be empty.
i. High ratio ("HIGH RPM" position) of the
engine-driven fan must not be used below 15,000 feet
altitude. (See paragraph 2-43.)
Note
These limitations and restrictions are subject
to change; consult the latest service directives
and orders.
�Sedion II
RESTRICTED
AN 01-SEUA-1
Paragraphs 2-4 to 2-7
0- TO 7500 FEET
(
IAS
figure 2-2. Propeller I.imitations
20 Degree flaps
7500 TO 15000 FEET
figure 2- r. Propeller I.imitations
Zero Degree flaps
a.
b.
c.
d.
e.
191
180
IAS
140
100
60
I
1200
1800
Fuel and Oil Caps-In Place and Secure
Pitot Head Covers-Removed
Landing Gear and Bomb Door Locks-Removed
Tires and Oleo Struts-Properly Inflated
Wheels-Chocked
I
2000
I
RPM
FAILURE TO ~AV£ T~E NOSE W~EEL se,ssORS
C2ONNE.€TED WILL RENDER T~E NOSE WHER
STIEQING INOPEQ~il\lE
figure 2-3. Propeller Limitations
30 Degree Flaps
2-4. TAKE-OFF GROSS WEIGHT AND BALANCE.
2-5. Check to see that airplane weight and balance
form F is complete. For loading information refer
to Handbook of Weight and Balance Data, AN 0l-lB40. A load adjuster is stowed in the pilot's data case in
the flight compartment.
Note
If the nose gear strut is extended ,over 10
inches after landing, partially deflate it before taxiing. For optimum steering at low
gross weights, the cg location should be 30
per cent MAC.
l-6. INSPECTION-EXTERIOR OF AIRPLANE.
2-7. The following items on the exterior of the airplane will be inspected.
34
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Section II
Paragraphs 2-8 to 2-11
AN 01-SEUA-1
f. Nose Gear Scissors-Connected
WARNING
I
Failure to have the nose gear scissors connected will render the nose wheel steering
mechanism inoperative.
2-8. HOW TO GAIN ENTRANCE.
2-9. The crew may enter the airplane through the
forward entrance hatch (27, figure 1-4) located in the
nose wheel well, or through the aft entrance hatch
(55, figure 1-4) located under the fuselage.
2-9A. MINIMUM CREW REQUIREMENTS.
2-9B. The minimum crew requirements for this airplane are the pilot, the copilot, and the flight engineer.
Additional crew members as required to accomplish
special missions will be added at the discretion of
the Commanding Officer.
2-1 O. ON ENTERING THE AIRPLANE.
2-11. On entering the airplane the pilots and flight
engineer will make the following prefllight checks:
ENGINEER
PILOTS
a. Seat
Adjust
a. Forward Entrance Ladder
b. Rudder Pedals
Adjust
b. Cabin Pressure Dump Valve Control (See
figure 1-4, Sheet 1 of 6 Sheets)
c. Circuit Breakers
On
d. Oxygen Equipment and Pressure
e. Emergency Ignition Switch
(31, figure 1-3)
f. Alternate Static Pressure
Switch (9, figure 1-3)
g. Indicator Lamps
Check
Pushed In
"AIRSPEED TUBE
STATIC PRESSURE"
Push to Test
c. Oxygen Equipment and
Pressure (13, figure 1-4)
Stowed
Close
Check
d. Circuit Breakers
e. Master and Individual Ignition
Switches (55, figure 1-4)
On
"OFF"
f. External Power Supply
Switch (27, figure 1-4)
g. Battery Switch (25, figure 1-4)
"ON"
The battery must be on to supply power for
grounding the magnetos.
h. Landing Gear Control
Switch (39, figure 1-3)
"EXTEND"
h. Contact Outside Observer. Have Propellers
Pulled Through Six Blades.
Use no more than two men per blade. The
engines must be turned carefully while checking for hydraulic locks.
Revised 1 October 1948
RESTRICTED
35
�AN O 1-5£UA-1
PILOTS
ENGINEER
i. Brake Pump Switch
(39, figure 1-3)
"ON"
j. Parking Brake Lever (50, figure 1-3)
"ON"
WARNING
i. Phase Sequence Lamps
(41, figure 1-4)
Push Button ( 42, figure
1-4) To Test Lamps
j. Instruct the Ground Crew to Plug in the External
Power Supply
(
I
Rapid successive movement of the parking
brake lever will cause the brake gage line
fuse to move and drop the brake pressure,
rendering the parking brakes inoperative. If
this condition exists, operate the emergency
hand pump to position the fuse which will
give the . proper pressure.
k. Propeller Reverse Selector
.,
k. Correct A-C Phase
"SAFE"
Switches (43, figure 1-3)
Sequence Lamp
Lighted
Note
If the incorrect a-c phase sequence lamp is
lighted, reverse any two phase leads on the
external power cart terminal strip.
WARNING
I
(
The correct a-c phase sequence lamp must
light before the external power supply switch
is turned on so that the possibility of motor
damage will be eliminated.
I. Altimeters (20, figure 1-3)
Set
m. lnterphone Equipment (See figure
1-3,-sheet 4 of 4 sheets)
n. Alarm Bell Control Switch
(24, figure 1-3)
Check_
"ON" (Check operation of alarm.)
1. External Power Supply Switch
m. All Exciter Control Relay
Switches (26, figure 1-4)
"ON"
Momentarily
''OFF''
n. All Bus Tie Breaker Control
Switches (32, figure 1-4)
"CLOSE"
o. Tank, Engine, and No. 3 ~nd No. 4
Cross-feed Valve Switches (See figure
1-4, sheet 4 of 6 sheets)
"CLOSE"
p. Nos. 1-2 and 5-6 Cross-feed Valve
Switches (87 and 86, figure 1-4)
"OPEN"
Note
Check the operation of the alarm bell in the
aft cabin with crew members, concurrent with
the interphone check.
o. Radio Equipment (See figure
1-3, sheet 4 of 4 sheets)
p. Gyros (6 and 7, figure 1-3)
q. Flap Position Indicator
(25, figure 1-3)
r. Surface Controls
36
Check and
Set Up
Uncage
Check for Full
"UP" Flaps
Unlock
q. Booster Pump Switches
(83, figure 1-4)
"OFr
r. Cooling Air Control Switch (95, figure 1-4)
"OFF"
RESTRICTED
Revised 1 October 1948
�RESTRICTED
AN 01-SEUA-1
PILOTS
Section II
ENGINEER
Head the airplane into the wind before unlocking the surface controls.
Note
If the red indicator lamp (15, figure 1-3) does
not go out, the controls are not completely
unlocked.
s. Surface Controls for Freedom of Movement
t. Aileron Trim Tab Position
Indicator (23, figure 1-3)
u. Surface Controls
Revised 1 October 1948
Check
Zero
Relock
s. Cabin Pressure Wing Shut-off Valve
Switch (96, figure 1-4)
t. Cabin Heat and Anti-icing
Air Maximum Temperature
Warning Lamps (99, figure 1-4)
u. Pitot Heater Control
Switches (100, figure 1-4)
RESTRICTED
"OFF"
Push to
Test
"OFF"
36A
�SectioR II
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AN 01-SEUA-1
lllO
·•···········•···························· ·
l
PIIJSIIUT
c(]])=, Closed Valve
.c:€} Open Val~e
..L
J1
Operating Booster Pump
Idle Booster Pump
ENGINE WARM - UP
£1S.Q
·.·.·.··················
l
PIIJSIIUT
TAKE-OFF
Jlll( .s1tl YAlff
IPOI
•
Pll(J
Tank 3
m.01
PIUSIIUT
EJC.02
PIIJSIIUT
USING FUEL FROM NO. 2 AND NO. 5 TANKS
Tank 3
·· ············ ···· ························
!11i. 0 1
PESIIUT
lllO
l
Plm!IUT
NO.2 TANK LEAKING, FEEDING 1, 2, 3, ENGINES, TRANSFERR ING TO NO 3 TANK
figure 2-4. (Sheet 2 of 2 Sheets) Courses of fuel flow
RESTRICTED
39
�Section II
Paragraphs 2-12 to 2-1 5
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AN 01-SEUA-2
PILOTS
ENGINEER
as. Fan Speed Control Switch
(48, figure 1-4)
"LOW RPM"
at. Carburetor Air Filter Switch
(49, figure 1-4)
As Required
(If Installed)
au. Flourescent Light Switch
(50, figure 1-4)
av. Engine Supercharger Switches
(51, figure 1-4)
"BOTH"
aw. Fuel Quantity Gages
(16,figure 1-4)
Check
ax. Altimeter (17, 18, and 20, figure 1-4)
Set
ay. Interphone Equipment
(6, figure 1-4)
Check
az. Eng. Cyl. and Anti-icing Temp.
Ind. Switch (7, figure 1-4)
"ON"
ha. Check Switch
"CH" Position
bb. Compensating Rheostat
Adjust Until
Galvanometer
Needle Indicates
"CH"
.. ON" Position
be. Check Switch
bd. Booster Pump Operation
Check
be. Report to the pilot when the check
list is complete and engines are
ready to start.
2-12. SPECIAL CHECK FOR NIGHT FLIGHTS.
2-13. When a night flight is anticipated, check the following equipment:
a. Landing Lights
b. Position Lights
c. Formation Lights
d. Compartment Lights
e. Wing Interior Lights
f. Instrument Panel Lights
g. Flares
h. Pyrotechnic Pistol
i. Blackout Curtains
j. Flashlights
2-14. FUEL SYSTEM MANAGEMENT.
2-15. The various configurations for normal operation
are given below: (See figure 2-4.)
a. BOOSTER PUMP OPERATION CHECK. Operation of each booster pump prior to starting engines
should be checked as follows:
1. Turn booster pump on.
2. Properly position tank, engine, and cross-feed
valve switches to attain booster pump pressure.
3. Observe fuel pressure indication.
4. Upon conmpletion of the check, turn booster
pump off and dose all engine, tank, and cross-feed
valves.
40
b. STARTING ENGINES, WARM-UP, TAKE-OFF,
AND CLIMB. All tank, cross-feed, and engine
valves upen.
Note
To prevent overflowing of inboard tanks
when operating with all tanks full, start and
warm-up all engines from the inboard tanks.
c. NORMAL CRUISE. Use all the fuel in the inboard tanks first, center tanks second, and outboard
tanks last. (See figure 2-4 for switch positions.) When
the fuel supply in a single tank feeding three engines
is reduced to approximately 200 gallons, fuel from a
full tank is brought into the system under booster
pump pressure. As soon as the fuel gage of the emptying tank reads zero, the tank valve of the empty tank
is dosed and its booster pump is turned off.
d. LANDING. For normal landing conditions outboard tank valves and Nos. 1-2 and 5-6 cross-feed
valves are open, center and inboard tank valves are
dosed, and all engine valves are open. If fuel is
available in all tanks, use the take-off con.figuration.·
RESTRICTED
(
"OFF"
Revised 1 October 1948
(
�RESTRICTED
AN 01-SEUA-1
Section II
Paragraphs 2-16 to 2-17
2-16. STARTING ENGINES.
2-17. When starting engines, a ground observer (a
member of the flight crew or the ground crew) must be
in constant communication with the flight engineer. As
each of the engines is turned over, any observation of
abnormal operation must be reported to the flight engineer immediately. To facilitate warm-up of the alternators and controls, the .recommended engine starting
sequence is 4, 5, 6, 3 2, and 1.
ENGINEER
PILOTS
a. Contact outside observer. Make certain rhat the
propellers have been pulled through six blades.
b. Mixture Control Levers
"IDLE CUT-OFF"
(114, figure 1-4)
1/4 to 1/2
c. Throttle Levers
Open
(116, figure 1-4)
d. Engine Cylinder and Anti-icing
Temperature Selector Switch
Engine No. 4
(14, figure 1-4)
Rotate right or left to obtain
e. Balance Knob
zero reading on galvanometer
Note
If a zero reading of the galvanometer cannot
be obtained with the balance knob, tum the
slide wire rheostat clockwise until a zero
reading can be obtained with the balance
knob. It is desirable that the slide wire rheostat knob be kept as far counterclockwise as
possible.
Note
Note manifold pressure reading before starting engine.
f. Cross-feed Valve Switches
"OPEN"
g. No. 3 and No. 4 Tank Valve Switches "OPEN"
h. No. 3 and No. 4 Booster Pump Switches
"ON"
1. No. 4 Engine Fuel Valve Switch
"OPEN"
j. No. 4 Engine Fuel Pressure (1, figure 1-4) Check
The carburetor accelerating pump bypasses
idle cut-off; therefore, do not advance the
throttles.
k. Clear areas for starting No. 4 engine.
Push On
1. Master Ignition Switch
m. Engine Starter Switch
"4" Position
(54, figure 1-4)
"4" Position for 3 to 5 Seconds
n. Engine
Concurrent With No. 4 Starter
Primer
Switch
Switch
Revised 1 October 1948
•
RESTRICTED
41
�Section n
Paragraphs 2-18 to 2-19
RESTRICTED
AN 01-SEUA.. 1
PILOTS
ENGINEER
o. No. 4 Engine
"BOTH" After Propeller Has
Ignition Switch
Turned Through Three Blades
1. Keep mixture control in "IDLE CUT-OFF"
until engine is running on prime.
2. If oil pressure does not register 50 psi at
once, stop the engine and investigate.
3. Maximum continuous cranking is ONE
MINUTE; then allow the starter to cool a
MINIMUM OF THREE MINUTES.
p. No. 4 Mixture Control Lever
''AUTO-RICH''
Note
If the engine stops running after the mitxure
control lever has been moved to the "AUTORICH" position, return the lever to "IDLE
CUT-OFF" and recrank. If the engine does
not start in a reasonable length of time, stop
cranking and repeat the procedure, starting
with prime.
q. No. 4 Throttle Lever
Set to Obtain 1000 rpm
Note
Do not set throttle for 1000 rpm until oil
smoke clears out.
c-. Repeat the above procedure for starting engines
No. 5, 6, 3, 2, and 1.
s. No. 3 and No. 4 Booster Pump Switches "OFF"
Note
Idling speed for engines No. 1, 2, and 6 is 600
rpm; but in order to gain the proper alternator output, engines No. 3, 4, and 5 must be
idled at 1000 rpm. For ground operation of
the flaps, alternator-equipped engines must be
idled at 1200 rpm.
Note
See paragraph 3-1 for instructions on combating engine fires.
2-18. ENGINE VtfAJlM-UP.
2-19. The follcwing procedure will be used to warm
up the engines:
ENGINEER
PILOTS
Do not exceed 1000 rpm until the oil temperature reaches 40°C. Make all ground operations
with the mixture controls in the "AUTORICH" position.
42
RESTRICTED
Revised 1 October 1948
(
�RESTRICTED
AN O1-SEUA-1
PILOTS
Section II ·
Paragraphs 2-20 to 2-21
ENGINEER
a. Make the ignition safety check at 1000 rpm as
follows: Switch the No. 4 ignition from ..BOTH"
to "L" and then to the detent position between
"L" and "R"; then switch from the detent position to "R" and back to the detent position. Finally switch the ignition from the detent position
to "OFF" momentarily, and back to "BOTH."
Note
A slight drop-off of engine rpm on each s~ngle
magneto position and complete cutting out of
the engine at the · "OFF" position indicate
proper connection of the ignition leads.
b. Engine No. 4 Throttle
Set to Obtain
1000 rpm
Lever
c. Voltage and Frequency
"4" Position
Selector Switch (37, figure 1-4)
Momentarily
d. No. 4 Exciter Control Relay
..ON"
Switch (26, figure 1-4)
e. No. 4 Voltage Control
Ad just Until Voltmeter
Knob (38, figure 1-4)
(31, figure 1-4) lndi•cates 205 Volts
f. No. 4 Frequency Control Adjust Until Frequency
Knob (29, figure 1-4)
Meter (28, figure 1-4)
Indicates 400 Cycles
"OFF"
g. External Power Supply Switch
h. No. 4 Alternator Breaker
Switch (33, figure 1-4)
Unplug
i. External Power Supply
Momentarily
j. No. 3 and No. 5 Exciter
"ON" .
Control Relay Switches
Noie
Placing the exciter control relay switches in
the "ON" position allows the alternators· time
to warm up.
2-20. ENGINE GROUND TEST.
2-21. To reduce engine ground test time, the following
procedure calls for propeller checks to be ..nade on all
six engines at once, and for fan speed, heat and antiice, and magneto checks to be made ~n symmetrical
pairs of engines. Power checks which include turbosupercharger, carburetor preheat, and cabin pressurization. checks., are made individually.
PILOTS
ENGINEER
a. Engine Oil Temperature
Gage (9, figure 1-4)
40°C
Do not attempt to accomplish any ground
tests until oil temperature is 40°C or above.
REa,ised 1 .O ctober 1948
RESTRICTED
43
�Section II
RESTRICTED
AN 01-SEUA-1
PILOTS
,
ENGINEER
b. Throttle LeversAll Engines
a. With throttles set to obtain 1300
rpm, Propeller Reverse Selector
Switches (43, figure 1-3)
b. Propeller Reverse Pitch Switch
(52, figure 1-3)
Set to Obtain
1300 rpm
"READY"
Push
c. Observe engine tachometers and report eratic action.
(
Note
The increase in engine rpm will be very small
as the propellers pass through flat pitch into
reverse, since the pitch change action is very
fast.
c. Propeller Reverse
Selector Switches
"SAFE"
Note
When the engineer runs up the No. 4 engine,
check the manifold pressure gage (16, figure
1-3) against the flight engineer's No. 4 manifold pressure gage.
d. Throttle LeversAll Engines
Set to Obtain
1600 rpm
e. Propeller Selector
Switches
"DEC. RPM" Until Engine
Speed Drops to 1400 rpm
f. Propeller Selector
Switches
"INC. RPM" Until Engine
Speed Increases to 1500 rpm
g. Propeller Selector
Switches
"AUTO"
Note
Engine speed should return to 1600 rpm.
h. Propeller Feather
Switches
"FEATHER"
Do not leave the propeller feather switches
in "FEATHER" longer than 1/4 of a second.
i. Propeller Feather
Switches
"NORMAL"
Do not allow the propellers to feather fully
while the engines are operating.
j. Master Motor
Speed Control
Decrease Until Master Tachometer Indicates 1400 rpm
k. Engine Tachometers
1. Master Motor
Speed Control
1400 rpm
Increase Until Master Ta chometer Indicates 2700 rpm.
m. Engine Tachometers
1600 rpm
n. Throttle Levers-Two
Symnetrical Pairs of Engines
o. Throttle Levers-One
Symmetrical Pair of Engines
44
RESTRICTED
Retard to Idle
Increase Power
Revised 1 October 1948
(
�Section II
RESTRICTED
AN 01-SEUA-1
PILOTS
ENGINEER
Note
Increase the power on a symmetrical pair of
engines until the manifold pressure is equal to
the field barometric pressure, or is the same
as was indicated on the manifold pressure
gages before the engines were started.
p. Fan Speed Control
Switches
((HIGH RPM''
Note
Check torque pressure and !"pm drop (Approximately 100 rpm). Normal torque pressure drop is 15 to 2 5 psi.
q. Fan Speed Control
Switches
uLOW RPM"
Note
Check torque pressure and rpm increase.
r. Engine Cylinder and Anti-icing
Temperature Selector Switch
On Eng~ne
Being Tested
Note
Place the temperature selector switch on the
number of the engine being tested so that the
temperature indicator will indicate cabin heat
and anti-icing air temperatures.
s. Balance Knob
Zero Galvanometer Needle
t. Cabin Heat or Anti-ice
Switch-Engine Being Tested
"ON"
Note
Note temperature rise on temperature indicator.
.
L.,~~!~!!~
~.,_.,.,.,.,.,.,
~
Do not exceed a temperature rise of 50°C
above the ambient air temperature.
u. Cabin Heat o r Anti-ice Switch
"OFF"
Note
Note temperature decrease on temperature
indicator.
v. Ignition Switch
Note
On single magneto operation normal eng ine
drop-off is 60 to 80 rpm. Maximum permissible is 100 rpm. N o.rmal torque pressure drop
is 10 to 15 p si.
w. Ignition Sw itch
Rev!sed 1 Octob.~r 1948
RESTRICTED
To Detent Benveen
(tL" and uR"
45
�RESTRICTED
AN 01-SEUA-1
Secrion .II
PILOTS
ENGINEER
Note
Engine will come back to speed since the
detent position is another "BOTH" position.
x. Ignition Switch
y. Ignition Switch
z. Throttle LeverOne Engine
Detent Position to "R"
"R" to "BOTH"
Full Open-Check rpm,
M.P., Torque, and Fuel
Flow Indication
"ON"
aa. Carburetor Preheat Switches
(
Note
Check M.P. rise (approximately 3 to 4 inches).
ab. Carburetor Preheat Switches
"OFF"
Note
Check M.P. drop.
HR. ONLY"
ac. Engine Supercharger Switch
Note
Check M.P. rise (approximately 3 to 4 inches).
''BOTH''
ad. Engine Supercharger Switch
Note
Check M.P. drop.
ae. Throttle Lever
Return to Idle
Note
Repeat steps z through ae for checks on other
engines.
af. Turbosupercharger
Boost Selector Lever
.. 10" Position
ag. Cabin Pressure Wing
Shut-off Valve Switch
"L. WING ON"
ah. Throttle Lever-Engine No. 1
Full Open
Do not exceed 52.0 inches M.P.
Note
Check cabin pressure airflow on the cabin
airflow indicator (19, figure 1-4).
ai. Cabin Pressure Wing
Shut-off Valve Switch
"OFF"
Note
Check decrease of airflow.
aj. Throttle Lever
ak. Cabin Pressure Wing
Shut-off Valve Switch
al. Throttle Lever-Engine No. 6
46
RESTRICTED
Return to Idl~
"R. WING ON"
Full Open
Revised 1 October 1948
(
�RESTRICTED
AN 01-SEUA-1
PILOTS
Section II
ENGINEER
~
Do not exceed 52.0 inches M.P.
Note
Check cabin pressure airflow.
am. Cabin Pressure Wing
Shut-off Valve Switch
"OFF"
Note
Check decrease of airflow.
an. Throttle Lever
ao. Turbosupercharger
Boost Selector Lever
ap. Throttle Lever-One Engine
aq. Turbosupercharger
Boost Selector Lever
Return to Idle
"O" Position
Full Open
"7" Position
Note
Adjust turbosupercharger calibration potentiometer knob to obtain 52.0 inches M.P
ar. Turbosupercharger
Boost Selector Lever
as. Throttle Lever
"O" Position
Return to Idle
Note
Repeat steps ap through as for power check
on other engines.
at. Voltage and FrequencT•
Selector Switch
au. N o. 5 Voltage
Control Knob
"5" Position
Adjust Until Voltmeter
Indicates 205 Volts
av. No. 5 Frequency
Control Knob
Adjust Until Synchronizing
Lamps (24, figure 1-4) are
Blinking Slowly
aw. No. 5 Alternator
Breaker Switch
"CLOSE" When Synchronizing Lamps are Dark
Not e
When the alternator breaker d ooes, the alternator breaker indicator lamp (34, figure 1-4)
will go out.
ax. Repeat steps at through aw for
No. 3 alternator.
ay. Kilowatt-kilovar Selector
Switches (39, figure 1-4)
"KWATTS" Position
Note
Equalize the readings between all alte rnators
by use of the frequency control knobs.
Revised 1 October 1948
RESTRICTED
47
�Section II
Paragraphs 2-12 to 2-27
RESTRICTED
AN O1-SEUA-1
PILOTS
ENGINEER
az. Kilowatt-kilovar
Selector Switches
"KVARS" Position
Note
Equalize the readings between all alternators
by use of the voltage control knobs.
2-22. TAXl~NG INSTRUCTIONS.
2-23. When taxnng prior to take-off, the control surfaces must be locked. Brake applications should be
light to prevent skidding of the tires. When taxiing
after landing shut down one or two symmetrical pairs
of outboard engines.
(
ha. Repeat steps ay and az until complete equalization of the alternators is assured.
bb. Kilowatt-kilovar
Switches (39, figure 1-4)
"KW A TIS" Position
be. Report to the pilot that the engines are OK.
2-24. Directional control while taxiing is accomplished
hydraulically through use of the steering wheel; however, under certain conditions, it will be necessary to
supplement hydraulic steering with differential braking or differential throttling.
2-25. The airplane must be in motion before executing
turns; use the largest turning radius possible to minimize tire wear and landing gear stresses. Make alternate right and left turns, when practical, to equalize
tire wear. For minimum turning radius, refer to figure
2-5. Unnecessary minimum-turning-radius taxi turns
are prohfoitec to prevent scrubbing abrasions of the
tires. A runway width of 300 feet is adequate for executing normal tu.ms. Stop the airplane after a short
roll with the nose wheel in line with the fuselage center line; this will reduce nose wheel stresses at the
start of take-off.
PILOTS
a. Steering Control Switch
"ON"
(38, figure 1-3)
"OFF"
b. Parking Brake Lever
c. Bomb Bay Door Control Switches
"CLOSE"
(33, figure 1-3)
d. Turret Master
"OFF--Check With
Switches
All Gunners
e. Taxi into the take-off position
2-26. BEFORE TAKE-OFF.
2-27. Make the folJowing checks before take-off:
PILOTS
"ON"
a. Parking Brake Lever
48
(
ENGINEER
a. Brake and Steering
Hydraulic Pressures
b. Brake and Steering
Hydraulic Pressures
a. Engines
RESTRICTED
Check and Report
to Pilot
Check During
Taxi
ENGINEER
Report to Pilot Engines Idling
Revised 1 October 1948
�Section II
RESTRICTED
AN 01-SEUA-!
TURNING
POINT
WING
TIP
PATH
RIGHT
MAIN
GEAR
PATH
NOSE
GEAR
PATH
LEFT
MAIN
GEAR
PATH
--*Minimum runway width recommenped for l 80° turn is 200 feet.
figure 2-5. Minimum Turning Radius
ENGINEER
PILOTS
Note
Do not allow engines No. 3, 4, and 5 to idle
below 1000 rpm.
b. Autopilot Controls (37, figure 1-3)
c. Surface Controls
"OFF"
Unlocked
Note
b. Mixture Control Levers
c. All Booster Pump Switches
(83, figure 1-4)
uAUTO-RICH"
Check control movement in coordination_with
a visual check made by the aft lower gunners.
d. Trim Tabs (45, 49, and
53, figure 1-3)
e. Flaps
d. All Fuel Valve Switches
Set as Required
Extend
''OPEN''
e. Propeller Selector Switches
Note
Extend flaps 20 degrees for take-off. Check
with lower aft gunners for equal extension of
the flaps.
f. Gyros
. Set and Uncage
g. Contact engine~r for take-off configurat ion.
~1. Warn ere~ of take-off.
Note
Refer to "Take.:.off, Climb, and Landing
Chart," Appendix I, for take-off performance.
Revised 1 October 1948
f.
g.
h.
i.
j.
Master Tachometer
Fan Speed Control Switches
:Engine Supercharger Switches
Kilowatt-kilovars
Turbcsupercharger Boost Selector
Lever
k. Air Plugs
l. Intercooler Shutter
Control Switches
m. Cabin Pressure Wing
RESTRICTED
2700 rpm
"LOW RPM"
"BOTH"
Check
"7" Position
Full Open
"AUTO"
49
�RESTRICTED
AN 01-SEUA.. 1
Section , I
Paragraphs 2-28 to 2-29
ENGINEER
PILOTS
Shut-off Valve Switch
n. Cabin Heat and Anti-ice Switches
o. Carburetor Preheat Switches
p. Engine Cylinder and Anti-icing
Temperatures
q. Brake and Steering
Check and
Hydraulic Pressu.res
to Pilot
r. Report take-off configuratiQn to the pilot.
2-2.8 . TAKE-OFF.
..OFF"
"OFF"
"OFF"
Check
Report
(
2-29. The following s.t eps will be accomplished during
take-off:
PILOTS
Set to Obtain 30 inches M.P.
b. Parking Brake Lever
..OFF"
ENGINEER
a. Throttle Levers -•
Not e
To minimize manifold p ressure surge during
take-offs at high gross weights, it is recommended that full take-off manifold pressure be
obtained be.f ore releasing the parking brakes.
c. Throttle Levers
Advance to Take-off
Manifold Pressure
Note
Use nose wheel steering until the airplane
reaches a speed of 60 mph IAS when the rudder becomes effective.
d. Airplane Attitude
(
Nose High
Note
a. Nose Wheel Steering
Hydraulic Pressure
Gage (109, figure 1-4)
Check for Zero
When Airborne
b. Landing Gear
Hydraulic Pressure
Gage (111, figure 1-4)
Check During
Retraction of
Landing Gear
Hold the airplane in a nose-high attitude until
airborne.
e. Landing Gear Control Switch
"RETRACT'
Note
When the landing gear is completely retracted, place the landing gear control switch
in the ..OFF" position.
£. Brake Pump Switch
g. Flap Control Switch
l
"OFF"
Retract Flaps 10 Degrees
WARNING
I
Do not retract the flaps 10 degrees until a
speed of 130 mph IAS h~s been attained.
h. Flap Control Switch
50
Retract Flaps 10 Degrees
RESTRICTED
Revised 1 Oct!)ber 1948
�RISTIUCTED
AN 01-SEUA-1
PILOTS
WARNING
Section H
Paragraphs 2-30 to 2-49
ENGINEER
I
Do not fully retract the flaps until .a speed of
140 mph IAS has been attained.
2-30. ENGINE FAILURE DURING TAKE-OFF. (Refer to paragraph 3-10.)
2-31 . CLIMB.
2-32. The following operations will be performed during climb:
PILOTS
a. Climbing Air Speeds-Refer to 'Take-off, Climb,
and Landing Chart," Appendix I.
ENGINEER
a. Engine Cylinder, Anti-icing,
and Constant Speed Drive
Periodic Checks
Oil Temperatures
Refer to the flight operation
b. Fan Speed
instruction charts, Appendix I.
Control .
2-34 Refer to the flight operation instruction charts,
Append ix I, for information concerning effect~ of
changes in gross weight, external resistance, and engine operation data.
2-44. ENGINE AIR PLUG CONTROL.
2-45. Use the engine air plug control switches to maintain the desired cylinder head temperatures. For maximum ra·n ge and for optimum heating and anti-icing,
the cylinder head temperatures should be kept as near
the maximum operating limit as possible.
2-35 STABILI1Y AND CONTROL.
2-36. Stability and control for any given trim condition is normal.
2-46. COOLING FAN CONTROL.
2-33. DURING FLIGHT.
2-37. Extension and retraction of the landing gear
induces a mild change in longitudinal trim of the airplane. The sweepback of the wing causes the flap
movement to exercise a great effect on thelongitudinal
stability. The resultant effect of the flap mov~ment can
be reduced by operating the flaps in increments of 10
degrees.
·
2-47. Use the low ratio ("LOW RPM" position) of the
fan drive when possible, because the high ratio
("HIGH RPM" position) absorbs more of the engine
power. Adequate engine cooling should be obtained
with Jow ratio under standard temperature conditions.
High ratio fan drive should only be required at very
high altitudes with normal rated power.
2-38. TURBOSUPERCHARGER CONTROL
2-39. At high altitudes turbo operation is limited by a
closed waste gate, maximum permissible turbo speed,
and in some cases by compressio~ surge. The appropriate turbo operation is indicated for each flight condition in the charts of Appendix I. Dual ~peration of
the turbos is preferable when possible, because it imposes less back pressure on the engine than does single
turbo operation.
2-40. INTERCOOLER SHUTTER CONTROL.
2-41. Place the intercooler shutter control swit~hes in
the "AUTO" position.
·
·
Revised 1 October 1948
J
Because of structural limitations of the fan,
high· ratio must not be used below 13,500
feet ..altitude. Bewteen 13,500 and 20,000 feet
the high ratio may be used when engine
speeds, are below 2200 rpm. Either drive ratio
may be used above 20,000 feet.
2-48. ENGINE CYLINDER, ANTI-ICING, AND
CONSTANT SPEED DRIVE OIL TEMPERATURE IND I CATOR.
Single turbo operation must never be used
with the manifold pressure above 37.0 inches.
2-42. CARBURETOR PREHEAJ: CONTROL.
2-43. Use carburetor preheating as required.
WARNING
2-49. Check engine cylinder, ant1-1cmg air, and constant speed drive oil temperatures periodically. If during a long period of operation a galvanometer reading
of zero cannot be obtained with the slide wire rheostat in the full cl_o ckwise position, the flashlight batteries in the upper corners of the potentiometer panel
should be replaced.
RESYRlCTED
51
�Section II
Paragrat)hs 2-50 to 2-67
RESTRICTED
AN 01-SEUA-1
2-57. STALLS.
2-58. The following stalling speed chart is indicated
air speed and does not contain ·corrections for position
and instrument error.
Before replacing batteries turn the slide wire
rheostat folly counterclockwise.
STALLING SPEEDS
(Power Off and Gear Down)
2-50. ALTERNATOR CONTROL.
GROSS WEIGHT
2-51. Equality of kilowatt and kilovar output between
eac!J. alternator operating in parallel must be maintained. Should any alternator indicate excessive kilovar
or kilowa1:t output, it will overheat.
WARNING
140,000
200,000
278,000
325,000
140,000
200,000
278,000
325,000
140,000
200,000
278,000
325,000
I
Continued overheating of an alternator, as indicated by unbalanced kilovar or kilowatt
output, will damage the alternator.
2-52. Maintain kilowatt output by adjusting the frequency knob. The voltage control knob should be used
to equalize kilovar output between alternators.
2-53. WARNING HORN.
2-54. During ascent the warning horn will sound
intermittently at two different altitudes. The first
sounding will indicate the airplane to be at a pressure
altitude of 10,250 feet, anci the cabin pressurization
system mu3t be activated or oxygen must be used. The
sec.ond sounding of the horn at 40,500 feet indicates
the cabin air pressure to be in excess of 8,000 feet and
oxygen must be used above this altitude. A push-button type shut-off switch (48, figure 1-3), located on the
pilots' pedestal, is provided to interrupt the sound of
the horn during pressure altitude warnfogs. Because of
the arrangement of the electdcal circuits, the landing .
gear indicator lamps will glow each time the button is
Jepressed, indicating nothing more than a completed
circuit to the lamps.
2-55. CABIN VENTILATION.
2-56. When the cabin ventilation system is betng used,
the ram effect of the air entering the cabins will cause a
pressurized condition to exist in both the forward and
aft cabin. It is recommended that during such conditions the communication tube be kept open at both
ends and that the flight engineer keep the pressure between the atmosphere and the cabins equalized by
operating the cabin pressure dump valve control knob
located on the flight engineer's floor.
WARNING
I
The pressure built up by the ram air is sufficient to prevent escape hatches from being
<'pened during an emergency.
5~
Pounds
Pounds
Pounds
Pounds
Pounds
Pounds
Pounds
Pounds
Pounds
Pounds
Pounds
Pounds
FLAP POSITION
30
30
30
30
20
20
2G
20
0
0
0
0
Degrees
Degrees
Degrees
Degrees
Degrees
Degrees
Degrees
Degrees
Degrees
Degrees
Degrees
Degrees
IAS
75.5
90.2
106.2
115.0
79
94
111
120
89
106
125
135
2-59. The airplane is not normally intended to be subjected to stalled flight. Tail shake stall warnings are
mild with wini flaps retracted, and moderate with
wing flaps fully extended. Nose-down pitch at stall is
,n ild with wing flaps retracted, and moderate with
wing flaps fully extended. A mild tendency to roll at
stall is present concurrent with the nose-down pitch.
Technique required for entry and recovery from the
stall is orthodox. Power-on stall information will be
furnished when available.
2-60. SPINS.
· 2-61. Spins are prohibited. In event of a spin, use conventional methods of recovery.
2-62. DIVING CHARACTERISTICS.
2-63. The airplane is capable of performing normal
dives up to air speeds within the allowable limits
(paragraph 2-2, step f) for all allowable cg locations.
Because of the high stability of the airplane, dives and
dive recoveries are normal and are exeuited with elevator control forces periodically trimmed out as
required.
2-64. APPROACH.
2-65. NORMAL TRAFFIC PATTERN BANK.
2-66. In executing steep turns, because of the high
stability of the airplane, considerable iongitudinal retrimming will be found necessary during the entry and
exit periods of the turns in maintaining constant air
speed and nominal elevator control forces.
2-67. The following checks and control settings will be
made during the approach~
RESTRICTED
(
Revised 1 October 1948
(
�Section II
RESTRICTED
AN 01-SEUA-1
,,.
25,000
ooC.
~v.-'l!.
~~i- "~
. .,o
20,000
()
..,.:
.,,io
u..
I
LU
.,,-:,...0
Cl
:::>
I-
.::
...J
..c(
15,000
w
~
:::>
MIN ALT.
HIGH RATIO
FAN DRIVE
13,500 FT.
V)
V)
w
~
0..
10,000
WING
NRP
5,000
150
.
:
25,000
~t,t..i-
"~
200
MINIMUM IAS - MPH
250
ooC.
t,t..V . - 'l! '
.,,,o
20,00o'
..,.:
u..
_io
I
w
0
:::>
I-
.::
...J
15,000
<
.,..,o
w
~
::::>
MIN. ALT.
HIGH RATIO
FAN DRIVE
13,500 FT.
V)
V)
w
~
c..
10,000
TAIL
NRP
+
5,000
150
200
250
MINIMUM IAS - MPH
Figure 2-SA. (Sheet 1 of 2 Sheets) Heat and Anti-Icing Limitations
Rt!vised 1 October 1948
RESTRICTED
52A
�Saction-~ H
RESTRICTED .
AN 01-SEUA-1
25,000
ooc
·1~""'v.-l
. .i>-""'~ _,o
0
(
20,000
_'}.O
..,:
u.,
·-
I
w ·
Q
. . ,o
.
:::>
.....
j::
-'
<
15,000
0
w
~
:::>
V)
V)
w
0..
°'
10,000
WING
1500 HP
5,000
250
200
150
MINIMUM IAS - MPH
2~,000
..
t. ..-.
.
-10
. 't~....,_v. -
,oµ.~c
(
0
p..t,l-.~·
_'}.0
_,o
20,000 ,
0
..,:
LL
I
w
Q
MINIMUM SPEEDS TO PREVENT
EXCEEDING MAXIMUM ALLOWABLE
WING AND TAIL ANTI-ICING
TEMPERATURES ARE DETERMINED
BY PRESSURE ALTITUDE AND
AMBIENT AIR TEMPERAT~RE.
:::>
.....
j::
-'
<
15,000
w
·~
V)
V)
w
a=:
0..
LOW RATIO FAN DRIVE
HIGH RATIO FAN DRIVE
_10,000
TAIL
1500 HP
5,000
150
200
250
MINIMUM IAS - MPH
Figure 2-SA. (Sheet 2 of 2 Sheets) Heat and Anti-Icing Limitations
5 2B
RESTRICTED
Revised 1 October 1948
'
j
�Section II
RESTRICTED
AN 01-SEUA-1
LANDING
GEAR
DOWN
2550
R.P.M.
2700 R.P.M.
FULL FLAPS
figure 2-6. Traffic Pattern
PILOTS
ENGINEER
See figure 2-6
a. Traffic Pattern
Check
b. La.1ding Gross Weight and Balance
"ON"
c. Command Set
d. Interphone Control
Panel Selector
Switch
e. Brake Pump Switch
f. Landing Gear Control Switch
WARNING
"MIXED
SIGNALS AND
COMMAND''
"ON"
I
"EXTEND"
Check
a. Electrical System
b. Brake Hydraulic
Check and
Pressure Gage
Advise Pilot
c. Fuel System
Engine Valve Switches "OPEN";
Controls
Cross-feed Valve Switches
"OPEN"; Tank Valve Switches
"OPEN" (All Tanks Containing
Fuel)
d. Booster Pump
"ON" in Tanks
Switches
Being Used
e. Fan Speed Control
Switches
f. Landing Gear Hydraulic
Pressure Gage
"LOW RPM"
Check During Extension of Landing Gear
Do not lower the landing gear at speeds rn
excess of 155 mph IAS.
g. Propeller Reverse
"SAFE"
Selector Switches
h. Turbosupercharger Boost
Selector Lever (54, figure 1-3)
As Required
i. Master Motor Speed Control
Set for
(51, figure 1-3)
2550 rpm
j. Throttle Lever
As Required to Maintain 125
Settings
Per Cent of Stalling Speeds
Revised 1 October 1948
g. Propeller Selector
Switches
h. Engine Supercharger .
Switches
i. Mixture Control
Levers
RESTRICTED
"AUTO"
"BOTH"
"AUTO-RICH"
53
�Section II
Paragraphs 2-68 to 2-72
RESTRICTED
AN 01-SEUA-1
ENGINEER
PILOTS
k. Flap Control
Switch
'I
Extend Flaps
to 20 Degrees
WARNIN~l
(
Do not extend the flaps 20 degrees at speeds
in excess of 160 mph IAS.
As Required
1. Trim Tabs
m. Contact engineer for approach configuration.
2-68. FINAL APPROACH.
2-69. Make the following settings for final approach:
PILOTS
a. Master Motor Speed
Control
b. Turbosu percharger
Boost Selector Lever
c. Flap Control
Switch
ENGINEER
Set for
2700 rpm
'7" Position
Extend Flaps
.t o 30 Degrees
Note ·
Lift with a 30-degree flap setting is sufficient
to allow a very steep landing approach with
power off; however, the normal approach procedure is made with po~er on, to prevent
overcooling of the engines, and with a nominal s_teep glide path.
(
2-70. · LANDING.
2-71. NORMAL LANDING.
2-72. Establish the same nose-high attitude for landing
as was used for take-off. During the landing flare it is
recommended that the engines be throttled. After the
airplane touches the ground, allow it to rock forward
until the nose wheel contacts the runway before push-
00 NOT EXTEND
FLA PS IN lXeESS
OF 188 M P ~
54
I t\ S
RESTRICTED
Revis~d 1 October 1948
�RESTRICTED
AN 01-5EUA-1
Section II
Paragraph 2-73
ing the propeller reverse pitch switch. Reverse all propellers and apply power as required to avoid using
brakes. Near the end of the landing roll use light brake
applications to stop the airplane.
PltOTS
a. Propeller Reverse
Selector Switches
r,,,,,,,,,,,,,
1
..READY"
ENGINEER
a. Nose Wheel Steering
Hydraulic Pressure Gage
Check After
Ground Contact
L,~~~!!~~,~
To guard against inadvertent pitch reversal,
do not move the propeller reverse selector
switches to ..READY" prior to ground contact.
b. Propeller Reverse
Pitch Switch
Push
Note
Use the nose wheel steering for directional
control during reverse pitch landings. When
reverse pitch is used, destructive buffeting of
control surfaces may occur at approximately
50 mph IAS. Pushing the control colmun forward and locking the controls prior to this
speed is recommended.
2-73. As the airplane nears the stopping point, decrease
power to avoid rolling backward and causing tail damage. Move the propeller reverse selector switches to
uSAFE." After stopping the airplane, retract the flaps.
WMEN PROPS ARE. Rl~ERStD OU\<ING
L~NDIMG, RJWER SHOULD Bf DEeRE.~Sr.D
AS T~E STOPPING POINT IS R.£1\€i.lED
TO AVOID ROLLING l3AeKWAQDS
Revised 1 October 1948
RESTRICTED
55
�Section II
Paragraphs 2-74 to 2-82
RESTRICTED
AN 01-SEUA-1
2-74. MINIMUM RUN LANDINGS.
2-75. Use the same procedure as that used in normal
landing, except use brakes on more of the landing roll.
(
Since the airplane has a very light and responsive brake system and is equipped with fourwheel main gears, extra care must be used to
avoid skidding the rear wheels. An observer
should be stationed at e~ch lower aft sighting
station to detect skidding during braking.
2-76. CROSS-WIND LANDINGS.
2-77. Correction for drift while landing in light-tomoderate cross-winds should be made by the sideslip or
wing-low methods, which allow continuous alignment
of the airplane with the runway center line.
2-78. WAVE-OFF.
2~79. In the event of a wave-off, increase power to full
take-off power, retract the landing gear, and simultaneously retract the flaps to 20 degrees. Maintaining
the same air speed as used during the initial approach,
complete the retraction of the flaps in the normal
manner.
2-80. EMERGENCY LANDINGS. (Refer to section
_ III.)
(
2-81. STOPPING ENGINES.
2-82. Perform the following when stopping engines:
PILOTS
"ON"
a. Parking Brake Lever
b. Steering Control Switch
c. Surface Controls
"OFF"
Lock
d. Radio Equipment
Off
e. Electronic Equipment
Off
ENGINEER
a. Brake Hydraulic
Pressure Gage
b. Air Plug Control
Switches
Check
"OPEN" Until
Air Plugs Are
Fully Open
c. Throttle
Idle Until Cylinder Head TempLevers
eratures Reach l 70°C or Less
d. Dilute oil, if necessary, according to instructions
given in paragraph 5-15.
e. Master Tachometer
2700 rpm
f. Master Motor Switch
"OFF"
g. Advance throttle levers to approximately 1100
rpm to clear cylinders.
"OFF"
h. Booster Pump Switches
..
OPEN"
i. Alternator Breaker Switches
j. Exciter Control Relay Switches
"OFF"
Before stopping an engine equipped with an
alternator, trip the corresponding alternator
breaker and exciter control relay.
k. Mixture Control Levers
56
RESTRICTED
"IDLE CUT-OFF"
Revised 1 October 1948
�Section II
RESTRICTED
AN 01-SEUA-1
ENGINEER
PILOTS
Do not open the throttles after moving the
mixture controls to "IDLE CUT-OFF" while
the engir..es are running, because fuel will bypass the cut-off.
1. Individual Ignition
Switches
m. Master Ignition
Switch
figure 2-7. Installation of Main Landing Gear
Safety Lo~k
Revised 1 October 1948
"OFF" After Propellers
Have Stopped Turning
Pull Off
figure 2-8. Installation of Nose landing Gear
Safety Lock
RESTRICTED
56A
�Section II
Paragraphs 2-83 to 2-84
RESTRICTED
AN 01-SEUA-1
2-83. BEFORE LEAVING THE AIRPLANE.
2-84. Check and accomplish the following before leaving the airplane:
PILOTS
a. All Control Switches
Properly Positioned
ENGINEER
a. External Power Supply
Plug In-
Note
(
Plug in the external power supply in accordance with instructions given in paragraph
2-10, steps j through n.
b. Visual inspection of the interior and equipment
for proper condition and stowage.
b. Tank, Engine, and No. 3 and No. 4
"CLOSE"
Cross-feed Valve Switches
c. No. 1-2 and 5-6 Cross-feed
"OPEN"
Valve Switches
"GLOSE" Until Cylinder Head
d. Air Plug
Temperatures Have Dropped
Control Switches
Sufficiently
e. lntercooler Shutter
"CLOSE"
Control Switches
"OFF"
f. External Power Supply Switch
Unplug
g. External Power Supply
h. Visual inspection of all controls and equipment in
the flight compartment for proper positioning,
condition, or stowage.
"OFF"
i. Battery Switch
In
Place
j. Chocks
On
k. Pitot Mast Covers
Closed
l. All Doors
m. Landing Gear Ground Locks
(figures 2-7 and 2-8)
56B
RESTRICTED
In Place
Revised 1 October 1948
(
�RESTRICTED
AN 01-SEUA-1
Section Ill
Paragraphs 3-1 3 to 3-14
G,
r 1 Alarm Bell
2. Warning Horn (2)
3. First Aid Kit (7)
4. Fire Extinguishers
(4)
5. Axe (2)
6. Pyrotechnic Pistol & Flares
*(In Firing Posit.on~)
7.
8.
9.
10.
11.
12.
13.
.. 14.
life Raft (3)
Knife (2)
Battle Splint & Dressin g Kit
Blood Plasma Kit
P<1rachute Static line
Life Raft Release Handle (2)
Emergency Radio
Ditching Jackets (11)
Figure 3-2. Miscellaneous Emergency Equipment
c. Propeller Feather Switch-"FEATHER."
f. Engine Oil Shut-off Valve Control Switch"CLOSE."
g. Ignition Switch-"OFF."
Note
If propellers No. 1, 2, or 3 are feathered,
slight windmilling in reverse will occur upon
completion of the feathering cycle. To remedy
this condition, place the propeller selector
switch of the affected propeller in "FIXED
PITCH" and return the feather switch to
"NORMAL." Then joggle the selector switch
in the "INC. RPM" position until the windmilling has ceased. After the windmilling has
ceased, allow the selector switch to remain in
the "FIXED PITCH" position.
d. Mixture Control Lever-"IDLE CUT-OFF," simultaneously with feather.
e. Engine Fuel Valve Switch-"CLOSE."
WARNING
I
Do not, without forethought~ close other
fuel valves or shut off fuel booster pumps,
since other engines may be dependent on
their position or operation.
Revised 1 October 1948
3-13. OPERATION (PARTIAL POWER FAILURE).
3-14. Refer to "Flight Operation Instruction Chart,"
Appendix I, for cruising data with one or more engines inoperative. When landing with two or ·more
inoperative engines, know the landing gross weight
and cg location and maintain 125 per cent of stalling
speed in the landing approach pattern. Initiate final
approach higher and use a steeper flight path than is
normally employed during early final approach. Use
20-degree flaps until the possibility of undershooting
has been eliminated; then use full flaps. Because of the
high power output that will be required from the
live engines to overcome landing gear drag, maintain
landing gear in the up_ position as long as practical
prior to enterting final approach. Utilize the rudder
trim tab as required for directional trim during the
entire landing approach maneuver, and if conditions
permit, full throttle the live engines and simultaneously restore rudder surface and trim deflections to
approximately netural just prior to the landing flare.
In the event of wave-off, retract the landing gear and
flaps as rapidly as conditions allow, using rudder trim
as required. Landing gear and flaps may be retracted
simultaneously.
RESTRICTED
59
�PROPELLER FAILURES
Section Ill
Paragraphs 3-15 to 3-16
1.
2.
3.
4.
5.
6.
7.
8.
9.
RESTRICTED
AN O1-SEUA-1
Pilots' Escape Hatch (2)
Engineer's Esupe Hatch
Forward Sighting Blister (2)
Catwalk Door (Exit Through Bomb Bay) (2)
Upper Aft Sighting Blister (2)
Forward Entrance-Nose Wheel Well
(Possible But Not Recommended)
Forward Escape Hatch
Lower Aft Sighting Blister (2)
Aft Entrance Hatch
(
(
....
c==)
NORMAL BAIL OUT
(Use Nearest Exit)
GROUND EXIT
figure 3-3. Bail-out Exits
Note
3-15. PROPELLER FAILURES.
3-16. PROPELLER UNFEATHERING DURING
FLIGHT.
Torquemeter indicator (11, figure 1-4) will
indicate a successful engine start.
a. Engine Oil Shut-off Valve Control Switch"OPEN."
b. Engine Fuel Valve Switch-"OPEN."
c. Propeller Selector Switch (124, figure 1-4)"FIXED PITCH."
i. Propeller Selector Switch-"INC. RPM," until
1000 rpm; then return to "FIXED PITCH."
j. Throttle Lever-Advance until M.P. is approximately 25 inches.
k. Propeller Selector Switch-As required to maintain 1000 rpm during throttle advance.
d. Propeller Feather Switch-Guard down.
e. Propeller Selector Switch-"INC. RPM," until
engine turns over 800 to 900 rpm; then return to
"FIXED PITCH."
Warm up the engine at 1000 rpm and 25
inches M.P. until engine oil temperature is
40°C.
f. Ignition Switch-"ON."
g. Throt~le Lever-Advance as required for engine
start.
h. Mixture Control Lever-"AUTO-RICH."
60
1. Exciter Control Relay Switch (26, figure 1-4)"0N," while engine is warming up.
m. Propeller Selector Switch-"INC. RPM," until
RESTRICTED
�RESTRICTED
AN O 1-SEUA-1
Section Ill
Paragraphs 3-17 to 3-18
r
figure 3-4. forward Cabin Dump Valve (Under Flight Deck Step)
rpm nearly matches rpm of other engines.
n. Propeller Selector Switch-"AUTO."
o. Throttle Lever-Advance as required for power
setting.
p. Alternator-Parallel on bus.
3-17. PROPELLER SYNCHRONIZER FAILURE.
3-18. To insure the proper propeller blade settings in
case of a wave-off in the event fixed-pitch operation becomes necessary because of synchronizer failure, adhere
to the following procedure in a test run before entering or while in the landi1;1-g pattern. Make the test run
with full flaps and gear down.
WARNING
a. Pilot-Maintain 120 to 140 mph IAS, depending
on gross weight, while the engineer performs steps
b, c, d, e, and f.
I
In the event of a runaway propeller, reduce
rpm by placing the propeller selector switch
in the "DEC. RPM" position. The fast pitch
change rate of 45 degrees per second to the
feather position prohibits the use of the feather switch for this operation.
b. Engineer-Turbosupercharger Boost
Lever (112, figure 1-4)-Position "O."
Selector
c. Engineer-Throttle Levers-Full-open position.
d. Engineer-Propeller Selector Switches- "INC.
RPM," until 2500; then return to t'FIXED PITCH."
RESTRICTED
61
�(
(
1.
2.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
AIRPLANES U.S.A.F. SERIAL NO. 44-92004
THROUGH 44-92017
Pilot (Exit A) Fwd Raft
Copilot (Exit 8) Fwd Raft
Navigator (Exit E) Fwd Raft
Radar Operator (Exit E) Fwd Raft
Radio Operator (Exit D) Fwd Raft
Upper Gunner, Fwd Cabin (Exit C) Fwd Raft
Upper Gunner, Fwd Cabin (Exit F) fwd Raft
Lower Gunner, Aft Cabin (Exit D) Aft Raft
Lower Gunner, Aft Cabin (Exit D) Aft Raft
Upper Gunner, Aft Cabin (Exit E) Aft Raft
Upper Gunner, Aft Cabin (Exit E) Aft Raft
Utility, Aft Cabin (Exit F) Aft Raft
Utiiity, Aft Cabin (Exit F) Aft Raft
Utili~y, Aft Cabin (Exit F) Aft Raft
Flight Engineer (Exit D> Fwd Raft
AIRPLANE U.S.A.F. SERIAL NO. 44-92018
AND SUBSEQUENT
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Pilot <Exit A) Fwd Raft
Copilot (Exit B) fwd Raft
Flight Engineer (Exit C) Fwd Raft
Navigator (Exit E) Fwd Raft
Radar Operator (Exit E) Fwd Raft
Radio Operator (Exit D) Fwd Raft
Upper Gunner, Fwd Cabin (Exit D or E) Fwd Raft
Upper Gunner, Fwd Cabin (Exit F) Aft Raft
Lower Gunner, Aft Cabin (Exit D) Aft Raft
Lower Gunner, Aft Cabin (Exit D) Aft Raft
Upper Gunner, Aft Cabin (Exit E) Aft Raft
Upper Gunner, Aft Cabin (Exit E) Aft Raft
Tail Gunner (Exit F) Aft Raft
Utility, Aft Cabin (Exit f) Aft Raft
Utility, Aft Cabin (Exit f) Aft Raft
Utility, Aft Cabin (Exit D) Fwd Raft
figure 3-5. Crash landing and Ditch_ing Positions and Exits
RESTRICTED
Revised 1 October 1948
�•
RESTRICTED
AN O 1-SEUA-1
Section Ill
.Paragraphs 3-29 to 3-32
figure 3-8. Main Selector Valve Manual Controls
(In Right Rear of Bomb Bay No. 2)
f. Notify crew · just before contact.
3-29. Leave the landing gear in the up position duringditching and use the lowest possible air speed without
sacrificing control. Head the airplane parallel to uniform waves or swells. Aim the touchdown along the
swell crest or just after the crest has passed. If the sea
is irregular and confused, make the heading into the
wind.
3-30. ON CONTACT.
a. Pilot-Open left top hatch.
b. Copilot-Open right top hatch.
c. Left forward gunner-Open top hatch.
d. Lower left aft gunner-Open left hatch.
e. Right forward gunner-Open right hatch.
3-31. WING FLAPS.
3-32. Since the three sets of flaps are operated by three
independent electrical systems, except for the interconnection at the control switch, no emergency system
for lowering the wing flaps is provided. Should a pair
of flaps fail to travel the required distance, use the flap
control switch to make the flaps move a few degrees
in the reverse direction; then attempt to operate the
flaps to .the desired position. If a pair of flaps fails to
,
RESTRICTED
.
65
�RESTRICTED
AN O1-SEUA-1
Section Ill
Paragraphs 3-33 to 3-42
move to the down position after use of the above procedure, extend the other two pairs and land in the normal manner. Any single pair of flaps reduces the landing speed approximately six miles per hour when fully
extended.
3-33. ELECTRICAL SYSTEM.
3-34. The electrical system employs fuses and circuit
Push in and lockturn, keeping the ~ain _selector "EXTEND" or "RETRACT'' plunger pushed in until the
desired action is completed.
d. Crew-Main selector valve master until plunger
-Unlock and release.
·
·
e. Engineer-Hydraulic Pump Override Switch"OFF."
breakers to clear faults automatically. Multi-circuit
(
Note
feeders of four or three wires per phase are incorporated in the power distribution system. A multi-circuit
feeder will provide continued service after one of . its
conductors has been broken, causing an open circuit.
Fuses are located on each end of the conductors.
Should a conductor break and the two loose ends cause
a short circuit, the fuses at each end will clear, isolating the fault and permitting continued operation of
the feeder section through the remaining conductors.
Three alternators supply all the power for routine operations. With the exception of the flap actuating
system, all major systems motivated by electrical power
are provided with an alternate means of operation.
3-41. EMERGENCY HYDRAULIC SYSTEM LANDING GEAR EXTENSION. (See figure 3-9.)
a. Emergency Selector Valve-"EXTEND. LANDING GEAR."
.
b. Hand Pump-Operate until landing gear is ·fully
extended and locked.
c. Emergency Selector ValvC-.:"CHARGE BRAKE
ACCUMULATOR."
Note
3-42. MANUAL EXTENSION Of MAIN LANDlNG
GEAR.
It may be possible to extend the,. tail bumper
by use of the landing gear control switch even
though the main and nose gears do not extend.
In the event of a complete failure of the electrical system, the landing gear should be lowered by means of the mechanical extension
method so that the emergency hydraulic system will be available for brake applications.
(
3-35. MANUAL OPERATION OF FUEL AND Oil
SHUT-OFF VALVES.
J-36. In the event of electrical failure or unit malfunction, the fuel selector valves and the oil shut-off
valves may be manually operated. (See figure 3-6.)
Valves are accessible through the wing crawlways.
3-37. ALTERNATE FUEL QUANTITY INDICATION.
3-38. In the event of a malfunction of the fuel quantity gages at the flight engineer's station, fuel quantity
may be read from the wing crawlway on direct reading gages (figure 3-7) located on the spar.
3-39. EMERGENCY LANDING GEAR OPERATION.
f.,..,..,..,..,.,,,,,,,.
t
t.~~~!~~~,,~
The main system hydraulic pump operation
is limited to two minutes out of every ten
at 3000 psi; therefore, if the landing gear
does not respond to action of the pilots' landing gear control switch, return the switch to
the ~lOFF" position.
3-40. MANUAL OPERATION OF MAIN SELECTOR
VALVE.
a. Engineer-Hydraulic Pump Override Switch
(110, figure 1-4)-"ON."
b. Crew-Main s_e lector "EXTEND" or "RETRACT'' plunger-Hold in desired plunger.
c. Crew-Main se~ector valve master unit plunger-·
66
RESTRICTED
(
Figure 3-9. Emergency Hydraulic System
Controls·(On Radio Operator's floor)
Revised . 1 October 1948
�figure 3- J 0. Manual Extension of Main landing Gear
(Accessible from Wing Crawlway)
Revised 1 October 1948
RESTRICTED
67
�Section lll
Paragraphs 3-43 to 3-50
3-43. Operate the emergency controls , as shown in
figure 3-10. ·
f############;
1
!. . ~~~!~!!~~-
Before starting the manual extension procedure, m~ke certain that the landing gear control switch on the pilots' pedestal is in the
"OFF" position.
·
(
3-44. MANUAL LATCHING OF .MAIN LANDING .
GEAR.
a. Push the latch release rod until the latch seats.
b. Disconnect the latch release rod from the latch
plate by pulling ou_t the O-ring pin. .
3-45. MANUAL EXTENSION OF NOSE LANDING
GEAR. (See figure 3-11.)
a. Release Handle-Pull up approximately 10 inches
to remove cable slack.
b. Release Handle-Pull hard, approximately 50
pounds tension, to ·unlock nose landing gear; • do · not ·
release handle until cable slack is taken up.
3-46. MANUAL LATCHING OF NOSE LANDING
GEAR. (See figure 3-12.)
a. Latching Hook-Use to break inspection window
on the forward cabin floor.
b. Latching Hook-Lower through broken window
and insert in the hollow pivot bolt.
c. Latching Hook-Pull up until latch is locked.
(
3-47. EMERGENCY BRAKE- PRESSURE.
3-48. If the brake low pressure warning lamp ( 108,
figure 1-4) is lighted and a pressure gage (106, figure
1-4) check indicates low brake pressure, proceed as ..
follows:
·
· ·
a. Pilot-Brake Pump Switch (39, figure 1-3)"ON."
figure 3-12. Nose Gear Emergency latching
_(On Radio Operato~s floor)
b. Engineer-Brake Pump Pressure Override Switch
(107, figure 1-4)-"ON"; hold until pressure is within
range.
Note
Should steps a and b fail to produce pressure,
perform the following as shown on figure 3-9 .
. c. Crew-Emergency Selector Valve-"CHARGE
BRAKE ACCUMULATOR."
d. Crew_;__Hand . punip--Operate until pressure is
within normal range.
_Note
A fully charged accumulator will supply brake
pressure ·for three full brake applications.
3-49. EMERGENCY CABIN PRESSURE CONTROL.
(See figures 3-1 and 3-4.)
figure 3- J J. Nose Gear Emergency Release
(On Radio Operator1 s flo~r J
68
3-50. Should a pr~ssure regulator fail, shut off the
unit and let the other regulator control the pressure
air exit for both cabins. If a single regulator proves
insufficient, the engineer assists the single regulator by
manual operation of the pressure dump valve.
. REST~ICTED
Revised 1 October 1948
�RESTRICTED
AN 01-5EUA-1
3-51. In case of aft cabin shut-off valve failure, shut
off the pressure by closing the manual shut-off valve
on the forward pressure bulkhead of the aft cabin.
3-52. HEAT AND ANTI-ICING OVERHEATING.
3-53. If an indicator lamp (99, figure 1-4) lights, place
the engine cylinder and anti-icing temperature selector
switch (14, figure 1-4) on the number of the engine
involved and read the duct temperature on the indicator (7, figure 1-4). Should the temperature exceed
180°C in nacelles No. 1, 2, 5, and 6, or 215°C in na-
Section Ill
Paragraphs 3-51 to 3-53
celles No. 3 and 4 reduce the temperature. The method
used to reduce this temperature depends upon circumstances. Three possible ways of diminishing the temperature are listed as follows:
a. Pilot-If climbing, increase air speed without increasing power.
b. Flight Engineer-Wing Anti-icing Control
Switch (104, figure 1-4)-"OFF"; use switch controlling the nacelle involved.
c. Flight Engineer-Reduce the power of the engine in the nacelle indicated.
�,.,
C,
<
;·
C,
D.
.
-."°
0
n
0
0-
Cl>
CD
Engine No. 4
Color Key
Heated Anti-Icing Air
t=:::::J Pressurized Air
Heated Pressurized Air
Intake Air
~ Engine Exhaust Gas
Ram Vent Air
Engine No. 5
Engine No. 6
Dump
Dump
---
LIGHT
INDICATES
LIMIT Of
TRAVEL
0
WING LIGHTS INDICATE OVER 1■ ° C
TAIL LIGHTS INDICATE OVER 21S° C
•...
•n...
Ill
(II
Ill
a
©
0
0
©
WING
ANTI-ICE
To Duct Air
Temp. Indicator
CAIIN HEAT l
@
(D
TAIL ANTI-ICE
6&1
ON
5&2
4
ON
To Fwd. Cabin
3
,.
z•
--.Ill
o!l
cnn
"'
...
CIII
,-a
I
To Cabin Airflow
Indicator
To Aft. Cabin
Tail Anti-Ice
Figure 4-4. Pressurizing, Heating, and Ventilating Systems
1. T == Turbosupercharger
2. H = Primary Heat Exchanger
3. 2H = Secondary Heat Exchanger
4. M = Manual Shut-Off Valves
5. MV=Modulating Valve
6. CV=Check Valve
�Section IV
Paragraphs 4-62 to 4-67
(105, figure 1-4).
4-62. CABIN AND TAIL AIR MODULA TING
VALVE CONTROL SWITCH. This switch controls
a valve which controls the amount of heated air that
passes through the secondary heat exchanger ~n its
way to the tail for anti-icing. Therefore, the cabin and
tail air modulating valve control switch (94, figure
1-4) is marked "INC-CAB DEC-TAIL" in one extreme position, indicating that all tail anti-ice heated
air is passing through the secondary heat exchanger
for cabin heating. The other extreme switch position
"DEC-CAB INC-TAIL" indicates tail anti-ice air is
completely bypassing the secondary heat exchanger,
and therefore no heat is provided the cabins other
than that supplied by pressurized air.
4-63. COOLING AIR CONTROL SWITCH. In the
event the pressurization system alone supplies more
heat than is desirable, the secondary heat exchan~er
may be used to cool the pressurized air. This is accomplished by placing the cooling air control switch (?5,
figure 1-4) in the "ON" position and directing cooling
air from the No. 4 nacelle around the tubes of the
secondary heat exchanger. The degree of cooling may
be controlled by use of the cabin and tail air modulat-
ing valve control switch. The cabin heat and tail antiicing control switches must be off.
4-64. INDICATORS.
4-65. CABIN HEAT AND ANTI-ICING AIR MAXIMUM TEMPERATURE WARNING LAMPS. A
thermoswitch installed in the heating duct just downstream of each nacelle dump valve and two fire dectector thermoswitches installed in the heating ducts between the dump valve and the heat exchangers are
connected to corresponding warning lamps (99, figure
1-4) at the flight engineer's station. When the thermoswitch downstream of the dump valve is subjected to
temperatures in excess of 215°C for tail.air and 180~C
for wing air, the corresponding warning lamp ~111
light. The lamp will also light when the corresponding
fire detector thermoswitches are subjected to temperatures in excess of 427°C.
4-66. ENGINE CYLINDER AND ANTI-ICING TEMPERATURE .INDICATOR. Installed in the heating
duct adjacent to the thermoswitch is a t?er-?1ocouple
which is connected to the temperature indicator (7,
figure 1-4). (See paragraph 1-150.)
4-67. CABIN AND TAIL AIR MODULATING
-9(j to
30°
2000
NOTE:
Cones of fire do not take
into consideration the fire
interrupters for elevator,
Pilot's enclosure, etc.
Elevation
Azimuth
600
Figure 4-5. Fields of fire
Revised 1 . October 1948
79
�Section IV
Paragraphs 4-68 to 4-76
RESTRICTED
AN O 1-SEUA-1
board.
4-72. GUNNERY EQUIPMENT.
(See figure 4-5.)
4-73. GENERAL.
4-74. The airplane is equipped with eight remote-controlled gun turrets, six of which are retractable. Two
are located on the forward top side of the fuselage,
two on the aft top side, and two on the aft bottom side.
The nose and tail turrets are nonretractable. Two 20mm cannon are installed in each turret. Each turret
except the tail turret has a remote sighting station;
the tail turret is controlled by radar with operating
controls located at the radio operator's station. Three of
the remote sighting stations are located in the forward cabin (figure 4-6 and 4-10) and four in the aft
cabin (figures 4-7 and 4-8). All sighting stations except
the nose sighting station are equipped with identical
control panels (figure 4-9) for turret operation.
4-75. NORMAL TURRET CONTROLS.
4-76. MASTER CONTROL SWITCH. A five-position
master switch on each retractable turret control panel
controls the turret control circuits. The five ·positions
on the switch are "OFF," "WARM UP," "STAND
BY," "DOOR OPEN," and "OPERATION." The
"WARM UP" position completes the circuit to the
gun heaters in the turrets. When the master switch is
in the "STAND BY" position, d-c control voltage is
supplied to the turret control circuits. The "DOOR
Gunner's Control Panel
lnterphone Control
Oxygen Controls
figure 4-6. Typical forward Sighting Station
VALVE INDICATOR LAMP. This lamp (93, figure
1-4) glows when the valve has reached either of its
extreme travel limits.
4-68. PITOT-STATIC HEATERS.
4-69. Pitot heat is controlled by two "ON-OFF"
switches (100, figure 1-4) located on the flight engineer's control panel.
4-70. PROPELLER ANTI-ICING.
4-71. Anti-icing of the propeller blades is accomplished
by conducting heated air from the shrouds surrounding
the exhaust manifolds through the hollow steel blades.
A single propeller anti-ice "ON-OFF" switch (101, figure 1-4) controls two electrically actuated valves in
each engine. The valves are located in the exhaust cooling air exit ducts at the spinner fairings. They may be
positioned for anti-icing or for dumping the air over80
•ESTRICT
figure 4-7. ,T ypical Upper Alt Sighting Station
Revised 1 October 1948
(
(
�RESTRICTED
AN 01-SEUA-1
Section IV
Paragraphs 4-77 to 4-89
4-83. HANDSET INDICATORS. These dials are used
as a visual indication of air speed, altitude, and temperature corrections for the gun sight computers.
4-84. EMERGENCY CONTROLS.
4-85. HAND CRANK.. In case of an emergency the
turrets can be extended or retracted manually by ~se
of a hand crank stowed in the proximity of each turret. The rotor shaft on the turret's extend-and-retract
motor extends beyond the housing and has a fitting for
the crank. The turrets may also be turned in azimuth
by releasing the brake on the azimuth drive located
under the turret base plate near the center of azimuth
rotation. The clutch shaft protrudes below the azimuth
drive housing and has a fitting for the crank. With
the brake released and the crank in position, the turret
may be rotated with a 40-pound load on the crank
handle.
4-86. OPERATION.
4-87. Operation of the retractable turrets from the
sighting stations is a<?t:omplished in the following manner:
4-88. BEFORE POWER IS ON THE AIRPLANE.
CHECK:
a. Master Selector Switch-"OFF"
b. Circuit Breaker Push Buttons-Pressed
c. Ammunition Reserve Indicators-Set
d. "SAFE-FIRE" Switch-"SAFE"
e. Gun Sight-Locked
Figure 4-8. Typical lower Aft Sighting Station
4-89. BEFORE ENTERING COMBAT ZONE. PE&FORM THE FOLLOWING:
a. Make certain that the "SAFE-FIRE" switch is in
OPEN" position completes the circuit to the turret
door motor, opening the turret doors. Placing the
master switch in the "OPERATION" position extends
the turret.
4-77. SAFE-FIRE SWITCH. Moving the safe-fire
switch from the "SAFE" position to "FIRE" sets up
the gun charging circuit.
4-78. HANDSET CONTROL KNOBS. The handset
unit in each control panel is equipped with knobs to
incorporate corrections in the computer .on the gun
sights for air speed, altitude, and temperature variations.
(
4-79. INDICATORS.
4-80. TURRET-OUT LAMP. This indicator lamp
glows when the turret is fully extended and ready f~r
operation.
4-81. DOOR-CLOSED LAMP. When the turret is retracted and the doors are closed, this indicator lamp
will be lighted with the master switch in any position
other than off. The lamp will go out when the turret
doors are completely open.
4-82. AMMUNITION INDICATORS. These dials on
the control panel indicate reserve ammunition for each
gun.
Revised 1 October 1948
RESTRICTED
""
GENERAi ~ ELECTRIC
'<':.I
TUIIET '({!J!!/ CONTROL
.
~
IF.\
®
~
figure 4-9. Typical Gunner1 s Control Panel
81
�Section IV
Paragr~phs 4-90 to 4-97
RESTRICTED
AN 01-SEUA-1
the "SAFE" position.
b. Move the master switch to the uwARM UP"
position to supply power to the gun heaters for a sufficient period for warm up.
c. Move the master switch to the "STAND BY"
position to apply power to the turret control circuits.
d. Allow 50 to 60 seconds for the tubes and equipment to reach their normal operating temperature.
During this time set up the airspeed-altitude handset
unit on the control panel according to the information
furnished by the navigator.
(
Note
Before entering a zone in which turret use is
anticipated, the navigator will furnish to all
gunners the indicated air speed, the altitude,
and the outside air temperature. The dials on
the handset unit must be set accordingly so
that the computer will make the proper lead
and ballistic corrections. The navigator will
inform the gunners when dial adjustments on
the handsets need readjusting. It is recommended the dial settings be checked every 10
minutes when in a combat zone.
e. Place the master switch in the "DOOR OPEN"
position and observe the indicator light.
f. Place the master switch in the "OPERATION"
position.
g. Place the "SAFE-FIRE" switch in the "FIRE"
position.
(
GENERAL~ ELECTRIC
TURIET r,w COITROL
■IIM UP
'"~""""
This switch should not be placed in the
"FIRE" position until immediate use is anticipated.
h. To fire the guns, depress the trigger buttons on
the handles.
4-90. ON LEAVING COMBAT ZONE. PERFORM
THE FOLLOWING:
a. Place the "SAFE-FIRE" switch in the "SAFE"
position.
b. Place the master switch in the "STAND BY"
position.
c. Observe the indicator lamps when the turret · is
stowed and the doors are closed. Place the master
switch in the "OFF" position.
I
4-91. NOSE TURRET.
4-92. The nose turret operation and control is identical to the retractable turrets, except that the control
panel does not have the master switch positions marked
"STAND BY" and "DOOR OPEN" with corresponding lights.
4-93. TAIL TURRET.
4-94. For reasons of security classification, no information on control and operation of the tail turret is
82
Figure 4-1 O. Nose Sighting Station
given in this publication.
4-95. BOMBING EQUIPMENT.
4-96. GENERAL.
4-97. The airplane incorporates four bomb bays de-
RESTRICTED
Revised 1 October 1948
�RESTRICTED
AN 01-SEUA-1
1.
2.
3.
4.
5.
Section IV
MICROPHONE SWITCH
BOMB SIGHT
OXYGEN PANEL
CAMERA INTERV A LOMETER
INTERPHONE CONTROL PANEL
DETAIL A
figure 4-11. Bombardier's Station ,
RESTRICTED
83
�Section IV
Paragraphs 4-98 to 4-114
RESTRICTED
AN 01-SEUA-1
signed to carry varied bomb loads and various sized
bombs. Structurally rigid bomb bay doors mounted on
rollers move on tracks around the fuselage contour.
All doors are operated by electric motors and a cable
arrangement. Thirty-two removable bomb racks of 11
different types are furnished with each airplane, allowing a number of bomb loading conditions. Design of
the bombing equipment is based on 500-, 1000-, 1600-,
2000-, and 4000-pound bombs. However, 100-, 115-,
125-, 250-, 325-, and 350-pound bombs can be carried
at the 500-pound bomb stations. The all-electric bomb
release system, based on the type A-4 bomb rack release with controls at the bombardier's station (figure
4-11), consists of five individual circuits: a bomb bay
dob; opening circuit, a nose fuse arming circuit, a
bomb indicator lamp circuit, a circuit for normal release with tail fuse automatically armed, and a circuit
for salvo release with tail fuse automatically safe.
Retention of the arming wires for nose fusing is attained by means of the type A-2 bomb arming controls.
One arming control is supplied for the nose fuse of
each bomb.
1
4-98. NORMAL CONTROLS.
4-99. MASTER POWER SWITCH. The master power switch with its two positions marked "ON" and
OFF" controls the electric power to the bombing control panel.
4-100. BOMB BAY DOOR SWITCHES. Three
switches, one each for bays No. 2 and 3, and a single
switch for bays No. I and 4 are used to open the bomb
bay doors.
4-101. BOMB BAY SELECTOR SWITCHES. Three
switches corresponding to the bomb bay door switches,
when placed on the "ON" position, set up the release
circuit to the racks from which bombs are to be
dropped.
4-102. NOSE FUSE SWITCH. This switch marked
"SAFE" and "ARM" is provided for the arming of the
nose fuses. All bombs can be armed. simultaneously
with this switch. When the switch is in the "SAFE"
position during normal release, only the tail fuses will
be armed. During salvo the tail fuse will be automatically safe and the nose fuse will be either armed
or safe, depending on the position in which this
switch is placed.
4-103. BOMB STATION INDICATOR LIGHT
SWITCH. When this switch is placed in the "ON"
position, each indicator light will burn as long as its
bomb rack release unit is cocked.
4-104. PRESS-TO-TEST SWITCH.
This switch is
used to test the bomb station indicator lights.
I.
4-108. BOMB STATION INDICATOR LIGHTS.
One hundred and thirty-two bomb station indicator
lights, one for each bomb station, are located on the
bombing control panel. Each indicator light will burn
as long as its bomb rack release unit is cocked. Each
light will go out as the bomb at its station is released.
4-109. BOMB SIZE INDICATORS. Four bomb size
indicators, one for each bomb bay, can be set manually
to show the size of bombs loaded in each bay.
(
4-110. BOMB INTERVAL CONTROL INDICATOR
PANEL. Dials with their control knobs on the intervalometer control panel give a visual indication of the
presetting used to determine the bomb dropping sequence.
4-111. EMERGENCY CONTROLS.
4-112. BOMB SALVO SWITCHES. Thr~e bomb
salvo switches, one each at the bombardier's, the radio
operator's, and the pilots' station may be used to salvo
the bombs in the event of an emergency.
4-113. EMERGENCY INDICATORS.
4-114. Lamps adjacent to the bomb salvo swjtches will
light when one or more of the bomb salvo switches are
in the "ON" position. After salvo, bomb bay doors
cannot be closed until the salvo switch is placed in the
"OFF" position.
WHEN USING Tl-IE eoMMUN1€f\TIOK TUBE WITM T'-IE
AlRPLlNc IK Mt INeUNED ATTITUDE THE eART
B1<Ak:t S"OULD BE USED TO e~EeK
SPEED
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4-105. INDICATORS.
4-106. BOMB BAY DOOR LAMPS. The six bomb
bay door lamps, three for "OPEN" and three for
"CLOSE" positions, give visual indication of bomb
door travel.
4-107. NOSE FUSE LIGHT. This light, when on, in- ·
dicates that the bomb nose fuses are armed.
84
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Note
There are no emergency provisions for opening or closing the bomb bay doors in the
event of an electrical failure.
4-115. PYROTECHNIC EQUIPMENT.
4-116. PYROTECHNIC PISTOL.
4-117. A type AN-MS pyrotechnic pistol (6, figure 3-2)
is stowed in a type A-2 holder located on the radio
operator's equipment shelf. A type M-1 pistol mount
is installed in the proximity of the pistol on the upper
left side. of the fuselage. (See 6*, figure 3-2.)
4-118. DRIFT FLARES.
4-119. Day and night drift flares are carried in a bag
stowed on the left side of the fuselage just forward of
the forward bulkhead in the radio operator's compartment. A drift signal chute is installed under the folding
leaf of the radar operator's table. To operate the chute,
load a flare in the chute and close the door securely.
After waiting approximately 5 seconds, pull the lower
red handle to release the flare.
4-120. LIGHTING CONTROLS.
4-121. EXTERIOR LIGHT CONTROLS.
4-122. Two landing light control switches (41, figure
1-3), two position light control switches, and a formation light control switch (40, figure 1-3) are located on .
the pil9ts' pedestal.
(
4-123. INTERIOR LIGHT CONTROLS.
Revised 1 October 1948
Section IV
Paragraphs 4-115 to 4-126
4-124. One switch (16, figure 4-1) on the radio operator's control panel controls dome lights in bomb bays
No. 1 and 2; two switches on the bomb bay dome
liglit control panel in the bomb bays control all bomb
bay dome lights; and one switch on the forward bulkhead in the aft cabin controls the dome lights in bomb
bays No. 3 and 4. A switch at each wing crawlway
entrance controls the wing crawlway lights. Dome
lights and cockpit lights in the fore and aft cabins are
controlled by rheostats, circuit breakers, or switches
located adjacent to the light. Wheel compartment
lights for inspection of wheel latches are controlled by
a wheel light control switch (102, figure 1-4) at the
flight engineer's station.
4-125. COMMUNICATION TUBE CART.
(See 43, figure 1-1.)
4-126. The communication tube cart provides transportation through the communication tube which connects the pressurized compartments. Rollers on the
cart are mounted on a track laid in the tube. The user
lies face up on the cart and pulls himself through by
means of an overhanging rope. The cart is automatically locked in place when it reaches its end of travel. It
can be unlocked by pulling the ring on the top surface
of the cart. It can be unlocked and brought from the
opposite end of the communication tube by turning
the handle on the cart return carriage pulley. The cart
is equipped with brakes for controlling its speed during change in airplane attitude.
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e. Operate wing flaps through one cycle.
f. Check wing and empennage anti-icing and cabin
heat control.
Make a brief check of the wing and empennage anti-icing systems, being careful not to
exceed a temperature rise of 50°C above the
ambient air temperature. .
g. Check all instruments for proper operation.
h. Ground ruµ the engines approximately 45 minutes if normal oil dilution was used at engine shutdown.
Note
An emergency take-off may be ~xecuted with
diluted oil in the system as soon as oil pressures are normal and oil temperatures show a
slight rise.
i. Turn on pitot heaters and the propeller antiicing system if icing is evident.
Note
Compartively mild icing zones will exist
- when there is visible moisture in the air at
temperatures approaching or below freezing.
Most severe icing conditions will exist between freezing and -8 °C (18 °F).
5-8. TAKE-OFF.
a. Place the cabin heating system in operation so
windshield defrosting can be accomplished during
take-off if necessary and the flight instruments will not
cool to give erroneous indications.
b. Turn on pitot heaters and wing, empennage, and
propeller anti-icing systems if precipitation is encountered or if icing conditions are anticipated immediately after take-off.
f'############
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5-9. DURING FLIGHT.
5-10. If engines backfi~e or tun rough, maintain a
minimum CAT of -10° to 0°C. (15° to 32°F).
5-11. APPROACH.
a. Use carburetor preheat when outside air temperature is -18 °C (0 °F) or colder.
b. Be sure to maintain a power setting sufficient to
prevent cooling of engines and loss of power on landing approach, because temperature inversions (ground
temperatures lower than altitude temperatures) are
chara<;:teristic in cold weather.
c. Use a long, low approach for landing at temperatures below -48 °C (-54 °F). Such an approach will
require the use of more engine power than is normally
used for the landing approach, resulting in cylinder
head temperatures which are above the critically low
value.
d. Reduce airspeed to 158 IAS mph when lowering
the flaps if outside air temperature is -54°C (-65°F) or
colder.
5-12. LANDING.
5-13. During the landing flare, turn the wing and empeonage anti-icing system off. Use brakes with caution when landing on snow or ice.
5-14. STOPPING ENGINES.
5-15. OIL DILUTION. To accomplish satisfactory
starting of the engine it is imperative that each engine
oil system be diluted in accordance with the following procedure:
a. Stop the engines and allow the oil to cool to
30 °C (86°F) before starting oil dilution if the engine
oil temperatures exceed 40 °C (104°F).
b. If oil tank servicing is required, dilute the oil
one-half. the required time, immediately fill the oil
tanks, and then complete the dilution process.
c. Idle engines at 1200 rpm and hold the oil dilution switches (53, figure 1-4) on as long as required for
proper oil dilution at the lowest expected outside air
temperature. See the following chart:
Outside Air Temperature
4° to 1 °C (40° to 34°F)
1 ° to -5 °C (34 ° to 23 °F)
-5 ° to -12 °C (23 ° to 10°F)
-12 ° to -20 °C (10 ° to -4°F)
-20 ° to -27 °C (-4 ° to -l 7°F)
-27 °C (-17 °F) and Lower
Do not turn on the wing and empennage
anti-icing systems until a speed of 50 mph
IA~ has been attained.
Note
Flight indicators are not very · reliable at temperatures below -43°C (-45°F). For this reason
cabin heating is necessary during warm-up
and take-off under such conditions and all
flight instruments must be cross-checked.
f'############•1
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Revised 1 October 1948
Dilution Time
1 Minute
2 Minutes
3 Minutes
4 Minutes
5 Minutes
6to 10
Minutes
Note
Operation of the dilution system is indicated
by a substantial fuel pressure drop. If this
pressure drop is not obtained, investigate, paying particular attention to dilution solenoids
which may be stuck, dilution lines which may
be plugged, and restrictor fitting which may
be reversed.
c. Place the carburetor preheat in operation if icing
conditions prevail or if · outside air temperature is
-18 °C (0 °F) or colder.
Do not exceed 44 °C (110°F) CAT above 2000
rpm of the engines.
Section V
Paragraphs 5-8 to 5-15
d. Do not permit the engine oil pressures to fall
below 15 psi. If necessary, stop the engine, wait about
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HANDBOOK
FLIGHT OPERATING INSTRUCTIONS
USAF SERIES
B-36A
AIRCRAFT
LATEST REVISED PAGES SUPERSEDE
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PUBLISHED UNDER AUTHORITY OF THE SECROARY OF THE AIR FORCE
AND THE CHIEF OF THE BUREAU OF AERONAUTICS
NOTICE: This document contains information affecting the national defense of the United States withio
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ol ics contents in any manner to an unauthorbed person is prohibited by law.
CENTRAL P-RESS. INC •• MARION. INDIANA
JUNE. 1948
•
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4 MARCH 1948
REVISED 30 APRIL 1948
�AN O1-5EUA-1
Reproduction of the information or illustrations contained rn this publication is not permitted
without specific approval of the issuing service. The policy for use of Classified Publications
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XOTE : The portion of the text affected by the current revision is indicated by a vertical line in the outer margins of the page.
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Date of Latest
Revision
14
···················30 April 1948
18 ····························30 April 1948
25 .......................... ..30 April 1948
59
.............. 30 April 1948
67 ····················· ···· ..30 April 1948
72 ........ .. ............ ..... 30 April 1948
76 .................... ...... .30 April 1948
..... 30 April 1948
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89 ............. .......... .... 30 April 1948
98
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ADDITIONAL COPIES OF THIS PUBLICATION
OBTAINED AS FOLLOWS:
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Revised 30 April 1948
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Section I
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86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
No. 5-6 Cross-Feed Valve Switch
No. 1-2 Cross-Feed Valve Switch
Engine Valve Switch
Engine Valve Circuit Breaker
Cross-Feed Valve Circuit Breakers
No. 4 Cross-Feed Valve Switch
No. 3 Cross-Feed Valve Switch
Cabin And Tail Air Modulating Valve
Indicator Lamp
Cabin And Tail Air Modulating Valve
Control Switch
Cooling Air Control Switch
Cabin Pressure Wing Shut-Off Valve Switch
Aft Cabin Pressure Switch
lntercooler Shutter Control Switthes
99. Cabin Heat And Anti-Icing Air Maximum
Temperature Warning Lamps
100. Pitot Heater Control Switches
101. Propeller Anti-Ice Control Switch
102. Wheel Lights Control Switch
103.. Engine Air Plug Control Switches
104. Wing Anti-Ice Control Switches
105. Cabin Heat And Tail Anti-Ice Control Switches
106. Brake Hydraulic Pressure Gage
107. Brake Pump Pressure Override Switch
108. Brake Low Pressure Warning Lamp
109. Nose Wheel Steering Hydraulic Pressure Gage
110. Hydraulic Pump Override Switch
111. Landing Gear Hydraulic Pressure Gage
112.
113.
114.
115.
116.
117.
118.
119.
120.
Turbosupercharger Booster Selector Lever
Calibration Potentiometer Knobs
Mixture Control Levers
Mixture Control Lock Lever
Throttle Control Levers
Carburetor Preheat Control Switches
Carburetor Preheat Control Circuit Breakers
Master Motor Speed Control Knob
Ash Receiver
figure 1-4. (Sheet 5 of 6 Sheets) flight Engineer's Station
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�Section 1
Paragraphs 1-35 to 1-44
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121.
122.
123.
124.
125.
Feather Switches
Tel-Lamps
Master Motor Switch
Propeller Selector Switches
Propeller Circuit Breakers
figure 1-4. (Sheet 6 of 6 Sheets) Flight Engineer's Station
to furnish power.
1-35. PITCH CHANGE RATE. Pitch change during
feathering and reversing is 45 degrees per second.
Normal pitch change rate is 2½ degrees per second.
1-36. NORMAL CONTROLS.
1-37. GENERAL. Control of propeller speed is conventional but synchronization is accomplished by making the speed of all engines compare with the speed of
an electrically driven master motor. A propeller -alternator on each engine supplies an electrical indication
of engine speed to the master motor. If the speed does
not coincide with that of the master motor, corrective
impulses will be transmitted to the pitch changing
mechanism until the engine is operating at master
motor rpm. All engines will operate at master motor
rpm when their respective propeller selector switches
are set at "AUTO." In the event of master motor failure, the propellers will remain at the pitch in effect
when its failure occurred. Pitch changes will then be
accomplished by moving the selector switches to the
"INC. RPM" or the "DEC. RPM" position.
1-38. PROPELLER SELECTOR SWITCI;IES. (See
124, figure 1-4.) Six conventional propeller selector
switches having four positions - "AUTO," "DEC.
RPM," "INC. RPM," and "FIXED PITCH" - are provided on the engineer's table. Normal control indication is given by the engine tachometers. When propellers are operating in the "AUTO" position, the rpm
indication on the engine tachometer and master tachometer will be identical.
1-39. MASTER MOTOR SWITCH. (See 123, figure
1-4.) From airplanes USAF Serial No. 44-92004 through
1
14
44-92011, the master motor is turned on and off by
means of a master motor switch. For airplanes USAF
Serial No. 44-92012 and subsequent, the master motor
switch is deleted and master motor operation is controlled by master motor speed control levers.
1-40. MASTER MOTOR SPEED CONTROL. (See
119, figure 1-4 and 51, figure 1-3.) From airplanes
USAF Serial No. 44-92004 through 44-92011, knobs
are used to control master -motor rpm. T he knob located on the flight engineer's table is mechanically interconnected to the one on the pilot's pedestal. For
airplanes USAF Serial No. 44-92012 and subsequent,
the knobs are deleted and are replaced by levers. As
well as controlling master motor rpm, these levers are
also used to turn the master motor on and off.
1-41. INDICATOR LIGHTS. (See 122, figure 1-4.)
Six push-to-test tel-lamps are provided to indicate failure of the synchronization system. Should any one contactor experience a power failure, its corresponding
tel-lamp will go out. If the master motor fails, all
lamps will go out.
1-42. MASTER TACHOMETER. (See 17, figure
1-3 and 3, figure 1-4.) This tachometer will indicate
master motor rpm. It should be noted that master motor
rpm will not always coincide with engine rpm, since
during ground operations the master motor may be
operating at any selected rpm even when the engines
are not running.
1-43. REVERSE CONTROLS.
1-44. REVERSE SELECTOR SWITCHES. (See 43,
figure 1-3.) Three propeller reverse control switches
located on the pilots' pedestal, with their positions
labeled ..READY" and .. SAFE," select the symmetrical
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the fuel lines and valves is shown in figure 1-7. Total
usable fuel is 21,050 U.S. gallons. Fuel conforming to
Specification No. AN-F-48 (100/130) is used. For detailed information on fuel transfer and management,
see paragraph 2-14.
1-56. FUEL SYSTEM NORMAL CONTROLS.
1-57. TANK VALVE SWITCHES. Six tank valves,
three in each wing, are controlled by switches (84,
figure 1-4) located on the fuel control panel at the
flight engineer's station. These valves control fuel flow
Section I
Paragraphs 1-56 to 59
into and out of the individual fuel tanks.
1-58. ENGINE VALVE SWITCHES. Three engine
valves in each wing control flow of fuel to each engine
and are operated by switches (88, figure 1-4) on the
fuel control panel.
1-59. CROSS-FEED VALVE SWITCHES. The two
cross-feed valves in each wing which control the flow
of fuel between tanks have one switch (86 and 87,
figure 1-4) per pair. The two cross-feed valves which
control the flow of fuel across the fuselage, each have
VALVE
OPEN
Fuel configuration is shown
by switch positions. Light
ON indicates valve fully
open or fully closed.
Boostet pumps must operate
continuously in tanks
supplying fuel.
LEGEND
11
3CROSS
OPEN
OPEN
e!J~
CLOSE
OPEN
~(!)
CLOSE
ENG J
CLOSE
ENG. 2
(
iii
iii
Oil Dilution
D
Primer
iii
Carburetor Return
Fuel Supply
[EJ Vent
Purging
CLOSE
ENG. 1
Tank 1
2240 gal.
Flow Meter
Transmitter
!/Flow Meter
Transmitter
Autosyn
Transmitter
Autosyn
Transmitter
(
Engine 2
Engine 1
1r
figure 1-7. fuel System Schematic
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Section 1
Paragraphs 1-60 to 1-80
(
ENG
NO. 6
ENG
NO. 4
ENG
NO. 1
Electrically Operated
Flappers In The Control
Valves Direct The Flow
Of Methyl Bromide To The
Nacelle Selected.
Figure 1-8. Fire Extinguisher System Schematic
one switch (91 and 92, figure 1-4).
1-60. BOOSTER PUMP SWITCHES. Booster pumps
are controlled by six circuit breaker switches (83, figure 1-4).
1-61. ENGINE PRIMER SWITCHES. Priming is
controlled by three primer switches of the three-position type. (See 52, figure 1-4.) Each switch with its
two spring-loaded positions, one above and one below
the "OFF" position, serves the two engines indicated.
1-62. FUEL INDICATORS.
1-63. FUEL FLOW INDICATORS. A flow meter
transmitter located between the booster and the engine-driven pumps in each nacelle is connected to an
indicator (15, figure 1-4) on the engineer's instrument
panel.
1-64. FUEL PRESSURE GAGES. These three dual
gages (I, figure 1-4) are located on the engineer's
instrument panel.
1-65. FUEL QUANTITY GAGES. Liquidometers in
the fuel tanks have direct-reading transmitters (figure
3-7) which are visible from the crawlway; they are
located on the rear spar. Remote-reading dual indicators (16, figure 1-4) are located on the engineer's control
panel.
1-66. FUEL VALVE INDICATOR LAMPS. A schematic diagram of the fuel system is reproduced on the
fuel panel with representative flow lines connecting
flow controls and indicator lamps representing control
valves. Indicator lamps (85, figure 1-4) burn continuously while power is on and the valves are in either
of their extreme positions. At the beginning of valve
gate travel, the valve's corresponding indicator lamp
will go out; the relighting of the lamp at the end of
travel indicates successful operation of the valve. Fuel
flow is indicated by valve switch positions only.
1-67. EMERGENCY FUEL CONTROLS.
1-68. All fuel valves are accessible from the wing
crawlway and may be manually operated in the event
of electrical failure.
1-69. FIRE EXTINGUISHER SYSTEM.
1-70 GENERAL.
1-71. The methyl bromide fire extinguisher system is
18
a four-container, two-shot, electrically controlled system. Fire extinguisher general arrangement is shown
in figure 1-8. Extinguisher nozzle locations in each
nacelle are shown in figure 1-5.
1-72. FIRE EXTINGUISHER CONTROLS.
1-73. DISCHARGE SELECTOR SWITCH. The discharge selector switch (46, figure 1-4) determines the
pair of containers to be discharged.
1-74. ENGINE SELECTOR SWITCH. Six engine
selector switches (45, figure 1-4) are located on the engineer's control panel and are identified by engine
numbers on the switch guards. The switches discharge
the selected containers and direct the flow of methyl
bromide to the engine indicated.
1-75. FIRE WARNING LAMPS.
1-76. From airplanes USAF Serial No. 44-92004
through 44-92008, six fire warning lamps (43, figure
1-4) are provided to give visual indication of a nacelle
fire. For airplanes USAF Serial No. 44-92009 and subsequent, 12 fire warning lamps are provided.
1-77. FIRE DETECTOR PUSH-TO-TEST SWITCHES.
From airplanes USAF Serial No. 44-92004 through 4492008, six push-to-test switches (44, figure 1-4) are provided to test the continuity of the detector circuits in
the nacelles to the warning lamps at the flight engineer's station. For airplanes USAF Serial No. 44-92009
and subsequent, one push-to-test switch is provided to
test the continuity of the detector circuits in each nacelle simultaneously.
1-78. SURFACE CONTROLS.
1-79. GENERAL.
1-80. Design of the control systems incorporates an unconventional method of obtaining motivating forces
for surface movement. Movement of the pilots' controls actuates flying servo tabs in floating main surfaces. An up movement of a tab produces a down movement of the main surface as a result of the air load on
the displaced tab. Likewise, a down tab movement
causes the main surface to move up. Control column
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equipped with a safety switch installed on the nose
gear oleo strut. This switch makes steering impossible
unless the nose wheels are on the ground.
1-138. STEERING WHEEL. This wheel (figure 1-3,
sheet 1 of 4 sheets) is located adjacent to the pilot's
control column and directs the action of the nose gear.
1-139. STEERING CONTROL SWITCH. An "ONOFF" control switch (38, figure 1-3) is located on the
pilots' pedestal. This switch energizes the main hydraulic system pump motor and actuates the main
hydraulic system selector valve to provide the pressure
required for nose gear steering.
1-140. NOSE WHEEL STEERING HYDRAULIC
PRESSURE GAGE. This gage (109, figure 1-4) is
located at the flight engineer's station.
Section I
Paragraphs 1-38 to 1-158
1-141. INSTRUMENTS.
1-142. GENERAL.
1-143. All gyroscopic instruments are electrically powered. Fuel, oil, and manifold pressure indications are
provided the flight engineer by autosyn transmitters
located in each nacelle. The pilots' manifold pressure
indicator registers the manifold pressure of engine No.
4 only.
1-144. TORQUEMETER INDICATORS.
1-145. Three dual torquemeter indicators (11, figure
1-4) are located at the flight engineer's station.
1-146. AIRSPEED SYSTEM.
1-147. GENERAL. The airspeed system is conventional. It consists of pitot heads located on each lower
side of the forward portion of the fuselage and a
static pressure port on each side of the fuselage just
forward of bomb bay No. 1.
1-148. AIRSPEED INDICATORS. Four airspeed indicators are installed in the airplane, one at the pilot's,
copilot's, flight engineer's, and navigator's stations.
Battery Receptacles
1-149. ALTERNATE STATIC PRESSURE SWITCH.
Operation of this switch selects the aiternate source of
static pressure which is located in the bomb bay. The
switch (9, figure 1-3) is located on the pilots' instrument panel.
1-150. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE INDICATOR.
1-151. GENERAL. A single potentiometer-type temperature indicating gage (7, figure 1-4) is used to
indicate cylinder head and anti-icing air temperatures.
1-152. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE SELECTOR SWITCH. This switch
(14, figure 1-4) is used to select the particular engine
or anti-icing air duct temperature to be read.
1-153. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE INDICATOR SWITCH. (See figure 1-13.) This switch puts the indicator in operation.
1-154. CHECK SWITCH. The check switch places
the galvanometer in the check circuit-.
1-155. COMPENSATING RHEOSTAT KNOB. This
rheostat marked "COMP. RHEO." adjusts compensating current when the check switch is in the "CH"
position.
1-156. BALANCE KNOB. The balance knob is used
to zero the galvanometer pointer when the check
switch is in the "ON" position.
1-157. SLIDE WIRE RHEOSTAT KNOB. This rheostat knob marked "SLW. RHEO." is turned clockwise
when the galvanometer cannot be zeroed with the
balance knob. Normally it is kept as far counterclockwise as possible while still maintaining full scale
balancing with the balance knob.
(
RANGE MARKS ARE CYL. HEAD TEMP'S. ONLY
CAUTION
DO NOT
EXCEED
TEMP'S.
INDICATED
TEMP. SELECTOR SWITCH
figure 1-13. Engine Cylinder and Anti-icing
Temperature Indicator
Revised 30 April 1948
1-158. GALVANOMETER POINTER. When
check switch is placed in the "CH" position, the
vanometer pointer functions as a milliammeter
measures the necessary amount of compensating
RESTRICTED
the
galand
cur-
25
�Section I
Paragraphs 1-1 59 to 1-172
RESTRICTED
AN 01-SEUA-1
rent required to obtain an accurate temperature indicatipn on the potentiometer. When the check switch
is in the ..ON" position the galvanometer mechanism
is in series with the thermocouple circuit and serves as
a galvanometer.
1-159 MAIN INDICATOR POINTER. The main
indicator pointer acts as a direct-reading temperature
gage.
1-160. ELECTRICAL.
1-161. GENERAL.
1-162. A three-phase, high-frequency, a-c system is employed because it permits a considerable weight saving
in required wire gages, actuators, and generators. It
also permits greater ease of maintenance as a result of
the simplified design. Alternating current and direct
current are supplied the airplane through a primary
and a secondary power distribution network. The primary network is a three-phase, 400-cycle, alternatingcurrent power system (figure 1-14) supplied by three
engine-driven alternators; the secondary network is a
direct-current power system (figure 1-15) supplied qy
transformer-rectifier units fed from the alternatingcurrent system. The alternating-current system supp lies
power to the electronic-controlled turrets, heavy-duty
motors, high-speed actuators, lighting circuits, various
flight control equipment, and radio and radar units requiring 400-cycle a-c power. The direct-current system
supplies power to the bomb release equipment, various
flight control equipment, and radio and radar units requiring direct current. It also energizes relays for controlling alternating-current equipment.
1-163. ALTERNATING CURRENT SYSTEM.
1-164. GENERAL.
1-165. The a-c power supply consists of three 40-kva,
208/ 115-volt, 3-phase, neutral-grounded, 400-cycle alternators. One is installed on engines No. 3, 4, and 5;
provisions for a fourth alternator are made on engine
No. 2. Each alternator feeds into the main power
panels (figure 1-14) in the fuselage, from where the
power is distributed to the various loads in the airplane. All a-c system controls and indicators are installed on the a-c control panel which is located at the
flight engineer's station.
1-166. EXTERNAL POWER CONTROLS AND INDICATORS.
1-167. GENERAL. When the airplane is on the
ground, electric power is obtained from a portable
power cart on which is mounted an alternator driven
by a gasoline engine and a battery. During normal
operation the cart is connected to the airplane through
a six-prong external power receptacle located at the
under side of the fuselage below the wing. It supplies
200-volt, 3-phase, 400-cycle, a-c power, part of which
energizes the airplane's transformer-rectifier units and
furnishes 27-volt direct current. When the external
power cart is connected to the airplane, it is necessary that the three-phase power supplied have the
26
same phase sequence as the alternators in the airplane.
The direction of rotation of a three-phase electric
motor is entirely dependent upon the phase sequence
of its power supply. If two of the three power lines
to a motor are interchanged, resulting in reversed
phase sequence, the direction of motor rotation reverses. Therefore, if the power leads from the cart are
interchanged so that the phase sequence of the power
output is incorrect, motors on the airplane will run
in the wrong direction when energized from the
external power cart. To prevent this error, a method
of assuring proper phase sequence has been provided.
(
Fuel booster pump motors will be damaged
when operated in reverse.
...
1-168. EXTERNAL POWER SUPPLY SWITCH.
This two-position on-off switch (27, figure 1-4) when
placed in the "ON" position completes the circuit
from the external power cart to the airplane.
1-169. PHASE SEQUENCE LAMPS. Two lamps (41,
figure 1-4) are provided to indicate phase sequence. If
the phase sequence of the cart is correct, the lamp
marked "CORRECT 1, 2, 3" will light. If it is incorrect, then the other lamp marked "INCORRECT 3, 2,
1" will light. A conventional push-to-test switch ( 42,
figure 1-4) is provided to check the operation of the
phase sequence lights.
1-170. ALTERNATOR CONTROLS AND INDICATORS.
1-171. GENERAL. Operation of any alternator is possible only when the alternator field is excited by d-c
current supplied by a generator built into the alternator. This d-c current flow is controlled by the threeposition, spring-loaded, on-off exciter control relay
switch (26, figure 1-4). Voltage output of the alternator is controlled by regulating the voltage of the exciter field. The real load output of the alternator is
measured in kilowatts. The reactive power output is
measured in kilovars. The reactive power supplies
excitation energy required for motor fields or condensers.
1-172. One of the most important devices in the a-c
power system is the unit used to drive the alternator at
a constant speed throughout the range of various engine speeds. Alternator frequency varies with alternator
speed; therefore in order to generate a constant frequency, which is necessary for correct operation of
much of the electrical equipment as well as being a
prerequisite to parallel operation of alternators, a reliable constant speed source is required. The constant
speed drive used is a mechanical-hydro-electric governor and drive unit. The drive unit, a variable ratio
hydraulic transmission, delivers power to the alternator
at a speed which is held constant through controlling
action applied to the drive by the governor equipment.
RESTRICTED
(
�Section Ill
Paragraphs 3-13 to 3-14.
RESTRICTED
AN 01-SEUA-1
r
1. Alarm Bell
2. Warning Horn (2)
3. First Aid Kit (7)
4. foe Extinguish e rs (4 )
5. Axe (2)
6. Pyrotechnic Pistol & Flares
"
*(In Firing Pos,tions)
7. Life Raft (3)
8. Knife (2}
9. Battle Splint & Dressing Kit
10. Blood Plasma Kit
11. Parachute Static Line
12. Life Raft Release Handle (2)
13. Emergency Radio
.,. 14. Ditching Jackets (11)
...
(
figure 3-2. Miscellaneous Emergency Equipment
c. Propeller Feather Switch-"FEATHER."
Note
If propellers No. 1, 2, or 3 are feathered, slight
windmilling in reverse will occur upon completion of the featuring cycle. To remedy this
condition, joggle the selector switch of the affected propeller in the "INC. RPM" position
until the windmilling has ceased.
d. Mixture Control Lever-"IDLE CUT-OFF," simultaneously with feather.
e. Engine Fuel Valve Switch-"CLOSE."
I
W~RNING
I
Do not, without forethought, close other
fuel valves or shut off fuel booster pumps,
since other engines may be dependent on
their position or operation.
f. Engine Oil Shut-off Valve Control Switch"CLOSE."
g. Ignition Switch-"OFF."
3-13. OPERATION (PARTIAL POWER FAILURE).
3-14. Refer to "Flight Operation Instruction Chart,"
Appendix I, for cruising data with one or more engines inoperative. When landing with two or more
inoperative engines, know the landing gross weight
and cg location and maintain 125 per cent of stalling
speed in the landing approach pattern. Initiate final
approach higher and use a steeper flight path than is
normally employed during early final approach. Use
20-degree flaps until the possibility of understooting
has been eliminated; then use full flaps. Because of the
high power output that will be required from the
live engines to overcome landing gear drag, maintain
landing gear in the up position as long as practical
prior to entering final approach. Utilize the rudder
trim tab as required for directional trim during the
entire landing approach maneuver, and if conditions
permit, fully throttle the live engines and simultaneously restore rudder surface and trim deflections to
approximately neutral just prior to the landing flare.
In the event of wave-off, retract the landing gear and
flaps as rapidly as conditions allow, using rudder trim
as required. Landing gear and fl.a ps may be retracted
simultaneously.
�Section Ill
Paragraphs 3-15 to 3-16
1.
2.
3.
4.
5.
6.
7.
8.
9.
RESTRICTED
AN 01-5EUA-1
Pilots' Escape Hatch (2)
Engineer's Escape Hatch
Forward Sighting Blister (2)
Catwalk Door (Exit Through Bomb Bay) (2)
Upper Aft Sighting Blister (2)
Forward Entrance-Nose Wheel Well
(Possible But Not Recommended)
Forward Escape Hatch
Lower Aft Sighting Blister (2)
Aft Entrance Hatch
(
--
q
NORMAL BAIL OUT
(Use Nearest Exit)
GROUND EXIT
figure 3-3. Bail-out Exits
3-15. PROPELLER FAILURES.
Note
3-16. PllOPELLER UNFEATHERING DURING
Torquemeter indicator (11, figure 1-4) will
indicate a successful engine start
FLIGHT.
a. Engine Oil Shut-off Valve Control Switch..OPEN."
b. Engine Fuel Valve Switch-"OPEN."
c. Propeller Selector Switch (124, figure 1-4)"FIXED PITCH."
i. Propeller Selector Switch-"INC. RPM," until
1000 rpm; then return to "FIXED PITCH."
j. Throttle Lever-Advance until M.P. is approximately 25 inches.
k. Propeller Selector Switch-As required to maintain 1000 rpm during throttle advance.
d. Propeller Feather Switch-Guard down.
e. Propeller Selector Switch-"INC. RPM," until
engine turns over 800 to 900 rpm; then return to
"FIXED PITCH."
Warm up the engine at 1000 rpm and 25
inches M.P. until engine oil temperature is
40 °C.
f. Ignition Switch-"ON."
g. Throttle Lever-Advance as required for engine
start.
h. Mixture Control Lever-"AUTO-RICH."
60
I. Exciter Control Relay Switch (26, figure 1-4)"0N," while engine is warming up.
m. Propeller Selector Switch-"INC. RPM," until
RESTRICTED
�RESTRICTED
AN O1-5EUA-1
Section Ill
Paragraphs 3-35 to 3-47
on the airplane. Any one of the three alternators will
supply sufficient electrical power for routine operations. With the exception of the flap actuating system,
all major systems motivated by electrical power are
provided with an alternate means of operation.
Note
In the event of a complete failure of the electrical system, the landing gear should be lowered by means of the mechanical extension method so that the emergency hydraulic system will
be available for brake applications.
3-35. MANUAL OPERATION OF FUEL AND OIL
SHUT-OFF VALVES.
3-36. In the event of electrical failure or unit malfunction, the fuel selector valves and the oil shut-off
valves may be manually operated. (See figure 3-6.)
Valves are accessible through the wing crawlways.
Figure 3-11. Nose Gear Emergency Release
Handle (On Radio Operator1 s Floor)
3-37. ALTERNATE FUEL QUANTITY INDICATION.
3-38. In the event of a malfunction of the fuel quantity gages at the fligqt engineer's station, fuel quantity
may be read from the wing crawlway on direct reading gages (figure 3-7) located on the spar.
3-39. EMERGENCY LANDING GEAR OPERATION.
(',,,,,,,,,,,,,,,l
!►#'~~~~:~~,,,,~
The main system hydraulic pump operation
is limited ·to two minutes out of every ten
at 3000 psi; therefore, if the landing gear
does not respond to action of the pilots' landing gear control switch after a reasonable
length of time, return the switch to the "OFF"
position.
3-40. MANUAL OPERATION OF MAIN SELECTOR
VALVE.
a. Engineer-Hydraulic Pump Override Switch
(110, figure 1-4)-"ON."
b. Crew-Main selector "EXTEND" or "RETRACT" plunger-Hold in desired plunger.
c. Crew-Main selector valve master unit plungerPush in and lockturn, keeping the main selector "EXTEND" -0r "RETRACT" plunger pushed in until the
desired action is completed.
d. Crew-Main selector valve master unit plunger
-Unlock and release.
e. Engineer-Hydraulic Pump Override Switch"OFF."
Note
It may be possible to extend the tail bumper
by use of the landing gear control switch even
though the main and nose gears do not extend.
3-41. EMERGENCY HYDRAULIC SYSTEM LANDING GEAR EXTENSION. (See figure 3-9.)
a. Emergency Selector Valve-"EXTEND LANDING GEAR."
b. Hand Pump-Operate until landing gear is fully
extended and locked.
c. .Emergency Selector Valve-"CHARGE BRAKE
ACCUMLATOR.''
3-42. MANUAL EXTENSION OF MAIN LANDING
GEAR.
3-43. Gain access to the landing gears along the wing
crawlway and operate the emergency controls as shown
on figure 3-10.
3-44. . MANUAL EXTENSION OF NOSE LANDING
GEAR. (See figure 3-11.)
a. Release Handle--Pull up approximately 10 inches
to remove cable slack.
b. Release Handle--Pull hard, approximately 50
pounds tension, to unlock nose landing gear; do not
release handle until cable slack is taken up.
3-45. MANUAL LATCHING OF NOSE LANDING
GEAR. (See figure 3-12.)
a. Latching Hook-Use to break inspection window
on the forward cabin floor.
b. Latching Hook-Lower through broken window
and insert in the hollow pivot bolt.
c. Latching Hook-Pull up until latch is locked.
3-46. EMERGENCY BRAKE PRESSURE.
3-47. If the brake low pressure warning lamp (108,
figure 1-4) is lighted and a pressure gage (106, figure
1-4) check indicates low brake pressure, proceed · as
follows:
a. Pilot-Brake Pump Switch (39, figure 1-3)"0N."
b. Engineer-Brake Pump Pressure Override Switch
(107, figure 1-4)-"ON"; hold until pressure is within
range.
Note
Should steps a and b fail to produce pressure,
perform the following as shown on figure 3-9.
c. Crew - Emergency Selector Valve - "CHARGE
RESTRICTED
�Section Ill
Paragraphs 3-48 to 3-52
RESTRICTED
AN O1-5EUA-1
BRAKE ACCUMULATOR."
d. Crew-Hand pump-Operate until pressure is
within normal range.
(
Note
A fully charged accumulator will supply brake
pressure for three full brake applications.
3-48. EMERGENCY CABIN PRESSURE CONTROL.
(See figures 3-1 am/ 3-4.)
3-49. Should a pressure regulator fail, shut off the
unit and let the other regulator control the pressure
air exit for both cabins. If a single regulator proves
insufficient, the engineer assists the single regulator by
manual operation of the pressure dump valve.
3-50. In case of aft cabin shut-off valve failure, shut
off the pressure by closing the manual shut-off valve
on the forward pressure bulkhead of the aft cabin.
3-51. HEAT AND ANTI-ICING OVERHEATING.
3-52. If an indicator lamp (99, figure 1-4) lights, place
the engine cylinder and anti-icing temperature selector
switch (14, figure 1-4) on the number of the engine
involved and read the duct temperature on the indicator (7, figure 1-4). Should the temperature exceed
180°C in nacelles No. 1, 2, 5, and 6, or 230 °C in nacelles No. 3 and 4, reduce the temperature. The method
used to reduce this temperature depends upon circum- ,
stances. Three possible ways of diminishing the temperature are listed as follows:
a. Pilot-If climbing, increase air speed without increasing power.
b. Flight Engineer-Wing Anti-icing Control
Switch (104, figure 1-4)-"OFF"; use switch controlling the nacelle involved.
c. Flight Engineer-Reduce the power of the engine in the nacelle indicated.
(
figure 3-12. Nose Gear Emergency Latching
Hook (On Radio Operator's floor)
�RESTRICTED
AN O1-SEUA-1
1YPE
DESIGNATION
PRIMARY
OPERATOR
USE
Section IV
Paragraphs 4-17 to 4-20
RANGE
ILLUSTRATION
RADAR EQUIPMENT
Identification SCR-695-B
Set
Identification
Radio Operator
20 Miles at
200 feet
(18, figure 4-1)
Long range navigation
Navigator
750 Miles
(25, figure 4-2)
Loran Set
AN/APN-9
Radar Set
AN/APQ-23A High altitude bombing
and navigation aid
Radar Operator
100 Miles
(Figure 4-3)
Automatic
Gun Laying
APG-3
Radio Operator
(See paragraph
4-93.)
(Figure 4-1)
To control the tail
turret
to the remainder of the stations, thereby providing a
complete auxiliary interphone channel. This connection is made by placing a special interphone switch
(60, figure 1-3) on the pilots' pedestal to HEMERGENCY." An additional feature of the interphone
system is the provisions for either the pilot or copilot,
or both, to mix command radio, radio compass, interphone, marker beacon, and localizer audio signals into
one output. This is accomplished from the interphone
control panels (figure 1-3, detail C) located on the fairings adjacent to the pilot's and copilot's seats. This
facility affords close coordination for take-off or landing operation. The remainder of the crew stations are
each equipped with an interphone control panel as
shown in 19, figure 4-1. Except for the above features,
the basic interphone system is conventional.
4-19. To start the interphone amplifier, turn on the
✓airplane's main power supply. Make certain the ..ONOFF" switch on the amplifier is in the HON" position.
Note
Normally this switch will be safety wired in
the HON" position.
~ l=UTURE OF T~E INTERP~ONE SYSTEM IS TUE
ROVISIONS roR TME 'PILOT OR OOPILOT,OR
~n-1, TOM\~ e0MMAN0 RADIO, ~ADIO eoMPASS,
llNTE.Rl'uoNE, MAR"'ER BEAeoN ANO LoeAu-zeR
1
AUDIO SIGNALS INTO ONE OUTPUT.
4-17. INTERPHONE SYSTEM AN/AIC-2A.
4-18. The interphone system provides interphone communication between 26 stations. A feature incorporated
in this interphone system that is not found in conventional systems is the private interphone circuit. This
circuit employs a private interphone amplifier and normally interconnects stations for the pilot, copilot, bombardier, navigator, and radar operator. Thus a private
communication channel is available for close coordination between these five stations, while the remainder of
the crew may still use the normal system. In an emergency the private interphone channel may be connected
4-20. MIXED SIGNALS AND COMMAND. This
facility is afforded the pilot and copilot only. Operate
as follows:
a. Place the selector switch on the interphone control
panel in the "MIXED SIGNALS & COMMAND"
position. The command radio signals or voice will be
received in the headset, provided the set is in operation.
b. Ad just the volume control for the desired output
level.
c. To transmit on the command radio set, close the
microphone switch and speak into the microphone. The
"VOICE-CW-MCW" switch on the transmitter must
be in the "VOICE" position.
RESTRICTED
Note
The remainder of the crew may use the command radio set by placing their respective
selector switches in the "COMMAND" position; steps b and c preceding are applicable.
The following steps apply to the pilot and
copilot only.
71
�RESTRICTED
AN 01-SEUA-1
Section IV
1.
2.
3.
COCKPIT LIGHT CIRCUIT BREAKER
BOMB SALVO CIRCUIT BREAKER
TURRET LIGHTS CIRCUIT BREAKER
MARKER BEACON CIRCUIT
BREAKER <BC-193)
COMMAND SET CIRCUIT
BREAKER (AN/ARC-3)
IDENTIFICATION RECEIVER
CIRCUIT BREAKER (SCR-695)
IDENTIFICATION DETONATOR
CIRCUIT BREAKER (SCR-695)
LIAISON RECEIVER CIRCUIT
BREAKER (AN/ ARC-8)
INTERPHONE CIRCUIT
BREAKER (AN/ AIC-2A)
LIAISON RADIO RECEIVER
(AN/ARR-11)
TAIL TURRET CONTROLS (APG-3)
4.
5.
6.
7.
8.
9.
10.
11.
(
AIRPLANES USAF SERIAL NO. 44-92004
THROUGH 44-92017 ONLY. AIRPLANES USAF
SERIAL NO. 44-92018 AND SUBSEQUENT, TAIL
TURRET CONTROLS ARE IN THE AFT CABIN.)
12.
LIAISON RADIO TRANSMITTER
(AN/ ART-13A)
13.
14.
15.
16.
17.
18.
19.
20.
&
INTER
CALL
(/) GRAND
0
®
COMMAND
ON
@
LIAISON
OFF~
Tl ME
a:,
&
(I)
@
0
BOMB SAL VO SWITCH
TURRET LIGHTS CONTROL
SUB FLIGHT DECK LIGHT
DOME LIGHT CONTROL
LIAISON MONITOR CONTROL
IDENTIFICATION CONTROL
INTERPHONE
MICROPHONE SWITCH
21.
NOSE GEAR INSPECTION WINDOW
22.
SIGNAL KEY
23.
24.
PRESSURE REGlJl.ATOR
EMERGENCY NOSE GEAR RELEASE
(l)
IFF
CIRCUIT
;,.c0.
~ - 0 0, • ,
(I)
0
C·407CXA · A:>/A
e
(I)
(f)
BREAKERS
®
(f)
CAUTION· KEEP ON
(±)
l
(t)
AT ALL TIMES
@
(£)
@
@
ON
ON
ON
ON
F
080000800
DETAIL A
BOMB
SALVO
..
LAMP
:NDICATES
ON£
OR
MORE
OF
THREE
SALVO SWITCHES
ARE
ON PUSH TO TEST
LIGHTS
TURRET
+
~
m
O
SUB FLT .
CHK. LT.
DOME
LIGHT
LIAISON
MONITOR
NORMAL
+
~
MONITOR
w'===-'
figure 4- J. Radio Operator's Station
72
RESTRICTED
Revised 30 April 1948
�Section IV
RESTRICTED
AN 01-SEUA-1
DETAIL A
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
SYNCHRONIZER (SN-7C/ APQ-13)
RANGE UNIT (CP-6,IAPQ-13)
AMPLIFIER <AM-77 / APQ-23) A
INDICATOR ID-41A/ APQ-13)
CONTROL BOX (C-71B / APQ-13)
COMPUTER (CP-16/ APQ-23)A
RADAR CAMERA CONTROL CIRCUIT BREAKER (O-5A)
RADAR PRESSURIZING SYSTEM CIRCUIT BREAKER
INSTRUMENT APPROACH CIRCUIT BREAKER
COCKPIT LIGHT RADAR OPERATOR CIRCUIT BREAKER
COCKPIT LIGHT NOSE GUNNER CIRCUIT BREAKER
RADAR PRESSURE PUMP INDICATOR .
RADAR PRESSURE GAGE
RADAR PRESSURE "EMERGENCY OFF" SWITCH
RADAR PRESSURE "MANUAL ON" SWITCH
RADAR PRESSURE DRAIN VALVE
INTERPHONE CONTOL PANEL
OXYGEN . FLOW INDICATOR
OXYGEN CYLINDER PRESSURE
OXYGEN REGULATOR
MICROPHONE SWITCH
RESTRICTOR DAMPER
figure 4-3. Radar Operator's Station
RESTRICTED
75
�Section IV
Paragraphs 4-37 to 4-45
The equipment is started by placing the "ON-OFF''
switch on the control panel in the "ON" position.
4-37. LORAN SET AN/ APN-9.
4-38. The receiver-indicator (25, .figure 4-2) of this
set is installed on the navigator's table. A control panel
incorporated on the front o( .t he receiver-indicator in
conjunction with a detachable visor provides all of the
manual control switches and controls. To start the set,
proceed as follows:
a. Set the "AMPLITUDE BALANCE" control at its
center position.
b. Turn the "FINE DELAY" control to its center
position of rotation.
c. Set the "DRIFT" control at its center position of
rotation.
d. Turn the "RECEIVER GAIN" control clockwise
until the "STA TION" rate identification (pilot light)
illuminates. Wair at least .five minutes to allow the
equipment to warm up. The set is now ready for
operation.
e. To stop the equipment, turn the "RECEIVER
GAIN" control to "POWER OFF" and check to see
that the pilot light is not illuminated. Also check to see
that the pattern on the indicator screen has disappeared.
4-39. RADAR SET AN/ APQ-23.A.
4-40. Operation of this equipment is accomplished
from the radar operator's station. (See .figure 4-3.) A
24-volt, d-c, motor-driven pressure pump located in the
lower section of the forward turret bay provides p res-·
surized air for the radio frequency unit and the radio
frequency line (wave guide) of the AN/ APQ-23A
radar set. The system is automatic when the airp lane's
main power supply is on; however, two switches (14
and 15, figure 4-3) are provided at the radar operator's
station to control the system in the event of an emergency. The system incorporates the control switches, a
p ressure gage (13, figure 4-3), an indicator light (12,
figure 4-3 ), and a drain valve (16, figure 4-3) at the
radar operator's station; an air inlet extending through
the forward cabin pressure bulkhead ; a dehydrator
unit; the pressure pump; an absolute p ressu re switch;
and the necessary tubing. With this equipment the
pump draws cabin air through the dehydrator to remove all moisture; it then pressurizes the air before it
is routed to the units. Automatic operation of the pressure pump results from the action of the pressure
switch. The indicator lamp at the radar operator's station lights when the pump is in operation. In the
event the p ressure beg ins to exceed its specified limits,
as indicated on the p ressure gage, and the indicator
light indicates that the pump is still operating, the
pump should be stopped by placing the "EMERGENCY OFF" switch in the "OFF" position. If the
pressure begins to drop to a critically low point and
the indicator light indicates that the pump is not in
operation, hold the spring-loaded "MANUAL ON"
switch in the "ON" position until the pressure is back
to normal. A circuit breaker at the radar operator's
76
r
RESTRICTED
AN O1-SEUA-1
station protects the pressure system circuit.
4-41. To start the AN/ APQ-23A set, proceed as follows:
~]
Do not operate this equipment while on the
ground unless an auxiliary power supply is
connected.
(
a. Press the "POWER ON" button on the control
box.
b. Momentarily turn the "BRIGHT" control on the
indicator as far clockwise as necessary to determine
whether a line of light appears on the center of the
screen; then immediately return the control to its full
counterclockwise position to prevent damage to the
indicator screen.
c. Turn the meter switch on the control box to
"XTAL 1"; then turn the "RCVR TUNING" knob
until the meter reading is at its maximum valve. The
meter reading should be between "6" and "11" on the
lower scale.
d. Turn the meter switch on the control box to
"TRANS 1" position.
Note
Allow at least one minute between steps a and
e to allow the tubes to warm up.
e. Press the "TRANS ON" button on the control
box. The meter should indicate between 6 and 8 milliamperes on the lower scale within 10 seconds.
f. Turn the "RANGE NAUT MILES" switch on the
control box to all its positions, with the " AFC-BEACON" switch on .first "AFC-OFF" and then on "BEACON." T he meter should read between 7 and 9 milli
amperes for all of these conditions.
4-42. T o stop the equipment proceed as follows:
a. Press the "TRANS OFF" but ton on the control
box.
b. Press the ''POWER OFF" button on the control
box.
c. Turn the "BRIGHT" control on the indicator to
its full counterclockwise position.
d. Set all controls to their initial preoperation settings.
(
4-43. PRESSURIZATION AND VENTILATION
SYSTEM.
(See figure 4-4.)
4-44. GENERAL.
4-45. The forward and aft cabins and the interconnecting communication tube are pressurized by a controllable system that utilizes air from the right turbosupercharger in each nacell~. Ventilating fans, one for
each cabin, are provided in the pressure ducts to force
air from the bomb bays into the cabins. The fans are
used to ventilate the cabins on the ground when atmospheric conditions are such that cabin heating is
RESTRICTED
Revised 30 April 1948
\
�l!!!!!!!!!!!!I
~
Engine No. 4
Color Key
Heated Anti-Icing Air
Pressurized Air
Heated Pressurized Air
Intake Air
Engine Exhaust Gas
Engine No. 5
Engine No. 6
Dump
Dump
E
LIGHT
INDICATES
LIMIT OF
TRAVEL
0
WING LIGHTS INDICATE OVER 180 ° C
TAIL LIGHTS INDICATE OVER 232 ° C
©
0
6&1
WING
ANTI-ICE
ON
©
0
©
0
5&2
CABIN HEAT &
MV
TAIL ANTI-ICE
4
ON
To Duct Air
Temp. Indicator
To Fwd. Cabin
Altimeter
3
To Cabin Air Flow
Indicator
To Aft. Cabin
Altimeter
CAB. PRESS. WING
SHUT-OFF VALVE ===::;c::::-;:::A=FT=C=AB=.::::...
PRESSURE
Tail Anti-Ice
Figure 4-4. Pressurizing, Heating, and Ventilating Systems
1. T = Turbosupercharger
2. H = Primary Heat Exchanger
3. 2H = Secondary Heat Exchange
4. M = Manual Shut-Off Valves
5. MV=Modulating Valve
,.z
=ii:,
_..."'
0"'
I
;Q
u.mn
c-t
-,."'
,c
�Section IV
Paragraphs 4-46 to 4-63
RESTRICTED
AN 01-SEUA-1
not required. During flight, ram air is available for
ventilating the cabins when the pressure system is
turned off. This air is obtained from the leading edge
of the wing and is routed through a check valve where
it is directed to the forward and aft cabins through
the pressure ducts. When the pressure system is turned
on, the pressure in the ducts will act against the ram
air check valve, thus preventing ram air from entering
the cabins. Under normal conditions, a pressure regulator in each cabin will automatically maintain the desired pressures. These regulators are set to allow an unpressurized condition from sea level to 8000 feet, to
permit a constant pressure altitude of 8000 feet from
8000 to 35,000 feet, and to hold a constant differential
pressure of 7.45 psi above 35,000 feet.
4-46. NORMAL CONTROLS.
4-47. CABIN PRESSURE WING SHUT-OFF VALVE
SWITCH. The flow of pressurized air from each
wing to the fuselage is controlled by the four-position
cabin pressure control switch (96, figure 1-4). This
switch may be used to select a flow of pressurized air
from the right or left wing by placing it in either the
"R. WING ON" o~ "L. WING ON" position. Placing
the switch in the "BOTH ON" position opens both
electrically controlled shut-off valves in each wing.
The "VENT FANS ON" position actuates the two
ventilating fans, and the "OFF" position renders both
the pressurization and the ventilation provision inactive.
4-48. AFT CABIN PRESSURE SWITCH. This switch
(97, figure 1-4) controls an electrically actuated shutoff valve located in the pressure duct leading to the
aft cabin.
4-49. INDICATORS.
4-50. CABIN PRESSURE AIRFLOW INDICATOR.
A pitot head in the pressure duct leading to the forward cabin is connected to an airflow gage (19, figure
1-4) on the flight engineer's instrument panel. This
gage indicates the flow of pressure air in the duct and
should read from 1 at sea level to 2.25 at 40,000 feet
with either the left or right wing pressure system on.
With the pressure systems in both wings on, th e gage
should show 3 at sea level and 7.25 at 40,000 feet, with
corresponding indications between these two altitudes.
4-51. CABIN ALTIMETERS. Two altimeters, one
for the forward cabin (17, figure 1-4 ) a nd one for the
aft cabin (18, figure 1-4), register the pressure altitude
of each cabin.
4-52. EMERGENCY CONTROLS.
4-53. MANUAL SHUT-OFF VAJ.VES. In event of
failure of the electrical pressurization shut-off valves,
which are l'.ontrolled by the cabin pressure wing shutoff valve switch, manual shut-off valves are located in
the pressure duct inlets to each cabin. (See figure 3-1.)
4-54. CABIN DUMP VALVE CONTROLS. Two cabin dump valves are provided for permitting rapid depressurization of both cabins. The forward dump valve
has a foot-operated dump pedal provided on the valve
~ody. The valve is used for manually decreasing pres78
sure within the cabin for combat and for quickly equalizing pressure between the atmosphere and the cabin
in an emergency. Quick release of the pressurized air
is obtained by depressing the quick-release pedal on
the valve body. The dump valve hand knob (figure
3-4) which is located on the engineer's floor may be
used to manually modulate the pressure in the forward
cabin. The aft cabin dump valve (figure 3-1) has no
provisions for modulating pressure and can only be
used to de-pressurize the aft cabin.
4-55. PRESSURE REGULATOR CONTROL. In the
event of a pressure regulator failure which would
allow the escape of pressurized air, a manual shut-off
valve on the side of the regulator (figure 3-4) may be
used to close off its air exit provisions, and the forward cabin dump valve hand knob may be used to
modulate air pressure.
(
4-56. HEATING AND ANTI-ICING SYSTEM.
( See figure 4-4.)
4-5 7. GENERAL.
4-58. Heated air for heating pressurized air and wing
and tail anti-icing is obtained by ducting ram air
from the nacelle cooling air tunnel through the two
primary exhaust gas heat exchangers in each nacelle.
The heated air from engines 1, 2, 5, and 6 is used for
wing anti-icing. The two inboard engines provide the
heated air which is used as required in the secondary
heat exchanger to heat the pressurized air and thereby
provide cabin heating. This heated air from engines
.3 and 4 is also used to provide tail anti-icing.
4-59. NORMAL CONTROLS.
4-60. WING ANTI-ICING CONTROL SWITCHES.
In the event anti-icing is not required, the heated air
may be directed overboard near its source by a dump
valve located in the hot air duct in each nacelle. Control of these dump valves for engines supplying wing
anti-icing is afforded by use of the wing anti-icing
control switches (104, figure 1-4).
4-61. CABIN HEAT AND TAIL ANTI-ICING CONTROL SWITCHES. Control of the dump valves in
the inboard nacelles which supply cabin heating and
tail anti-icing air is made possible by these switches
, figure l-4).
005
_
_
4 62 CABIN .AND TAIL AIR MODULA TING
VAL VE CONTROL SWITCH. This switch controls
a valve which controls the amount of heated air that
passes through the secondary heat exchanger on its
way to the tail for anti-icing. Therefore, the cabin and
tail air modulating valve control switch (94, figure
1-4) is marked "INC-CAB DEC-TAIL" in one extreme position, indicating that all tail anti-ice heated
air is passing through the secondary heat exchanger
for cabin heating. The other extreme switch position
"DEC-CAB INC-TAIL" indicates tail anti-ice air is
completely bypassing the secondary heat exchanger,
and therefore no heat is provided the cabins other
than that supplied by pressurized air.
4-63. COOLING AIR CONTROL SWITCH. In the
event the pressurization system alone supplies more
RESTRICTED
Revised 30 April 1948
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AN O1-5EUA-1
I
e. Operate wing flaps through one cycle.
f. Check wing and empennage anti-icing and cabin
heat control.
(
5-9. DURING FLIGHT.
5-10. If engines backfire or run rough, maintain a
minimum CAT of -10° to 0°C. (15° to 32°F).
5-11. APPROACH.
a. Use carburetor preheat when outside air temperature is -18°C (0°F) or colder.
Make a brief check of the wing· and empennage anti-icing systems, being careful not to
exceed a temperature rise of 50°C above the
ambient air temperature.
g. Check all instruments for proper operation.
h. Ground run the engines approximately 45 minutes if normal oil dilution was used at engine shutdown.
I
Note
An emergency take-off may be executed with
diluted oil in the system as soon as oil pressures are normal and oil temperatures show a
slight rise.
i. Turn on pitot heaters and the propeller antiicing system if icing is evident.
Note
Comparatively mild icing zones will exist
when there is visible moisture in the air at
temperatures approaching or below freezing.
Most severe icing conditions will exist between freezing and -8°C (18°F).
b. Be sure to maintain a power setting sufficient to
prevent cooling of engines and loss of power on landing approach, because temperature inversions (ground
temperatures lower than altitude temperatures) are
characteristic in cold weather.
c. Use a long, low approach for landing at temperatures below -48°C (-54°F). Such an approach will
require the use of more engine power than is normally
used for the landing approach, resulting in cylinder
head temperatures which are above the critically low
value.
5-12. LANDING.
em-1
5-13. During the landing flare, turn the wing and
peonage anti-icing systems off. Use brakes with caution when landing on snow or ice.
5-14. STOPPING ENGINES.
5-15. OIL DILUTION. To accomplish satisfactory
starting of the engine it is imperative that each engine
oil system be diluted in accordance with the following procedure:
5-8. TAKE-OFF.
a. Place the . cabin heating system in operation so
windshield defrosting can be accomplished during
take-off if necessary and the flight instruments will not
cool to give erroneous indications.
b. Turn on pitot heaters and wing, empennage, and
propeller anti-icing systems if precipitation is encountered or if icing conditions are anticipated immediately after take-off.
a. Stop the engines and allow the oil to cool to
30°C (86°F) before starting oil dilution if the engine
oil temperatures exceed ·40°C (104°F).
b. If oil tank servicing is required, dilute the oil
one-half the required time, immediately fill the oil
tanks, and then complete the dilutio~ process.
. c. Idle engines at 1200 rpm and hold the oil dilution switches (53, figure 1-4) on as long as required for
proper oil dilution at the lowest expected outside air
temperature. See the following chart:
Outside Air Temperature
4° to 1 °C 40° to 34°F)
1 ° to -5 °C (34° to 23 °F)
-5° to -12°C (23° to 10°F)
-12° to -20°C (10° to -4°F)
-20° to -27°C (-4° to -17°F)
-27°C (-17°F) and Lower
Do not turn on the wing and empennage
anti-icing systems until a speed of 50 mph
IAS has been attained.
Note
Flight indicators are not very reliable at temperatures below -43°C (-45°F). For this reason
cabin heating is necessary during warm-up
and take-off under such conditions and all
flight instruments must be cross-checked.
Operation of the dilution system is indicated
by a substantial fuel pressure drop. If this
pressure drop is not obtained, investigate, paying particular attention to dilution solenoids
which may be stuck, dilution lines which may
be plugged, and testrictor fittings which may
be reversed.
1
l.,.~~~!!!!~,.,..)
Do not exceed 44°C (110°F) CAT above 2000
rpm of the engines.
Revised 30 April 1941
Dilution Time
1 Minute
2 Minutes
3 Minutes
4 Minutes
5 Minutes
6to 10
Minutes
Note
c. Place the carburetor preheat in operation if icing
conditions prevail or if outside air temperature is
-18°C (0°F) or colder.
f############
Section V
Paragraphs 5-8 to 5-1 5
d. Do not permit the engine oil pressures to fall
below 15 psi. If necessary, stop the engine, wait about
IJESTRICTED
89
�Section V
Paragraphs 5-16 to 5-24
RESTRICTED
AN 01-5EUA-1
5 minutes, and continue dilution.
e. Do not allow oil temperatures to rise above 50°C
(122°F) during the oil dilution period. Stop the dilution procedure until the oil temperature drops. It may
be necessary to dilute the oil during two or more
periods.
f. Release the dilution switch ONLY after the
engine stops. This is important, because only diluted
oil must be circulated through the engine oil system.
5-16. If engines are ground-run after oil dilution is
accomplished, further dilution must follow. Also, if
an engine is operated for forty-five minutes with oil
temperature above 50°C (122°F), fuel added fer dilution will boil off and the oil will return to its normal
viscosity, making re-dilution necessary. If a short
ground run is made after oil dilution has been accomplished, additional dilution must be accomplished. The
dilution time may be obtained by multiplying the
time period of the chart by the ratio of the groundrun time to 60 minutes. For example, if the groundrun is of 30 minutes. duration, the additional time will
be half of the chart value. However, the dilution period should never be less than 30 seconds.
5-17. OIL DILUTION PRECAUTIONS. Observe the
following precautions during engine operation following oil dilution:
a. A high percentage of oi1 dilution will not harm
engine bearings if oil pressures remain normal.
b. When take-off is made before engines have been
run long enough to evaporate fuel from the oil system,
it is possible that scavenging difficulties may arise
during or shortly after take-off and that diluted oil
may be discharged through the engine breather lines
at a dangerous rate. These difficulties will not normally occur, however, if the dilution procedure outlined above is followed carefully. If scavenging difficulties do arise and oil is discharged through the
breather lines, make a landing immediately. It is
possible to lose a dangerous amount of oil, and engine
failure may occur. Replenish the oil supply with warm
undiluted oil.
c. If engines suddenly show a loss of oil pressure
or throw oil out of the breather lines after the airplane
has been in flight for some time, the oil dilution valve
may be stuck open. Operate the oil dilution switch
a few times. Operation of the switch will usually correct this condition. Check the oil dilution valve after
landing.
c. Install the engine covers.
d. Drain the .oil into clean containers.
e. If possible, store the oil in a warm place. If the
oil cannot be kept warm, heat it to approximately
75°C (167°F) before it is returned to the tank.
f. Use the normal starting procedure as soon as the
heated oil is returned to the tanks.
5-20. PARKING.
5-21. When parking, head the airplane into the wind
dnd set the brakes. Do not set the brakes until they
have cooled, however; they might freeze in the on
position.
5-22. PROTECTIVE COVERS. When oil dilution is
completed, install air intake ducts, turret, nose compartment, blister, pilots' enclosure, and pitot mast
covers.
5-23. OIL IMMERSION HEATERS. If full oil dilution was accomplished, the use of oil immersion heaters should not be necessary unless temperatures are
below -20°C (-4°F), and ground facilities are not
available. Under these circumstances, an immersion
heater should be installed in each oil tank immediately
after shutdown and should be operated from two to
four hours at intervals of the same length.
Note
Immersion heaters must not be placed in congealed oil. Congealed oil w i 11 carbon ii e
around the heater and render it ineffective.
5-24. FUEL TANKS. If fuel tanks are kept filled,
condensation in fuel lines will be minimized. Check
all drain points and vent line openings for condensa-
5-18. BEFORE LEAYING AIRPLANE.
5-19. DRAINING THE OIL SYSTEM. With ground
heaters, proper oil di_lution, and immersion heaters,
oil draining should never be necessary. However, in
an emergency when draining of the oil is required,
proceed as follows:
a. Idle the engines until the oil temperatures stabilize at 40°C (104°F).
b. Use the normal procedure for stopping the engines.
90
(
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\
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Appendix I
FUEL PRESSURE
-
2-4 Minimum
-
24 To 26 Desired Operating Range
28 Maximum
OIL PRESSURE
-
80 Minimum
85 To 95 Desired Operating Range
I 00 Maximum Permissible
-
40 Minimum for Operating
Above 1000 RPM
60 To 80 Desired Operating Range
98 Maximum Permissible
Figure A- 1. (Sheet 2 of 4 Sheets) Instrument Limitation Markings
97
�Appendix I
RESTRICTED
AN 01-5EUA-1
(
1240
1240
2230
2550
2700
Minimum Recommended Cruise
To 2230 AUTO-LEAN Permitted
To 2 5 50 AUTO-RICH Required
Maximum Continuous Operation
Maximum R PM Limited to 5 Minutes
125 Minimum for Operation
Above 1000 RPM
I 50 To · 218 Range of Permissible
AUTO-LEAN Operation
218 To 232 AUTO-RICH Operation Required
2 3 2 Maximum Permissible
25 Minimum Cruise
25 To 37 .5 Permissible AUTO-LEAN
Operation
37.5 To 45.5 AUTO -RICH Required
53 .5 Maximum Per missible
figure A- 1. (Sheet 3 of 4 Sheets) Instrument Limitation Markings
98
-RESTRICTED
Revised_30 April 1948
�AN O1-5EUA-1
HANDBOOK
FLIGHT OPERATING INSTRUCTIONS
USAF SERIES
B-36A
AIRCRAFT
This publication replaces AN 0l-5EUA-1 dated 15 October 1947
Appendixes 1 and lA of this publication shall not be carried in aircraft on missions where
there is a reasonable chance of its falling into the hands of an unfriendly nation.
PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE
AND THE CHIEF OF THE BUREAU OF AERONAUTICS
NOTICE: Thia document contain• information aft'ectin1 the national defense of the United States within
the meanies of the Espionage Act, 50 U. S. C., 31 and 32, a■ amended. Its transminion or the revelation
of ita content, in any manner to an unauthorized person is prohibited by law.
,MARSHALL-WHITE PRESS, CHICAGO
MARCH, 1948-2,100
4 MARCH 1948
�RESTRICTED
AN 01-SEUA-1
Reproduction of the information or 11lustrat1ons contained in this publication is not permitted
without specific approval of the issuing
.. Jhe policy for use of Classified Publications
is established for the Air Force in AR 380-5 and for the Navy in Navy Regulations, Article 76.
- - - - - - - - - - - - - L I S T OF REVISED PAGES I S S U E D - - - - - - - - - - - - INSERT LATEST REVISED PAGES. DESTROY SUPERSEDED PAGES.
NOTE: The portion of the text affected by the current revision is indicated by a vertical line in the outer margins of the page.
(
(
"' The asterisk indicates pages revised, added or deleted by the current revision.
ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS:
USAF ACTIVITIES.-In accordance with Technical Qrder No. 00 -2.
NAVY ACTIVITIES.-Submit request to nearest sulft)ly point
ed below, using form NavAer-140: NAS, Alameda,
Calif.; ASD, Orote, Guam; NAS, J.-cksonville, Pla.;-NAS, Norfo k, Va.; NASO, Oahu; NASO, Philadelphia, Pa.; NAS,
San Diego, Calif.; NAS, Seattle, Wash.
For listing of available material and details of distribution see Naval Aeronautics Publications Index NavAer 00--500.
A
RESTRICTED
USAF
�Section I
Paragraphs 1-1 to 1-2
DESCRIPTION
1-1. GENERAL.
1-2. The model B-36, manufactured by Consolidated
Vultee Aircraft Corporation, is a long-range, six-engine, very heavy bombardment airplane. Pratt and
Whitney engines drive six pusher-type Curtiss propellers capable of being automatically . synchronized in
normal or reverse pitch. The design gross weight is
278,000 pounds and maximum fuel capacity is approx. imately 21,000 gallons. Three sets of slotted flaps and
servo-tab-operated ailerons, elevators, and rudder make
up the surface controls. Three a-c alternators, driven by
three of the engines through constant speed drives,
furnish all the power to operate the systems. This a-c
power operates electrical actuators and is rectified for
d-c power and electrical control. Hydraulic power is
used for operation of the landing gear, brakes, and
nose wheel steering. Crew compartments are pressurized, heated, ventilated, and provided with a regular
oxygen system for emergency use. Cabin heating; defrosting of blisters and enclosures; and propeller,
wing, and tail anti-icing are accomplished by heated
air. Heat for the air is obtained through the use of heat
exchangers installed in the engine exhaust systems.
Four bomb bays and eight remotely controlled turrets,
containing two twenty-millimeter guns each, are
the main armament components. Nose and tail turrets
are nonretractable. All other turrets retract within the
fuselage, and the turret bays are faired by turret doors.
1
�H
Section I
•
AN 01-SEUA-1
1. Turret (8)
2. Portable Oxygen Recharger (8)
3. Sun Visor
4. Pilots' Night Flying Curtains (Stowed)
5. Pilots' Station
6. Engineer's Station
7. Temperature Indicator Battery (Stowed)
8. Toilet Curtain (Stowed)
9. Portable Oxygen Bottle (5)
10. Water Basin
11. Catwalk Door
12. Turbosupercha rger Amplifiers (6)
13. Bomb Racks
14. Catwalk
15. Methyl Bromide Containers
16. Rear Entrance Ladder (Stowed)
17. Altitude Warning Equipment
18. Relief Containers (2)
19. Bombardier's Window
20. Bombardier's Station
21. Radar Operator's Station
22. Navigator's Station
23. Astro Compass (Stowed)
24. Drift Signal Chute
25. Sextant (Stowed)
26. Forward Entrance Hatch
27. Forward Entrance Ladder (Stowed)
28. Toilet
29. Thermos Jug (6)
30. life Raft Stowage
31. Ditching Jacket Stowage
32. Food locker
33.
34.
35.
36.
:J7.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
Hot Cups (4)
Sighting Station Blackout Curtains
Battery
Radio Operator's Station
Sighting Station (8)
Water Beaker (2)
Communication Tube Door
Cup Dispenser
Spare Turbosupercharger Amplifier
Communication Tube
Communication Tube Cut
lnterphone Ground Connection
Wing Crawlway Entrance
Oxygen Filler Valve
External Power Recept,cle
Fuel Filler Cap (6)
Oil Filler C.p (6)
Wing Crawlw1y
Crawlway lnterphone Station (6)
Communication Tube Emergency Door (Stow-od)
Aft Cabin Walkway
Bunks (6)
Rear Entrance Hatch
Scanning Platform
Tail Bumper
Tail Compartment Walkway
Figure 1- 1. (Sheet 1 of 2 Sheets) General Arrangement Diagram
2
(
�Section
AN 01-5EUA-1
r
Variable Stowage Items
A. Covers
Engines (6)
Turret (6)
Sighting Blister 16)
Piloh Enclosere 11)
Boml,ardier\ Enclosure (I)
Pitot Mast (2)
8. Fly.iw.iy Tool Kit
Main Geu Safety lock (2)
Nose Ge.ir Safety Lod (I)
Fuselage Jacking P.id (3)
Fuselage Jacking Pad Bolts ( 12)
Wing J.icking Pad Bolh (48)
Front and Rear Spar Jdcking Pad (8)
Engine Nacelle Work Platform (2)
Bomb B<'ly Door S<!lfety Lock (4)
C. Fl"lt J<'!ckets
O. Engine Air Fllters
PRESSURIZED AREA
mm
BAY
TURRET NO. 1
BAY
NO. 2
BAY
NO. 3
I
BAY•\
Af.T I AFT
NO. 4 TURRET CABIN
r AIL ·secr1dN
Figure 1- 1. (Sheet 2 of 2 Sheets) General Arrangement Diagram
3
�Section I
Paragraphs 1-3 to 1-12
RESTRICTE
AN 01-SEUA-1
)
,19ure 1-2. Crew Movement
1-3. ENGINES.
1-4. GENERAL.
1-5. The six 28-cylinder Pratt and Whitney R-4360
Wasp Major engines are equipped with torquemeters.
Carburetor and cooling air passes through the wing
from inl~ts in the leading edge. Engine cooling is
augmented by an engine-driven fan.
1-6. CARBURETOR CONTROLS.
1-7. MIXTURE CONTROLS. No mixture controls
are provided for the pilot. A conventional set of mixture controls levers (114, figure 1-4) is located on the
engineer's table. A lock lever is installed to lock the
mixture levers in position. Positions are IDLE CUTOFF," AUTO-LEAN," and "AUTO-RICH."
11
0
1-8. THROTTLE CONTROLS. A set of throttle levers (47, figure 1-3) on the pilots' pedestal is mechanically interconnected with a set of throttle levers (116,
figure 1-4) at the engineer's table. A lock lever on the
left side of the pilots' throttle levers will lock the
thtottle levers in any desired position. This lock can
be over-ridden by·the engineer.
4
RESTRI
1-9. CARBURETOR AIR CONTROL. (See figure 1-5.)
1-10. GENERAL. Temperature control of intercooler
air, and consequently carburetor air, is accomplished
by varying the volume of cooling air entering the intercoolers. This operation is accomplished through the
use of intercooler shutters, which are controlled either
automatically or by manual electrical control. In low
ambient air temperatures carburetor air may be preheated by recirculating induction air through the turbosupercharger~. A carburetor air temperature gage
(12, figure 1-4) for each engine is located on the flight
engineer's instrument panel.
1-11. INTERCOOLER SHUTTER CONTROL
SWITCHES. Six four-position intercooler shutter
switches (98, figure 1-4) are located on the flight engineer's control panel. Each switch has a spring-loaded
"OPEN" position, a spring-loaded °CLOSE" position,
a neutral position marked ..OFF," and a full-on position marked "AUTO." Automatic operation of the intercooler shutters is attained when the switches are
placed in the "AUTO" position. The "OPEN" and
"CLOSE~' positions provide manual electrical control.
1-12. CARBURETOR PREHEAT CONTROL
SWITCHES. Carburetor preheating for all engines is
�Sadlon I
Paragraphs 1-13 to 1-24
accomplished by placing the three carburetor preheat
on-off switches (117, figure 1-4) in the uON" position.
The switches are located on the flight engineer's table
and are ganged together.
1-13. CARBURETOR AIR FILTER SWITCH. Provisions are made for the installation of carburetor air
filters. When the filters are installed, filtered air is supplied all engines by placing the carburetor air filter
switch (49, figure 1-4) in the uON" position.
1-14. ENGINE COOLING.
1-15. GENERAL. Engine cooling air is introduced
into the nacelle through a cooling air tunnel. Air is
taken from the tunnel for cooling the turbosuperchargers, the exhaust system, the propeller mechanism,
and various electrically driven actuators. The flow of
the remainder of the cooling air is routed over the
engine and is controlled by a ring-shaped air plug. A
two-speed engine-driven fan is installed in the air tunnel to increase the volume of cooling air flow.
1-16. AIR PLUG CONTROL SWITCHES. Six fourposition switches (103, figure 1-4), located on the flight
engineer's control panel, control the engine air plugs.
Each switch has a spring-loaded "OPEN" position, a
spring-loaded ucLOSE" position, a neutral position
marked "OFF," and a full-on position marked "AUTO." When the switches are placed in the "AUTO"
position, full automatic operation of the air plugs becomes effective. The spring-loaded uoPEN" and
"CLOSE" positions provide manual electrical control.
1-17. FAN SPEED CONTROL SWITCHES. Six twoposition switches (48, figure 1-4) control the high and
low speeds of the six engine-driven fans.
1-18. STARTING SYSTEM.
1-19. The six direct-cranking starters are controlled by
their three-position switches (54, figure 1-4). These
switches are marked uoFF" in the center position with
engine numbers above and below.
1-20. IGNITION SYSTEM.
1-21. A master ignition switch and individual engine
switches (55, figure 1-4) for checking magnetos are
provided the flight engineer. Positions of the individual switches a.re marked uOFF," '~L," uR," and
"BOTH." The unmarked indent between "L" and uR"
is another "BOTH" position. An emergency ignition
switch (31, figure 1-3) which may be pulled to stop
all engines is located on the pilots' panel.
1-22. TURBOSUPERCHARGER SYSTEM.
1-23. GENERAL.
1-24. Each engine is equipped with two turbosuperchargers to provide cabin pressurization and an airplane service ceiling of 40,000 feet. Single or dual
turbosupercharger operation is possible.
figure J-3. (Sheet 1 of 4 Sheets) PIiot and Copllot's Station
5
�Section I
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AN 01-SEUA-1
(
:;: : ~: : : : : : :
i:ii:i:i::i:
,
ll·
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11Jrfl....l ! __
@:~:::·:i:!:i::~:!:i:·•:..i.
DETAIL A
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l_.-Ra_d_a_r_D_i-re-c-tio_n_ln-d-ic_t_or_ _ _ _ _ _ _
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II i: ~;;ffi~~~~iti~: ~
.....
:::::(!
[\:
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1~: ~:~;~i~n:a~~e:ds~1::a~witch
11. Compass Light Control Switch
~
i,:_l.i_:
·=.!:_
~:: ~~~ioG:~mt~:~;~i':!;~ater Indicator
30. Landing Gear Indication Lamps and
~: ~ji:k
14.
15.
16.
17.
18.
19.
1
25. Flap Position Indicator
26. Windshield Wiper Control Switch
27. Warning Horn Instruction Placard
6. Directional Gyro
7. Gyro Horizon
8, Magnetic Compass
l:::J:
1: = [=:,i:·=·!:=:.i:_i
~: ir~~~t}i ~!i~~1~2~~r
=.·!
Range Indicator
31. ~n;t;~;:~~y pl~nn~!ion Switch
Marker Beacon Indicator Lamp
32. Bomb Salvo Indicator Lamp and
Control Lock Indicator Lamps
Control Switch
Manifold Pressure Indicator
·33. Bomb Bay Door Switches and
Master Tachometer
Indicator Lamps
Stalling Speeds Placard
34. Landing Weight Placard
Bombs Released Indicator Lamp
35. Flap Caution Placard
36. Brake Caution Placard
,,
Figure 1-3. (Sheet 2 of 4 Sheets) Pilot and Copilot's Station
6
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DETAIL B
37. Autopilot Control Panel
38. Steering Control Switch
39. Landing Gear Control and
Brake Pump Switches
40. Wing and Tail Position and
Formation Light Switches
41. Landing Light Control Switches
42. Flap Control Switch
43. Propeller Reverse Selector Switches
44. Formation Stick Selector Switch
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
Elevator Trim Tab Control Wheel
Throttle Lock Lever
Throttle Levers
Warning Horn Shut-Off Switch
Rudder Trim Tab Control Knob
Parking Brake Lever
Master Motor Speed Control Knob
Propeller Reverse Pitch Switch
Aileron Trim Tab Control Switch
Turbosupercharger Boost Selector Lever
Figure J-3. (Sheet 3 of 4 Sheets) PIiot and Copilot's Station
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7
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(
DETAIL C
INTERPHONE
CONTROL PANEL
(
[
DE'I'AIL D
)
55. Command Radio · Control Panel
So. Liaisoh Radio Control Panel
57.
58.
59.
60.
Radio Range Receiver Control Panel
Radio Compass Control Panel
Blind Approach· Control Panel
Special lnterphone Switch
figure 1-3. (Sheet 4 of 4 Sheets) Pilot and Copilot's Station
8
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1-25. TURBOSUPERCHARGER CONTROLS.
1-26. ENGINE SUPERCHARGER SWITCHES. The
six engine supercharger selector switches (51, :figure
1-4) located on the engineer~s control panel, control the
position of a valve in the exhaust system. Placing the
switch in the uR.H. ONLY" position diverts all
exhaust gas through the right turbosupercharger. The
alternate switch position is labeled uBOTH."
1-27. TURBOSUPERCHARGER BOOST SELECTOR
LEVER. A turbo boost selector lever (54, :figure 1-3)
on the pilots' pedestal is inteyconnected by a cable to
a similar lever (112, :figure 1-4) on the engineer's table.
Both installations have lever travel graduated from
zero to 10. The number seven graduation is the position used for take-off and contains an indent to stop
the lever at this position. The lever can be forced past
the stop toward position ulO" to obtain additional
boost.
1-28. CALIBRATION POTENTIOMETER KNOBS.
To equalize manifold pressures during flight, small individual adjustments of manifold pressures are made
through the use of six calibration potentiometer knobs
(113, :figure 1-4) located to the right of the engineer's
turbosupercharger boost selector lever. Each knob contains an indexing mark, as does its corresponding
housing. The marks on the knobs and the marks on the
housings are lined up before take-off. During cruise
FLIGHT
Section I
Par~graphs 1-25 to 1-34
the knobs are moved as required to obtain equal manifold pressures.
1-29. TURBOSUPERCHARGER INDICATORS.
1-30. Three dual manifold pressure gages (8, :figure 1-4)
are supplied the engineer. The pilots have a single
manifold pressure gage (16, :figure 1-3) connected to
No. 4 engine.
1-31. PROPELLERS.
1-32. GENERAL.
1-33. The airplane is equipped with six Curtiss constant-speed, full-feathering, reversible propellers. The
propeller control system employed is similar to that
used on previous models of synchronizer-equipped
electric propellers, with the exception that synchronized operation is possible in the reverse range. The
method of accomplishing pitch change differs considerably however.
1-34. PITCH CHANGE SYSTEM. Pitch change is
accomplished mechanically-the power for this operation is taken from the engine at the propeller shaft.
Clutch engagement for operation of the pitch change
mechanism is accomplished hydraulically. The hydraulic power is controlled by solenoids. A small electric
motor drives the blades in the last of the feathering
and the beginning of the unfeathering cycles when
the engine is operating below 450 rpm and is unable
ENGINEER'S
STATION
Oxygen Regulator.-----.,..
Microphone Switch
figure 1-4. (Sheet 1 of 6 Sheets) Flight Engineer's Station
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9
�Sedlon I
(
..,-,...
;I(..,,~"*
__
-
.._~ . ._,ft.ti,,_(#
fMl'QMIU~
.:/ -_ - .s-~ ..·.: - - ~";-'; -~·: ':.".".: L-_- .
. . . .
.
.
(
~.
F~el Pressure Ga
Airspeed I d'
ge
3. Master Tac~ ,cator
Engine T hometer
ac ometer
essure G
.
nterphone
C age
6 1
7. Engine Cyl' dontrol Panel
T
in er And A
8
emperature Ind·
nti-lcing
· Manifold p
~cator
9. Engine Oil r;::re Gage
~O. TOxygen Flow 1!d~rature Gage
l.
orquem t
1cator
12. Carburet:t~~ndicator
~nxg~gen Pres~~r:e~~gerature lndicat~r
ine Cylind er And A
e t' I
Tern
15
perature S I
n ,_ cing
. Fuel Flow I d' e ector Switch
n 1cator
4.
5. Oil Pr
[
DETAIL A
~~:
Figure 1-4. (Sheet 2 of 6 Sheets) Fl"19 h t Eng•
10
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,neer's Station
]
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DETAIL B
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
Fuel Quantity Gage
Fwd Cabin Altimeter
Aft Cabin Altimeter
Cabin Airflow Indicator
Outside Altimeter
Cabin Rate Of Climb
Fwd Cabin Air Temperature Indicator
Duct Air Temperature Indicator
(Fwd Cabin Pressure)
Synchronizing Lamps
Battery Switch
Exciter Control Relay Switd,
External Power Supply Switch
Frequency Meter
Frequency Control Knob
Space For Fourth Alternator Controls
Voltmeter
Bus Tie Breaker Control
Alternator Breaker Switch
Alternator Breaker Indicator Lamp
Bus Tie Breaker Indicator Lamp
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
Kilowatt-Kilovar Meter
Voltage And Frequency Selector Switch
Voltage Control Knob
Kilowatt-Kilovar Selector Switches
Instruction Panel
Phase Sequence Lamps
Phase Sequence Lamps Test Switch
Fire Warning Lamps
Fire Warning Lamp Test Switches
Engine Selector Switches
Discharge Selector Switch
Engine Oil Shut-Off Valve Control Switches
Engine Fan Control Switches
Carburetor Air Filter Switch
Fluorescent Light Switch
Engine Supercharger Switches
Engine Primer Switches
Engine Oil Dilution Switches
Engine Starter Switches
Master And Individual Ignition
Control Switches
1
1l!!fll1IH11!ilil1!1i11!i!lll11ll\111:l!!l~1tli!l\1!111!11!11!!llllll!li!llilllillllili!lllil:ll11fl!11lilil]l1il1!!ll1,!lil l!l!l !il il 111:1 lll'!li!l!l! !1 !:11Ill l l•li,1!ll!l!l111ll l llll
1
1
1 11
1
Figure 1-4. (Sheet 3 of 6 Sheets) Flight Engineer's Station
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·56. Engine Temperature Circuit Breaker
57. Carburetor Air Temperature Circuit Breaker
58. Engine Oil Temperature Circuit Breaker
59. Cabin Duct Temperature Circuit Breaker
60. lnterphone Circuit Breaker
'
61. Fuel Tank Level Indicator Circuit Breakers
62. Bus Tie Breaker Control Circuit Breaker
63: Engine Supercharger Circuit Breakers
64. Fuel Flow Meter Circuit Breakers
65. Oil Dilution Circuit Breakers
66. Engine Primer Circuit' Breakers
67. Engine Starter Circuit Breakers
68. Ignition Circuit Breaker
69. Emergency Brake Pump Circuit Breaker
70. .Wing Anti-Ice Circuit Breaker
71. Tail Anti-Ice And Cabin Heat Circuit Breaker
72. Ventilation Fans Circuit Breaker
73. Engine Oil Shut-Off Valve Circuit Breakers
74. Fire Detection Circuit Breakers
75. Fire Extinguisher ~ircuit Breakers
76. Engine Fan Circuit Breakers
77. Engine Air Plug Control Circuit Breakers
78. lntercooler Circuit Breakers
79. FueJ Panel Indicator Lamps Circuit Breaker
80. Cabin Heat Control Circuit Breaker
81. Wing Shut-Off Valves Circuit Breaker
82. Tank Valve Circuit Breaker ·
83. Booster Pump Switch
84. Tank Valve Switch
85. Fuel Indicator Lamps
(
(
Figure 1-4. (Sheet 4 of 6 Sheets) Fllght E@.._glneer's Station
12
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•,•,•,:,·,··········
86.
87.
88.
89.
90.
91.
92.
93.
94,
95.
96.
97.
98.
No. 5-6 Cross-Feed Valve Switch
No. 1-2 Cross-Feed Valve Switch
Engine Valve Switch
Engine Valve Circuit Breaker
Cross-Feed Valve Circuit Breakers
No. 4 Cross-Feed Valve Switch
No. 3 Cross-Feed Valve Switch
Cabin And Tail Air Modulating Valve
Indicator Lamp
Cabin And Tail Air ·Modulating Valve
Control Switch
Cooling Air Control Switch
Cabin Pressure Wing Shut-Off Valve Switch
Aft Cabin Pressure Switch
lntercooler Shutter Control Switches
99. Cabin Heat And Anti-Icing Air Maximum
Temperature Warning Lamps
100. Pitot Heater Control Switches
101. Propeller Anti-Ice Control Switch
102. Wheel Lights Control Switch
103.. Engine Air Plug Control Switches
104. Wing Anti-Ice Control Switches
105. Cabin Heat And Tail Anti-Ice Control Switches
106. Brake Hydraulic Pressure Gage
107. Brake Pump Pressure Override Switch
108. Brake Low Pressure Warning Lamp
109. Nose Wheel Steering Hydraulic Pressure Gage
110. Hydraulic Pump Override Switch
111. Landing Gear Hydraulic Pressure Gage
DETAIL C
I
I
·:::::::::::::::::::;::..
112.
113.
114.
115.
116.
117.
118.
119.
120.
'I
,•,:.·...-::::;[
Turbosupercharger Booster Selector Lever
Calibration Potentiometer Knobs
Mixture Control Levers
Mixture Control Lock Lever
Throttle Control Levers
Carburetor Preheat Control Switches
Carburetor Preheat Control Circuit Breakers
Master Motor Speed Control Knob
Ash Receiver
figure 1-4. (Sheet J of 6 Sheets) Flight Engineer's Station
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13·
�Section I
Paragraphs 1-35 to 1-44
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AN 01-SEUA-1
(
121.
122.
123.
124.
125.
Feather Switches
Tel-Lamps
Master Motor Switch
Propeller Selector Switches
Propeller Circuit Breakers
figure 1-4. (Sheet 6 of 6 Sheets) Flight Engineers Station
to furnish power.
1-35. PITCH CHANGE RATE. Pitch change during
feathering and reversing is 45 degrees per second.
Normal pitch change rate is 2 1/2 degrees per second.
1-36. NORMAL CONTROLS.
1-37. GENERAL. Control of propeller speed is conventional but synchronization is accomplished by making the speed of all engines compare with the speed of
an electrically driven master motor. A propeller alternator on each engine supplies an electrical indication
of engine speed to the master motor. If the speed does
not coincide with that of the master motor, corrective
impulses will be transmitted to the pitch changing
mechanism until the engine is operating at master
motor rpm. All engines will operate at master motor
rpm when their respective propeller selector switches
are set at "AUTO." In the event of master motor failure, the propellers will remain at the pitch in effect
when its failure occurred. Pitch changes will then be
accomplished by moving the selector switches to the
"INC. RPM" or the "DEC. RPM" position.
1-38. PROPELLER SELECTOR SWITCHES. (See
124, figure 1-4.) Six conventional propeller selector
switches having four positions-"AUTO," "DEC.
RPM,', "INC. RPM,U and "FIXED PITCff'-are provided on the engineer,s table. Normal control indication is given by the engine tachometers. When propellers are operating in the "AUTO" position, the rpm
14
indication on the engine tachometer and master tachometer will be identical.
1-39. MASTER MOTOR SWITCH. (See 123, figure
1-4.) The master motor is turned "ON,, and "OFF" by
means of this switch.
1-40. MASTER MOTOR SPEED CONTROL KNOBS.
(See 119, figure 1-4 and 51, figure 1-3.) These knobs
are used to control master motor rpm. The knob
located at the engineer,s station is mechanically connected to the one on the pilots, pedestal.
1-41. INDICATOR LIGHTS. (See 122, figure 1-4.)
Six push-to-test tel-lamps are provided to indicate failure of the sync~ronization system. Should any one contactor experience a power failure, its corresponding
tel-lamp will go out. If the master motor fails, all
lamps will go out.
1-42. MASTER TACHOMETER. (See 17, figure
1-3 and 3, figure 1-4.) This tachometer will indicate
master motor rpm. It should be noted that master motor
rpm will not always coincide with engine rpm, since
during ground operations the master motor may be
operating at any selected rpm even when the engines
are not running.
1-43. REVERSE CONTROLS.
1-44. REVERSE SELECTOR SWITCHES. (See 43,
figure 1-3.) Three propeller reverse control switches
located on the pilots, pedestal, with their positions
labeled "READY" and "SAFE,'' select the symmetrical
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Paragraphs 1-45 to 1-49
AN 01-5EUA-1
pairs of propellers to be reversed. Propellers are returned from reverse by placing the switches in the
"SAFE" position.
1-45. REVERSE PITCH SWITCH. A push-button
reverse pitch switch (52, figure 1-3) on the pilots' pedestal completes the reversing action of the propellers
after the reverse selector switches have been placed in
the "READY" position.
WARNING
I
1-46. FEATHER CONTROLS.
1-47. There are six feather switches (121, figure 1-4)
located on the flight engineer's propeller control panel.
These two-position switches are covered with switch
guards and have their positions labeled "FEATHER"
and "NORMAL."
1-48.0IL SYSTEM.
1-49. Each engine has it~ own independent oil system
incorporating a 200-gallon tank. Oil conforming to
Specification No. AN-0-8 is required. Gages for oil
temperature (9, figure 1-4) and pressure (5, figure 1-4)
are furnished the engineer.
The propellers should not be reversed unless
the nose wheel is in contact with the ground.
Oil Cooling Door (Ground Use)
Primary Heat Exchanger
CODING
FIRE EXTINGUISHER NOZZLE
~ ANTI-ICING SYSTEM
•
-
INBOARD
NACELLE
OPENINGS
CENTER
NACELLE
OPENINGS
OUTBOARD
NACELLE
OPENINGS
EXHAUST SYSTEM
INDUCTION SYSTEM
~ OIL COOLING SYSTEM
COOLING SYSTEM
~ INTERCOOLER COOLING SYSTEM
r2'22J
figure 1-5. Nacelle Airflow Schematic
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15
�Section I
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AN O1-5EUA-1
Paragraphs 1-5.0 to 1-55
1. Outer Skin
13.
14.
15.
16.
17.
2. Inner Skin
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Baffle Plate
Anti-icing Tube
Fan Deflector Cone
Heating Air Dump Valve
Engine Mount
"Y" Dud
Carbureto r Scoop
Collector Ring Shroud
Engine Air Plug
Engine Coo!inq Air inlet
18.
19.
20,
21 .
22.
23.
24.
Oil Cooler Air Inlet
Turbo Air Inlet (2}
Oil Cooler
Carburetor Preheat Duct {2}
Turbo.supercharger (2)
lntercooler {2}
Exhaust Exit Duct {21
Primary Heat Exchanger (2)
lntercooler Shutter (2}
R-4360 {Wasp Major) Engine
Manifold Shroud Cooling Air Exit
19' Three Bladed Propellers
m
figure 1-6. Nacelle General Arrangement
1-50. OIL SYSTEM CONTROLS.
1-51. OIL SHUT-OFF VALVE SWITCHES. Six oil
shut-off switches (47, figure 1-4) equipped with guards
are installed on the engineer's control panel. Oil shutoff valves are accessible from the wing crawlways and
· may be operated manually.
1-52. OIL COOLING. Oil temperature control is
fully automatic and employs two different configurations. (See figure 1-5.) During ground operation, air is
drawn through the cooler by the engine-driven fan.
During flight, ram air independent of the fan passes
through the cooler. The change-over is accomplished
through use of a switch actuated by movement of a
main gear oleo strut.
1-53. OIL DILUTION. Six spring-loaded oil dilution
16
switches (53, figure 1-4) are located on the engineer's
control panel.
1-54. FUEL SYSTEM.
1-55. The fuel system is conventional in design, incorporating a tank, an engine-driven pump, and an electrically driven booster pump for each engine. The
three tanks and engines in each wing are interconnected, making it possible to supply fuel to any engine
from any tank in that wing. Both wings are also interconnected, making it possible to transfer fuel across
the fuselage. The flow of fuel is controlled by tank,
engine, and cross-feed valves which are grouped in
four clusters of four valves each, two clusters being located in each wing. The valves for tanks No. 3 and 4
are not contained within the clusters. Arrangement of
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the fuel lines and valves is shown in figure 1-7. Total
usable fuel is 21,050 U.S. gallons. Fuel conforming to
Specification No. AN-F-48 (100/130) is used. For detailed information on fuel transfer and management,
see paragraph 2-14.
into and out of the individual fuel tanks.
1-58. ENGINE VALVE SWITCHES. Three engine
valves in each wing control flow of fuel to each engine
and are operated by switches (88, figure 1-4) on the
fuel control panel.
1-59. CROSS-FEED VALVE SWITCHES. The two
cross-feed valves in each wing which control the flow
of fuel between tanks have one switch (86 and 87,
figure 1-4) per pair. The two cross-feed valves which
control the flow ·of fuel across the fuselage, each have
1-56. FUEL SYSTEM NORMAL CONTROLS.
1-57. TANK VALVE SWITCHES. Six tank valves,
three in each wing, are controlled by switches (84,
figure 1-4) located on the fuel control panel at the
flight engineer's station. These valves control fuel flow
VALVE
OPEN
VALVE
OPEN
Fuel configuration is shown
by switch positions. Light
ON indicates valve fully
open or fully closed.
pumps must operate
continuously in tanks
supplying fuel.
Paragraphs 1-56 to 59
LEGEND
CROSS fHO LIGHT
2 10 1 INDICATES VALVES
OPERA!EO
c!J
Booster
CLOSE
"3CR0SS
fHD
(!J
CLOSE
OPEN
OPEN
c!J
OPEN
C!1 C!1
CLOSE
ENG J
CLOSE
ENG 2
CLOSE
ENG 1
1111
Fuel Supply
W
Oil Dilution
-
Primer
-
Carburetor Return
C2l Vent
E2J Purging
Tank 1
2240 gal.
i,tflow Meter
Transmitter
Autosyn
Transmitter
Engine 2
Engine 1
figure J-7. fuel System Schematic
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17
�Section I
Paragraphs 1-60 to 1-80
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AN O1-SEUA-1
(
ENG
NO. 6
Electrically Operated
Flappers In The Control
Valves Direct The Flow
Of Methyl Bromide To The
Nacelle Selected.
figure 1-8. fire Extinguisher System Schematic
one switch (91 and 92, figure 1-4).
1-60. BOOSTER PUMP SWITCHES. Booster pumps
are controlled by six circuit breaker switches (83, figure 1-4).
1-61. ENGINE PRIMER SWITCHES. Priming is
controlled by three primer switches of the three-position type. (See 52, figure 1-4.) Each switch with its
two spring-loaded positions, one above and one below
the "OFF" position, serves the two engines indicated.
1-62. FUEL INDICATORS.
1-63. FUEL FLOW INDICATORS. A flow meter
transmitter located between the booster and the engine-driven pumps in each nacelle is connected to an
indicator (15, figure 1-4) on the engineer's instrument
panel.
1-64. FUEL PRESSURE GAGES. These- three dual
gages (1, figure 1-4) are located on the engineer's
instrument panel.
1-65. FUEL QUANTITY GAGES. Liquidometers in
the fuel tanks have direct-reading transmitters (figure
3-7) whi<;h are visible from the crawlway; they are
located on the rear spar. Remote-reading dual indicators (16, figure 1-4) are located on the engineer's control
panel.
1-66. FUEL VALVE INDICATOR LAMPS. A schematic diagram of the fuel system is reproduced on the
fuel panel with representative flow lines connecting
flow controls and indicator lamps representing control
valves. Indicator lamps (85, figure 1-4) burn continuously while power is on and the valves are in either
of their extreme positions. At the beginning of valve
gate travel, the valve's corresponding indicator lamp
will go out; the relighting of the lamp at the end of
travel indicates successful operation of the valve. Fuel
flow is indicated by valve switch positions only.
1-67. EMERGENCY FUEL CONTROLS.
1-68. All fuel valves are accessible from the wing
crawlway and may be manually operated in the event
18
of electrical failure.
1-69. FIRE EXTINGUISHER SYSTEM.
1-70. GENERAL.
1-71. The methyl bromide fire extinguisher system is
a four~container, two-shot, electrically controlled system. Fire extinguisher general arrangement is shown
in figure 1-8. Extinguisher nozzle locations in each
nacelle are shown in figure 1-5.
1-72. FIRE EXTINGUISHER CONTROLS.
1-73. DISCHARGE SELECTOR SWITCH. The discharge selector switch (46, . figure 1-4) determines the
pair of containers to be discharged.
1-74. ENGINE SELECTOR SWITCH. Six engine
selector switches (45, figure 1-4) are located on the engineer's control panel and are identified by engine
numbers on the switch guards. The switches discharge
the selected containers and direct the flow of methyl
bromide to the engine indicated.
1-75. FIRE WARNING LAMPS.
1-76. Six fire warning lamps (43, figure 1-4) are provided to give visual indication of a nacelle fire.
1-77. FIRE DETECTORPUSH-TO-TESTSWITCHES.
Six push-to-test switches (44, figure 1-4) are provided
to test the continuity of the detector circuits in the
nacelles to the warning lamps at the flight engineer's
station.
1-78. SURFACE CONTROLS.
1-79. GENERAL.
I-80. Design of the control systems incorporates an unconventional method of obtaining motivating forces
for surface movement. Movement of the pilots' controls actuates flying servo tabs in floating main surfaces. An up movement of a tab produces a down movement of the main surface as a result of the air load on
the displaced tab. Likewise, a down tab movement
causes the main surface to move up. Control column
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FLOATING MAIN SURFACE
CONTROL COLUMN
(NEUTRAL)
----
--------
-DOUBLE ACTING SPRING
NORMAL FLIGHT
WHEN THE CONTROL COLUMN IS IN NEUTRAL THE FLOATING MAIN CONTROL SURFACE AND THE FLYING SERVO
TAB ARE IN NEUTRAL.
CLIMB POSITION
______
-----
NORMAL OPERATION
WHEN THE COl)'TROL COLUMN IS MOVED TO THE
CLIMB POSITION IT MOVES THE FLYING SERVO TAB
DOWN. AIR LOAD ON THE TAB MOVES THE FLOATING MAIN CONTROL SURFACE UP.
NEUTRAL
-------GUST LOAD CONDITION
DOUBLE ACTING SPRING
WHEN THE CONTROL COLUMN IS HELD IN NEUTRAL
AND A GUST LOAD MOVES THE MAIN CONTROL SURFACE, THE FLYING SERVO TAB MOVES AGAINST A
SPRING LOAD IN THE SAME DIRECTION AS THE FLOATING MAIN SURFACE. AIR LOAD ON THE TAB CAUSES
THE MAIN CONTROL SURFACE TO RETURN TO NEUTRAL.
Figure J-9. Rudder and Elevator Operation
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19
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FLOATING MAIN SURFACE--
TRIM .AND FLYING
SERVO TAB
(
\'()._.---
\
\
'0-
--
----
----
-
DOUBLE ACTING SPRING
AND HOUSING
CONTROLS NEUTRAL
HINGE POINT OF AILERON
AND BELL CRANK
CONTROL
WHEEL
(LEFT TURN)
\
\
'Q..
--- ---
TRIM NEUTRAL-LEFT WING DOWN
TURNING THE CONTROL WHEEL TO THE LEFT CAUSES THE LEFT WING
AILERON TAB TO MOVE DOWN COMf>RESSING THE SPRING WHICH PROVIDES "FEEL" TO THE PILOT AT THE CONTROLS. AIR LOAD ON THE TAB
PRODUCES AN UP MOVEMENT OF THE AILERON.
ENERGIZING THE ELECTRIC ACTUATOR MOVES THE PISTON IN THE SPRING
HOUSING COMPRESSING THE SPRING AND CAUSING THE HOUSING TO
MOVE THE TAB LINKAGE TO THE DOWN TAB POSITION. NORMAL OPERATION OF THE CONTROL WHEEL MOVES THE TAB TO ANY DESIRED
FLIGHT CONTROL POSITION OVERRIDING THE SET TRIM. UPON RELEASE
OF THE CONTROL WHEEL THE SURFACE WILL RETURN TO THE PREVIOUSLY SET TRIM POSITION.
SHOWING SINGLE TAB FOR BOTH TRIM AND FLYING SERVO.
Figure
20
r-ro.
AIieron Trim and Flying Servo Tab Operation
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AN 01-SEUA-1
BYPASS ORIFICE
CYLINDER
FLOATING MAIN
SURFACE
CONNECTING
PIPE
-
VALVE (OPEN> - - -
FLUID FREE TO FLOW
CONTROLS UNLOCKED
BYPASS ORIFICE WILL ALLOW RESTRICTED
FLOW OF FLUID THRU PISTON PERMITTING
DAMPENING MOVEMENT OF THE SURFACES
FLOATING MAIN
SURFACE
[tt:tr:wn:mrm1 STATIC
FLUID
VALVE <CLOSED) - - - ELECTRIC ACTUATOR
'
CONTROLS LOCKED
(ANY POSITION)
figure 1- 1 1. Control Lock Operation
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21
�Section I
Paragraphs 1-81 to 1-107
RESTRICTED
. AN O1-5EUA-1
or rudder pedal movement is transferred to the flying
servo tabs only; however, the actuating mechanism is
interconnected to the main surfaces through a doubleacting spring installed to give control feel to the pilot.
(See figures 1-9 and 1-10.) With no air load on the
main control surfaces, the presence of this spring causes
movement of the pilots' Bight controls to move the
main surfaces after the tabs have moved and a spring
load sufficient to overcome the friction of the main
surface has been built up. During Bight, air loads are
sufficient to prevent such movement, and main surfaces are moved only by utilizing Hying servo tab
forces. In gusty air the flying servo tabs produce a
damping effect on the main surfaces.
1-81. ELEVATOR AND RUDDER TABS.
1-82. In addition to the flying servo tabs, trim tabs
independent of the Hying servo tabs are. installed in
the rudder and elevators.
1-83. ELEVATOR AND RUDDER TAB CONTROL.
The elevator and rudder trim tabs are controlled in the
conventional manner by control wheels installed on the
pilots' pedestal.
1-84. AILERON TABS.
1-85. The flying servo tab in each aileron also operates
as a trim tab. (See figure 1-10.) These combination tabs
are driven by electric motors during the trimming
operation. .
1-86. AILERON TRIM TAB CONTROL SWITCH.
Operation of the motors is controlled by this springloaded three-position switch (53, figure 1-3) on the
pilots' pedestal.
1-87. AILERON TRIM INDICATOR. Degree of aileron trim is indicated by an instrument (23, figure
1-3) installed on the pilots' instrument panel.
1-88. FLIGHT CONTROL LOCKS.
1-89. The Bight control surfaces are hydraulically
locked in whatever position they are in when the
locks are engaged. (See figure 1-11.) The locks allow
the surfaces to creep under load, but they prevent any
sudden movement. Because of control system design,
locked controls will not restrict small movements of
the control columns or rudder pedals; A safety switch
actuated by the movemeni of the right main oleo strut
will automatically unlock the controls as soon as the
weight of the airplane is removed from the gear.
1-90. FLIGHT CONTROL LOCKS SWITCH. A toggle switch (figure 1-3, sheet 1 of 4 sheets) located on
the pilot's control column locks all control surfaces
when the switch is moved to the "SURFACE LOCKED" position.
1-91. FLIGHT CONTROL LOCK INDICATORS. A
red indicator lamp (15, figure 1-3) will Bash periodically when any one of the controls is locked. When
all controls are unlocked a green indicator lamp (15,
figure 1-3) burns continuously. A red Bag located
adjacent to the Bight control locks switch is visible
whenever the controls are locked.
22
1-92. AUTOMATIC PILOT.
1-93. A type C-1 automatic pilot incorporating formation stick control for the pilot and co-pilot is provided.
Automatic pilot servo motors are interconnected to
the Bight control systems that operate the Hying servo
tabs.
1-94. WING FLAPS.
(
1-95. GENERAL.
1-96. The three pairs of wing fiaps are electrically
operated, controlled, and synchronized. Equal travel of
symmetrically located flaps is insured by the synchronizers, but travel between pairs of flaps is not interrelated.
1-97. FLAP CONTROLS.
1.98. FLAP CONTROL SWITCH. A single threeposition switch (42, figure 1-3) on the pilots' pedestal
controls the three sets of fiaps. The extreme positions
on each side of the "OFF" position are spring-loaded
and are labeled uup" and uDOWN."
1-99. FLAP INDICATORS.
1-100. FLAP POSITION INDICATOR. An indicator
(25, figure 1-3) with three pointers gives individual
position indications of the three sets of fiaps.
1-101. WARNING HORN. If all throttles are advanced to take-off position and the flaps are not extended approximately 20 degrees, a warning horn will
sound. Because there is no silencing button for the
fiap warning horn, it will continue to blow until the
throttles are retarded or until the flaps are moved to
the required position.
1-102. HYDRAULIC SYSTIM.
1-103. GENERAL.
1-104. The complete hydraulic system is made up of
three independent systems: a main system, a brake
system, and an emergency system. Each system has its
own reservoir, pump, and selector valve. (See figure
1-12.) The main system operates the landing gear, the
main gear doors, and nose wheel steering. Pressure
from the emergency system can be directed to either
the main or the brake system.
1-105. MAIN HYDRAULIC SYSTEM.
1-106. Power for the system is derived from an a-c
motor-driven pump. Operation of the pump is automatic during landing gear operation or nose gear
steering. The pump .tnQtor is designed to run two
minutes out of every ten when system pressure is at
3000 psi. Operating time increases proportionately
with a decrease in pressure. During gear retraction the
pump operates at 3000 psi for approximately 50 seconds. The electrically operated main system selector
valve is equipped with plungers for manual operation.
(See paragraph 3-40.)
1-107. PRESSURE GAGE. Main system hydraulic
pressure is indicated on the landing gear hydraulic
pressure gage (111, figure 1-4) at the Bight engineer's
station. No pressure indication is available to the pilot.
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Brake Pedals
T
Brake Hydraulic
Selector Valve
To Brake Hydraulic
Pressure Gage
Hydraulic
Pump
Override
Switch
To Landing Gear
Hydraulic Pressure Gage
Nose Gear
Steering
Control
Switch
Accumulator
~
-------------.3:Z-r
I
Main
Landing
Gear
.....
• •
• •
• •
Main System Pressure
Brake System Pressure
Emergency System Pressure
Main System Return
Brake System Return
Emergency System Return
Steering
.L..L...,, ............._ Selector
I I\~ - JI
Valve
~
Nose Gear
Steering
I -~Control
Leverl
Steering Unit
II
I
I
Mai ~
Landing Gear
Door
I
-- ---Nose Landing Gear
figure 1-12. Hydraulic System Schematic
RESTRICTED
23
�Section I
Paragraphs 1-108 to 1-137
RESTRICTED
AN O1-SEUA-1
1-108. HYDRAULIC PUMP OVERRIDE SWITCH.
This switch is used to control the pump motor during
emergency manual operation of the main system selector valve. The switch (110, figure 1-4) is located at the
engineer's station.
1-109. BRAKE HYDRAULIC SYSTEM.
1-110. Brake system pressure is obtained from an accumulator charged by an a:c motor-driven pump. The
accumulator is automatically kept charged when the
system is placed in operation.
1-111. BRAKE PUMP SWITCH. This switch normally controls the operation of the brake pump motor
and is located on the pilots' pedestal. Landing with low
brake pressure is prevented by making it impossible to
move the landing gear switch to the "EXTEND"
position without switching the brake system on.
1-112. PARKING BRAKE LEVER. (See 50, figure
1-3.) The parking brake lever, located on the pilots'
pedestal, controls the parking brake valve to apply
full accumulator pressure to the brakes.
1-113. PRESSURE GAGE. Brake hydraulic pressure
is indicated on the brake hydraulic pressure gage ( 106,
figure 1-4) at the flight engineer's station.
1-114. LOW PRESSURE WARNING LAMP. A low
pressure warning lamp (108, figure 1-4) located adjacent to the pressure gage gives a warning of low brake
pressure.
1-115. BRAKE PUMP PRESSURE OVERRIDE
SWITCH. Should the brake pressure gage or warning lamp indicate low brake pressure when the brake
pump switch is in the "ON" position, system pressure
is hr-ought within operating range by means of the
brake pump pressure override switch (107, figure 1-4).
1-116. EMERGENCY HYDRAULIC SYSTEM.
1-117. A fluid supply, a hand pump, and an emergency
selector valve (figure 3-9) are the main components
of this system. With the emergency selector valve
in the "CHARGE BRAKE ACCUMULATOR" or
"LANDING GEAR DOWN" position, operation of
the hand pump produces the selected action indicated
on the name plate. Normally the valve should be
placed in the "CHARGE BRAKE ACCUMULATOR"
position.
1-118. LANDING GEAR.
1-119. GENERAL.
1-120. The nose landing gear, the main landing gear,
and the main gear wheel doors are hydraulically actuated. Other fairings which cover the main gear in
flight are mechanically operated by the main gear
movement. The tail bumper is raised and lowered by
an electrical actuator. The landing gear hydraulic system is dependent upon the main. hydraulic system for
pressure and the two systems are connected at the main
system selector valve.
1-121. A safety switch actuated by the oleo strut on
the left main gear prevents gear retraction while the
airplane is on the ground. No overrid~ control of this
safety circuit is provided.
24
1-122. Ground safety locks (figures 2-7 and 2-8) are
provided in the flyaway tool kit to prevent unlatching
of the gear while the airplane is on the ground.
1-123. NORMAL CONTROLS.
1-124. LANDING GEAR CONTROL SWITCH. A
three-position landing gear control switch (39, figure
1-3) is located on the pilots' pedestal. When moved
from the "OFF" to the uEXTEND" or "RETRACT"
position, this switch controls the main hydraulic system pump motor, the selector valve, and the tail
bumper actuator to lower or raise the landing gear.
1-125. LANDING GEAR INDICATOR LAMPS. Two
landing gear position indicator lamps (30, figure 1-3)
are located on the pilots' instrument panel. The green
light on indicates all gear down and locked. The red
light on indicates either that the gear is in transit or
that it is in the retracted_ position with the throttles
below minimum cruise. Bodi lights out indicates the
gear to be up and locked.
1-126. WARNING HORN. The landing gear warning horn, which is also used for flap position warning
(paragraph 1-101), provides warning when the throttles
are retarded below minimum cruise and the landing
gea.r is in the retracted position-. The warning horn is
located in the pilots' pedestal and may be shut off with
a switch (48, figure 1-3) located on the pilots' pedestal.
The sounding of the horn must be stopped each time
a single throttle lever is retarded below minimum
cruise.
1-127. EMERGENCY ELECTRICAL CONTROL.
1-128. An emergency circuit provided by directly connecting the hydraulic pump motor to the hydraulic
pump override switch furnishes a secondary control in
event of a normal circuit failure. The main hydraulic
system selector valve is operated manually in conjunction with the pump override switch to extend or retract the gear.
1-129. EMERGENCY HYDRAULIC EXTENSION.
1-130. Should a failure of the main hydraulic system
occur, hydraulic extension of the landing gear is possible by use of the emergency hydraulic system. (See
paragraph 1-116.)
1-131. EMERGENCY MANUAL EXTENSION.
1-132. All gear may be manually released for a free
fall extension. A main gear may be extended in this
fashion by use of a manual hoist installed in the main
landing gear wheel well.
1-133. NOSE GEAR RELEASE HANDLE. This release ·h andle (figure 3-11) is located on the floor near
the radio operator's station and when pulled will extend the nose gear.
1-134. NOSE GEAR LATCHING HOOK. The latching hook stowed on the side of the food locker is used
to operate the latch during emergency manual extension of the nose gear.
1-135. STEERING SYSTEM.
1-136. GENERAL.
1-137. The nose gear steering system (figure 1-12) is
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(
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AN 01-5EUA-1
equipped with a safety switch installed on the nose
gear oleo strut. This switch makes steering impossible
unless the nose wheels are on the ground.
1-138. STEERING WHEEL. This wheel (figure 1-3,
sheet 1 of 4 sheets) is located adjacent to the pilot's
control column and directs the action of the nose gear.
1-139. STEERING CONTROL SWITCH. An ccONOFF" control switch (38, figure 1-3) is located on the
pilots' pedestal. This switch energizes the main hydraulic system pump motor and actuates the main
hydraulic system selector valve· to provide the pressure
required for nose gear steering.
1-140. NOSE WHEEL STEERING HYDRAULIC
PRESSURE GAGE. This gage (109, figure 1-4) is
located at the flight engineer's station.
Section I
Paragraphs 1-38 to 1-158
1-141. INSTRUMENTS.
1-142. GENERAL.
1-143. All gyroscopic instruments are electrically powered. Fuel, oil, and manifold pressure indications are
provided the flight engineer by autosyn transmitters
located in each nacelle. The pilots' manifold pressure
indicator registers the manifold pressure of engine No.
4 only.
1-144. TORQUEMETER INDICATORS.
1-145. Three dual torquemeter indicators (11, figure
1-4) are located at the flight engineer's station.
1-146. AIRSPEED SYSTEM.
1-147. GENERAL. The airspeed system is conventional. It consists of pitot heads located on each lower
side of the forward portion of the fuselage and a
static pressure port on each side of the fuselage just
forward of bomb bay No. 1.
1-148. AIRSPEED INDICATORS. Four airspeed indicators are installed in the airplane, one at the pilot's,
copilot's, flight engineer's, and navigator's stations.
Battery Receptacles
1-149. ALTERNATE STATIC PRESSURE SWITCH.
Operation of this switch selects the alternate source of
static pressure which is located in the bomb bay. The
switch (9, figure 1-3) is located on the pilots' instrument panel.
RANGE MARKS ARE CYL HEAD TEMP'S ONLY
CAUTION
DO NOT
EXCEED
TEMP'S
INDICATED
TEMP SELECTOR SWITCH
figure 1-13. Engine Cylinder and Anti-icing
Temperature Indicator
1-150. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE INDICATOR.
1-151. GENERAL. A single potentiometer-type temperature indicating gage (7, figure 1-4) is used to
indicate cylinder head and anti-icing air temperatures.
1-152. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE SELECTOR SWITCH. This switch
( 14, figure 1-4) is used to select the particular engine
or anti-icing air duct temperature to be read.
1-153. ENGINE CYLINDER AND ANTI-ICING
TEMPERATURE INDICATOR SWITCH. (See figure 1-13.) This switch puts the indicator in operation.
1-154. CHECK SWITCH. The check switch places
the galvanometer in the check circuit.
1-155. COMPENSATING RHEOSTAT KNOB. This
rheostat marked "COMP. RHEO." adjusts compensating current when the check switch is in the "CH"
position.
1-156. BALANCE KNOB. The balance knob is used
to zero the galvanometer pointer when the check
switch is in the uON" position.
1-157. SLIDE WIRE RHEOSTAT KNOB. This rheostat knob marked uSLW. RHEO." is turned clockwise
when the galvanometer cannot be zeroed with the
balance knob. Normally it is kept as far counterclockwise as possible while still maintaining full scale
balancing with the balance knob.
1-158. GALVANOMETER POINTER. When the
check switch is placed in the "CH" position, the galvanometer pointer functions as a milliammeter and
measures the necessary amount of compensating cur-
RESTRICTED
25
�Section I
Paragraphs 1-159 to 1-172
RESTRICTED
AN 01-5EUA-1
rent required to obtain an accurate temperature indicatipn on the potentiometer. When the check switch
is in the "ON" position the galvanometer mechanism
is in series with the thermocouple circuit and serves as
a galvanometer.
1-159 MAIN INDICATOR POINTER. The main
indicator pointer acts as a direct-reading temperature
gage.
1-160. ELECTRICAL.
1-161. GENERAL.
1-162. A three-phase, high-frequency, a-c system is employed because it permits a considerable weight saving
in required wire gages, actuators, and generators. It
also permits greater ease of maintenance as a result of
the simplified design. Alternating current and direct
current are supplied the airplane through a primary
and a secondary power distribution network. The primary network is a three-phase, 400-cycle, alternatingcurrent power system (figure 1-14) supplied by three
engine-driven alternators; the secondary network is a
direct-current power system (figure 1-15) supplied l,y
transformer-rectifier units fed from the alternatingcurrent system. The alternating-current system supplies
power to the electronic-controlled turrets, heavy-duty
motors, high-speed actuators, lighting circuits, various
flight control equipment, and radio and radar units requiring 400-cycle a-c power. The direct-current system
supplies power to the bomb release equipment, various
flight control equipment, and radio and radar units requiring direct current. It also energizes relays for controlling alternating-current equipment.
1-163. ALTERNATING CURRENT SYSTEM.
1-164. GENERAL.
1-165. The a-c power supply consists of three 40-kva,
208/115-volt, 3-phase, neutral-grounded, 400-cycle alternators. One is installed on engines No. 3, 4, and 5;
provisions for a fo·a rth alternator are made on engine
No. 2. Each alternator feeds into the main power
panels (figure 1-14) in the fuselage, from where the
power is distributed to the various loads in the airplane. All a-c system controls and indicators are installed on the a-c control panel which is located at the
flight engineer's station.
1-166. EXTERNAL POWER CONTROLS AND INDICATORS.
1-167. GENERAL. When the airplane is on the
ground, electric power is obtained from a portable
power cart on which is mounted an alternator driven
by a gasoline engine and a battery. During normal
operation the cart is connected to the airplane through
a six-prong external power receptacle located at the
under side of the fuselage below the wing. It supplies
200-volt, 3-phase, 400-cycle, a-c power, part of which
energizes the airplane's transformer-rectifier units and
furnishes 27-volt direct current. When the external
power cart is connected to the airplane, it is necessary that the three-phase power supplied have the
26
same phase sequence as the alternators in the airplane.
The direction of rotation of a three-phase electric
motor is entirely dependent upon the phase sequence
of its power supply. If two of the three power lines
to a motor are interchanged, resulting· in reversed
phase sequence, the direction of motor rotation reverses. Therefore, if the power leads from the cart are
interchanged so that the phase sequence of the power
output is incorrect, motors on the airplane will run
in the wrong direction when energized from the
external power cart. To prevent this error, a method
of assuring proper phase sequence has been provided.
(
Fuel booster pump motors will be damaged
when operated in.reverse.
1-168. EXTERNAL POWER SUPPLY SWITCH.
This two-position on-off switch (27, figure 1-4) when
placed in the "ON" position completes the circuit
from the external power cart to the airplane.
1-169. PHASE SEQUENCE LAMPS. Two lamps (41,
figure 1-4) are provided to indicate phase sequence. If
the phase sequence of the cart is correct, the lamp
marked 1 cCORRECT 1, 2, 3'' will light. If it is incorrect, then the other lamp marked "INCORRECT 3, 2,
l" will light. A conventional push-to-test switch (42,
figure 1-4) is provided to check the operation of the
phase sequence lights.
1-170. ALTERNATOR CONTROLS AND INDICA·
TORS.
1-171. GENERAL. Operation of any alternator is possible only when the alternator field is excited by d-c
current supplied by a generator built into the alternator. This d-c current fl.ow is controlled by the threeposition, spring-loaded, on-off exciter control relay
switch (26, figure 1-4). Voltage output of the alterna•
tor is controlled by regulating the voltage of the exciter field. The real load output of the alternator is
measured in kilowatts. The reactive power output is
measured in kilovars. The reactive power supplies
excitation energy required for motor fields or condensers.
1-172. One of the most important devices in the a-c
power system is the unit used to drive the alternator at
a constant speed throughout the range of various engine speeds. Alternator frequency varies with alternator
speed; therefore in order to generate a constant frequency, which is necessary for correct operation of
much of the electrical equipment as well as being a
prerequisite to parallel operation of alternators, a reliable constant speed source is required. The constant
speed drive used is a mechanical-hydro-electric governor and drive unit. The drive unit, a variable ratio
hydraulic transmission, delivers power to the alternator
at a speed which is held constant through controlling
action applied to the drive by the governor equipment.
RESTRICTED
(
(
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�Section I
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r-•
I
Engine No. 6 1
Power Panel I
-,
I
Engine No. 1
Power Panel
I
I
I
~I
L_
_'._J
1----,
I
L ___ J
R.Wing
Outer Panel
R Main A-C
Power Panel
External
Power ReceptacleO
r:-
1 ___
1
L.: _ _ _ '..J
,-I
R. Fwd Turret
A-C Power Panel I
L_
~ I L.Fwd
:...J
-
I
.J
Turret
A-C
Power Panel
I
I
L_
~ ]
....J
_J
r:I
Engineer's I
Power Panel~-
i-o-•-•'- -•
Engineer's
Control PanelL __ _J
L.Aft Turret
A·C Power Panel
--,
I
L ____ I
L.Forward Cabin~Power Panel L _
Aft Cabin
Power Panel
-= 1
R. Forward Cabin~ Power Panel
L ___ J
figure 1-14. A-C Electrical Power Distribution
RESTRICTED
27
�RESTRICTED
AN 01-SEUA-1
Section I
,~
Copilot's
Radio Operator's
Bombardier's
Transformer. Transformer- Rectifier Transformer-Rectifier Transformer-Rectifier Rectifier No 3
r--
r
L
1-
--1
r;.;2_:
'
c~tJ
I~ r]
1~ ~1
•
-
I
---
--,
- --
,~ 1 :I
Ac
~
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TransformerRectifier No 1
, ,,
- -
,-- 1---- --: I
:
I
~{ d
Cabin·
TransformerRectifier No. 2
R.ForwardC;Vb;n
Power Panel
rf Mai~ A~C
I
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t
I
Ma fn -k-c
Power Panel
Power Panel
:-r --DC--, : :-;.: :.=.::cf t- ..:..:...:.=;-:
L....l __~_•_•_u_•_•_•_-__ ._~~-•.__•:•;_~~--~--■■.~•<-~.:•---.
~~;;ir
1
Radar
:- - - - Operator's ,
i
:
:
v,..........:- - . ,
Circuit Breaker: ______ ; '._ ~- __ :
Panel
Copilot's
Circuit Breaker
,------Panel
':
:, Engineer's
1
, _ _ _ __ ~Control Panel
('-1
-
I - -
-
-- -
-
-- -
-
-
-
-
-
-
-
-
:1
Bulkhead 6
D;(: !'9'!'f~r_P_anel
,
_,,:
l
___
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---
,-
I
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,----- ---------~•I
------ ---- -----' '
Engineer's
I
,
1
""--~-------•,,.--11ciJ:
- -
----
-
-
Power Panel
r-
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----------
CH-7-....-n~-+,i:---_ _
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Battery
,
.:::., ,
I
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, _______ ,
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Radio Operator's
D-C Power Panel
I
I
Bulkhead -8- - - - - - - - - D-C Power Panel
- - -
I:
I I
L I
---•
0
-- -
-
'
I
1
:
Radio Operator's
Control Panel
I
-
I
Battery
Fuse Box
- - -
I- I
I
I
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I
I
I
I
I
I
I
I
I
I
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I
1
E~gine
E;gine-No-:- 1
Engine
Distribution
Panels
No.- 2
E~giiie No.- 3
~--■i-■---------------.---
I
1
I
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______ ,
Engine No. 6
- - I
I
I
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Engine-No.' 5
,--- ---,
I
0
I
I -
RESTRICTED
-
-- -
Engine No. 4
figure 1-15. D-C Electrical Power Distribution
28
I
I
I
1
(
�RESTRICTED
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1-173. Parallel operation, two or more alternators
supplying a common bus, is desirable, since it will give
greater stability to the electrical system; and in the
event one alternator is inoperative, the entire power
supply will not be cut off. One kilowatt-kilovar meter
(36, figure 1-4) is supplied for each alternator to indicate its power output. Equal power output between
alternators operating in parallel is necessary. If one
alternator supplies a greater load than another, it will
tend to run the other as a synchronous motor, causing
the constant speed drive of the alternator running as
a motor to overheat, since it will not be properly
lubricated under this condition.
1-174. EXCITER CONTROL RELAY SWITCH.
Turning the switch (26, figure 1-4) to the "ON" position starts alternator operation. Turning the switch
to the "OFF" position discontinues alternator operation.
1-175. VOLTAGE CONTROL KNOB. Voltage control of each alternator is controlled by its associated
voltage control knob (38, figure 1-4).
1-176. FREQUENCY CONTROL KNOB. This knob
(29, figure 1-4) is connected to the governor control
circuit and provides a means of controlling the speed
of the constant speed drive. Controlling the s~ed at
which the alternator is driven directly controls the
frequency of its output.
1-177. VOLTAGE AND FREQUENCY SELECTOR
SWITCH. This switch (37, figure 1-4) is used to select
individual alternators so their voltage output and frequency may be read on the single indicator provided
for each. The frequency meter, like the ·voltmeter, is
used in conjunction with the voltage and frequency
selector switch to indicate individual alternator output.
1-178. ALTERNATOR BREAKER SWITCH. Each
alternator is connected to the power distribution network by an alternator breaker. A three-position switch
(33, figure 1-4) spring-loaded in the uoPEN" and
"CLOSED" positions controls the breaker. Individual
alternator breaker indicator lamps (34, figure 1-4) are
located adjacent to each alternator breaker switch.
These red lamps glow when the breaker is in the
open position.
1-179. KILOWATT AND KILOVAR SELECTOR
SWITCHES. A bank of four kilowatt-kilovar selector
switches (39, figure 1-4) is used to determine the power
output of the alternators. These switches are used to
select the desired reading by placing them in either
the uKWATTS" or uKV ARS" position. Indicators (36,
figure 1-4) are provided for use with the kilowattkilovar sel~ctor switches. During parallel operation the
division of real load is indicated by these meters when
the selector switches are in the uKW ATTS" position.
When the switches are in the uKVARS" position the
meters register the reactive power measured in vars
being put out by each alternator.
1-180. BUS CONTROLS AND INDICATORS. When
in parallel operation the individual alternators are all
interconnected to a common bus. This bus is divisible
Section I
Paragraphs 1-173 to 1-186
by means of tie breakers which may be controlled by
the two-position bus tie breaker control switches (32,
figure 1-4). The switches have guards which identify
the bus segments they interconnect. The arrangement
of the main a-c power bus and the individual bus tie
breakers is illustrated on figure 1-14. A red indicator
lamp (35, figure 1-4) is located adjacent to each bus tie
breaker switch and glows when the bus tie breaker is
in the open position.
1-181. SYNCHRONIZER LAMPS. The synchronization controls and indicators are provided to equalize
the output and frequency of each alternator so they
may be operated in parallel to mutually supply the
a-c power requirements. Two lamps (24, figure 1-4)
on the engineer's panel are used tQ synchronize alternators. These lamps are so connected that by means
of the voltage and frequency selector switch, each
lamp is placed between one phase of the power bus
and th~ corresponding phase of the alternator to be
paralleled with the bus. Therefore the lamps will
light when a difference exists between the voltage
of the power bus and the voltage of the alternator.
If the alternator voltage does not have t~ same f requency as the power bus voltage, the lamps will
flicker. During the period that both lamps are dark,
there is no difference in voltage between the power
bus and the alternator, indicating that the polarities
are the same and that it is safe to close the alternator
breaker.
1-182. DIRECT-CURRENT SYSTEM.
1-183. GENERAL. The d-c power system consists of
six transformer-rectifier units designed to operate on
400-cycle, 200/115-volt, 3-phase alternating current,
and a 24-volt, 17 ampere-hour storage battery. No
instruments or equipment is required to control the
d-c system. The units are connected through fuses to
the a-c system and operate in parallel to deliver de
when there is power on the a-c bus. The total load of
the system is automatically shared by the units.
1-184. BATTERY SWITCH. The battery is connected to the d-c system through a relay which is controlled by a switch (25, figure 1-4) on the engineer's
panel. Power for the relay is taken from the battery.
During normal operation of the bus the relay is closed,
permitting the battery to be charged by the transformer-rectifier units.
1-185. OPERATIONAL EQUIPMENT.
1-186. Information concerning the operation of the
following equipment and systems is given in section
IV.
a. Oxygen Equipment
b. Communication, Navigation, and -Radar Equipment
c. Pressurizing, Heating, and Ventilating Systems
d. Anti-icing Systems
e. Armament (Gunnery, Bombing, and Pyrotechnic
Equipment)
f. Lighting <;ontrol System
g. Communication Tube Cart
RESTRICTED
29
�RESTRICTED
Section
AN 01-5EUA-1
Cireuit
Fuse or
Cir. Bkr.
Si1e
Alt Cobin Lights
Aileron Locf. Motor. Right
· 10
10
Aileron Lock Motor. Left
10
Aileron Trim Tob Booster. Right
Ai leron Trim Tob Booster. Left
Automa tic Gun Loy ing , APG-3
10
10
30
Automat ic Gun Loying
Pressur izat ion , APG-3
Autosyn Tronslormer (En g. # I)
Autosyn Tronsformer (Eng, #2)
Autosyn Tronslormer (Eng, # 3)
A.utosyn Tronslormer (Eng, # 4)
l,utosyn Tronslormer (Eng, # 5)
Autosyn Tronslormer (Eng, # 6)
Bomb Boy # I ond # 2 Dome Li ghts
Bomb Boy # 3 ond #4 Dome Lights
Bomb Boy # I De>or Motor
Bomb Boy # 2 Door Motor Right
B?mb Boy #2 Door Motor , Left
Bomb Boy # 3 Door Motor Right
I0
I0
10
I0
10
I0
I0
• 15
• 15
10
10
10
I0
Bomb Boy # 3 Door Motor, Left
I0
Bomb Boy #4 Door Motor
Bomb Boy Lighting Tronslormer
10
20
Bomb Sight & Auto Pilot Servo Cover Heaters 30
Bombardier s Lights
30
Broke Pump Motor
20
Panel
14
12
(Bus SOI)
12
(Bus SOI)
8
18
12
(Bus 401)
21
17
16
15
II
10
9
14
14
7
5
7
12
(Bus 50 1)
13
(Bus 201)
20
12
(Bus 40 1)
2
2
12
(Bus 40 1)
Comero Door Motor
Corburetor Air Filter (Eng. # 4, #5 , # 6)
Corburetor Air Fil ter (Eng, # I, #2 , # 3)
Corburetor Air Pre-Heot (Eng . # I)
Carburetor Air Pre-Heot (Eng. #2)
Carburetor Air Pre-Heot (Eng . # 3)
Corburetor Air Pre-Heot (Eng, # 4)
Corburetor Air Pre-Heot (Eng. # 5)
Co rburetor Air Pre-Heat (Eng. # 6)
Cockpit Lights, Rodor Operator's ond
Nose Gunners
Cooler Air Volve -Motor
Copi lot's Ponel (Exterior Lights)
Drift Meter
Eng ine Air Plug Motor (Eng . # I)
Eng ine Air Plug Motor (Eng. # 2)
Eng ine Air Plug Motor (Eog. # 3)
Eng ine Air Plug Motor (Eng . #4)
Ergine Air Plug Motor (Eng. # 5)
Eng ine Air Plug Motor (Eng. # 6)
Eng ine For Speed Control Motor
10
10
10
10
10
10
10
10
10
30
10
3-20's
10
10
10
10
10
10
10
• 5
20
II
15
17
16
15
II
10
9
2
II
2
6
17
16
15
II
10
9
3
Fuse or
Cir. Bkr.
Siie
Cireuit
Penel
17
16
15
II
10
9
17
60
16
60
I5
60
II
60
10
60
9
60
2
10
4-60's
12
(Bus 50 1)
9
20
10
20
II
20
I5
20
16
20
17
20
10
6
10
10
10
II
15
10
10
16
10
10
10
10
10
10
Engine Oil Cooler (Eng. # I)
Eng ine Oil Cooler (Eng. # 2)
Eng ine Oil Cooler (Eng. # 3)
Engine Oil Cooler (Eng. #4)
Engine Oi l Cooler (Eng. # 5)
Engine Oil Cooler (Eng . # 6)
Engine Starter (Eng. # I)
Eng ine Storter (Eng. :;; 2)
Eng ine Starter (Eng. # 3)
Engine Storler (Eng . # 4)
Engine Starter (Eng. # 5)
Engine Storter (Eng. # 6)
Eng ineer's Lights
Externol Power Receptocle
Flop Motor. Outboord (R. Wing)
Flop Motor, Center (R. Wing)
Flop Motor, lnboord (R. Wing)
Flop Motor , lnboord (L. Wing)
Flop Motor , Center (L. Wing)
Flop Motor, Outboord (L. Wing)
Flux Gote Composs Amplifier
Fuel Booster Pump Motor
Fuel Booster Pump Motor (2)
Fuel Booster Pump Motor (2)
Fuel Booster Pump Motor
Gyro Instrument Transformer,
Copilot's
Gyro Instrument Tronsformer,
Pilot's
Heot Exchonger Left & Turbo Selector
Vo lve Motors
Hydro-Pump Motor
lntercooler Flop Motor Right (Eng. #I)
lntercooler Flop Motor Left (Eng. #I)
lntercooler Flop Motor Right (Eng. #2)
lniercooler Flop Motor Left (Eng. # 2)
lntercooler Flop Motor Right (Eng. # 3)
lntercooler Flop Motor Left (Eng. # 3)
lntercooler Flop Motor Right (Eng. #4)
lntercooler Flop Motor Left (En g, # 4)
lntercooler Fl~p Motor Right (Eng . # 5)
lntercooler Flop Motor Left (Eng. # 5)
lntercooler Fl~p Motor Right (Eng. # 6)
lntercooler Flop Motor Left (Eng. # 6)
Landing Lights, Right
Lond ing Lights, Left
Lighting Tronsformer,
Forword Cobin
Loron Set, AN / APN-9
Pitot Stotic Tube Heoter, Right
Pitot Static Tube Heoter Left
Propeller An ti- Ice (Eng. #4 #5 , #61
10
10
• 6-S's
2-60's
10
10
10
10
10
10
10
10
10
10
10
10
30
30
20
10
• 5
• 5
10
12
(Bus 501)
17
17
16
Cireuit
Propell er Anti-Ice (Eng. # I, #2 , # 3)
Rodor Set AN / APQ-23A
Rod ie Compass , AN/ ARN-7
Rodie Operator's Lights
Rudder ond Elevotor Lock Motor
Secondary Heat Exchonger
Byp~ss Volve Motor
Tail Anti- Ice Valve (Eng . # 3)
To il Anti- Ice Volve (Eng. #4)
Toil Skid
Tronslormer-Recti/ier A. C. to D. C.
Copilot
Tronslormer-Recti/ier A. C. to D. C.
Rodie Operotor
Tronslormer-Rectifier A. C. to D. C.
Bombard ier
Tronslormer-Rectilier A. C. to D. C .
#2
Transformer-Rectifier A. C. to D. C.
#3
Tronsformer-Rectifier A. C. to D. C.
# I
Turbo Regulator Amplifiers
Turbo Regulotor Colibrotion Pots
Turret. Lower Alt R. H.
Turret, Lower Aft L. H.
Turret, Nose
Turret, To il
Turret, Upper Alt .R ight
Turret , Upper Aft Left
Turret, Upper Forword Right
Turret, Upper Forword Left
Vent Fon, Aft Co bin
Vent Fon, Forward Cabin
Voltoge Synchronizing Leods
To Engineer's Ponel
I5
15
II
II
10
10
9
9
2
2
6
6
3
3
II
Eng. i5 Power Panel Bus 50())
Eng. t4 Power Panel (Bus 400)
R. Main AC Power Panel (Bus 401 -501)
L. Main AC Power Panel (Bus 201-301)
Bomb Bay lights Control Panel
20
20
20
20
20
20
6- I0's
20
so
50
40
40
so
50
so
50
10
10
b
12
(Bus 401)
12
(Bus 50 1)
13
(Bus 30 1)
4
4
19
20
I
21
19
20
5
7
19
5
10
12
(Bus 501 )
10
13
(Bus 20 1)
Voitoge Synchron_izing Leods
To Engineer's Ponel
10
13
(Bus 301)
6
Windsh ield Wiper , Bombordier's
Windsh ield Wiper, Pil ot's
Wing Anti-Ice Vo lve (Eng . #I)
Wing Anti-Ice Volve (Eng. #2)
Wing Anti- Ice Vo lve (Eng. #5)
Wing Anti -Ice Volve (Eng . # 6)
Wing Shut-Off Vo lve Motor
All Circuits Are
Arranged Alphabetically
Eng. i 3 Power Panel (Bus 300)
Eng. ti.2 Power Panel (Bus 200)
Eng. i l Power Panel (Bus 204)
L. Wing Outer Panel (Bus 205)
R. Aft. Turret Panel (Bus402)
L. Aft. Turret Panel (Bus 302)
Aft Cabin Power Panel (Bus .403)
(
3
15
II
21
Voltoge Synchronizing Leods
To Engineer's Panel
"Circuit Bru k&r
To S..t+ory Fu•e Boo
RESTRICTED
2
12
(Bus 50 1)
12
(Bus 40 1)
Figure 1-16. (Sheet 1 of 2 Sheets) Fuse Location Diagram
30
Ji
10
5. R. Forward Turret Panel
(Bus 502)
6. L. Forward Cabin Power Panel
(Bus 203)
7. L. Forward Turret Panel (Bus 2021·
8. R. Wing Outer Panel (Bus 505)
9. Eng. 'if6 Power Panel (Bus 504)
10.
11.
12.
13.
14.
• 5
10
10
10
Penel
Voltoge Synchron iiing Leod
To Engineer 's Ponel
1 Connuctod
15.
16.
17.
18.
19.
20.
21.
10
20
10
30
10
lb
1. R. Forward Cabin Power
Panel (Bus 503)
2. 28V. AC Fuse Panel
3. Engineer's Circuit Breaker
Panel
4. Engineer's Fuse Panel
Fuse or
Cir. Bkr.
Siie
10
10
10
10
10
10
• 5
I
17
16
10
9
3
(
�Section I
RESTRICTED
AN 01-5EUA-1
Fuse or
Fuse or
Cir. Bkr.
Cir. Bkr.
Circuit
Aileron Trim Tab Control
Alerm Bell
Alternetor Governor (Eng, #5)
Alternetor Governor (Eng. #4)
Alternetor Governor (Eng, # 3)
Alternetor Governor (Eng, # 2)
AN/APQ-23A
Autometic Gun Leying
APG-3
Automatic Pilot Control
Blind Approech
AN/ARN-5
Bomb Arming Control
Bomb Arming Bomb Bey # 3
Bomb Arming Bomb Bey #4
Bomb Arming Bomb Bey #2
Bomb Arming Bomb Bey # I
Bomb Bey # I end # 4 Door
Control
Bomb Bey #2 Door Control
Bomb Bey # 3 Door Control
Bomb Bey Door Control
Bomb Bey Lights Control
Bomb Bey Lights Control
Bomb Bey Lights Control
Bomb Glide Control
Bomb Reck Selector
RS-2 Reley Bomb Beys # I & #4
Bomb Reck Selector
RS-2 Raley Bomb Boy # 2
Bomb Reck Selector
RS-2 Reley Bomb Bey # 3
Bomb Releese, Normel
Bomb Salvo (2) Bomb Beys # I & # 2
Bomb Selvo (2) Bomb Beys # 3 & #4
Bomb Selvo Releese Pilot
Bomb Selvo Releese Bomberdier
Bomb Selvo Releese Redic Operetor
Bomb Sight Stebilizer
Bomb Stetion lndicetor
Lights
Broke Pump Control
Bus-Tie Breaker Control, A. C.
Cabin Heet Control
Cebin Heel Inlet Tempereture
Cebin Pressure Control
Cebin Pressure Werning
Cemere Control K-24
Cerbuletor Air Filter Control
Cerburetor Air Temperature
Cerburetor Air Pre-Heel
(Eng. ·#1, #2, #3, #4, #5, #6)
1.
Size
• 5
• 5
10
10
10
10
20
Panel
t
2
2
II
12
14
15
3
•10
• 10
•10
• 5
·20
•25
·20
•25
I
7
13
13
I,
6
•
•
•
•
•
•
•
•
5
5
5
5
5
5
5
5
7
7
7
2
5
13
17
7
• 5
13
•s
•s
•10
•20
·20
•10
•10
·10
• 5
3-20's
5
5
5
s
5
5
•2s
• 5
• 5
•
•
•
•
•
13
7
I,
13
2
7
5
7
8
2
4
4
4
4
17
13
4
4
• 6-S 's
Radar Operator's Circuit
Breaker Panel
Copilot's Circuit Breaker P•nel
R. Forward Cabin Power Panel
Commend Set
AN/ARC-3
Control Surfece Lock
Detonet6r, SCR-095
Emergency Hydro-Pump
Control
Emergency Breke Pump
Control
Engine Air Plug
(Eng. #1, #2, #3 , #4, #5, #b)
Engine Primer
Control
Engine Starter
Control
Engine Tempereture
Engine Throttle
Control
Fire Detection
Fire Extinguisher System
Flep Position Transmitter
Flux Gete Compess
Ceging
Fuel Booster Pump
Control
Fuel Mixture Control
Fuel Trensfer System
ldentificetion Set
SCR-695
Ignition System
Indicator, Copilot's
Senk end Turn
lndicetor, Flop Position
lndicetor, Fuel Level
lndicetor, Pilot's
Senk end Turn
Induction Vibretion
Booster (Eng, # 6)
Induction Vibretion
Booster (Eng, # 5)
Induction Vibretion
Booster (Eng. #4)
Induction Vibretor
Booster (Eng. # 3)
Induction Vibrator
Booster (Eng. #2)
Induction Vibretion Booster (Eng. #I)
lntercooler Control (Eng. #b)
lntercooler Control (Eng. # 5)
lntercooler Control (Eng. #4)
lntercooler Control (Eng. # 3)
lntercooler Control (Eng. #2)
2.
3.
4. Engineer's Control Panel
5. Radio Operator's Control Panel
5.A Radio Operator's DC Fuse Panel
6. Sta. 6.0 Circuit Breaker Panel
7. Bombardier's and Nttvigator's Circuit
Br~aker Panel
8. L. Forward Cabin Power Panel
9. Battery Fuse Box
10. , Eng. 16 Distribufion Panel
11. Eng. i5 Distribution Panel
Si:r.e
Circuit
Fu• or
Panel
20
• 5
•10 t
SA
2
5
•s
•s
4
• 6-5's
• 5
•s
•s
4
4
• 6-S's
• 5
•15
•s
4
4
4
13
•s
• 6-S 's
• 6-S's
•14.5 '5
4
4
4
•10
·20
• 5
.. 5
• 3-S's
• 5
10
II
12
14
10
10
10
10
10
15
16
10
II
12
14
15
Cir. Bkr.
Circuit
lntercooler Control
lnterphone,
AN/AIC-2A
lnterphone
lnterphone
lntervelometer Heeter
Lending Flep Control
Lending Geer Control
Lending Geer Werning
Lending Lights Position Control
Liaison Set Dynomotor
Lieison Set AN/ ARC-8
Merker Beecon
Nose Steering Control
Oil Dilute
Oil Shut-Off Velves
Oil Tempereture
Propeller Anti-Icing
Control
Propeller Pitch Control
Propeller Synchronizer
Mester
Reder Cemere
Control
Redic Compass
AN/ARN-7
Reder Pressurizetion
Test Power Terminal (Eng. # 1,)
Test Power Terminel (Eng, # 5)
Test Power Terminel (Eng, #4)
Test Power Terminel (Eng. #3)
Test Power Terminel (Eng. #2)
Test Power Terminel (Eng. # I)
Trim Teb Position
·
Transmitter L. Aileron
Trim Teb Position
Trensmitter R. Aileron
Turbo Reguletor (Eng. # 6)
Turbo Reguletor (Eng, # 5)
Turbo Reguletor (Eng. #4)
Turbo Reguletor (Eng. # 3)
Turbo Reguletor (Eng. #2)
Turbo Reguetor (Eng. # I)
Wheel Well Lights,
Lending Geer
Windshield Wiper
Control Pilot
Windshield Wiper
Control Bomberdier
Wing Anti-Icing
Control
Size
10
• 2-S's
•s
• 5
•s
• 3-S's
•s
•s
•s
3-20's
•s
• 5
•s
•s
• 6-S's
• 3-S's
P1nel
II,
2
4
5
7
2
2
2
2
SA
s
s
2
4
4
4
•s
• 6-IS's
•10
•10
• 5
•s
10
10
10
10
10
10
7
I
10
II
12
I+
15
lb
10
10
10
10
10
10
10
10
10
11,
•s
•s
10
II
12
14
15
16
4
• 5
• 5
•c1,cuit Bruier
tConn•cted To B•tt•ry Fu•• Bo,
All Circuits Are
Arranged Alphabetically
12. Eng. t4 Distribution Panel
13. Sta. 8.0 DC Power Panel
14. Eng. t3 Distribution Panel
15. Eng. i2 Distribution Panel
16. Eng. 111 Distribution Panel
17. Aft Cabin Power Panel
Figure 1-16. (Sheet 2 of 2 Sheets) Fuse Lo.cation Diagram
RESTRICTED
31
�RESTRICTED
AN 01-5EUA-1
Section II
(
/71111 ACROBATICS
~ARE PROHIBITED/
32
RESTRICTED
�RESTRICTED
AN 01-5EUA-1
Section II
Paragraphs 2-1 to 2-3
NORMAL
OPERATING
INSTRUCTIONS
::a:;£3.ilBOOC!WJr.;'.;;;;;UJ::;:-
~------------
2-1. BEFORE ENTERING AIRPLANE.
2-2 FLIGHT LIMITATIONS AND RESTRICTIONS.
All acrobatics are prohibited. Airplane limitations
are as follows:
a. Flap Extension
10 Degrees
Maximum IAS 188 mph
20 Degrees
Maximum IAS 160 mph
30 Degrees
Maximum IAS 150 mph
b. Landing Gear
Extension
Maximum IAS 188 mph
c. Landing Light
Extension
Maximum IAS 188 mph
d. Full Aileron
Deflection
Maximum IAS 188 mph
e. Maximum bank while turning is 60 degrees at
a gross weight of 278,000 pounds.
f. Maximum Diving Speeds
ALTITUDE-FEET
Sea Level
5,000
10,000
15,000
20,000
25,000
30,000
35,000
g. Maximum weight for landing is 268,000 pounds.
WARNING
I
When landing at the maximum weight, bomb
bays No. 1 and No. 4 must be empty.
h. High ratio ("HIGH RPM" position) of the
engine-driven fan must not be used below 15,000
feet altitude. (See paragraph 2-43.)
Note
These limitations and restrictions are subject
to change; consult the latest service directives
and orders.
IAS-MPH
295
287
279
270
259
248
235
217
33
RESTRICTED
�Section II
Paragraphs 2-4 to 2-7
RESTRICTED
AN 01-SEUA-1
0- TO 7500 FEET
(
1
IAS
191
180
1-40
100
2000
I
RPM
2800
figure 2-2. Propeller Limitations
20 Degree flaps
7500 TO 15000 FEET
figure 2-1. Propeller Limitations
Zero Degree flaps
a.
b.
c.
d.
e.
Fuel and Oil Caps-In Place and Secure
Pitot Head Covers-Removed
Landing Gear and Bomb Door Locks-Removed
Tires and Oleo Struts-Properly Inflated
Wheels-Chocked
(
FAILURE TO ~AVE Tl-IE NOSE W~EEL se1ss0Rs
eONNEeTED WILL \ZENDER T~E NOSE wµEtL
STEERING INOPEf<~Tl\/E
figure 2-3. Propeller Limitations
30 Degree Flaps
2-4. TAKE-OFF GROSS WEIGHT AND BALANCE.
2-5. Check to see that airplane weight and balance
form F is complete. For loading information refer
to Handbook of Weight and Balance Data, AN Ol-lB40. A load adjuster is stowed in the pilot's data case in
the flight compartment.
Note
If the nose gear strut is extended over 10
inches after landing, partially deflate it before taxiing. For optimum steering at low
gross weights, the cg location should be 30
per cent MAC.
(
2-6. INSPECTION-EXTERIOR OF AIRPLANE.
2-7. The following items on the exterior of the airplane will be inspected.
34
RESTRICTED
�Section II
RESTRICTED
AN 01-5EUA-1
f. Nose Gear Scissors-Connected
WARNING
Paragraphs 2-8 to 2-11
I
Failure to have the nose gear scissors connected will render the nose wheel steering
mechanism inoperative.
2-8. HOW TO GAIN ENTRANCE.
2-9. The crew may enter the airplane through the
forward ·entrance (27, figure 1-1) located in the nose
wheel well, or through the aft entrance (55, figure
1-1) located on the under side of the fuselage below
the aft upper gunner's blister.
2-1 O. ON ENTERING THE AIRPLANE.
2-11. On entering the airplane the pilots and the flight
engineer will make the following preflight checks:
ENGINEER
PILOTS
a. Seat
Ad just
b. Rudder Pedals
c. Circuit Breakers
Ad just
On
d. Oxygen Equipment and Pressure
Check
e. Indicator Lamps
Push to Test
a. Cabin Pressure Dump Valve
Control Knob (See figure 1-4,
Sheet 1 of 6 sheets.)
b. Seat
c. Oxygen Equipment and Pressure
(13, figure 1-4)
d. Master and Individual Ignition
Switches (55, figure 1-4)
e. Battery Switch (25, figure 1-4)
Fully Clockwise
Adjust
Check
"OFF"
"ON"
The battery switch must be on to supply
power for grounding the magnetos.
f. Gyros (6 and 7, figure 1-3)
g. Alternate Static Pressure
Switch (9, figure 1-3)
h. Emergency Ignition Switch
(31, figure 1-3)
i. Landing Gear Control Switch
(39, figure 1-3)
Uncaged
ct AIRSPEED
TUBE STATIC
PRESSURE"
f. External Power Supply Switch
(27, figure 1-4)
g. Phase Sequence Lamps
(41, figure 1-4)
HOFF"
Push Button
To Test
h. External Power Supply
Plug In
i. Correct A-C Phase
Sequence Lamp
Lighted
Pushed In
HEXTEND"
Note
If the incorrect a-c phase sequence lamp is
lighted, reverse any two phase leads on the
external power cart terminal strip.
The correct a-c phase sequence lamp must
light before the external power supply switch
is turned on, to eliminate possibility of motor
damage.
RESTRICTED
35
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Section II
AN 01-5EUA-1
ENGINEER
PILOTS
j. Brake Pump Switch (39, figure 1-3)
j. External Power Supply Switch
k. Parking Brake Lever (50, figure 1-3)
k. All Exciter Control Relay
Switches (26, £.~re 1-4)
WARNING
I
"ON"
Momentarily
"OFF"
(
Rapid successive movement of the parking
brake lever will cause the brake gage line
fuse to move and drop the brake pressure,
rendering the brakes inoperative. If this condition exists, operate the emergency hand
pump to position the fuse which will give the
proper pressure.
I. Propeller Reverse Selector
Switches (43, figure 1-3)
m. Interphone Equipment (See
figure 1-3, sheet 4 of 4 sheets.)
n. Alarm Bell Control Switch
(24, figure 1-3)
"SAFE"
Check
"ON" (Check
operation of
alarm.)
I. All Bus Tie Breaker Control
Switches (32, figure 1-4)
m. All Circuit Breakers
"CLOSE"'
On
n. Tank, Engine, and No. 3 and No. 4
Cross-feed Valve Switches (See figure
1-4, sheet 4 of 6 sheets.)
"CLOSE"
o. Nos. 1-2 and 5-6 Cross-feed Valve
Switches (87 and 86, figure 1-4)
"OPEN".
Note
Check the operation of the alarm bell in the
aft cabin with crew members, concurrent with
the interphone equipment check.
o. Radio Equipment (See figure 1-3,
sheet 4 of 4 sheets.)
Check
p. Altimeters (20, figure 1-3)
q. Flap Position Indicator
(25, figure 1-3)
,
r. Surface Controls
Set
Check for
Full "UP" Flaps
Unlock
p. Booster Pump Switches
(83, figure 1-4)
"OFF"
q. Cooling Air Control Switch
(95, figure 1-4)
"OFF"
r. Cabin Pressure Wing Shut-off Valve
Switch (96, figure 1-4)
"OFF".
Head the airplane into the •wind before unlocking the control surfaces.
Note
If the red indicator lamp (15, figure 1-3) does
not go out, the controls are not completely
unlocked.
s. Surface Controls for
Freedom of Movement
t. Aileron Trim Tab Position
Indicator (23, figure 1-3)
u. Surface Controls
Check
t. Cabin Heat and Anti-Icing Air
Maximum Temperature Warning
Lamps (99, figure 1-4)
Zero
Relock
u.- Pitot Heater Control Switches
(100, figure 1-4)
36
(
s. Aft Cabin Pressure Control Switch
(97, figure 1-4)
RESTRICTED
Push to Test
"OFF"
�RESTRICTED
Section II
AN 01-5EUA-1
PILOTS
ENGINEER
v. Propeller Anti-ice Control Switch
(101, figure 1-4)
"OFF"
w. Wheel Lights Switch
(102, figure 1-4)
x. Wing Anti-ice Switches
(104, figure 1-4)
"OFF"
y. Cabin Heat and Tail Anti-ice
Switches (105, figure 1-4)
"OFF"
z. Intercooler Shutter Control
Switches (98, figure 1-4)
aa. Air Plug Control Switches
(103, figure 1-4)
As Required
"OPEN" Until
Air Plugs are
Fully Open
ab. Brake Hydraulic Pressure
Gage (106, figure 1-4)
ac. Brake Pump Pressure Override
Switch (107, figure 1-4)
Check
"OFF"
ad. Brake Low Pressure Warning
Lamp (108, figure 1-4)
Push to Test
ae. Hydraulic Pump Override
Switch (110, figure 1-4)
"OFF"
af. Turbosupercharger Boost Selector
Lever (112, figure 1-4)
"O" Position
ag. Turbosupercharger Calibration
Potentiometer Knobs (113, figure 1-4)
ah. Carburetor J>reheat Control
Switches (117, figure 1-4)
ai. Feather Switch Guards
(121, figure 1-4)
aj. Propeller Circuit Breakers
(125, figure 1-4)
ak. Master Motor Switch
(123, figure 1-4)
al. Master Motor Speed Control
Knob (119, figure 1-4)
Indexed
As Required
Down
On
"ON"
Increase Until
Master
Tachometer
Indicates 2700
rpm
am. Propeller Selector Switches
(124, figure 1-4)
"AUTO"
an. Tel-lamps (122, figure 1-4)
Lighted
ao. Fire Extinguisher Selector
Switch Guards (45, figure 1-4)
Down
ap. Fire Warning Lamps
(43, figure 1-4)
Push to Test
aq. Fire Detector Push-to-test
Switches (44, figure 1-4)
Push to Test
Circuit
ar. Oil Shut-off Valve Switch
Guards (47, figure 1-4)
Down
RESTRICTED
37
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AN 01-SEUA-1
Section II
(
m.O
1
iwcO
I
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ENS. Q I
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·············· ······ ······ ······
·················· ·················· ········ ·····
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Tank 4
11150 I
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····· ···········•· .. , , ...
ENS. 0 1
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115.0c
PIIJS Tl l(S£T
figure 2-4. (Sheet 1 of 2 Sheets) Courses of fuel flow
38
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�Section II
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AN 01-SEUA-1
·••.•,••,•········································
c(Ilp Closed Valve
c@ Open Valve
.L Operating Booster
Idle Booster Pump
···················· ···
···· ······················ ···· ..
········
Pump
111. ~
l
,uliur
111.0 2
PESIIUT
ENGINE WARM - UP
111. ~ l
•,•.••,•,•,•,•,•,•,•······················································ ··
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uc.o
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Tank 3
111. ~ l
uc.o
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111.~l
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PESIIIDIT
USING FUEL FROM NO. 2 AND NO. 5 TANKS
Tank 3
Tank 2
i /) :·····:;:{;;;:>;;;;;;;;;;;;/;\;:;;;;;;;;;;:·::::;:.:.:.:.:.·.·.·.·.·.·.
·· ······· ...
·· ·· ······ ······
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N0.2 TANK LEAKING, FEEDING 1, 2, 3, ENGINES, TRANSFERRING TO NO 3 TANK
figure 2-4. (Sheet 2 of 2 Sheets) Courses of fuel flow
RESTRICTED
39
�Section II
Paragraphs 2-12 to 2-15
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AN 01-5EUA-1
PILOTS
ENGINEER
as. Fan Speed Control Switches
(48, figure 1-4)
"LOW RPM"
at. Carburetor Air Filter Switch
(49, figure 1-4)
As Required
(If Installed)
au. Fluorescent Light Switch
(50, figure 1-4)
"OFF"
av. Engine Supercharger Switches
(51, figure 1-4)
"BOTH"
aw. Fuel Quantity Gages
(16, figure 1-4)
Check
ax. Altimeters (17, 19, and 20, figure 1-4)
ay. Interphone Equipment
(6, figure 1-4)
az. Eng. Cyl. and Anti-icing Temp.
Ind. Switch (7, figure 1-4)
Set
Check
"ON"
"CH" Position
ha. Check Switch
bb. Compensating Rheostat
Adjust Until
Galvanometer
Needle Indicates
"CH"
"ON" Position
be. Check Switch
bd. Booster Pump Operation
Check
be. Report to the pilot when the check
list is complete and engines are
ready to start.
2-12. SPECIAL CHECK FOR NIGHT FLIGHTS.
2-13. When a night flight is anticipated, check the
following equipment:
a. Landing Lights
b. Position Lights
c. Formation Lights
d. Compartment Lights
e. Wing Interior Lights
f. Instrument Panel Lights
g. Flares
h. Pyrotechnic Pistol
i. Blackout Curtains
j. Flashlights
2-14. FUEL SYSTEM MANAGEMENT.
2-15. The various configurations for normal operation
are given below: (See figure 2-4.)
a. BOOSTER PUMP OPERATION CHECK. Operation of each booster pump prior to starting engines
should be checked as follows:
1. Turn booster pumps on.
2. Properly position tank, engine, and cross-feed
valve switches to attain individual booster pump pressures.
3. Observe fuel pressure indication.
4. Upon completion of the ch~ck, turn booster
pumps off and close all engine, tank, and cross-f~d
valves.
40
b. STARTING ENGINES, WARM-UP, TAKE-OFF,
AND CLIMB. All tank, cross-feed, and engine
valves open.
Note
To prevent overflowing of inboard tanks
when operating with all tanks full, .s tart and
warm-up all engines from the inboard tanks.
Booster pumps must be operated continuously in tanks supplying fuel.
c. NORMAL CRUISE. Use all the fuel in the inboard tanks first, center tanks second, and outboard
tanks last. (See figure 2-4 for switch positions.) When
the fuel supply in a single tank feeding three engines
is reduced to approximately 200 gallons, fuel from a
full tank is brought into the system under booster
pump pressure. As soon as the fuel gage of the emptying tank r~ads zero, the tank valve of the empty
tank is closed and its booster pump is turned off.
d. LANDING. For normal landing conditions outboard tank valves and Nos . .1-2 and 5-6 cross-feed
valves are open, center and inboard tank valves are
closed, and all engine valves are open. If fuel is
available in all tanks, use the take-off configuration.
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AN 01-5EUA-1
Section II
Paragraphs 2-16 to 2-17
2-16. STARTING ENGINES.
2-17. When starting engines, a ground observer (a
member of the flight crew or the ground crew) must
be in constant communication with the flight engineer. As each of the engines is turned over, any observation of abnormal operation must be reported
to the flight engineer immediately. To facilitate warmup of the alternators and controls, the recommended
engine starting sequence is 4, 5, 6, 3, 2, and 1.
PILOTS
ENGINEER
a. Direct all propellers be pulled
through six blades.
Use no more than two men per blade. The
engines must be turned carefully while checking for hydraulic locks.
b. Mixture Control Levers
"IDLE CUT(114, figure 1-4)
OFF"
c. Throttle Levers
1/4 to 1/2
(116, figure 1-4)
Ope\i
d. Engine Cylinder and Anti-icing
Temperature Selector Switch
( 14, figure 1-4)
Engine No. 4
e. Balance Knob
Rotate right or
left to obtain
zero reading on
galvanometer.
Note
If a zero reading of the galvanometer cannot
be obtained with the balance knob, turn the
slide wire rheostat clockwise until a zero
reading can be obtained with the balance
knob. It is desirable that the slide wire rheostat knob be kept as far counterclockwise
as possible.
Note
Note manifold pressure reading before starting engine.
f. Cross-feed Valve Switches
g. No. 3 and No. 4 Tank Valve
Switches
h. No. 3 and No. 4 Booster
Pump Switches
i. No. 4 Engine Fuel Valve Switch
j. No. 4 Engine Fuel Pressure
(1, figure 1-4.)
"OPEN"
"OPEN"
"OPEN"
Check
The carburetor accelerating pump bypasses
idle cut-off; therefore, do not advance the
throttles.
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41
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Section II
AN 01-5EUA-1
PILOTS
ENGINEER
k. Clear Areas for Starting
No. 4 Engine
1. Master Ignition Switch
m. Engine Starter Switch
(54, figure 1-4)
n. Engine Primer Switch
(52, figure 1-4)
o. No. 4 Engine Ignition
Switch
Push On
"4" Position
"4" Position
for 3 to 5
Seconds Concurrent With
No. 4 StarterSwitch
"BOTH" After
Engine Has
Turned Through
Three Blades
1. Keep mixture control in "IDLE CUTOFF" until engine is running on prime.
2. If oil pressure does not register 50 psi at
once, stop the engine and investigate.
3. Maximum continuous cranking is ONE
MINUTE; then allow the starter to cool a
MINIMUM OF THREE MINUTES.
''AUTO-RICH''.
p. No. 4 Mixture Control Lever
(
Note
If the engine stops running after the mixture control lever has been moved to the
"AUTO-RICH" position, return the lever to
"IDLE CUT-OFF" and recrank. If the engine
does not start in a reasonable length of time,
stop cranking and repeat the procedure, starting with prime.
q. No. 4 Throttle Lever
Set to Obtain
1000 rpm
Note
Do not set throttle for 1000 rpm until oil
smoke clears out.
r. Repeat the above procedure for starting engines No. 5, 6, 3, 2, and 1.
Note
Idling speed for engines No. 1, 2, and 6 is
600 rpm; but in order to gain the proper
alternator output, engines No. 3, 4, and 5
must be idled at 1000 rpm.
Note
See paragraph 3-1 for instructions on combatting engine fires.
42
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Paragraphs 2-18 to 2-21
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AN 01-5EUA-1
2-18. ENGINE WARM-UP.
2-19. The following procedure will be used to warm
up the engines:
PILOTS
ENGINEER
Do not exceed 1000 rpm until the oil temperature reaches 40°C. Make all ground operations
with the mixture controls in the "AUTORICH" position.
a. Make the ignition safety check at 1000 rpm as
follows: Switch the No. 4 ignition from "BOTH"
to "L" and then to the detent position between
"L" and "R"; then switch from the detent position to ''R" and back to the detent position. Finally switch the ignition from the detent position
to "OFF" momentarily, and back to "BOTH:'
Note
A slight drop-off of engine rpm on each single
magneto position and complete cutting out of
the engine at the ''OFF" position indicate
proper connection of the ignition leads.
b. Engine No. 4 Throttle
Lever
c. Voltage and Frequency
Selector Switch (37, figure 1-4)
d. No. 4 Exciter Control Relay
Switch (26, figure 1-4)
Set to Obtain
1000 rpm
"4" Position
Momentarily
"ON"
e. No. 4 Voltage Control
Knob (38, figure 1-4)
Ad just to 205
Volts (31,
figure 1-4)
f. No. 4 Frequency Control
Knob (29, figure 1-4)
Ad just to 410
Cycles (28,
figure 1-4)
g.External Power Supply Switch
h. No. 4 Alternator Breaker
Switch (33, figure 1-4)
i. External Power Supply
j. No. 3 and No. 5 Exciter
C.Ontrol Relay Switches
"OFF"
"CLOSE"
Unplug
Momentarily
"ON"
Note
Placing the exciter control relay switches in
the "ON" position allows the alternators time
to warm up.
2-20. ENGINE GROUND TEST.
2-21. To reduce engine ground test time, the following procedure calls for propeller, engine fan speed,
and magneto checks to be made on symmetrical pairs
of engines. Engine power checks are made individually.
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43
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Section II
AN 01-SEUA-1
ENGINEER
PILOTS
a. Engine Oil Temperature
Gage (9, figure 1~4)
40°C
Do not attempt to accomplish any ground test
until oil temperature is 40 °C.
b. Voltage arid Frequency
Selector Switch
c. Engine Cylinder and Anti-icing
Temperature Selector Switch
d. Balance Knob
Engine Being
Tested
Engine Being
Tested
Zero Galvanometer Needle
e. Throttle Levers, One Symmetrical Set to Obtain
1600 rpm
Pair of Engines
"DEC. RPM"
f. Propeller Selector Switch
Until Engine
Speed Drops to•
1400 rpm
"INC. RPM"
g. Propeller Selector Switch
Until Engine
Speed Increases
to 1500 rpm
"AUTO"
h. Propeller Selector Switch
Note
Engine speed should return to 1600 rpm.
i. Master Motor Speed
Control Knob
j. Engine Tachometer
k. Master Motor Speed
Control Knob
a. After engineer has completed propeller
check on each symmetrical pair of engines at 1600 rpm, propeller reverse
selector switch (43, figure 1-3)
HREADY"
b. Propeller Reverse Pitch Switch
(52, figure 1-3)
Push
c. Propeller Reverse
Selector Swi~ch
1. Engine Tachometer
1600 rpm
m. Observe tachometer and report erratic action.
Note
The increase in engine rpm will be very small
as the propeller passes through flat pitch into
reverse, since the pitch change action is very
fast.
"SAFE"
Note
When the engineer runs up the No. 4 engine,
check the manifold pressure gage (16, figure
1-3) against the flight engineer's No. 4 manifold pressure gage.
Decrease Until
Master Tachometer Indicates
1400 rpm
1400 rpm
Increase Until
Master Tachometer
Indicates
2700 rpm
n. Propeller Feather Switch
(121, figure 1-4)
"FEATHER"
Do not leave the propeller feather switch in
"FEATHER" longer than 1/4 of a second.
44
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AN 01-SEUA- 1
PILOTS
ENGINEER
o. PropeHer Feather Switch
CCNORMAL''
Never allow the propeller to feather fully
when engine power is on.
p. Turbosupercharger Boost
Selector Lever
HQ" Position
Increase Power
q. Throttle
Note
Increase the engine rpm in symmetrical pairs
until · the manifold pressure is equal to the
field barometric pressure, or is the same pressure as was indicated on the manifold pressure gages before starting the engines.
r. Fan Speed Control Switches
uHIGH RPM"
Note
Check torque pressure and rpm drop (approximately 100 rpm).
s. Fan Speed Control Switches
ccLOW RPM"
Note
Check torque pressure and rpm increase.
t. Ignition Switch
Note
On single magneto operation normal engine
drop-off is 60 to 80 rpm. Maximum permissible engine rpm drop-off is 100 rpm.
To Detent
Between ''L"
and uR"
u. Ignition Switch
. Note
Engine will come back to speed since the
detent position is the same as uBOTH" position.
v. Ignition Switch
w. Ignition Switch
x. Throttle Lever-One
Engine
y. Turbosupercharger Boost
Selector Lever .
Detent Position
to uR"
UR" to uBOTH"
Full OpenCheck rpm and
M.P. Indication
"7" Position
Note
Adjust turbosupercharger calibration potentiometer knobs to obtain 52.0 inches M.P.
z. Turbosupercharger Boost
Selector Lever
RESTRICTED
uo" Position
45
�Section II
Paragraphs 2-22 to 2-25
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AN 01-SEUA-1
ENGINEER
PILOTS
Return to Idle
aa. Throttle lever
Note
Repeat steps x, y, z, and aa for power check
on other engines.
ab. Voltage and Frequency
Selector Switch
"5" Position
Adjust to 205
Volts
ac. No. 5 Voltage
Control Knob
ad. No. 5 Frequency
Control Knob
Adjust Until
Synchronizing
Lamps (24,
figure 1-4) are
Blinking Slowly
ae. No. 5 Alternator
Breaker Switch
"CLOSE" when
Synchronizing
lamps are Dark
Note
When the alternator breaker closes, the alternator breaker indicator lamp (34, figure
1-4) will go out.
af. Repeat steps ab, ac, ad, and ae for No. 3
alternator.
ag. Kilowatt-kilovar Selector
Switches (39, figure 1-4)
"KWATT"
Position
Note
Equalize the readings between all alernators
by use of the frequency control knobs.
ah. Kilowatt-kilovar Selector
Switches
"KVAR" Position
Note
Equalize the readings between all alternators
by use of the voltage control knobs.
ai. Repeat steps ag and ah until complete equalization of the alternators is assured.
aj. Report to the pilot that the engines are OK.
ing or differential throttling.
2-22. TAXIING INSTRUCTIONS.
2-23. When taxiing prior to take-off, the control surfaces must be locked, and because of high idling speeds
of the inboard engines, brake wear should be minimized by reversing pitch on a symmetrical pair of
outboard engines. Brakes applications should be light
to prevent skidding of the tires. When taxiing after
landing, · shut down one or two symmetrical pair of
outboard engines.
2-24. Directional control while taxiing is accomplished
hydraulically through use of the steering wheel; however, under certain conditions, it will be necessary to
supplement hydraulic steering with differential brak46
2-25. The arplane must be in motion before executing
turns; use the largest turning radius possible to minimize tire wear and landing gear stresses. Make alternate right and left turns, when practical, to equalize
tire wear. For minimum turning radius, refer to figure
2-5. Unnecessary minimum-turning-radius taxi turns
are prohibited to prevent scrubbing abrasions of the
tires. A runway width of 300 feet is adequate for
executing normal turns. Stop the airplane after a short
roll with the nose wheel in line with the fuselage
center line; this will reduce nose wheel stresses during engine run-up and at restart of taxiing.
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Section II
Paragraphs 2-26 to 2-27
NOTE: MINIMUM RUNWAY WIDTH RECOMMENDED FOR 180° IS 200 FT.
Figure 2-5. Minimum Turning Radius
PILOTS
ENGINEER
a. Steering Control Switch
(38, figure 1-3)
"ON"
b. Parking Brake Lever
"OFF"
c. Bomb Bay Door Control
Switches (33, figure 1-3)
d. Turret Master Switches
a. Brake and Steering Systems
Hydraulic Pressure
Check and
Report to
Pilot
"CLOSE"
"OFF"-Check
With All Gunners
e. Taxi into the take-off position.
2-26. BEFORE TAKE-OFF.
2-27. Make the following checks before take-off:
PILOTS
a. Parking Brake Lever
b. Autopilot (37, figure 1-3)
c. Surface Controls
ENGINEER
"ON"
"OFF"
Unlocked
Note
a. Engines
b. Mixture Control Levers
c. All Booster Pump Switches
(83, figure 1-4)
Report to
Pilot Engines
Idling
"AUTO-RICff'
"ON"
Check control movement in coordination
with a visual check made by the aft lower
gunner.
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47
�Section II
Paragraphs 2-28 to 2-29
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AN 01-SEUA-1
ENGINEER
PILOTS
d. Trim Tabs (45, 49, and
53, figure 1-3)
e. Flaps ·
Set as
Required
Extend
d. All Fuel Valve SwitcQes
uOPEN''
e. Propeller Selector Switches
"AUTO"
Note
Extend flaps 20 degrees for take-off. Check
with lower aft gunner for equal extension
of the flaps.
f. Gyros
Set and U ncage
g. Contact engineer for take-off configuration.
f. Master Tachometer
g. Fan Speed Control Switches
h. Engine Supercharger
Selector Switches
h. Warn crew of take-off.
Note
i. Kilowatt-kilovars
Refer to uTake-off, ·Climb, and Landing
j. Turbosupercharger
Boost Selector Lever
Chart," Appendix I, for take-off performance.
2700 rpm
"LOW RPM''
"BOTH"
Check
"7,, Position
Full Open
k. Air Plugs
1. Intercooler Shutter
Control Switches
ttAUTO''
m. Engine Cylinder and Anti-icing
Check
Temperature
Check and Report
n. Brake and Steering Systems
to Pilot
Hydraulic Pressure
2-28. TAKE-OFF.
2-29. The following steps will be accomplished during
take-off:
PILOTS
a. Throttie Levers
b. Parking Brake Lever
c. Throttle Levers
ENGINEER
Set to Obtain
30 Inches M.P.
"OFF"
Advance to takeoff manifold
pressure.
Note
Use nose wheel steering until the airplane
reaches a speed of 60 mph IAS when the rudd~.l'! becomes effective.
d. Airplane Attitude
Nose High
Note
Hold the airplane in a nose-high attitude until
airborne.
e. Landing Gear Control Switch
ttRETRACT"
Note
When the landing gear is completely retracted, return the control switch to the HOFF"
position.
f. Brake pump switch
48
HOFF"
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AN 01-SEUA-1
PILOTS
ENGINEER
g. Flap Control Switch
WARNING
Paragraphs 2-30 to 2-44
I
Retract Flaps
10 Degrees
Do not retract the flaps 10 degrees until a
speed of 130 mph IAS has been attained.
h. Flap Control Switch
WARNING
I
Retract Flaps
10 Degrees
Do not fully retract the flaps until a speed
of 140 mph IAS has been attained.
2-30. ENGINE FAILURE DURING TAKE-OFF.
(Refer to paragraph 3-10.)
2-31. CLIMB.
2-32. The following operations will be performed
during climb:
ENGINEER
PILOTS
a. Climbing Air Speeds-Refer to "Take-Off, Climb,
and Landing Chart," Appendix I.
a. Engine Cylinder and Antiicing Temperatures
b. Fan Speed Control
Switch
2-33. DURING FLIGHT.
2-34. Refer to the flight operation instruction charts,
Appendix I, for information concerning effects of
changes in gross weight, external resistance, and engine
operation data.
2-35. STABILI1Y AND CONTROL.
2-36. Stability and control for any given trim condition
is normal.
2-3 7. Extension and retraction of the landing gear
induces a mild change in longitudinal trim of the
airplane. The sweepback of the wing on this airplane
causes the flap movement to ~xercise a great effect on
the longitudinal stabHity. The resultant effect of
the flap movement can be reduced by operating the
flaps in increments of 10 degrees.
2-38. TURBOSUPERCHARGER CONTROL.
2-39. At high altitudes turbo operation is limited by
a closed waste gate, maximum permissible turbo speed,
and in some cases by compression surge. The appropriate turbo operation is indiciated for each flight
condition in the charts of Appendix I. Dual operation
of the turbo is preferable when possible, because it
imposes less back pressure on the engine than does
Periodic Checks
Refer to the
flight operation
instruction
charts, Appendix I.
single _turbo operation.
2-40. INTERCOOLER SHUTTER CONTROL. Place
the intercooler shutter control switches in the "AUTO"
position.
2-41. CARBURETOR PREHEAT CONTROL. Use
carburetor preheating as required.
2-42. ENGINE AIR PLUG CONTROL. Place the
engine air plug control switches in the "AUTO" position.
2-43. COOLING FAN CONTROL.
2-44. Use the low ratio ("LOW RPM" position) of the
fan drive when possible, because the high ratio
("HIGH RPM" position) absorbs more of the engine
power. Adequate engine cooling should be obtained
with low ratio under standard temperature conditions.
High ratio fan drive should only be required at very
high altitudes with normal rated power..
RESTRICTED
WARNING
I
Because of structural limitations of the fan
high ratio must not be used below 15,000
49
�Sedlon II
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Paragraphs 2-45 to 2-62
2-52. STALLS.
feet altitude. Between 15,000 and 20,000 feet
the high ratio may be used when engine
speeds are below 2200 rpm. Either drive ratio
may be used above 20,000 feet.
2-53. The following stalling speed chart is indicated
air speed and does not contain corrections for position
and instrument error.
2-45. ENGINE CYLINDER AND ANTI-ICING TEMPERATIJRE IND I CATOR.
2-46. If during a long period of operation a galvanometer reading of zero cannot be obtained with the
slide wire rheostat in the full clockwise position, the
flashlight batteries in the upper corners of the potentiometer panel should be replaced.
Before replacing batteries tuyn the slide wire
rheostat knob fully counter clockwise.
2-47. ALTERNATOR CONTROL.
2-48. Equality of kilowatt and kilovar output between
each alternator operating in parallel must be maintained. Should any alternator indicate excessive kilovar or kilowatt output, it will overheat.
WARNING
I
Continued overheating of an alternator, as
indicated by unbalanced kilovar or kilowatt
output, will damage the alternator.
STALLINGS SPEEDS
(Power Off and Gear Down)
FLAP POSITION
GROSS WEIGHT
30 Degrees
140,000 Pounds
30 Degrees
200,000 Pounds
30 Degrees
278,000 Pounds
30 Degrees
325,000 Pounds
140,000 Pounds
20 Degrees
200,000 Pounds
20 Degrees
278,000 Pounds
20 Degrees
20 Degrees
325,000 Pounds
140,000 Pounds
0 Degrees
200,000 Pounds
0 Degrees
0 Degrees
278,000 Pounds
325,000 Pounds
0 Degrees
(
IAS
75.5
90.2
106.2
115.0
79
94
111
120
89
106
125
135
2-54. The airplane is not normally intended to be
subjected to stalled flight. Tail shake stall warnings
are mild with wing flaps retracted, and moderate
with wing flaps fully extended. Nose-down pitch at
stall is mild with wing flaps retracted, and moderate
with wing flaps fully extended. A mild tendem."f to
roll at stall is present concurrent with the nose-down
pitch. Technique required for entry and recovery
from the stall is orthodox. Power-on stall information will be furnished when available.
2-55. SPINS.
2-49. Maintain kilowatt output by adjusting the frequency knob. The voltage control knob should be
used to equalize kilovar output between alternators.
2-56. Spins are prohibited. In event of a spin, use
conventional methods of recovery.
2-50. WARNING HORN.
2-57. DIVING CHARACTERISTICS.
2-51. During ascent the warning horn will sound intermittently at two different altitudes. The first
sounding will indicate the airplane to be at a pressure altitude of 10,250 feet, and the cabin pressurization system must be activated or oxygen used. The
second sounding of the horn at 40,500 feet indicates
the cabin air pressure to be in excess of 8000 feet
and oxygen must be used above this height. A pushbutton type shut-off switch (48, fi~re 1-3), located
on the pilots, pedestal, is provided to interrupt the
sound of the horn during pressure altitude warnings.
Due to the arrangement of the electrical circuits, the
landing gear indicator lamps will glow each time the
button is depressed, indicating nothing more than a
completed circuit to the lamps.
2-58. The airplane is capable of performing normal
dives up to air speeds within the allowable limits
(paragraph 2-2, step f) for all allowable cg locations.
Because of the high stability of the airplane, dives and
dive recoveries are normal and are e:,cecuted with elevator control forces periodically trimmed out as required.
50
2-59. APPROACH.
2-60. NORMAL TRAFFIC PATTERN BANK.
2-61. In executing steep turns, because of the high
stability of the· airplane, considerable longitudinal
retrimming will be found necessary during the entry
and exit periods of the turns in maintaining constant
air speed and nominal elevator control forces.
2-62. The following checks and control settings will
be made during the approach:
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(
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figure 2-6. Traffic Pattern
PILOTS
ENGINEER
See ~ gure 2-6.
a. Traffic Pattern
a. Electrical System
Check
b. Landing Gross Weight and Balance
Check
b. Brake Pressure Gage
Check and
Advise Pilot
c. Command Set
UON"
c. Fuel System Controls
Engine Valve
Switches
"OPEN"; Crossfeed Valve
Switches "OPEN";
Tank Valve
Switches "OPEN"
(All Tanks
Containing
Fuel)
d. Interphone Control Panel
Selector Switch
"MIXED SIGNALS
&COMMAND"
d. Booster Pump Switches
"ON" in Tanks
Being Used
e. Brake Pump_Switch
e. Fan Speed Control Switches
"LOW RPM"
f. Landing Gear Control Switch
f. L.G. Hydraulic Pressure
Gage (111, figure 1-4)
Check During
Extension of
Landing Gear
WARNING
"EXTEND"
I
Do not lower the landing gear at speeds in
excess of 188 mph IAS.
RESTRICTED
51
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Section II
Paragraphs 2-63 to 2-67
AN 01-SEUA-1
ENGINEER
PILOTS
g. Propeller Reverse Selector Switches
h. Turbosupercharger Boost Selector
Lever (54, figure 1-3)
i. Master Motor Speed Control
Knob (51, figure 1-3)
j. Throttle Lever
Settings
"SAFE"
g. Engine Supercharger Selector Switches "BOTH""
h. Mixture Control Levers
"AUTO-RICH'•
As Required
(
Set for
2550 rpm
As Required to
Maintain 125 Per
Cent of Stalling
Speeds
k.Flap Control Switch
WARNING
Extend Flaps to
20 Degrees
I
Do not extend the flaps 20 degrees at speeds
in excess of 160 mph IAS.
1. Trim Tabs
As Required
m. Contact engineer for approach configuration.
2-63. FINAL APPROACH.
2-64. Make the following settings for final approach:
ENGINEER
PILOTS
a. Master Motor Speed
Control Knob
b. Turbosupercharger Boost
Selector Lever
c. Flap Control Switch
Set for
2700 rpm
(
00 NOT EXTEND
FLA PS IN i.,<eESS
Of 188 M P 1-l I ~ S
"7" Position
Extend Flaps
to 30 Degrees
Note
Lift with a 30-degree flap setting is sufficient
to allow a very steep landing approach with
power off; however, the normal approach
procedure is made with power on, to prevent
overcooling of the engines, and with a nominal steep giide path.
2-65. LANDING.
2-66. NORMAL LANDING.
2._67. Establish the same nose-high attitude for landing as was used for take-off. During the landing flare,
it is recommended that the engines be throttled. After
the airplane touches the ground, allow it: to rock forward until the nose wheel contacts the runway before
pushing the propeller reverse pitch switch. Reverse
all propellers and apply power as required to avoid
using brakes. Near the end of the landing roll, use
light brake applications to stop the airplane.
ENGINEER
PILOTS
a. Propeller Reverse
Selector Switches
52
"READY"
a. N.W. Steering Hydraulic Pressure
Gage (109, figure 1-4)
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Check After
Ground
Contact
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AN 01-SEUA-1
PILOTS
Section II
Paragraphs 2-68 to 2-74
ENGINEER
To guard against inadvertent pitch reversal,
do not move propeller reverse selector switches
to READY" prior to ground contact.
0
b. Propeller Reverse Pitch Switch
Push
Note
Use the nose wheel steering for directional
control during reverse pitch landings. When
reverse pitch is used, destructive buffeting of
control surfaces may occur at approximately
50 mph IAS. Pushing the control column
forward and locking the controls prior to this
speed is recommended.
2-68. As the airplane nears the stopping point, decrease power to avoid rolling backward and causing
tail damage to the airplane. Move the propeller reverse
selector switches to SAFE." After stopping the airplane, retract the flaps.
0
WMEN PROPS ARE. Ri\JiRStD OUR\NG
L~NDING, POWER SHOULD Be DEeRE."StO
AS T~E STOPPING 'POINT IS REM~~ED
TO AVOlD ROLLING 'B~eKWAR05
2-69 MINIMUM RUN LANDINGS.
2-70. Use the same procedure as used in normal landing except use brakes on more of the landing roll.
2-71. CROSS-WIND LANDINGS.
2-72. Correction for drift while landing in light-tomoderate cross-winds should be made by the sideslip
or wing-low methods, which allow continuous align-
As the airplane has a very light and responsive brake system, and is equipped with four
wheel main gears, extra care must be used
to avoid skidding of the rear wheels. An observer should be stationed at each lower aft
sighting station to detect skidding during
braking.
ment of the airplane with the runway center line.
2-73. WAVE-OFF.
2-74. In the event of a wave-off, increase power to
full take-off power, retract the landing gear, and simultaneously retract the fiaps to 20 degrees. Maintaining
RESTRICTED
53
�Section II
Paragraphs 2-75 to 2-79
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AN 01-5EUA-1
the same air speed as used during the initial approach,
complete the retraction of the flaps in the normal
manner.
2-75. EMERGENCY LANDINGS. (Refer to section
III.)
2-76. STOPPING ENGINES.
2-77. Perform the following when stopping the engines:
PILOTS
ENGINEER
a. Parking Brake Lever
"ON"
a. Brake Hydraulic Pressure Gage
b. Steering Control Switch
"OFF"
b. Air Plug Control
Switches
c. Surface Controls
Lock
c. Throttle Levers
d. Radio Equipment
Off
d. Dilute oil, if necessary,
according to paragraph 5-15.
e. Electronic Equipment
Off
e. Master Tachometer
f. Master Motor Switch
Check
"OPEN" Until
All Air Plugs
Are Fully Open
Idle until
cylinder head
temperatures
reach 170°C
or less.
2700 rpm
"OFF"
(
g. Advance throttle levers
to approximately 1100 rpm
to clear cylinders.
h. Booster Pump Switches
i. Alternator Breaker Switches
j. Exciter Control Relay Switches
\
"OFF"
"OPEN"
"OFF"
Before stopping an engine equipped with an
alternator, trip the corresponding alternator
breaker and exciter control relay.
k. Mixture Control Levers
"IDLE CUT-OFF"
r,,,,,,,,,,,,.l
t.,~~~!!!!~,,~
Do not open the throttles after moving the
mixture control to "IDLE CUT-OFF," since
fuel will bypass the cut-off.
l. Individual Ignition
Switches
m. Master Ignition Switch
2-78. BEFORE LEAVING THE AIRPLANE.
2-79. Check and accomplish the following before leaving the airplane:
54
RESTRICTED
"OFF" After
Propellers
Have Stopped
Pull Off
(
�RESTRICTED
Section II
AN 01-5EUA-1
ENGINEER
PILOTS
a. All Control Switches
Properly ·
Positioned
Plug In
a. External Power Supply
Note
Plug in the external power supply in accordance with the instructions given in paragraph
2-10, steps f through 1.
b. Visual inspection of the interior
and equipment for proper condition
and stowage.
b. Tank, Engine, and No. 3
and No. 4 Cross-feed
Valve Switches
c. Nos. 1-2 and 5-6 Crossfeed Valve Switches
d. Air Plug Control
Switches
e. lntercooler Shutter
Control Switches
"CLOSE"
"OPEN"
"CLOSE" After
Cylinder Head
Temperatures
Have Dropped
Sufficiently
"CLOSE"
"OFF"
f. External Power Supply Switch
g. External Power Supply
Unplug
h. Visual inspection of all controls and
equipment in the flight compartment for
proper positioning, condition, or stowage.
i. Battery Switch
j. Chocks
k. Pitot Mast Covers
1. All Doors
m. Landing Gear Ground Safety
Locks (figures 2-7 and 2-8)
RESTRICTED
"OFF"
In Place
On
Closed
In Place
55
�Section II
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(
(
Figure 2-8. Installation of Nose
I.anding Gear Safety l.ock
Figure 2-7. Installation of Main
I.anding Gear Safety l.ock
56
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�FIRES
RESTRICTED
AN 01-SEUA-1
Section Ill
Paragraphs 3-1 to 3-5
EMERGENCY
OPERATING
INSTRUCTIONS
3-1. FIRES.
3-4. ENGINE FIRE IN FLIGHT.
3-2 ENGINE FIRE ON THE GROUND.
3-3. Pilot shall advise his crew, signal to ground crew
equipped with portable equipment, and notify the
control tower. Flight engineer shall position his controls as follows:
a. Exciter Control Relay Switch (26, figure 1-4) "OFF," if engine on fire is equipped with an alternator.
b. Mixture Control Lever - "IDLE CUT-OFF."
c. Throttle Lever - ''CLOSE.''
d. Engine Air Plug Control Switch (103, figure 1-4)
-"CLOSE."
e. Fire Extinguisher Discharge Selector Switch (46,
figure 1-4) - "DISCHARGE # 1."
f. Fire Extinguisher Engine Selector Switch (45, figure 1-4) -When the engine has almost stopped, hold
the switch "ON" for at least five seconds.
g. Engine Fuel Valve Switch (88, figure 1-4) "CLOSE."
h. Engine Oil Shut-off Valve Switch (47, figure 1-4)
-"CLOSE."
.
i. Ignition Switch (55, figure 1-4) - "OFF."
j. Fire Extinguisher Discharge Selector Switch "DISCHARGE # 2," and repeat step f if first discharge
is not adequate.
3-5. In the event of an engine fire the pilot shall warn
and advise all members of the crew. The flight engineer shall position controls of the affected engine as
follows:
a. Exciter Control Relay Switch- "OFF."
b. Engine Fuel Valve Switch- "CLOSE."
WARNING
I
Avoid any contact with methyl bromide
- personnel should be upwind from concentrated vapors.
WARNING
I
Do not, without forethought, close other
fuel valves or shut off fuel booster pumps,
since other engines may be dependent on
their position or operation.
c. Engine-Oil Shut-off Valve Switch - "CLOSE."
d. Propeller Feather Switch (121, figure 1-4) "FEATHER."
e. Mixture Control Lever - "IDLE CUT-OFF," simultaneously with feather.
f. Engine Air Plug Control Switch - "CLOSE."
g. Fire Extinguisher Discharge Selector Switch"DISCHARGE # 1."
h. Fire Extinguisher Engine Selector Switch - On
correct engine number; hold "ON" for at least five
seconds.
Note
If fire fails to go out after the first discharge, place the discharge selector
switch in the "DISCHARGE #2" position and repeat step h:
i. Ignition Switch- "OFF."
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57
�Section Ill
Paragraphs 3-6 to 3-12
RESTRICTED
AN 01-SEUA-1
1. If fire is in engine Nos. 1, 2, 5, or 6, appropriate
Anti-ice Control Switches (104, figure 1-4) - "OFF."
m. Cooling Air Control Switch (95, figure 1-4) "OFF," if fire is in engine No. 4.
3-6. FUSELAGE FIRES.
3-7. Reduce drafts by shutting off the pressurized or
ventilating air. Isolate the fire by use of valves and
doors. Know locations and limitations of fire extinguishers.
a. Crew-Close doors or other openings.
b. Locate cause of fire.
c. Crew-If electrical, isolate the circuit.
d. Crew-If caused by fluid leak, stop the flow.
Note
If the ventilating fans are operating, they
must be turned off by placing the Cabin Pressure Wing Shut-off Valve Switch in the
"OFF" position.
e. Engineer-Cabin Pressure Wing Shut-off Valve
Switch-"OFF," if necessary.
f. Engineer-Aft Cabin Pressure Control Switch (97,
figure 1-4)-"OFF," if necessary.
g. Crew-Aft Cabin Manual Pressure Shut-off Valve
(figure 3-1)-"OFF," if necessary.
h. Crew-Oxygen masks-As required.
i. Crew-Hand fire extinguishers. (See figure 3-2.)
WARNING
I
Do not increase ventilation until flames are
extinguished. Use oxygen masks for protection against fumes.
figure 3- J. Aft Cabin Manual Pressurization
Controls (On forward Wall of Aft Cabin)
j. Cabin Pressure Wing Shut-off Valve Switch (96,
figure 1-4) - Shut off pressure from wing which has
engine fire and use the pressure from the other wing
if it is needed.
k. Cabin Heat and Tail Anti-ice Control Switch
(105, figure 1-4) - "OFF," if fire is in engine No. 3 or
No. 4.
58
j. Crew-Open dump valves, doors, or blisters as
required, AFTER fire is out.
3-8. WING FIRES.
3-9. A wing fire involving fuel or oil tank leaks, etc.,
may be difficult to identify because the smoke or
flame will probably emerge from the engine-nacelle.
A wing fire will therefore probably be reported as an
engine fire by scanners in the rear cabin and should be
fought as such until all methyl bromide is exhausted.
The engineer will turn off the anti-icing and cooling
systems and will stop the flow of cabin pressure air
from the wing on fire by positioning the cabin pressure wing shut-off valve switch. Use pressure from
the other wing. After the fire is out, allow a reasonable length of time for fumes to disappear before
investigating the damage via the wing crawlway.
3-10. ENGINE FAILURE.
3-11. ENGINE SHUTDOWN.
3-12. The flight engineer shall position controls of the
affected engine as follows:
a. Exciter Control Relay Switch-"OFF."
b. Throttle Lever-"CLOSE."
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(
�Section Ill
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AN 01-SEUA-1
Paragraphs 3-13 to 3-14
G,
r 1. Alarm Bell
2.
3.
4.
5.
6.
Warning Horn (2J
First Aid Kit (7)
foe Extinguishers (4)
Axe (2)
Pyrotechnic Pistol & Flares
•trn FM "9 PositiMs)
7. Life Raft (3)
8. Knife (2)
9. Battle Splint & Dressing Kit
10. Blood Plasma Kit
1. T. Parachute Static line
12. life Raft Release Handle
{2)
13. Emergency Radio
·.. 14. Ditching Jackets £11)
Figure 3-2. Miscellaneous Emergency Equipment
c. Propeller Feather Switch-"FEATHER."
d. Mixture Control Lever-"IDLE CUT-OFF," simultaneously with feather.
e. Engine Fuel Valve Switch-"CLOSE."
WARNING
I
Do not, without forethought, close other
fuel valves or shut off fuel booster pumps,
since other engines may be dependent on
their position or operation.
f. Engine Oil Shut-off Valve Control Switch''CLOSE.''
g. Ignition Switch-"OFF."
3-13. OPERATION (PARTIAL POWER FAILURE).
3-14. Refer to "Flight Operation Instruction Chart,"
Appendix I, for cruising data with one or more engines inoperative. When landing with two or more
inoperative engines, know the landing gross weight
and cg location and maintain 125 per cent of stalling
speed in the landing approach pattern. Initiate final
approach higher and use a steeper flight path than is
normally employed during early final approach. Use
20-degree flaps until the possibility of understooting
has been eliminated; then use full flaps. Because of the
high power output that will be required from the
live engines to overcome landing gear drag, maintain
landing gear in the up position as long as practical
prior to entering final approach. Utilize the rudder
trim tab as required for directional trim during the
entire landing approach maneuver, and if conditions
permit, fully throttle the live engines and simultaneously restore rudder surface and trim deflections to
approximately neutral just prior to the landing flare.
In the event of wave-off, retract the landing gear and
flaps as rapidly as conditions allow, using rudder trim
as required. Landing gear and flaps may be retracted
simultaneously.
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·59
�PROPELLER FAILURES
Section Ill
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AN O1-SEUA-1
Paragraphs 3-15 to 3-16
1.
2.
3.
4.
5.
6.
7.
8.
9.
Pilots' Escape Hatch (2)
Engineer's Escape Hatch
Forward Sighting Blister (2)
Catwalk Door (Exit Through Bomb Bay) (2)
Upper Aft Sighting Blister (2)
Forward Entrance-Nose Wheel Well
(Possible But Not Recommended)
Forward Escape Hatch
Lower Aft Sighting Blister (2)
Aft Entrance Hatch
(
NORMAL BAIL OUT
(Use Nearest Exit)
GROUND EXIT
figure 3-3. Ball-out lxlts
Note
3-15. PROPELLER FAILURES.
Torquemeter indicator (11, figure 1-4) will
indicate a successful engine start.
3-16. PROPELLER UNFEATHERING DURING
FLIGHT.
a. Engine Oil Shut-off Valve Control Switch"OPEN."
b. Engine Fuel Valve Switch-"OPEN."
c. Propeller Selector Switch (124, figure 1-4)"FIXED PITCH."
i. Propeller Selector Switch-"INC. RPM," until
1000 rpm; then return to "FIXED PITCH."
j. Throttle Lever-Advance until M.P. is approximately 25 inches.
k. Propeller Selector Switch-As required to maintain 1000 rpm during throttle advance.
d. Propeller Feather Switch-Guard down.
e. Propeller Selector Switch-"INC. RPM," until
engine turns over 800 to 900 rpm; then return to
"FIXED PITCH."
Warm up the engine at 1000 rpm and 25
inches M.P. until engine oil temperature is
40°C.
f. Ignition Switch-"ON."
g. Throttle Lever-Advance as required for engine
start.
h. Mixture Control Lever-"AUTO-RICH."
60
1. Exciter Control Relay Switch (26, figure 1-4)"0N," while engine is warming up.
m. Propeller Selector Switch-"INC. RPM," until
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�RESTRICTED
AN 01-SEUA-1
Section Ill
Paragraphs 3-17 to 3-18
Figure 3-4. Forward Cabin Dump Valve (Under Flight Deck Step)
rpm nearly matches rpm of other engines.
n. Propeller Selector Switch-"AUTO."
o. Throttle Lever-Advance as required for power
setting.
p. Alternator-Parallel on bus.
3-17. PROPELLER SYNCHRONIZER FAILURE.
3-18. To insure the proper propeller blade settings in
case of a wave-off in the event fixed-pitch operation becomes necessary because of synchronizer failure, adhere
to the following procedure in a test run before entering or while in the landing pattern. Make the test run
with full flaps and gear down.
WARNING
a. Pilot-Maintain 120 to 140 mph IAS, depending
on gross weight, while the engineer performs steps
b, c, cl, e, and f.
I
In the event of a runaway propeller, reduce
rpm by placing the propeller selector switch
in the "DEC. RPM" position. The fast pitch
change rate of 45 degrees per second to the
feather position prohibits the use of the feather switch for this operation.
b. Engineer-Turbosupercharger Boost Selector
Lever (112, figure 1-4)-Position ''O."
c. Engineer-Throttle Levers-Full-open position.
cl. Engineer-Propeller Selector Switches- "INC.
RPM," until 2500; then return to "FIXED PITCH."
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61
�Section Ill
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
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AN 01-SEUA-1
Pilot (Exit A) Fwd R•ft
Copilot (Exit B) Fwd Raft
Engineer (Exit Cl Fwd Raft (First 22 Airplanes Only)
Left Gunner, Fwd Cabin (Exit C) Fwd Raft
Left Upper Gunner, Aft Cabin (Exit El Aft Raft
Left Lower Gunner, Aft Cabin (Exit E) Afr Raft
Utility, Aft Cabin (Exit Fl Aft Raft
R.ight Upper Gunner, Aft Cabin (Exit F) Aft Raft
Right Lower Gunner, Aft Cabin (Exit Fl Aft Raft
Radio Operator (Exit D) Aft Raft
Right Gunner, Fwd Cabin (Exit Dl Aft Raft
Navigator (Exit El Fwd Raft
Bombardier (Exit D or E) Fwd Raft
Radar Operator (Exit E) Fwd Raft
'----------------11-1
TYPICAL ATT ACHM ENT
IN FORWARD TURRET
BAY~-----------..
~TYPICAL
RECESSED DITCHING
JACKET ATTACHMENT IN
FORWARD CABIN
Figure 3-5. Crash Landing and Ditching Positions and Exits
62
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�BAIL-OUT
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Section Ill
Paragraphs 3-19 to 3-20
Figure 3-6. Fuel Shut-Off Valve Manual Controls
(On Wing Crawlway Between Engines)
e. Engineer-Turbo boost as required to obtain 53.5
inches M.P.
f. Engineer-Propeller Selector Switches-"INC.
RPM" or "DEC. RPM," until 2700, after the above
setting.
g. Pilot and Engineer-Use the throttles only to
control power during landing and in the early stage
of the wave-off.
3-19. BAIL-OUT.
(See figure 3-3 for emergency exits.)
3.20. All bail-outs should be made so the crew will
land in the same vicinity, if over uninhabited territory.
If over water, and surface vessels are below, the airplane should be headed so that crew members will
drift onto the course of the vessel. In either event, two
bail-out runs should be made if required to place men
close together. A particular crew member should be
responsible for bail-out of men in the aft compartment. Procedure will vary according to conditions.
Steps given below apply to a rapid bail-out at high
altitude. If circumstances requring bail-out allow,
descend to at least 10,000 feet and minimize forward
speed.
a. Pilot-Alarm Bell Switch (24, figure 1-3 )-Operate. Give instructions over the interphone.
b. Radio Operator---;-Transmit course, altitude,
ground speed, and estimated position of bail-out as
received from the navigator.
c. Crew-Oxygen Masks-On or ready; check bailout bottles and survival kits.
d. Crew Member - Communication Tube - Open
forward door; ipspect for personnel.
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63
�Section Ill
Paragraphs 3-21 to 3-28
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e. Crew Member-Pressure Dump Valves (figures
3-1 and 3-4)-0perate forward valve for two-minute
dump; operate both valves for faster release.
f. Crew-Exit Openings-Remove.
g. Pilot-Salvo Switch (32, figure 1-3)-Actuate
to open bomb doors and salvo.
3-21. FORCED LANDINGS.
3-22. ON THE GROUND.
3-23. BEFORE APPROACH. Pilot will advise crew
of decision to crash-land the airplane. Jettison all
three engines. Use full flaps and land with the wheels
up on any type of terrain except a known airfield.
3-24. APPROACH AND CONTACT.
a. Radio Operator-Transmit course, altitude,
ground speed, and position of landing if over uninhabited territory.
b. Pilot-Maintain and hold a very flat approach.
c. Pilot-Turbosupercharger Booster Selector Lever
- "O" Position.
d. Engineer-Exciter Control Relay Switches"OFF."
e. Pilot-Emergency Ignition Switch (31, figure 1-3)
-"OFF," before impact. Inform engineer of action.
f. Engineer-Engine Fuel Valve Switches"CLOSE," after informed of step e.
g. Pilot-Warn crew just before impact.
h. Engineer-Battery Switch (25, figure 1-4)"OFF," on impact.
(
3-25. DITCHING.
3-26. Ditching drills should be performed before overwater flights until all personnel are thoroughly acquainted with the procedure and the specific operations for which they are responsible. Make an equipment check before each overwater flight. Kits should
be complete and crew life vests in good condition. The
use of ditching jackets and positions taken by a normal
crew during ditching are shown on figure 3-5. The
crew should be advised by the pilot as soon as ditching
becomes imperative. All crew members not engaged in
controlling the airplane will secure emergency equipment for easy removal after landing and will jettison
all loose items of unnecessary equipment that may fly
loose on impact. Forward upper turrets must be extended and guns pointed aft to provide emergency
exits.
Figure 3-7. Direct-reading Fuel Quantity Gage
(On Rear Spar Adjacent to Wing Crawlway)
loose equipment, including small unnecessary items
that may fly loose on impact and cause injury. Remove
and stow hatches that cover escape exits to be used
after landing.
a. Pilot-Open left top hatch.
b. Copilot-Open right top hatch.
c. Left forward gunner-Open top hatch.
d. Lower left aft gunner-Open left hatch.
e. Right forward gunner-Open right hatch.
Upon instructions from the pilot, crew shall take
positions as shown on figure 3-5. All members not
actively engaged during the landing will put on ditching jackets. If possible the engineer will obtain a fuel
configuration in each wing of a single tank feeding
64
3-27. Engineer should estimate remaining endurance
and inform navigator. Navigator will in turn inform
the radio operator of position, course, altitude, speed,
and probable position of ditching, and will advise the
pilot of wind speed and direction. Radio operator
should transmit information received from the navigator, along with distress signals. Pilot will advise the
crew to get into ditching jackets after jettisoning is
complete.
3-28. The pilot will ditch before fuel is entirely exhausted, because power is required. The pilot will also
perform the following:
a. Bomb Salvo Switch-"ON."
b. Bomb Salvo Switch-"OFF," after complete salvo.
c. Bomb Bay Door Switches (33, figure 1-3)"CLOSED."
d. Flap Control Switch (42, figure 1-3)-"DOWN,"
until flaps are at 15 degrees.
e. Fu!ielage Attitude-Approximately 9 degrees
above horizontal.
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(
(
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Section Ill
Paragraphs 3-29 to 3-32
Figure 3-8. Main Selector Valve Manual Controls
(In Right Rear of Bomb Bay No. 2)
f. Notify crew just before contact.
3-29. Leave the landing gear in the up position duringditching and use the lowest possible air speed without
sacrificing control. Head the airplane parallel to uniform waves or swells. Aim the touchdown along the
swell crest or just after the crest has passed. If the sea
is irregular and confused, make the heading into the
wind.
3-30. ON CONTACT.
a. Pilot-Open left top hatch.
b. Copilot-Open right top hatch.
c. Left forward gunner-Open top hatch.
d. Lower left aft gunner-Open left hatch.
e. Right forward gunner-Open right hatch.
3-31. WING FLAPS.
3-32. Since the three sets of flaps are operated by three
independent electrical systems, except for the interconnection at the control switch, no emergency system
for lowering the wing flaps is provided. Should a pair
of :flaps fail to travel the required distance, use the flap
control switch to make the flaps move a few degrees
in the reverse direction; then attempt to operate the
:flaps to the desired position. If a pair of :flaps fails to
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65
�ELECTRICAL SYSTEM
Section Ill
Paragraphs 3-33 to 3-34
RESTRICTED
AN 01-SEUA-1
move to the down position after use of the above procedure, extend the other two pairs and land in the normal manner. Any single pair of flaps reduces the landing speed approximately six miles per hour when fully
extended.
3-33. ELECTRICAL SYSTEM.
3-34. The electrical system employs fuses and circuit
breakers to clear faults automatically. Multi-circuit
feeders of four or three wires per phase are incorporated
in the power distribution system. A multi-circuit feeder will provide continued service after one of its conductors has been broken, causing an open circuit. To
furnish the necessary protection against faults or shorts
occurring on a feeder section, fuses are located on each
end of the conductors. Should a conductor break and
the two loose ends cause a short circuit, the fuses at
each end will clear, isolating the fault and permitting
continued operation of the feeder section through the
remaining conductors. Three alternators are installed
(
figqre 3-9. Emergency Hydraulic System Controls
(On Radio Operator's Floor)
66
figure 3-10. Manual Extension of Main Landing
Gear (Accessible from Wing Crawlway)
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�FUEL AND OIL
LANDING GEAR
BRAKES
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AN O1-SEUA-1
Section Ill
Paragraphs 3-35 to 3-47
on the airplane. Any one of the three alternators will
supply sufficient electrical power for routine operations. With the exception of the flap actuating system,
all major systems motivated by electrical power are
provided with an alternate means of operation.
3-35. MANUAL OPERATION OF FUEL AND OIL
SHUT-OFF VALVES.
3-36. In the event of electrical failure or unit malfunction, the fuel selector valves and the oil shut-off
valves may be manually operated. (See figure 3-6.)
Valves are accessible through the wing crawlways.
3-37. ALTERNATE FUEL QUANTITY INDICATION.
3-38. In the event of a malfunction of the fuel quantity gages at the flight engineer's station, fuel quantity
may be read from the wing crawlway on direct reading gages (figure 3-7) located on the spar.
Figure 3- 1 1. Nose Gear Emergency Release
Handle (On Radio Operator's Floor)
3-39. EMERGENCY LANDING GEAR OPERATION.
3-42. MANUAL EXTENSION OF MAIN LANDING
GEAR.
The main system hydraulic pump operation
is limited to two minutes out of every ten
at 3000 psi; therefore, if the landing gear
does not respond to action of the pilots' landing gear control switch after a reasonable
length of time, return the switch to the "OFF"
position.
3-43. Gain access to the landing gears along the wing
crawlway and operate the emergency controls as shown
on figure 3-10.
3-44. MANUAL EXTENSION OF NOSE LANDING
GEAR. (See figure 3-11.)
3-40. MANUAL OPERATION OF MAIN SELECTOR
VALVE.
a. Engineer-Hydraulic Pump Override Switch
(110, figure 1-4)-"ON."
b. Crew-Main selector "EXTEND" or "RETRACT" plunger-Hold in desired plunger.
c. Crew-Main selector valve master unit plungerPush in and locktum, keeping the main selector "EXTEND" or "RETRACT" plunger pushed in until the
desired action is completed.
cl. Crew-Main selector valve master unit plunger
-Unlock and release.
e. Engineer-Hydraulic Pump Override Switch"OFF ."
Note
It may be possible to extend the tail bumper
by use of the landing gear control switch even
though the main and nose gears do not extend.
3-41. EMERGENCY HYDRAULIC SYSTEM LANDING GEAR EXTENSION. (See figure 3-9.)
a. Emergency Selector Valve-"EXTEND LANDING GEAR."
b. Hand Pump-Operate until landing gear is fully
extended and locked.
c. Emergency Selector Valve-"CHARGE BRAKE
ACCUMULATOR."
a. Release Handle-Pull up approximately 10 inches
to remove cable slack.
b. Release Handle-Pull hard, approximately 50
pounds tension, to unlock nose landing gear; do not
release handle until cable slack is taken up.
3-45. MANUAL LATCHING OF NOSE LANDING
GEAR.
a. Latching Hook-Use to break inspection window
on the forward cabin floor.
b. Latching Hook-Lower through broken window
and hook the red knob extending from the pivot bolt.
c. Latching Hook-Pull up until latch is locked.
3-46. EMERGENCY BRAKE PRESSURE.
3-47. If the brake low pressure warning lamp (108,
figure 1-4) is lighted and a pressure gage (106, figure
1-4) check indicates low brake pressure, proceed as
follows:
a. Pilot-Brake Pump Switch (39, figure 1-3)"ON."
b. Engineer-Brake Pump Pressure Override Switch
(107, figure 1-4)-"ON"; hold until pressure is within
range.
Note
Should steps a and b fail to produce pressure,
perform the following as shown on figure
3-9.
c. Crew- Emergency Selector Valve - "CHARGE
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67
�Section Ill
Paragraphs 3-48 to 3-52
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AN O1-SEUA-1
BRAKE ACCUMULATOR."
d. Crew-Hand pump-Operate until pressure is
within normal range.
Note
A fully charged accumulator will supply brake
pressure for three full brake applications.
3-48. EMERGENCY CABIN PRESSURE CONTROL.
(See figures 3-1 and 3-4.)
3-49. Should a pressure regulator fail, shut off the
unit and let the other regulator control the pressure
air exit for both cabins. If a single regulator proves
insufficient, the engineer assists the single regulator by
manual operation of the pressure dump valve.
3-50. In case of aft cabin shut-off valve failure, shut
off the pressure by closing the manual shut-off valve
on the forward pressure bulkhead of the aft cabin.
3-51. HEAT AND ANTI-ICING OVERHEATING.
3-52. If an indicator lamp (99, figure 1-4) lights, place
the engine cylinder and anti-icing temperature selector
switch (14, figure 1-4) on the number of the engine
involved and read the duct temperature on the indicator (7, figure 1-4). Should the temperature exceed
180°C in nacelles No. 1, 2, 5, and 6, or 230 °C in nacelles No. 3 and 4, reduce the temperature. The method
used to reduce this temperature depends upon circumstances. Three possible ways of diminishing the temperature are listed as follows:
a. Pilot-If climbing, increase air speed without increasing power.
b. Flight Engineer-Wing Anti-icing Control
Switch (104, figure 1-4)-"OFF"; use switch controlling the nacelle involved.
c. Flight Engineer-Reduce the power of the engine in the nacelle indicated.
68
(
figure 3- I 2. Nose Gear Emergency latching
Hook (On Radio Operator's Floor)
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Section IV
Paragraphs 4-1 to 4-9
OPERATIONAL
EQUIPMENT
4-1. OXYGEN EQUIPMENT.
4-2. GENERAL.
4-3. Because the cabins of the airplane are pressurized,
use of oxygen will not be necessary while flying at
high altitudes under normal conditions. However,
provisions are made for supplying personnel with oxygen in cases of emergency. The low-pressure oxygen
system has sufficient capacity to provide oxygen for 15
men for approximately 14 hours at 25,000 feet. Portable
oxygen units (9, figure 1-1) and recharger hoses are
installed for use in case of emergency or when crew
members find it necessary to move about in nonpressurized parts of the airplane.
4-4. The table given below shows the duration in manhours of the oxygen supply when the regulators are
set at "NORMAL."
MAN-HOUR OXYGEN CONSUMPTION TABLE
Thousands of Feet Altitude
Crew
O
5
10
15
20
25
30
11
28.5
27.4 35.7
27.4 22.5
19.5
20.5
15
20.8
20.1
26.2
20.1
16.5
14.3
15
4-5. OXYGEN PANELS.
4-6. Fifteen oxygen equipment panels are installed in
the airplane; one is located at each station in the forward cabin, one at each sighting station in the aft
cabin, and one on the forward wall of the aft cabin to
be used by personnel on the bunks. Each panel consists of a type A-14 pressure-breather regulator with
hose assembly, a type A-3 flow indicator, and a type
K-1 pressure gage.
4-7. PRESSURE-BREATHER REGULATORS.
4-8. With a pressure-breather regulator the safe flying
ceiling is raised to 43,000 feet, and even higher for·
brief periods of time. With it there is a greater safety
factor; the extra pressure compensates for possible
small leaks in the mask fit and insures a 100 per cent
supply of oxygen. Pressure-breathing is made possible
by rotating the pressure breathing dial clockwise from
the "NORMAL" setting. Thus, by leaving the diluter
handle in the "NORMAL OXYGEN" position and
turning the dial, the user may obtain oxygen under
pressure. ·
4-9. NORMAL OPERA TING INSTRUCTIONSTYPE A-14 REGULATOR. Use the regulator with
either a regular demand ma~k or a pressure breathing
mask (type A-BA or A-15). With a regular demand
mask emergency flow can be obtained by turning the
pressure dial on the regulator, but pressu.re breathing
is impossible.
a. Below 30,000 feet set the diluter handle to "NORMAL OXYGEN" and the dial to "NORMAL."
Note
Avoid pressure breathing below 30,000 feet;
it wastes oxygen.
b. From 30,000 to 40,000 feet leave the diluter handle
in the "NORMAL OXYGEN" position and turn the
dial to "SAFETY." This setting supplies oxygen to the
mask at a pressure slightly greater than ambient air
pressure.
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69
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Section IV
Paragraphs 4-10 to 4-16
c. At 40,000 feet and above leave the lever on uNORMAL OXYGEN" and set the dial in the position corresponding to the altitude.
. WARNING
I
4-11. PORTABLE OXYGEN EQUIPMENT.
4-12. Five portable units consisting of an A-6 cylinder
and an A-15 auto-mix regulator are installed in the airplane. Three are in the forward cabin and two are in
the aft cabin.
4-13. COMMUNICATION, NAVIGATION, AND
If at 40,000 feet and ascending, turn the dial
to the anticipated altitude.
RADAR EQUIPMENT.
4-10. SPECIAL OPERATING INSTRUCTIONS.
When 100 per cent oxygen is to be used during an
entire extended flight above 35,000 feet as protection
against bends, turn the diluter handle to u100% OXYGEN." If the pressure is inadvertently used below
30,000 feet and the diluter lever is in the "NORMAL
OXYGEN" position, the regulator diaphragm may
chatter slightly. This is not harmful, but if it occurs,
stop the chatter by turning the diluter lever to "100%
OXYGEN."
4-14. GENERAL.
4-15. The communication and associated electronic
equipment consists of radio and interphone equipment
to provide airplane-to-airplane communication, airplane-to-ground communication, and intraplane communication between crew members; navigation sets
for guidance and blind landing; and radar sets for
identification, long range navigation, high altitude
bombing, and tail turret control. Equipment is provided on each wing and on the rudder and elevators to
discharge static electricity.
Before leaving the airplane, be sure the regulator dial is on uNORMAL OXYGEN."
4-16. A functional breakdown of the installed equip•
ment of the airplane is listed as follows:
TYPE
DESIGNATION
PRIMARY
OPERATOR
USE
RANGE
ILLUSTRATION
(
COMMUNICATION EQUIPMENT
lnterphone
AN/AIC-2A
Crew communication
Crew
Filter
RC-210
To separate voice and
range signals
Pilot and Copilot
Command
Radio
AN/ARC-3
Plane-to-plane or
plane-to-ground
communication
Pilot and Copilot 30 Miles at
1000 feet
Liaison
Radio
AN/ARC-8
Code or voice transmission and reception
Radio Operator
Radio Range BC-453-B
Receiver
Reception of
Code•
Pilot or Copilot
Dinghy
Transmitter
Emergency use from
life raft
AN/CRT-3
(
All crew stations
(Figure 1-3, detail C)
5000 Miles at
high frequency
(55, figure 1-3)
(10 and 12, figure
4-1 and 56, figure
1-3)
(57, figure 1-3)
250 Miles at
sea; 40 miles
on an inland
lake
(13, figure 3-2)
NAVIGATION EQUIPMENT
Blind
Approach
Equipment
AN/ARN-5A
and
RC-103-A
Lateral and vertical
path indicator during
blind landings
Pilot and Copilot Local
Radio
Compass
AN/ARN-7
Reception of code or
voice signals,
direction bearing,
and homing
Pilot, Copilot,
and Navigator
Marker
Beacon Set
RC-193
To obtain fix on
navigation beam
70
(59, figure 1-3)
(
200 Miles
Local
RESTRICTED
(58, figure 1-3 and
17, figure 4-2)
�RESTRICTED
AN O1-5EUA-1
TYPE
DESIGNATION
PRIMARY
OPERATOR
USE
Section IV
Paragraphs 4-17 to 4-20
RANGE
ILLUSTRATION
RADAR EQUIPMENT
Identificati9n SCR-695-B
Set
Identification
Radio Operator
20 Miles at
200 feet
(18, figure 4-1)
Loran Set
AN/APN-9
Long range navigation
Navigator
750 Miles
(25, figure 4-2)
Radar Set
AN/APQ-23A High altitude bombing
and navigation aid
Radar Operator
100 Miles
(Figure 4-3)
Automatic
Gun Laying
APG-3
Radio Operator
(See paragraph
4-93.)
(Figure 4-1)
To control the tail
turret
to the remainder of the stations, thereby providing a
complete auxiliary interphone channel. This connec•
tion is made by placing a special interphone switch
(60, figure 1-3) on the pilots' pedestal to uEMERGENCY." An additional feature of the interphone
system is the provisions for either the pilot or copilot,
or both, to mix command radio, radio compass, interphone, marker beacon, and localizer audio signals into
one output. This is accomplished from the interphone
control panels (figure 1-3, detail C) located on the fair•
ings adjacent to the pilot's and copilot's seats. This
facility affords close coordination for take-off or landing operation. The remainder of the crew stations are
each equipped with an interphone control panel as
shown in 19, figure 4-1. Except for the above features,
the basic interphone system is conventional.
4-19. To start the interphone amplifier, turn on the
airplane's main power supply. Make certain the "ONOFF" switch on the amplifier is in the "ON" position.
Note
Normally this switch will be safety wired in
the "ON" position.
AJ:UTURc Of T~E INTERP~ONE SYSTEM IS TUE
ROVISIONS l=OR TME 'PILOT OR eOPILOT,OR
'BOTl-1, TO M\X eOMMAND RADIO, ~ADIO eoMPASS,
jlNTERP~ONE, MARl-'ER &EAeoN ANO LoeAu-zeR
AUDIO SIGNALS INTO ONE OUTPUT.
1
4-17. INTERPHONE SYSTEM AN/ AIC-2A.
4-18. The interphone system provides interphone communication between 26 stations. A feature incorporated
in this interphone system that is not found in conventional systems is the private interphone circuit. This
circuit employs a private interphone amplifier and normally interconnects stations for the pilot, copilot, bombardier, navigator, and radar operator. Thus a private
communication channel is available for close coordination between these five stations, while the remainder of
the crew may still use the normal system. In an emergency the private interphone channel may be connected
4-20. MIXED SIGNALS AND COMMAND. This
facility is afforded the pilot and copilot only. Operate
as follows:
a. Place the selector switch on the interphone control
panel in the uMIXED SIGNALS & COMMAND"
position. The command radio signals or voice will be
received in the headset, provided the set is in operation.
b. Ad just the volume control for the desired output
level.
c. To transmit on the command radio set, close the
microphone switch and speak into the microphone. The
11
VOICE-CW-MCW" switch on the transmitter must
be in the ''VOICEn position.
RESTRICTED
Note
The remainder of the crew may use the command radio set by placing their respective
selector switches in the uCOMMAND" position; steps b and c preceding are applicable.
The following steps apply to the pilot and
copilot only.
71
�Section IV
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1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
,---..... INTER
COMMAND
@
LIAISON
CALL
0
(/) GIIANO
@
OfF(t
COCKPIT LIGHT CIRCUIT BREAKER
BOMB SALVO CIRCUIT BREAKER
TURRET LIGHTS CIRCUIT BREAKER
MARKER BEACON CIRCUIT
BREAKER (BC-193)
COMMAND SET CIRCUIT
BREAKER (AN/ ARC-3)
IDENTIFICATION RECEIVER
CIRCUIT BREAKER (SCR-695)
IDENTIFICATION DETONATOR
CIRCUIT BREAKER (SCR-695)
LIAISON RECEIVER CIRCUIT
BREAKER (AN/ ARC-8)
INTERPHONE CIRCUIT
BREAKER (AN/ AIC-2Al
LIAISON RADIO RECEIVER
(AN/ARR-11 l
TAIL TURRET CONTROLS (APG-3)
LIAISON RADtO TRANSMITTER
(AN/ ART-13Al
BOMB SALVO SWITCH
TURRET LIGHTS CONTROL
SUB FLIGHT DECK LIGHT
DOME LIGHT CONTROL
LIAISON MONITOR CONTROL
IDENTIFICATION CONTROL
INTERPHONE
MICROPHONE SWITCH
NOSE GEAR INSPECTION WINDOW
SIGNAL KEY
PRESSURE REGULATOR
EMERGENCY NOSE GEAR RELEASE
rr;~.~
W<D08
C · 4O7CXA · A:>/A
CD
CIRCUIT
SALVO
&
LAM" •~•OICATES
ONE
OR
MORE
OF
THll[E
SALVO
SWITCHES
All[
ON "U9H
TO
TEST
~
~+
m_,
+
figure 4-J. Radio Operator's Station
72
RESTRICTED
CAUTION · KEEP ON
AT
ALL
Tl II[ S
008000000
DETAIL A
BOMB
llll[AKEIIS
(
�RESTRICTED
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d. By placing any one or all four of the toggle
switches marked uINTER-COMP-MARKER-LOCALIZER" in the on position, signals or voice will be received in conjunction with the command radio signals.
The uINTER" switch is for the interphone channel
and the "COMP" switch is for the radio compass chan•
nel. The uMARKER" switch is for the marker beacon
and is the only control switch for this channel. The
"LOCALIZER" switch is the orily control switch for
the localizer channel.
Note
These four channels are only operative when
their respective switch is in the on position
and the selector switch is set at uMIXED
SIGNALS & COMMAND."
4-21. PRIVATE INTERPHONE. To use the private
interphone facility, the pilot or copilot must first place
the special interphone switch located on the pilots'
pedestal in the ttPRIVA TE" position and then proceed
as follows:
a. Move and hold the selector switch in the springloaded ttCALL" position.
b. Close the microphone switch and speak into the
microphone, directing the particular crew members
desired on the private interphone channel to place
their selector switch in the uPVT INTER" position.
c. Release the selector switch, place it in the "PVT
INTER" position, and continue the conversation on
the private interphone channel.
4-22. Since the private interphone system is independent of the basic interphone system and incorporates its
own amplifier, it may be used as an auxiliary interphone channel in the event the basic system becomes
inoperative. This operation is accomplished as follows:
a. The pilot or copilot must place the special interphone switch located on the pilots' pedestal in the
uEMERGENCY" position.
b. All crew members must then place their respective
selector switches in the uPVT INTER" position.
4-23. COMMAND RADIO AN/ARC-3.
4-24. Operation of this equipment is accomplished
from the control panel (55, figure 1-3) on the pilots'
pedestal. Operate as follows:
a. Place the selector switch on the interphone control panel to "MIXED SIGNALS & COMMAND."
b. Place the "ON-OFF" switch on the command set
control unit to the "ON" position and turn the channel
selector switch to any one of the positions designated
uA" through "H" on the control unit. This action
applies power to the unit, which then automatically
tunes itself to the channel selected.
4-25. LIAISON RADIO SET AN/ ARC-8.
4-26. Control of transmitting equipment is accomplished from the radio operator's table. (See figure
4-1.) The equipment is started by placing the "LOCALREMOTE" switch to the uLOCAL" position and setting
Section IV
Paragraphs 4-21 to 4-36
the emission switch to uvOICE." A remote control
panel (;6, figure 1-3) is located on the pilots' pedestal
for use by the pilot or copilot. Control of this panel
is attained when the radio operator places the uLOCALREMOTE" switch to ''REMOTE." A green light on
the pilots' remote control panel will indicate that the
transmitter is ready for remote control.
4-27. RADIO RANGE RECEIVER BC-453-B.
4-28. Operation of this equipment is accomplished
from a remote control panel (57, figure 1-3) on the pilots' pedestal. The receiver is started by placing the
ucW-OFF-MCW" switch on the control panel in either
the uCW" or uMCW" position.
4-29. BLIND APPROACH EQUIPMENT AN/ ARN•
5A AND RC-103-A.
4-30. A control panel (59, figur~ 1-3) installed on the
pilots' pedestal is provided to control this equipment.
Visual indication of the signals received by both receiving sets is transposed onto the indicator (3, figure
1-3) located on the pilots' instrument panel. About 20
minutes before approaching the runway, turn the uoNOFF" switch on the control panel to the "ON" position
and allow the receiver to warm up.
4-31. RADIO COMPASS AN/ARN-7.
4-32. This equipment is used by the pilot and navi•
gator; each has a control panel and an indicator. The
pilots' control panel (58, figure 1-3) is located on the
pilots' pedestal; his indicator (28, figure 1-3) is in•
stalled on the pilots' instrument panel. The navigator's
control panel and indicator (17 and 22, figure 4-2) are
located on the bombardier-navigator's panel. To start
the equipment, momentarily hold the function switch
on the control panel in the spring-loaded ttCONT"
position and then move the function switch to the
ucOMP" or uANT" position.
4-33. MARKER BEACON SET RC-193-B.
4-34. Operation of this equipment is automatic when
the airplane's d-c power is on. As the airplane passes
within radio range of one of the transmitters, the receiver picks up signals, causing an amber indicator
light (14, figure 1-3) on the pilots' instrument panel
to flash in synchronism with the transmitter keying
of the instrument landing markers.
4-35. IDENTIFICATION SET SCR-695-B.
4-36. The IFF control panel (18, figure 4-1) is located
on the radio operator's instrument panel. Control and
operation of the destructor unit is accomplished by the
uDESTROY" switch on the control panel or by an
automatic gravity switch. Operation of the identification set is performed from the control panel at the
radio operator's station.
RESTRICTED
Before starting the equipment, make certain
that the uEMERGENCY" switch on the control panel is off.
73
�Sedlon IV
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AN 01-5EUA-1
I
(
COCKPIT LIGHTS CIRCUIT BREAKER
TABLE LIGHT CIRCUIT BREAKER
3. FLUORESCENT LIGHT CIRCUIT BREAKER
4. WINDSHIELD WIPER CIRCUIT BREAKER
"' ./ ·
5. RADIO COMPASS LIGHT
6. FLUX GATE COMPASS LIGHT CIRCUIT BREAKER ./(
7. INTERVALOMETER HEATER CIRCUIT BREAKER
<:
8. BOMB SALVO CIRCUIT BREAKER
~l~i· ·.
9. GUIDE BOMBING CIRCUIT BREAKER
t' , "..,
·10. CAMERA CIRCUIT BREAKER
~
11 . BOMB RELEASE CIRCUIT BREAKER
12. BOMB SIGHT STABILIZER CIRCUIT BREAKER ·:·:
r. ,
13. NOSE FUSING CIRCUIT BREAKER .
·,·.
14. BOMB BAY DOOR NOS. l AND 4
15. BOMB BAY DOOR NO. 2
16. BOMB BAY DOOR NO. 3
17. RADIO COMPASS CONTROL PANEL
18. GYRO CONTROLS
19. WINDSHIELD WIPER CONTROL
20. FLUX GATE COMPASS INDICATOR
21. CLOCK
22. RADIO COMPASS
23. ALTIMETER
24. AIRSPEED INDICATOR
25. LORAN SET <AN/ APN-9)
26. MICROPHONE SWITCH
27. DRIFT METER
1.
2.
t ·'
t·
figure 4-2. Navigator's Station
74
RESTRICTED
�Section IV
RESTRICTED
AN 01-5EUA-1
DETAIL A
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
SYNCHRONIZER (SN-7C/ APQ-13)
RANGE UNIT (CP-6,IAPQ-13)
AMPLIFIER (AM-n/ APQ-23)A
INDICATOR ID-41A/ APQ-13)
CONTROL BOX (C-71 B/ APQ-13)
COMPUTER (CP-16/ APQ-23)A
RADAR CAMERA CONTROL CIRCUIT BREAKER (O-5A)
RADAR PRESSURIZING SYSTEM CIRCUIT BREAKER
INSTRUMENT APPROACH CIRCUIT BREAKER
COCKPIT LIGHT RADAR OPERATOR CIRCUIT BREAKER
COCKPIT LIGHT NOSE GUNNER CIRCUIT BREAKER
RADAR PRESSURE PUMP INDICATOR
RADAR PRESSURE GAGE
RADAR PRESSURE "EMERGENCY OFF" SWITCH
RADAR PRESSURE "MANUAL ON" SWITCH
RADAR PRESSURE DRAIN VALVE
INTERPHONE CONTOL PANEL
OXYGEN FLOW INDICATOR
OXYGEN CYLINDER PRESSURE
OXYGEN REGULATOR
MICROPHONE SWITCH
RESTRICTOR DAMPER
figure 4-3. Radar Operator's Station
RESTRICTED
75
�Section IV
Paragraphs 4-37 to 4-45
RESTRICTED
AN O1-5EUA-1
The equipment is started by placing the uoN-OFF"
switch on the control panel in the "ON" position.
4-37. LORAN SET AN/APN-9.
4-38. The receiver-indicator (25, figure 4-2) of this
set is installed on the navigator's table. A control panel
incorporated on the front of the receiver-indicator in
conjunction with a detachable visor provides all of the
manual control switches and controls. To start the set,
proceed as follows:
a. Set the ''AMPLITUDE BALANCE" control at its
center position.
b. Turn the ..FINE DELAY" control to its center
position of rotation.
c. Set the "DRIFT" control at its center position of
rotation.
d. Turn the "RECEIVER GAIN" control clockwise
until the "STATION" rate identification (pilot light)
illuminates. Wait at least five minutes to allow the
equipment to warm up. The set is now ready for
operation.
e. To stop the equipment, turn the "RECEIVER
GAIN" control to "POWER OFF" and check to see
that the pilot light is not illuminated. Also check to see
that the pattern on the indicator screen has disap-
peared.
4-39. RADAR SET AN/ APQ-23A.
4-40. Operation of this equipment is accomplished
from the radar operator's station. (See figure 4-3.) A
24-volt, d-c, motor-driven pressure pump located in the
lower section of the forward turret bay provides pressurized air for the radio ·frequency unit and the radio
frequency line (wave guide) of the AN/ APQ-23A
radar set. The system is automatic when the airplane's
main power supply is on; however, two switches (14
and 15, figure 4-3) are provided at the radar operator's
station to control the system in the event of an emergency. The system incorporates the control switches, a
pressure gage (13, figure 4-3 ), an indicator light (12,
figure 4-3), and a drain valve (16, figure 4-3) at the
radar operator's station; an air inlet extending through
the forward cabin pressure bulkhead; a dehydrator
unit; the pressure pump; an absolute pressure switch;
and the necessary tubing. With this equipment the
pump draws cabin air through the dehydrator to remove all moisture; it then pressurizes the air before it
is routed to the units. Automatic operation of the pressure pump results from the action of the pressure
switch. The indicator lamp at the radar operator's sta•
tion lights when the pump is in operation. In the
event the pressure begins to exceed its specified limits,
as indicated on the pressure gage, and the indicator
light indicates that the pump is still operating, the
pu~p should be stopped by placing the "EMERGENCY OFF" switch in the "OFF" position. If the
pressure begins to drop to a critically low point and
the indicator light indicates that the pump is not in
operation, hold the spring-loaded ..MANUAL ON"
76
switch in the "ON" position until the pressure is back
to normal. A circuit breaker at the radar operator's
station protects the pressure system circuit.
4-41. To start the AN/ APQ-23A set, proceed as follows:
Do not operate this equipment while on the
ground unless an auxiliary power supply is
connected.
a. Press the "POWER ON" button on the control
box.
b. Momentarily turn the "BRIGHT" control on the
indicator as far clockwise as necessary to determine
whether a line of light appears on the center of the
screen; then immediately return the control to its full
counterclockwise position to prevent damage to the
indicator screen.
c. Turn the meter switch on the control box to
"XTAL 1"; then turn the "RCVR TUNING" knob
until the meter reading is at its maximum value. The
meter reading should be between "6" and .. 11" on the
lower scale.
d. Turn the meter switch on the control box to
"TRANS 1" position.
Note
f
\
Allow at least one minute between steps a and
e to allow the tubes to warm up.
e. Press the .. TRANS ON" button on the control
box. The meter should indicate between 6 and 8 milliamperes on the lower scale within 10 seconds.
f. Turn the ..RANGE NAUT MILES" switch on the
control box to all its positions, with the "AFC-BEACON" switch on first "AFC-OFF" and then on ..BEACON." The meter should read between 7 and 9 milliamperes for all of these conditions.
4-42. To stop the equipment proceed as follows:
a. Press the "TRANS OFF" button on the control
box.
b. Press the .. POWER OFF" button on the control
box.
c. Turn the "BRIGHT" control on the indicator to
its full counterclockwise position.
d. Set all controls to their initial preoperation set•
tings.
4-43. PRESSURIZATION AND VENTILATION
SYSTEM.
(See figure 4-4,)
4-44. GENERAL.
4-45. The forward and the aft cabins and the interconnecting communication tube are pressurized by a
controllable system that utilizes air from the right
turbosupercharger in each nacelle. Ventilating fans,
one for each cabin, are provided in the pressure ducts
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(
�-
~
Engine No. 4
Color Key
Heated Anti-Icing Air
Pressurized Air
Heated Pressurized Air
Intake Air
Engine Exhaust Gas
Engine No. 5
Engine No. 6
Dump
Dump
LIGHT
INDICATES
LIMIT OF
TRAVEL
0
WING LIGHTS INDICATE OVER 180° C
TAIL LIGHTS INDICATE OVER 232° C
J>
©
0
WING
ANTI-ICE
6&1
ON
0
0
©
0
5&2
CABIN HEAT &
MV
TAIL ANTI-ICE
4
ON
To Duct Air
Temp. Indicator
To Fwd. Cabin
Altimeter
3
To Cabin Air Flow
Indicator
z :ia
_"'...
0 c,,
;la
I
~n
c-1
·-
J>
"'
,0
To Aft. Cabin
Altimeter
CAB. PRESS. WING
SHUT-OFF VALVE ===::;:~-;::::::A=n=cA=B.=-PRESSURE
Tail Anti-Ice
1. T = Turbosupercharger
2. H = Primary Heat Exchanger
3. 2H = Secondary Heat Exchange
4. M = Manual Shut-Off Valves
5. MV=Modulating Valve
.o·"
VI
Cl
:I
figure 4-4. Pressurizing, Heating, and Ventilating Systems
<
�Section IV
Paragraphs 4-46 to 4-63
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AN 01-SEUA-1
to force air from the bomb bays into the cabins. The
fans are used to ventilate the cabins when atmospheric
conditions are such that cabin pressurization and heating are not required. When the pressure system is
turned on, the ventilating fans are automatically turned
off. Normally the forward and aft cabin pressure regulators are automatically operated to maintain the required cabin pressure. These valves are set to allow an
unpressurized condition from sea level to 8000 feet,
to permit a constant pressure altitude of 8000 feet from
8000 to 35,000 feet, and to hold a constant differential
pressure of 7.45 psi above 35,000 feet.
4-46. NORMAL CONTROLS.
4-47. CABIN PRESSURE WING SHUT-OFF VALVE
SWITCH. The flow of pressurized air from each
wing to the fuselage is controlled by the four-position
cabin pressure control switch (96, figure 1-4). This
switch may be used to select a flow of pressurized air
from the right or left wing by placing it in either the
"R. WING ON" or "L. WING ON" position. Placing
the switch in the "BOTH ON" position opens both
electrically controlled shut-off valves in each wing.
The "VENT FANS ON" position actuates the two
ventilating fans, and the "OFF" position renders both
the pressurization and the ventilation provision inactive.
4-48. AFT CABIN PRESSURE SWITCH. This switch
(97, figure 1-4) controls an electrically actuated shutoff valve located in the pressure duct leading to the
aft cabin.
4-49. INDICATORS.
4-50. CABIN PRESSURE AIRFLOW INDICATOR.
A pitot head in the pressure duct leading to the forward cabin is connected to an airflow gage (19, figure
1-4) on the flight engineer's instrument panel. This
gage indicates the flow of pressure air in the duct and
should read from 1 at sea level to 2.25 at 40,000 feet
with either the left or right wing pressure system on.
With the pressure systems in both wings on, the gage
should show 3 at sea level and 7.25 at 40,000 feet, with
corresponding indications between these two altitudes.
4-51. CABIN ALTIMETERS. Two altimeters, one
for the forward cabin (17, figure 1-4) and one for the
aft cabin (18, figure 1-4), register the pressure altitude
of each cabin.
4-52. EMERGENCY CONTROLS.
4-53. MANUAL SHUT-OFF VALVES. In event of
failure of the electrical pressurization shut-off valves,
which are controlled by the cabin pressure wing shutoff valve switch, manual shut-off valves are located in
the pressure duct inlets to each cabin. (See figure 3-1.)
4-54. CABINDUMPVALVECONTROLS. Two cabin dump valves are provided for permitting rapid depressurization of both cabins. The forward dump valve
has a foot-operated dump pedal provided on the valve
body. The valve is used for manually decreasing pressure within the cabin for combat and for quickly equalizing pressure between the atmosphere and the cabin
78
in an emergency. Quick release of the pressurized air
is obtained by depressing the quick-release pedal on
the valve body. The dump valve hand knob (figure
3-4) which is located on the engineer's floor may be
used to manually modulate the pressure in the forward
cabin. The aft cabin dump valve (figure 3-1) has no
provisions for modulating pressure and can only be
used to de-pre~surize the aft cabin.
(
4-55. PRESSURE REGULATOR CONTROL. In the
event of a pressure regulator failure which would
allow the escape of pressurized air, a manual shut-off
valve on the side of the regulator (figure 3-4) may be
used to close off its air exit provisions, and the forward cabin dump valve hand knob may be used to
modulate air pressure.
4-56. HEATING AND_ANTI-ICING SYSTEM.
(See figure 4-4.)
4-57. GENERAL.
4-58. Heated air for heating pressurized air and wing
and tail anti-icing is obtained by ducting ram air
from the nacelle cooling air tunnel through the two
primary exhaust gas heat exchangers in each nacelle.
The heated air from engines 1, 2, 5-, and 6 is used for
wing anti-icing. The two inboard engines provide the
heated air which is used as required in the secondary
heat exchanger to heat the pressurized air and thereby
provide cabin heating. This heated air from engines
3 and 4 is also used to provide tail anti-icing.
(
4-59. NORMAL CONTROLS.
4-60. WING ANTI-ICING CONTROL SWITCHES.
In the event anti-icing is not required, the heated air
may be directed overboard near its source by a dump
valve located in the hot air duct in each nacelle. Control of these dump valves for engines supplying wing
an.ti-icing is afforded by use of the wing anti-icing
control switches (104,_ figure 1-4).
4-61. CABIN HEAT
TROL SWITCHES.
'the inboard nacelles
tail anti-icing air is
(105; figure 1-4).
AND TAIL ANTI-ICING CONControl of the dump valves in
which supply cabin heating and
made possible by these switches
4-62. CABIN AND TAIL AIR MODULA TING
VALVE CONTROL SWITCH. This switch controls
a valve which controls the amount of heated air that
passes through the secondary heat exchanger on its
way to the tail for anti-icing. Therefore, the cabin and
tail air modulating valve control switch (94, figure
1-4) is marked "INC-CAB DEC-TAIL" in one extreme position, indicating that all tail anti-ice heated
air is passing through the secondary heat exchanger
for cabin heating. The other extreme switch position
"DEC-CAB INC-TAIL" indicates tail anti-ice air is
completely bypassing the secondary heat exchanger, and
therefore no heat is provided the cabins other than that
supplied by pressurized air.
4-63. COOLING AIR CONTROL SWITCH. In the
event the pressurization sys~em alone supplies more
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(
�RESTRICTED
AN 01-SEUA-1
heat than is desirable, the secondary heat exchanger
may be used to cool the pressurized air. This is accomplished by placing the cooling air control switch (95,
figure 1-4) in the "ON" position and directing cooling
air from the No. 4 nacelle around the tubes of the
secondary heat exchanger. The degree of cooling may
be controlled by use of the cabin and tail air modulating valve control switch. The cabin heat and tail antiicing control switches must be off.
4-64. INDICATORS.
4-65. CABIN HEAT AND ANTI-ICING AIR MAXIMUM TEMPERA TORE WARNING LAMPS. A
thermoswitch installed in the heating duct just downstream of each nacelle hot air dump valve _is connected
to a correspondingly identified warning lamp (99,
figure 1-4). The lamps glow when t_h e thermoswitch is
subjected to a temperature in excess of 232 °C for tail
air and 180°C for wing air.
4-66. ENGINE CYLINDER AND ANTI-ICING TEMPERA~ E INDICATOR. Installed in the heating
duc_t ad!acent to the thermoswitch is a thermocouple
which 1s connected to the temperature indicator (7,
figure 1-4). (See paragraph 1-150.)
Section IV
Paragraphs 4-64 to 4-7 4
4-67. CABIN AND TAIL AIR MODULA TING
VALVE INDICATOR LAMP. This lamp (93, figure
1-4) glows when the valve has reached either of its
extreme travel limits.
4-68. PITOT-ST~TIC HEATERS.
4-69. Pitot heat is controlled by two "ON-OFF"
switches (100, figure 1-4) located on the flight engineer's control panel.
4-70. PROPELLER ANTI-ICING.
4-71. Anti-icing of the propeller blades is accomplished
by conducting heated air from the shrouds surrounding
the exhaust manifolds through the hollow steel blades.
A single propeller anti-ice "ON-OFF" switch (101. figure 1-4) controls two electrically actuated valves in
each engine. The valves are located in the exhaust cooling air exit ducts at the spinner fairings. They may be
positioned for anti-icing or for dumping the air overboard.
4-72. GUNNERY EQUIPMENT.
(See figure 4-5.)
4-73. GENERAL.
4-74. The airplane is equipped with eight remote-con-
-40° to 40° ~
.·.
900
-30° to 90° \
200°
•
/;
\
•
\
\ _ -90° to
200°
30°
Cones of fire do not take
into consideration the fire
interrupters for elevator,
Pilot's enclosure, etc.
-
Elevation
-
Azimuth
figure 4-5. fields of fire
RESTRICTED
79
�Section IV
Paragraphs 4-75 to 4-81
RESTRICTED
AN 01-SEUA-1
supplied to the turret control circuits. The "DOOR
OPEN" position completes the circuit to the turret
door motor, opening the turret doors. Placing the
master switch in the "OPERATION" position extends
the turret.
4-77. SAFE-FIRE SWITCH. Moving the safe-fire
switch from the "SAFE" position to "FIRE" sets up
the gun charging circuit.
4-78. HANDSET CONTROL KNOBS. The handset
unit in each control panel is equipped with knobs to
incorporate corrections in the computer on the gun
sights for air speed, altitude, and temperature variations.
4-79. INDICATORS.
4-80. TURRET-OUT LAMP. This indicator lamp
glows when the turret is fully extended and ready for
operation.
4-81. DOOR-CLOSED LAMP. When the turrent is retracted and the doors are closed, this indicator lamp
will be lighted with the master switch in any position
other than off. The lamp will go out when the turret
doors are completely open.
(
figure 4-6. Typical forward Sighting Station
trolled gun turrets, six of which are retractable. Two
are located on the forward top side of the fuselage,
two on the aft top side, and two on the aft bottom side.
The nose and tail turrets are nonretractable. Two 20mm cannon are installed in each turret. Each turret
except the tail turret has a remote sighting station;
the tail turret is controlled by radar with operating
controls located at the radio operator's station. Three ot
the remote sighting stations are located in the forward cabin (figures 4-6 and 4-10) and four in the aft
cabin (figures 4-7 and 4-8). All _sighting stations except
the nose sighting station are equipped with identical
control panels (figure 4-9) for turret operation.
4-75. NORMAL TIJRRET CONTROLS.
4-76. MASTER CONTROL SWITCH. A five-position
master switch on each retractable turret control panel
controls the turret control circuits. The five positions
on the switch are "OFF," "WARM UP," "STAND
BY," ''DOOR OPEN," and "OPERATION." The
"WARM UP" . position completes the circuit to the
gun heaters in the turrets. When the master switch is
in the "STAND BY" position, d-c control volt~ge is
80
figure 4-7. Typical Upper Alt Sighting Station
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�RESTRICTED
Section IV
AN 01-SEUA-1
Paragraphs 4-82 to 4-89
4-88. BEFORE POWER IS ON THE AIRPLANE.
CHECK:
a. Master Selector Switch-HOFF"
b. Circuit Breaker Push Bunons--Pressed
c. Ammunition Reserve Indicators--Set
d. HSAFE-FIRE" Switch-HSAFE"
e. Gun Sight-Locked
4-89. BEFORE ENTERING COMBAT ZONE.
FORM THE FOLLOWING:
PER-
a. Make certain that the "SAFE-FIRE" switch is in
the HSAFE" pos.ition.
b. Move the master switch to the "WARM UP"
position to supply power to the gun heaters for a sufficient period for warm up.
c. Move the master switch to the HSTAND BYn
position to apply power to the turret control cir.cuits.
d. Allow 50 to 60 seconds for the tubes and equip, ment to reach their normal operating temperature.
During this time set up the airspeed-altitude handset
unit on the control panel according to the information
furnished by the navigator.
<-, fANlJ - HY
WARM
UP
e
•
ligure 4-8. Typical Lower Aft Sighting Station
4-82. AMMUNITION INDICATORS. These dials on
the control panel indicate reserve ammunition for each
gun.
4-83. HANDSET INDI CATORS. These dials are used
as a visual indication of air speed, altitude, and temperature corrections for the ·gun sight computers.
4-84. EMERGENCY CONTROLS.
4-85. HAND CRANK. In case of an emergency the
turrets can be extended or retracted manually by use
of a hand crank stowed in the proximity of each turret. The rotor shaft on the turrefs extend-and-retract
motor extends beyond the housing and has a fitting for
the crank. The turrets may also be turned in azimuth
by releasing the brake on the azimuth drive located
under the turret base plate near the center of azimuth
rotation. The clutch shaft protrudes below the azimuth
drive housing and has a fitting for the crank. With
the brake released and the crank in position, the turret
may be rotated with a 40-pound load on the crank
handle.
4-86. OPERATION.
4-87. Operation of the retractable turrets from the
sighting stations is accomplished in the following manner:
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•
OOO R OPEN
00
~
FIRING
CIRCUIT
0
BREAKER
C
0
FIRE
'
SAFE
0
~
fjRIGHT GUt«9
CONTROL
c(5
BREAKER
~
figure 4-9. Typical Gunners' Control Panel
81
�Section IV
Paragraphs 4-90 to 4-97
RESTRICTED
AN 01-5EUA-1
Note
Before entering a zone in which turret use is
anticipated, the navigator will furnish to all
gunners the indicated air speed, the altitude,
and the outside air temperature. The dials on
the handset unit must be set accordingly so
that the computer will make the proper lead
and ballistic corrections. The navigator will
inform the gunners when dial adjustments on
the handsets need readjusting. It is recommended the dial settings be checked every 10
minutes when in a combat zone.
e. Place the master switch in the uDOOR OPEN"
position and observe the indicator light.
f. Place the master switch in the uoPERATION"
position.
g. Place the "SAFE-FIRE" switch in the. "FIRE,,
position.
This switch should not be placed in the
"FIRE" position until immediate use is anticipated.
h. To fire the guns, depress the trigger buttons on
the handles.
4-90. ON LEAVING COMBAT ZONE. PERFORM
THE FOLLOWING:
a. Place the "SAFE-FIRE" switch in the "SAFE"
position.
b. Place the master switch in the usTAND BY"
position.
c. Observe the indicator lamps when the turret is
stowed and the doors are closed. Place the master
switch in the uOFF" position.
4-91. NOSE TURRET.
4-92. The nose turret operation and control is identical to the retractable turrets, except that the control
panel does not have the master switch positions marked
"OPERATION" and "DOOR OPEN" with corresponding lights.
4-93. TAIL TURRET.
4-94. For reasons of security classification, no information on control and operation of the tail turret is
given in this publication.
4-95. BOMBING EQUIPMENT.
figure 4- IO. Nose Sighting Station
82
4-96. GENERAL.
4-97. The airplane incorporates four bomb bays designed to carry varied bomb loads and various sized
bombs. Structurally rigid bomb bay doors mounted on
rollers move on tracks around the fuselage contour.
All doors are operated by electric motors and a cable
arrangement. Thirty-two removable bomb racks of 11
different types are furnished with each airplane, allowing a number of bomb loading conditions. Design of
RESTRICTED
�RESTRICTED
AN 01-SEUA-1
Section IV
1. ·MICROPHONE SWITCH
2. BOMB SIGHT
3. OXYGEN PANEL
4. CAMERA INTERV A LOMETER
5. INTERPHONE CONTROL PANEL
DETAIL A
figure 4-11. Bombardier's Station
RESTRICTED
83
�Section IV
Paragraphs 4-98 to 4-124
RESTRICTED
AN 01-SEUA-1
the bombing equipment is based on 500-, 1000-, 1600-,
2000-, and 4000-pound bombs. However, 100-, 115-,
125-, 250-, 325-, and 350-pound bombs can be carried
at the 500-pound bomb stations. The all-electric bomb
release system, based on the type A-4 bomb rack release with controls at the bombardier's station (figure
4-11), consists of six individual circuits: a bomb bay
door opening circuit, a nose fuse arming circuit, a
bomb indicator lamp circuit, a circuit for normal release with tail fuse automatically armed, a circuit for
salvo release with tail fuse automatically safe, and a
bomb release formation signal light circuit. Retention
of the arming wires for nose fusing is attained by
means of the type A-2 bomb arming controls. One
arming control is supplied for the nose fuse of each
bomb.
4-98. NORMAL CONTROLS.
4-99. MASTER POWER SWITCH. The master power switch with its two positions ruarked "ON" and
"OFF" controls the electric power to the bombing control panel as well as completes the circuit to the formation signal lights in the tail of the airplane.
4-100. BOMB BAY DOOR SWITCHES. Three
switches, one each for bays No. 2 and 3, and a single
switch for bays No. 1 and 4 are used to open the bomb
bay doors.
4-101. BOMB BAY SELECTOR SWITCHES. Three
switches corresponding to the bomb bay door switches,
when placed in the "ON" position, set up the release
circuit to the racks from which bombs are to be
dropped.
4-102. NOSE FUSE SWITCH. This switch marked
"SAFE" and uARM" is provided for the arming of the
nose fuses. All bombs can be armed simultaneously
with this switch. When the switch is in the "SAFE"
position during normal release, only the tail fuses will
be armed. During salvo the tail fuse will be automatically safe and the nose fuse will be either armed
or safe, depending on the position in which this
switch is placed.
4-103. BOMB STATION INDICATOR LIGHT
SWITCH. When this switch is placed in the "ON"
position, each indicator light will burn as long as its
bomb rack release unit is cocked.
4-104. PRESS-TO-TEST SWITCH. This switch is
used to test the bomb station indicator lights.
4-105. INDICATORS.
4-106. BOMB BAY DOOR LAMPS. The six bomb
bay door lamps, three for "OPEN" and three for
"CLOSE" positions, give visual indication of bomb
door travel.
4-107. NOSE FUSE LIGHT. This light, when on, indicates that the bomb nose fuses are armed.
4-108. BOMB STATION INDICATOR LIGHTS.
One hundred and thirty-two bomb station indicator
lights, one for each bomb station, are located on the
bombing control panel. Each indicator light will burn
as long as its bomb rack release unit is cocked. Each
84
light will go out as the bomb at its station is released.
4-109. BOMB SIZE IND I CA TORS. Four bomb size
indicators, one for each bomb bay, can be set manually
to show the size of bombs loaded in each bay.
4-110. BOMB INTERVAL CONTROL INDICATOR
PANEL. Dials with their control knobs on the intervalometer control panel give a visual indication of the
presetting used to determine the bomb dropping sequence.
4-111. EMERGENCY CONTROLS.
4-112. BOMB SAL VO SWITCHES. Three bomb
salvo switches, one each at the bombardier's, the radio
operator's, and the pilots' station may be used to salvo
the bombs in the event of an emergency.
4-113. EMERGENCY INDICATORS.
4-114. Lamps adjacent to the bomb salvo switches will
light when one or more of the bomb salvo switches are
in the "ON" position. After salvo, bomb bay doors
cannot be closed until the salvo switch is placed in the
"OFF" position.
Note
There are no emergency provisions for opening or closing the bomb bay doors in the
event of an electrical failure.
4-115. PYROTECHNIC EQUIPMENT.
4-116. PYROTECHNIC PISTOL.
4-117. A type AN-MS pyrotechnic pistol (6, figure 3-2)
is s~owed in a type A-2 holder located on the radio
operator's equipment shelf. A type M-1 pistol mount
is installed in the proximity of the pistol on the upper
left side of the fuselage. (See 6*, figure 3-2.)
4-118. DRIFT FLARES.
4-119. Day and night drift flares are carried in a bag
stowed on the left side of the fuselage just aft of the
forward bulkhead in the radio operator's compartment.
A drift signal chute is installed under the folding leaf
of the radar operator's table. To operate the chute,
load a flare in the chute and close the door securely.
After waiting approximately 5 seconds, pull the lower
red handle to release the flare.
4-120. LIGHTING CONTR.OLS.
4-121. EXTERIOR LIGHT CONTROLS.
4-122. Two landing light control switches (41, figure
1-3), two position light control switches, and a formation light control switch (40, figure 1-3) are located on
the pilots' pedestal.
4-123. INTERIOR LIGHT CONTROLS.
4-124. One switch (16, figure 4-1) on the radio operator's control panel controls dome lights in bomb bays
No. 1 and 2; two switches on the bomb bay dome
light control panel in the bomb bays control all bomb
bay dome lights; and one switch on the forward bulkhead in the aft cabin controls the dome lights in bomb
bays No. 3 and 4. A switch at each wing crawlway
entrance controls the wing crawlway lights. Dome
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WHEN USING T"f eoMMUKlef\TIOK TUBE WITM T~E
AIRPL~Nc IK Mt INeLINt0 ATTITUDE TME eART
B1<AKt S\.40ULD BE USE:D TO e~EeK
SPE.ED
Section IV
Paragraphs 4-125 to 4-126
lights and cockpit lights in the fore and aft cabins are
controlled by rheostats, circuit breakers, and switches
located adjacent to the light. Wheel compartment
lights for inspection of wheel latches are controlled by
a wheel light control switch (102, figure 1-4) at the
flight engineer's station.
4-125. COMMUNICATION TUBE CART.
(See 43, figure 1-1.)
4-126. The communication tube cart provides transportation through the communication tube which connects the pressurized compartments. Rollers on the
cart are mounted on a track laid in the tube. The user
lies face up on the cart and pulls himself through by
means of an overhanging rope. The cart is automatically locked in place when it reaches its end of travel. It
can be unlocked by pulling the ring on the top surface
of the cart. It can be unlocked and brought from the
opposite end of the communication tube by turning
the handle on the cart return carriage pulley. The cart
is equipped with brakes for controlling its speed during change in airplane attitude.
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Section V
Paragraphs 5-1 to 5-5
EXTREME
WEATHER
OPERATION
5-1. GENERAL.
5-2. The following operating instructions are written
as a supplement to the instructions in section II and
should be complied with when extreme weather conditions are encountered.
5-3. ARTIC OPERATION.
5-4. BEFORE ENTERING AIRPLANE.
a. Preheat engines if temperatures are ·below -18°
C (0°F), even though oil dilution was accomplished
at shutdown. (See figure 5-1.)
b. Preheat engines if temperatures are below 2°C
(35°F) if oil dilution was not accomplished.
c. Heater ducts may be routed to the engine cylinders and accessories by removing the nacelle cowling.
d. Check Y-drains for oil Bow. If oil does not Bow,
apply external heat to the Y-drain and oil tank sump.
e. Check turbo oil system drains for free Bow.
f. Check fuel drains for free Bow.
g. Check all fuel and oil vent lines for freedom from
frozen condensate.
h. Put the electric heating covers for the three servos
and the vertical Bight gyro in operation one hour
prior to take-off when the ambient air temperature
is below -12°C (10°F).
i. Supply heat to the forward and aft cabins to heat
Bight instruments, radios, dynamotor inverters, and
radar and other equipment within the airplane.
j. Heat the battery if it has been allowed to get cold.
(See paragraph 5-27.)
k. Remove ice, frost, snow, and dirt from the landing gear struts, actuating cylinders, wheels, and brakes•.
Wipe shock struts W!th a hydraulic-fluid-soaked cloth
after they are cleaned.
1. Check the tires and shock struts for ·p roper inflation.
m. Check engine stiffness periodically to determine
when sufficient heat has be,en applied.
n. Remove wing, gun, pilots' enclosure, nose compartment, blister, and pitot covers; ground heater
ducts; and immersion heaters just before entering the
airplane.
o. Turn each engine over at least twelve blades,
using only two men to a blade. If two men cannot
move the propeller, the engine is not warm enough to
start or a liquid lock exists.
5-5. ON ENTERING AIRPLANE.
a. Start the Bux gate compass gyro motor by depressing and holding for one minute the cold start
switch on the Bux gate compass amplifier, if temperatures are below -35°C (-31 °F). Allow at least
five minutes for the gyro to attain maximum operating speed before taking any readings.
b. Operate all movable surfaces three or four times
to check ease of operation.
c. Check functioning of instruments that can be
checked without engine operation.
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Section V
Paragraphs 5-6 to 5-7
TYPICAL CO VER FASTENER
(
figure 5- 1. Ground Heating
blown lines or oil coolers and recheck for congealed
oil or ice at the Y-drain or oil tank sump drain.
d. Check operation of the pitot heaters.
Note
Note
Obtain electric power from an external source.
5-6. STARTING ENGINES.
a. Prime engines 30 seconds just prior to cranking.
b. Use the normal starting procedure prescribed in
section II.
Note
If engines have not been sufficiently prewarmed, unsuccessful attempts at starting may
cause ice formation on the spark plug points.
Spark plugs must be removed and cleaned to
eliminate the ice.
5-7. ENGINE WARM-UP.
a. Use oil dilution to reduce viscosity of the oil
if time does not permit normal engine warm-up.
Dilute oil with care, because engine failure
can result from over-dilution.
c. Shut off the engines if there is no oil pressure
after 30 seconds running, or if the oil pressure drops
after a few minutes ground operation. Check for
88
Oil may be diluted slightly if pressure is too
high for a prolonged period.
b. Parallel alternators after the voltage regulators
are at operating temperatures.
c. Operate the brake pedals.
d. Operate the windshield wipers.
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e. Operate wing flaps through one cycle.
f. Check wing and empennage anti-icing and cabin
heat control.
g. Check all instruments for proper operation.
h. Ground run the engines approximately 45 minutes if normal oil dilution was used at engine shutdown.
Note
An emergency take-off may be executed with
diluted oil in the system as soon as oil pressures are normal and oil temperatures show a
slight rise.
Section V
Paragraphs 5-8 to 5-15
5-9. DURING FLIGHT.
5-10. If engines backfire or run rough, maintain a
minimum CAT of -10° to 0°C. (15° to 32°F).
5-11. APPROACH.
a. Use carburetor preheat when outside air temperature is -18°C (0°F) or colder.
b. Be sure to maintain a power setting sufficient to
prevent cooling of engines and loss of power on landing approach, because temperature inversions (ground
temperatures lower than altitude temperatures) are
characteristic in cold weather.
c. Use .a long, low approach for landing at temperatures below -48°C (-54°F). Such an approach will
require the use of more engine power than is normally
used for the landing app·roach, resulting in cylinder
head temperatures which are above the critically low
value.
i. Turn on pitot heaters and the wing, enipennage,
and propeller anti-icing systems if icing is evident.
5-12. LANDING.
5-13. Use brakes with caution when landing on snow
or ice.
Note
5-14. STOPPING ENGINES.
5-15. OIL DILUTION. To accomplish satisfactory
starting of the engine it is imperative that each engine
oil system be diluted in accordance with the fol.lowing procedure:
Comparatively mild icing zones will exist
when there is visible moisture in the air at
temperatures approaching or below freezing.
Most severe icing conditions will exist between freezing and -8°C (18°F).
5-8. TAKE-OFF.
a. Place the cabin heating system in operation so
windshield defrosting can be accomplished during
take-off if necessary and the flight instruments will not
cool to give erroneous indications.
b. Turn on pitot heaters and wing and empennage
anti-icing system if precipitation is encountered or if
icing conditions are anticipated immediately after takeoff.
Note
Flight indicators are not very reliable at temperatures below -43°C (-45°F). For this reason
cabin heating is necessary during warm-up
and take-off under such conditions and all
flight instruments must be cross-checked.
a. Stop the engines and allow the oil to cool to
30°C (86°F) before starting oil dilution if the engine
oil temperatures exceed 40°C (104°F).
b. If oil tank servicing is required, dilute the oil
one-half the required time, immediately fill the oil
tanks, and then complete the dilution process.
c. Idle engines at 1200 rpm and hold the oil dilution switches (53, figure 1-4) on as long as required for
proper oil dilution at the lowest expected outside air
temperature. See the following chart:
Outside Air Temperature
4° to 1 °C (40° to 34°F)
1 ° to -5°C (34° to 23°F)
-5° to -12°C (23° to 10°F)
-12° to -20°C (10° to -4°F)
-20° to -27°C (-4° to -l 7°F)
-27°C (-17°F) and Lower
Dilution Time
1 Minute
2 Minutes
3 Minutes
4 Minutes
5 Minutes
6to 10
Minutes
Note
c. Place the carburetor preheat in operation if icing
conditions prevail or if outside air temperature is
-18°C (0°F) or colder.
Operation of the dilution system is indicated
by a substantial fuel pressure drop. If this
pressure drop is not obtained, investigate, paying particular attention to dilution solenoids
which may be stuck, dilution lines which may
be plugged, and restrictor fittings which may
be reversed.
Do not exceed 44°C (110°F) CAT above 2000
rpm of the engines.
d. Do not permit the engine oil pressures to fall
below 15 psi. If necessary, stop the engine, wait about
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5 minutes, and continue dilution.
e. Do not allow oil temperatures to rise· above 50°C
(122°F) during the oil dilution period. Stop the dilution procedure until the oil temperature drops. It may
be necessary to dilute the oil during two or more
periods.
f. Release the dilution switch ONLY after the
engine stops. This is important, because only diluted
oil must be circulated through the engine oil system.
5-16. If engines are ground-run after oil dilution is
accomplished, further dilution must follow. Also, if
an engine is operated for forty-five minutes with oil
temperature above 50°C (122°F), fuel added fer dilution will boil off and the oil will return to its normal
viscosity, making re-dilution necessary. If a short
ground run is made after oil dilution has been accomplished, additional dilution must be accomplished. The
dilution time may be obtained by multiplying the
time period of the -chart by the ratio of the ground•
run time to 60 minutes. For example, if the ground•
run is of 30 minutes. duration, the additional time will
be half of the chart value. However, the dilution period should never be less than 30 seconds.
5-17. OIL DILUTION PRECAUTIONS. Observe the
following precautions during engine operation following oil dilution:
a. A high percentage of oil dilution will not harm
engine bearings if oil pressures remain normal.
b. When take-off is made before engines have been
run long enough to evaporate fuel from the oil system,
it is possible that scavenging difficulties may arise
during or shortly after take-off and that diluted oil
may be discharged through the engine breather lines
at a dangerous rate.· These difficulties will not normally occur, however, if the dilution procedure out•
lined above is followed carefully. If scavenging 'difficulties do arise and oil is discharged through the
breather lines, make a landing immediately. It is
possible to lose a dangerous amount of oil, and engine
failure may occur. Replenish the oil supply with warm
undiluted oil.
c. If engines suddenly show a loss of oil pressure
or throw oil out of the breather lines after the airplane
has been in flight for some time, the oil dilution valve
may be stuck open. Operate the oil dilution switch
a few times. Operation of the switch will usually correct this condition. Check the oil dilution valve after
landing.
5-18. BEFORE LEAVING AIRPLANE.
5-19. DRAINING THE OIL SYSTEM. With ground
heaters, proper oil di_lution, and immersion heaters,
oil draining should never be necessary. However, in
an emergency when draining of the oil is required,
proceed as follows:
a. Idle the engines. until the oil temperatQres stabilize at 40°C (104°F).
b. Use the normal procedure for stopping the en•
gines.
90
c. Install the engine covers.
d. Drain the -oil into clean containers.
e. If possible, store the oil in a warm place. If the
oil cannot be kept warm, heat it to approximately
75°C (167°F) before it is returned to the tank.
f. Use the normal starting procedure as soon as the
heated oil is returned to the tanks.
5-20. PARKING.
5-21. When parking, head the airplane into the wind
and set the brakes. Do not set the brakes until they
have cooled, however; they might freeze in the on
position.
5-22. PROTECTIVE COVERS. When oil dilution is
completed, install air intake ducts, ·turret, nose compartment, blister, pilots' enclosure, and pitot mast
covers.
5-23. OIL IMMERSION HEATERS. If full oil dilution was accomplished, the use of oil immersion heaters should not be necessary unless temperatures are
below -20°C (-4°F), and ground facilities are not
available. Under these • circumstances, an immersion
heater should be installed in each oil tank immediately
after shutdown and should be operated from two to
four hours at intervals of the same length.
Note
Immersion heaters must not be placed in congealed oil. Congealed oil w i 11 car b o ri ii e
around the heater and render it ineffective.
5-24. FUEL TANKS. . If fuel tanks are kept filled,
condensation in fuel lines will be minimized. Check
all drain points and vent line openings for condensa-
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Section V
Paragraphs 5-25 to 5-30
figure 5-2. Ground Cooling
tion, which will freeze if not drained. After filling
tanks, drain at the booster {)umps to remove any water.
5-25. TIJRBOSUPERCHARGER OIL. Consult the
following chart to determine the proper oil for use
in the turbo oil system.
Ground Temperatures
Above -9.4°C (_
15°F)
-9.4°C (15°F) and Below
Oil
Specification No.- AN-0-8,
Grade 1065
AAF Specification
No. 3606
5-26. CONSTANT SPEED DRIVE OIL.
mended oil is as follows:
Ground Temperatures
Above -23.3°C (-10°F)
Below -23.3°C (-10°F)
The recom-
cooler, make it possible to carry the evaporator irito
the aft cabin through the entrance hatch on the left
side of the fuselage. Route the lines through the nose
wheel well entrance to cool the forward cabin. (See
figure 5-2~)
b. Turn on cabin ventilating fans as soon as the
external power supply is connected.
c. Install carburetor air filters and connect the wiring to the electrical actuator of each filter door.
d. Check operation of the filter doors.
e. Operate all movable surfaces and inspect for free-
Oil
Specification Nq. AN-0-3,
Medium
'Specification No. AN-0-3,
Light
INSTALL Al~ 'FlLTI.RS
1'U~\NG DUSTY
OPERATIONS
5-27. BATTERY. At freezing temperatures and below, remove the battery and stow it in a heated room
if possible. The battery should be kept warm at all
times. Batteries give best performance at 27°C (81 °F)
and the performance of even a new, fully charged bat•
tery decreases as the temperature decreases.
5-28. WING SURFACES. Always protect wing surfaces from possible collection of snow and ice. In the
event ice does form or snow collects, remove it before
take-off. Snow ~an be removed by brushing with
brooms. Ice may be removed by use of portable heaters
and alcohol, or by vibrating a rope across the wing
surface. It must be removed carefully to prevent
scratching or marring the wing surfaces.
5-29. DESERT OPERATION.
5-30. BEFORE ENTERING AIRPLANE.
a. Cool the forward and aft cabins by the use of
two type A-1 portable coolers. The 15-foot refrigerant
lines, which attach the evaporator assembly to each
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Paragraphs 5-31 to 5-51
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dom of dust at the hinge points.
f. Use a cloth moistened with hydraulic fluid to
wipe the nose and both main gear shock struts free
of dust and sand.
g. Check tires for proper inflation.
h. Wipe instrument panels with a lint-free cloth
to remove any dust or sand.
i. Operate all instruments that can be checked without engine operation by using an external source of
power.
j. Remove ground cooling ducts and engine and
airplane covers.
5-31. ON ENTERING AIRPLANE.
b. Open the bomb bay doors if the sand is not blowing.
c. Stop the engines as soon as possible.
5-44. BEFORE LEAVING AIRPLANE.
a. Install the pitot mast, pilots' enclosure, nose compartment, bJister, and gun turret covers.
b. After the engines have cooled, install the engine
air intake covers.
c. Handle high octane fuels with care. Be sure that
all fueling equipment and the airplane are well
grounded.
d. Exercise care to avoid letting sand or dust enter
the engine and turbo oil tanks while servicing.
e. Clean the carburetor air and instrument filters.
Replace any that are in questionable condition.
5-32. Turn on the ventilating fans.
f. Clean sand and dust from all hinge points of the
movable surfaces.
5-33. STARTING ENGINES.
5-34. Use the normal starting procedure.
a. Do not over-prime the engines.
5-45. TROPIC OPERATION.
b. Operate engine-driven fans only in low ratio.
5-46. BEFORE ENTERING AIRPLANE.
c. Turn on the carburetor air filters.
a. Check all fabric surfaces and control surface
hinge points for freedom from fungi. If fungi is
evident, remove it from all surfaces, except fabric
surfaces, with a stiff brush or compressed air. Use a
clean soft cloth for the fabric surfaces.
5-35. ENGINE WARM-UP.
a. Conduct ground operation in a minimum amount
of time.
b. Operate all movable surfaces.
c. If necessary, warm electrical instruments with an
external source of heat until all moisture is eliminated.
Do not operate the engine-driven fans in high
ratio during ground operation or take-off.
b. Watch cylinder head temperatures; do not exceed
limits.
5-36. BEFORE TAKE-OFF.
d. Inspect the oleo struts and tires for cleanliness
and proper inflation.
5-47. STARTING ENGINES.
5-37. Unless absolutely necessary, do not take off during sand or dust storms; head the airplane cross-wind
and stop the engines.
5-48. Use the normal starting procedure, taking care
not to exceed limiting cylinder head temperatures
during engine warm-up.
5-38. TAKE-OFF.
5-49. STOPPING ENGINES.
a. Remember that in excessive heat longer runs are
required for take-off than in ordinary temperatures.
5-50. Stop the engines as soon as possible.
b. Maximum cylinder head temperature for takeoff must be within limits.
a. Install nose compartment, pilots' enclosure, gun
turret, pitot mast, and blister covers.
5-39. DURING FLIGHT.
b. As soon as the engines have cooled, install the
engine and the air duct covers. The covers will keep_
out moisture, thus preventing corrosion and growth
of fungi.
5-40. If change from hot to cold atmosphere is likely
to be abrupt, have the heated covers on the autopilot
stabilizers turned on to help prevent condensation.
5-41. LANDING.
5-42. Remember, the airplane will sink faster in excessive heat than in moderate temperatures.
5-43. STOPPING ENGINES.
a. Park the airplane into the wind.
90B
5-51. BEFORE LEAVING AIRPLANE.
c. If possible, keep delicate instruments, such as
communication equipment, etc., warmer than ambient
temperature by approximately 6°C (10°F). If heating
cannot be accomplished, circulation of air over the
equipment will be helpful.
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Appendix I
Paragraphs A-1 to A-11
OPERATING
CHART S
A-1.
GENERAL.
A-2. The charts in this section present estimated performance to facilitate flight planning and efficient
operation of B-36 airplanes. They will be replaced
by charts based on actual flight test data when the
necessary flight testing has been completed.
A-3. The data included are for operation in NACA
standard atmospheric conditions. Although the B-36
is equipped with two-speed engine cooling fans to
insure proper cooling under extreme conditions, the
chart performance is based on the "LOW RPM" fan
setting. This setting should provide s~tisfactory cooling in NACA standard air, and it results in less engine ·
power being diverted from the propellers.
A-4. Engine cooling, intercooling, and oil cooling
losses are taken into account in the performance; but
the cooling air exit settings to maintain required cooling air flow are not included in the charts, since the
airplane is equipped with automatic cooling controls.
A-7. Climb data are shown for three gross weights and
several altitudes so that best climb speed, rate of
climb, time to climb, ~nd fuel used may be interpolated for intermediate conditions of gross weight
and altitude. Reduction in gross weight during climb
may be determined by multiplying gallons of fuel
consumed by 6.2_1, which figure assumes that the fuel
weighs 6 pounds per gallon and that oil consumption
is 3.5 per cent of the fuel consumption by weight. The
chart values of fuel used include an allowance for
~arm-up and take-off-. A-8. Landing distance to clear 50 feet, landing ground
run, and best approach speed are listed for two gross
weights and three altitudes, with zero wind and a dry
hard surface runway. Landing for intermediate gross
weights and altitudes may be estimated by interpolation. The tabulated distances are ~5 er ce
,f .th~
minimum high performa~ce distan.c~s obtainable without utilizing the reverse pitch feature of the propellers.
A-5. TAKE-OFF, CLIMB, AND LANDING CHART.
A-9. FLIGHT OPERATION INSTRUCTION CHARTS.
A-6. Take-off ground run distances and total distances
to clear a 50-foot obstacle from a hard surface runway
are tabulated for three gross weights, three altitudes,
and three head wind velocities. Take-off performance
may be estimated for other conditions of gross weight,
altitude, and head wind by interpolation. No data are
presented for sod or softer surfaces, since the B-36
will be operated from heavy duty runways only. The
charted distances are 125 r cent of the minimum distances obtainable using high per ormance take-off
procedure.
A-10. These charts indicate the relations between
range, speed, and operating conditions for various
altitudes, gross weights, and fuel loads in level cruising flight with no wind. Charts are included for sixengine and three-engine operation, showing range
and cruising speeds for operating conditions from
maximum continuous power to power for maximu.n
range.
A-11. In Column I, for maximum continuous power
operation, it will be noted that true air speed varies
with altitude, while fuel flow does not, indicating
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Paragraphs A-12 to A-25
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that miles per gallon varies with altitude. However,
since maximum continuous power presumably would
not be used if range were critical, the improvement
in miles per gallon with increasing altitude has been
neglected, and the ranges listed for various fuel loads
in the upper half of this column are conservatively
based on the miles per gallon obtained at -5000 feet
altitude.
A-12. Operating conditions recommended in Columns
II, III, and IV are selected to give successively greater
range than Column I, at lower cruising speeds, and
are adjusted so that power settings for all altitudes
in one column result in the same miles per gallon.
A-13. Column V represents the maximum range condition, but since maximum miles per gallon for a given
gross weight may vary appreciably with altitude, the
pertinent data have been summarized i-n the long
range cruising tables, which' show maximum range
obtainable at each altitude.
A-14. The ranges listed for each quantity of fuel in the
flight operation instruction charts are based on
utilizing the full quantity of fuel in cruising flight
at the recommended operating conditions. Therefore,
the fuel quantity at which the chart is entered should
be the figure in the fuel column which is equal to, or
slightly less than, the fuel initially loaded in the
airplane, minus all allowances. The fuel allowance
for warm-up, take-off, and climb may be obtained from
the Take-off, Climb, and Landing Chart." Allowances
for wind, navigational errors, combat, formation flying, and other contingencies should be based on local
policy. The amount of residual (trapped) fuel is very
small for the B-36 and will vary among the airplanes. However, if range is critical, an allowance of
100 gallons for residual fuel should be ample.
A-17. EXAMPLES.
A-18. To clarify and illustrate the preceding statements, the following examples have .been included. For
purposes of illustration, it is assumed that the airplane
weight less fuel, oil, and bombs is 150,000 pounds
(referred to herein as the basic weight) and that fuel
and oil are loaded in the ratio of 18: 1 by volume
(14.4: 1 by weight).
A-19. EXAMPLE A.
A-20. It is desired to fly a B-36 over water from one
air field to another field 3500 nautical miles away.
Local policy prescribes a fuel reserve of at least three
hours.
A-21. Since the flight is over water, terrain is not a
determining factor, and 5000 feet is selected as the
cruising altitude from consideration of prevailing
winds.
A-22. Examination of the "Long Range Cruising
Table" for six engines indicates 375 gph fuel flow at
5000 feet for the gross weight band bracketing 150,000
poundsi For three hours reserve, the fuel allowance
required is 3 x 3 75, or 1125 gallons.
A-23. By a systematic inspection of the flight operation instruction charts, the following combinations
of weight, operating column, and cruising fuel supply
which will provide the required range are found:
Chart Weight
Cruising
Limits
Fuel
Range
Pounds
Column Gallons Nautical Miles
0
A-15. It will be noted that the long range cruising
tables do not take into account directly variations
in fuel loading at each gross weight. The charted
ranges are based on consumption of fuel and oil equal
to the difference between the maximum and minimum
gross weights of each weight bracket. For fuel quantities less than this, the miles per gallon may be determined by proportion, as explained in Example A
below. The above remarks on fuel allowances apply
also to the long range cruising tables.
A-16. When gross weight diminishes below the limit
specified for the chart being used, it is important that
the new operating conditions be selected from the
same column in the next chart, because the charted
ranges are based on operation in the same column
throughout. The charted power settings are based on
the maximum gross weight for each chart and consequently will result in slightly higher speeds than
tabulated when the gross weight is less than the maximum for the chart. However, the slight improvement
in miles per gallon resulting from this has been neglected in calculating- ranges.
92
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~( 2)
( 3)
( 4)
( 5)
( 6)
( 7)
--- ( 8)
( 9)
(10)
(11)
330-320,000
320-300,000
300-280,000
300-280,000
280-260,000
280-260,000
260-240,000
260-240,000
240-220,000
240-220,000
220-200,000
II
II
II
III
III
.IV
III
IV
III
IV
IV
24,000
24,000
23,000
19,000
18,000
16,000
17,000
15,000
16,000
14,000
13,000
3520
3595
3570
3610
3575
3760
3555
3755
3520
3730
3670
A-24. Each chart is applicable only when the initial
cruising gross weight is within the chart limits. The
initial cruising gross weight is determined by adding
reserve fuel, cruising fuel, and oil to the basic weight
of 150,000 pounds. For gasoline at six pounds per gallon and oil loaded equal to 1/ 14.4 of the fuel by
weight, the weight of fuel and oil is 6.42 pounds per
gallon of fuel. By checking the initial cruising gross
weight in this manner, it is found that all the above
combinations are eliminated, with the exception of
numbers (2), (5), (6), and (8).
A-25. These numbers are retabulated below, together
with cruising speeds and gross weights. Gross weight
at the end of the flight is found by subtracting the
fuel used in cruising and the oil consumed, which is
3.5 per cent by weight of the fuel consumed. The re-
RESTRICTED
(
�RESTRICTED
AN 01-SEUA-1
duction in gross weight during cruise is thus 6.21
x gallons of fuel used.
II)
II)
"'O
C:
::I
"'O
C:
bl:)O
c:i::i.
~--.
·--~~
·ai-cU~
e.
(2)
(5)
(6)
(8)
311,100
273,000
260,000
253,500
bl)
.5
a
·e~=
u£"3
II)
::r:
i::i.
0
"'::I
-~ "'O
-~ "'O C'S-~ "'O
~:~~ ~
:E ·3 t ~ ·3 t ~ ·3 t
C ::I
·2 e
~u0
24,000
18,000
16,000
15,000
::r:
i::i.
::r:
i::i.
5
~i::i.
~~
II)
~~ ~~~ ~~
-~ ~
.5 "' 0. > "' 0. ...
i-cUcn ~Ucn <Ucn U~
C: "' 0.
162,000
161,000
160,000
160,000
235
219
213
218
246
236
214
214
241
228
214
216
17.2
18.1
20.2
20.0
· A-26. Of the four possible loadings found above, the
first would probably not be desired, because it would
require auxiliary fuel tanks in the bomb bay and
would result in only two or three hours' saving in
duration of the flight. It would also require a rather
long take-off distance.
A-27. If a gross weight and fuel load lighter than any
of the foregoing is desired, the maximum range conditions of the "Long Range Cruising Table" may be
used. The preceding calculations indicate an initial
cruising gross weight in the neighborhood of 230,000
pounds for this condition. Therefore, the range is
checked for the bracketing gross weights of 240,000
and 220,000 pounds:
Initial Cruising G. W.
Basic Weight
Weight of Fuel and Oil
Gallons of Fuel,
( # Fuel+Oil) / 6.42
Reserve Fuel
Cruising Fuel
Fuel Plus Oil Consumed in
Cruise (Gallons Fuel x 6.21)
Final Cruising G. W.
Pounds
Pounds
Pounds
240,000
150,000
90,000
220,000
150,000
70,000
Gallons
Gallons
Gallons
14,030
1,125
12,905
10,900
1,125
9,775
Pounds
Pounds
80,200
159,800
60,700
159,300
A-28. Summing up increments of range between the
weight limits found above, the following ranges
are obtained:
Gross Weight
Pounds
240,000
Range
Nautical Miles
Range
Nautical Miles
892
962
1031
1031
1132
1132
(160,000-140,000) will add 1233 nautical miles, consumption of 700 pounds (160,000-159,300) will add
1233 x 700/ 20,000 or 43 nautical miles. The gross
weight and fuel load required for 3500 nautical miles
with the specified reserve are found by interpolation
to be 227,700 pounds initial cruising weight and
11,000 gallons of cruising fuel. The average cruising
speed is found to be 176 statute mph, resulting in a
cruising time of 22.9 hours.
A-30. From a comparison of the conditions studied,
condition (8) is selected, since it requires only three
hours more than the minimum time and permits a
moderate gross weight and fuel load. From the "Takeoff, Climb, and Landing Chart," the fuel for warm-up,
take-off, and climb to 5000 feet is found by interpolation to be 580 gallons. A summary of the loading and
operating conditions is as follows:
Basic Gross Weight
Pounds
Fuel @ 6 Pounds Per Gallon,
Pounds
Including
Warm-Up, TakeOff, and Climb
580 Gallons
Cruise
15,000 Gallons
Reserve
1,125 Gallons
150,000
100,230
Total
16,705 Gallons
Oil @ 1/ 14.4 x Fuel Weight
Pounds
6,960
(Oil Weight 7.5 lbs/ gal)
Pounds 257,190
Take-off Gross Weight
4,360
Feet
Take-off Ground Run @ SL, No Wind
Take-Off Over SO-Foot Obstacle
5,750
Feet
@ SL, No Wind
6.5
Minutes
Time to Climb to 5000 Feet
149
CAS mph
Best Climb Speed
Initial Cruising Conditions (Column IV)*
2,100
RPM
in. hg
35.0
M. P.
AL
Mixture
218
mph
TAS
•!•NOTE: Each time the gross weight is reduced to the minimum chart value, it is essential that power be re-set
according to values shown in the same column on
the next chart, because ranges are based on this type
of operation.
A-31. The preceding example was based on zero wind.
If the average wind velocity component in the direction of flight is known, it should be taken into account by calculating the air miles to be flown through
the wind and using this distance rather than the
ground distance in entering the charts. Air miles are
calculated as ground distance times true air speed
divided by ground speed.
220,000
962
Appendix I
Paragraphs A-26 to A-33
200,000
180,000
160,000
12
159,800
43
159,300
4029
3168
A-29. The increments of range between 160,000 pounds
and the final cruising gross weight are obtained by
proportion. For example, since the chart indicates
that consumption of 20,000 pounds of fuel and oil
A-32. EXAMPLE B.
A-33. To illustrate planning of a typical bombing mission, it is assumed that 10,000 pounds of bombs are
to be dropped on an objective 2000 statute miles
away. Intervening terrain r~quires an altitude of at
least 5,000 feet (assume the cruising altitude to be
10,000 feet), and bombs are to be dropped from 25,000 feet. It is desired to reach 25,000 feet approximately 30 minutes before dropping bombs, maintain-
RESTRICTED
93
�Appendix I
Paragraphs A-34 to A-42
AN 01-SEUA-1
RESTRICTED
ing normal rated power during this time, and for an
additional 30 minutes after bombs are dropped. Two
hours of reserve fuel is required.
A-34. Reserve fuel may be determined by examination
of the "Long Range Cruising Table" for six engines,
which indicates 400 gph fuel consumption at 10,000
feet for the gross weight band bracketing the basic
weight of 150,000 pounds. Two hours reserve fuel will
require 2 x 400, or 800 gallons.
A-35. There are probably several combinations of initial gross weight and cruising speeds which will provide the desired range. As a first approximation, 278,000 pounds design gross weight will be checked, since
it is desirable not to exceed design gross weight unless
necessary. With 150,000 pounds basic weight and 10,000 pounds of bombs, the weight of fuel and oil will
be 278,000-160,000, or 118,000 pounds. For gasoline
at six pounds per gallon and oil/fuel loaded in the
ratio of 1/ 14.4 by weight, the fuel carried is 118,000/
6.42, or 18,400 gallons.
A-36. At the take-off gross weight selected, the fuel for
warm-up, take-off, and climb to 10,000 feet is determined to be 889 gallons, from the "Take-off, Climb,
and Landing Chart."
A-37. The fuel required for the specified one hour of
rated power operation while approaching and leaving the objective can also be determined at this time;
it is found from Column I of the six-engine "Flight
Operation Instruction Chart" to be 2065 gallons.
A-38. Therefore, the fuel available for cruise and climb
to a point 30 minutes before the objective and for
return cruise from a point 30 minutes after the objective is calculated as 18,400-800-889-2065, or 14,646
gallons.
A-39. To estimate the fuel used in climbing from 10,000 to 25,000 feet, the gross weight at the beginning
of the climb is approximated by assuming that half of
14,646 gallons, or 7323 gallons, is consumed during
the 10,000-foot cruise. With oil consumption equal
to 3.5 per cent of the fuel consumption by weight,
gross weight is reduced 6.21 x (889+7123), or 51,000
pounds, to 227,000 pounds.
A-40. For conservatism, the above gross weight is
rounded off to 230,000 pounds, and the fuel for climb
from 10,000 to 25,000 feet is interpolated from the
"Take-off, Climb, and Landing Chart" as 670 gallons.
The approximate fuel available for cruise, excluding
the rated power operation, is 14,646-670, or 13,976
gallons.
A-41. Neglecting the distance covered during climb,
the range required with 13,976 gallons is 4000 miles,
less the distance covered during the hour at rated
power approaching and leaving the objective. From
Column I of the "Flight Operation Instruction Chart,"
the true air speed w!th normal rated power at 25,000
feet and 230,000 pounds gross weight is 311 mph, indieating that one hour at rated power will account for
311 miles of the range. The problem is thus reduced to
94
selecting cnusmg conditions which will allow approximately 3689 miles (4000-311) with 13,976 galIons of fuel.
A-42. Inspection of the· "Flight Operation Instruction
Chart" indicates that operation in Columns IV or V
should be satisfactory for the loading assumed and
that operation in Column III would probably leave
less than the required reserve. Column IV operation
is checked first, as follows:
Notes
( 1) Take-off Gross Wt.
Pounds 278,000
(a) Including Fuel
18,400
Gallons
(b) Including Bombs Pounds
10,000
( 2) Fuel for Take-Off and
Climb to 10,000 Feet
Gallons
889 (a)
( 3) Gross Weight at 10,000 Feet, (1)-[6.21
X (2)]
Pounds 272,500 (b)
( 4) Fuel for 1845 Miles,
Column IV
Gallons
8,000 (c)
( 5) Gross Weight at 1845
Miles, (3)-[6.21 x
(4)]
Pounds 222,800 (b)
( 6) Fuel for Climb to
25,000 Feet at (5)
Gallons
634 (a)
( 7) Gross Weight at 25,000 Feet, (5)[6.21 X (6)]
Pounds 218,850 (b)
( 8) True Speed with
NRP at (7),
Column I
mph
311 (c)
( 9) Distance in 30 Minutes at (8), .5 x (8)
Miles
155
(10) Fuel Consumption
with NRP, Column I gph
2,065 (c)
(11) Fuel Used in 30 Minutes at (10), .5 x (10) Gallons
1,033
(12) Gross Weight at Target, (7)-[6.21 X
(11)]
Pounds 212,450 (b)
(13) Gross Weight, Bombs
Dropped, (12)[(1) (b)]
Pounds 202,450
(14) True Speed With
NRP at (13), Col. I
mph
317 (c)
( 15) Distance in 30 Minutes at (14), .5 x (14)
Miles
158
(16) Gross Weight at (15),
(13)-[6.21 X (11)]
Pounds 196,050 (b)
(17) Remaining Distance
to Base, 2000-( 15)
1,842
Miles
(18) Fuel for 1842 Miles,
Gallons
6,000 (c)
Column IV
(19) Reserve, (1) (a)-(2)
RESTRICTED
-(4)-(6)-[2
(11)]-(18)
X
Gallons
812
(
{
�RESTRICTED
AN 01-SEUA-1
A-43. The duration of the flight may be calculated as
follows:
(20) Time for Take-Off
and Climb to 10,000
Feet
(21) T AS at Beginning of
10,000-Foot J=ruise,
Column IV
(22) T AS at End of 10,000-Foot Cruise,
Column IV
(23) Average T AS in 10,000-Foot Cruise
(24) Distance During 10,000-Foot Cruise
(25) Time in 10,000-Foot
Cruise, (24) / (23)
(26) Time in Climb from
10,000 to 25,000 Feet
(27) Time of NRP Cruise
(28) T AS at Beginning of
25,000-Foot Cruise,
Column IV
~29) T AS at End of 25,000-Foot Cruise, .
Column IV
(30) Average TAS in 25,000-Foot Cruise
(31) Distance During 25,000-Foot Cruise
(32) Time in 25,000-Foot
Cruise, (31) / (30)
(33) Total Duration, (20)
+(25)+(26)+(27)
+(32)
0.26
(a)
mph
220
(c)
mph
234
(c)
mph
227
Hours
Miles
1,845
Hours
8.13
Hours
Hours
0.30
1.00
(a)
mph
279
(c)
mph
281
(c)
mph
280
Miles
1,842
Hours
6.58
Hours
16.27
NOTES: (a) "Take-off, Climb, and Landing Chart"
(b) Fuel weighs 6 pounds per gallon; oil
consumption is 3.5 per cent fuel consumption by weight.
(c) "Flight Operation Instruction Chart"
for six engines.
A-44. The preceding check indicates that operation 3C·
cording to Column IV of the flight operation instruction charts would satisfy the requirements set up for
the mission. The calculated reserve of 812 gallons is
actually slightly conservative, since the distance covered during the climbs ·of items (2) and (6) was neglected, and the charted fuel quantities of items (4) and
(18) provided slightly more range than required.
A-45. A similar check on Column III operation would
show approximately 3500 gallons greater fuel load
required, or an initial gross weight of about 300,000
pounds. The flight time would be decreased very little from the time required with Column IV operation.
If Column V operating conditions were used, the fuel
Appendix I
Paragraphs A-43 to A-48
load could be reduced about 3000 gallons, making
the initial gross weight approximately 258,000 pounds;
but duration of the flight would be increased nearly
two hours.
A-46. Assuming that Column IV cruising and 278,000
pounds design gross weight are selected as the most
satisfactory combination of loading and operating
conditions, a further check is made to investigate the
emergency condition of having three engines fail over
the target.
A-47. The gross weight after dropping bombs, item
(13) above, is 202,450 pounds. The fuel remaining at
this point is (1) (a)-(2)-(4)-(6)-(11), or 7844 gallons. To avoid further enemy action, it is desirable to
leave the target area at high speed, but examination of
the three-engine flight operation instruction charts
shows that the required 2000-mile range cannot be obtained with the available fuel if operation is limited to
Column I for the remainder of the flight. Therefore,
a check is made using Column I operation for one
hour and then switching to operating conditions
from the three-engine "Long Range Cruising Table."
Calculations are for 5,000 feet altitude:
Notes
(34) Gross Weight,
3 Engines Out
Pounds 202,450
(35) T AS with NRP at
(34), Column I
mph
179 (c)
(36) Distance in .4 Hour
at (35), .4 X (35)
Miles
72
(37) Fuel Consumption at
NRP, Column I
gph
1,035 (c)
(38) Fuel Used in .4 Hour
at (37), .4 X (37)
Gallons
415
(39) Gross Weight at (38),
(34)-[6.21 X (38)]
Pounds 199,850 (b)
(40) Remaining Distance
to Base, 2000-(36)
Miles
1,928
(41) Fuel and Oil for (40),
Column V:
Pounds
45,500
199,850 Pounds
705 Miles
180,000 Pounds
855 Miles
199,850
160,000 Pounds
-154,350
368 Miles
45,500
154,350 Pounds
1,928 Miles
(42) Fuel Used for (40),
(41) / 6.21
Gallons
7,330
(43) Reserve, 7844-(38)
-(42)
Gallons
99
A-48. The preceding check indicates sufficient fuel for
return from the objective to the original base with
three engines inoperative. The calculated reserve of
99 gallons is slightly conservative, since no account
was made of the higher miles per gallon obtained
while descending from 25,000 feet to the three-engine
cruising altitude of 5000 feet.
RESTRICTED
95
�Appendix I
RESTRICTED
AN 01-SEUA-1
PILOT'S INSTRUMENT PANEL
(
\
·.·..•.•·
-:-:-: ···:•:-:-:
// : ~~~:-:-:
..
:-:-:-:-:-
:-:-:• ... .:JJt<>>
1240 Minimum Recommended Cruise
1240 To 2230 AUTO-LEAN Permitted
2230 To 2250 AUTO-RICH Required
2550 Maximum Continuous Operation
2700 Maximum R PM Limited to 5 Minutes
..
:;::::=:::::=::::
:-;.:-:-:-:-:-:-:-
:\\lll\i\!\Illll
MANIFOLD
PRESSURE
-
25 Minimum Cruise
25 To 37 .5 Permissible AUTO-LEAN
-
Operation Permitted
37 .5 To 45.5 AUTO-RICH Required
53.5 Maximum Permissible
1200 Minimum
1200 To 1250 Desired Pressure
1250 Maximum
-
650 Minimum Pressure
650 To 700 Desi,ed Pressure
700 Maximum Pressure
Effective On A A F Nos.
4+92004 Through 4+92016
Figure A-1. (Sheet 1 of 4 Sheets) Instrument Limitation Markings
96
(
�RESTRICTED
AN 01-SEUA-1
Appendix I
FUEL PRESSURE
-
24 Minimum
24 To .26 Desired Operating Range
28 Maximum
OIL PRESSURE
-
80 Minimum
85 To 95 Desired Operating Range
I 00 Maximum Permissible
-
40 Minimum for Operating
Above 1000 RPM
60 To 80 Desired Operating Range
98 Maximum Permissible
figure A-1. (Sheet 2 of 4 Sheets) Instrument limitation Markings
97
�Appendix I
RUTRICTED
AN 01-5EUA-1
1240
1240
2250
2550
2700
Minimum Recommended Cruise
To 2230 AUTO-LEAN Permitted
To 2550 AUTO-RICH Required
Maximul'll Continuous Operation
Maximum R PM Limited to 5 Minutes
ENGINE CYLINDER AND
ANTI-ICING INDICATOR
•
-
125 Minimum for Operation
Above 1000 RPM
I 50 To 21 8 Range of Permissible
AUTO-LEAN Operation
218 To 232 AUTO-RICH Operation Required
-
25 Minimum Cruise
25 To 37.5 Permissible AUTO-LEAN
Operation
-
37.5 To 45.5 AUTO-RICH Required
53.5 Maximum Permissible
figure A-1. (Sheet 3 of 4 Sheets) Instrument Limitation Markings
98
RESTRICTED
(
�Appendix I
RESTRICTED
AN 01-5EUA-1
DUCT AIR
TEMPERATURE
(Forward Cabin Pressure)
-
.........
... ·:.:-:"•:-:,·· · ·.· .:•:-:-:-::;
I 05 Maximum Permissible
-
FREQUENCY
METER
190 Minimum Permissible
190 To 2 I O Desired
Operating Range
210 Maximum Permissible
-
-
375 Minimum Permissible
380 To 420 Desired
Operating Range
425 Maximum Permissible
MIXTURE
CONTROL QUADRANT
-
IDLE CUT-OFF
AUTO-RICH Required
-
AUTO-LEAN Permitted
Above 2230 R P M
Below 2230 R P M
.·.·-:-:-:-:-·
?ft{ ..
:::/\}{ ..
·.•,·.· ·· ·-:-:-·-
-:-:,,,;.;,.;::,· . . ,)tt. · ::=:-·
--·. ··-:·: ·'. ·:·'. ·=·=::: :-:-
-:.:.:-:-:-·,·-·.·.···
...... -:-:-:-:-:-:-:-:,:-·.-.
:.::·=-··
fllllJJ:
•ii::=====================
: :\:~:~:! ! ::::;'.;{:\:~:~:~:~ ;:;:;:;:;:-;:;:1: :!:!i!l~:~:~:~:::=: ::;::===::-:-=-·-
ENGINEER'S .TABLE
...
?ff\f_i,l_ ·--.-.:::::==-:::··-·.·.· :::;:::::
:;:;:::;:::=::::<•.:-:-:;:;.
BRAKE HYDRAULI
PRESSURE
-
0 To 1800 Safe Operating Pressure
During Gear Extension
0 To 3350 Safe Operating Pressure
During Gear Retraction
I 800 Maximum Permissible Operating
Pressure During Gear Extension
3350 Maximum Permissible Operating
Pressure During Gear Retracti.on
}/{ .:::. . . ·. .,. >.
·'.·'.•:-:-:-·
-:-:•,·.· ... ..
-
850 Minimum Permissible Pressure
850 To I 025 Desired Operating
Pressure
I 025 Maximum Permissible Pressure
::::}
...
•.·.·
-:-:-:-:::::::::::-:-:•···
.::::::::::::: ....
....
. . ·.·,:::::::::;:•.··
-
.,·'.·'.•:::::::::;::::::::
.....
~-·-111111111111111111111111111111111111111111111111111!1!1!1!11111111111111111--IIIIIIIII-'??: \/(:
NOSE WHEEL STEERING
HYDRAULIC PRESSURE
·-·- ::f::::::::/·>:::::-:-:-:-·-•-· _::::::\:}:\ .·-· :-:-:;:;:;:;: .:-:-:-: -:-:-:-:-:-:-:;:•:;:-:;:::: .-::::-:=:-:::::-:-:-:-:-:-:-:-:.;....
ENGINEER'S IN SRUMENT PAN EL
-
1400 Minimum Pressure for Operation
1400 To 2000 Desired Operating Pressure
2000 Maximum Permissible Operating Pressure
Figure A- I. (Sheet 4 of 4 Sheets) Instrument Limitation Markings
RESTRICTED
99
�-
8
AIRCRA FT MODEL
=t
=t
ENGINE MODEL
Paw
TAKE-OFF, CLIMB & LANDING CHART
B- 3 6 A
.!.
R-436O-25
J
TAKE-OFF DISTANCE
GROSS
WEIGHT
LB.
HEAD
WIND
-t
Q
""
AT 6000 FEE.T
M.P.H. KTS.
TO CLEAR
50' OBJ.
GROUND
RUN
TO CLEAR
50 1 OBJ.
GROUND
RUN
TO CLEAR
50 1 OBJ.
0
25
50
2730
I 630
690
3630
2280
1110
3130
1880
860
4120
2580
1290
3630
2190
1040
4670
2980
1540
278,000
0
29
.58
0
25
50
5270
3250
1710
6940
4590
2630
6000
3850
2140
7910
5340
3050
1020·
4590
2630
9120
6250
3800
320,000
0
29
58
0
25
50
8100
5440
3060
11060
7700
4690
9370
6370
3740
12720
9000
5670
GROUND
RUN
SOFT SURFACE RUNWAY
AT 3000 FEET
AT SEA LEVEL
29
58
CD
:tiI
~
AT 3000 FEET
220,000
....
..
AT SEA LEVEL
FEET
SOD-TURF RUNWAY
GROUND
RUN
0
ca·C
HARD SURFACE RUNWAY
T0° CLEAR
50 1 OBJ.
GROUND
RUN
AT 6000 FEET
TD CLEAR
501 OBJ.
NOTE: INCREASE CHART DI STANCES AS FOLLOWS : 75'f + 101; 100' F + 201; 125' F + 301; 150' F+ ~01
DATA AS OF 3/15/ 47
BASED ON: CALCULATED DATA
GROUND
RUN
AT 3000 FEET
AT SEA LEVEL
TD CLEAR
50 1 OBJ.
GROUND
RUN
TO CLEAR
50' OBJ.
GROUND
"RUN
AT 6000 FEET
TO CLEAR
50' OBJ.
GROUND
RUN
TO CLEAR
501 0BJ,
2700 RPM,53.5 IN.HG. & 20 DEG.FLAP IS 801 OF CHART VALUES
OPTIMUM TAKE- OFF WITH
CD
I
:.I
..."'
n
...
c,,
:.I
"'
a
0
CLIMB DATA
.:ta
..
n
§"
er
GROSS
WEIGHT
LB.
:a
220,000
141
:a
278,000
154 134
320,000
-·
~
:a
(Q
n
:r
122 1080 345 141
4.5
505 141
635
7. 5
610 154 134
163 142 420 345 163 142 410
12.0
755 163 142
645
3/15/47
122 1060
345 154 134
POWER PLANT SETTINGS: (DETAILS ON FI G.
DATA AS OF
--
--
-~
...
Q
AT 20,000
AT 30,000
FEET
FEET
BEST I. A. S. •RATE GAL. IIEST I. A. S. RATE FROM SEA LEVEL BEST I, A. S. RATE FROM SU LEVEL BEST I. A. S. RATE FROM SEA LEVEL BEST I, A. S. RATE FROM SEA LEVEl BEST I. A. S. RATE F'ROM SEA LEVEL
OF
OF
OF
OF
OF
OF
OF
TIME FUEL
TIME FUEL lt'H
TIME FUEL MPH
TIME FUEL MPH
TIME FUEL MPH
KTS
KTS
KTS
KTS
MPH
KTS
MPH
ICTS
CLIMB
CLIMB • MIN. USED
CLIMB
CLIMB FUEL
CLIMB
CLIMB
MIN, USED
MIN. USED
MIN. USED
MIN. USED
F, P.M.
F. P.M.
F. P.M.
F. P.M. USED
F. P,M.
F.P.M.
Q
~
AT 15,000 FEET
AT 10,000 FEET
AT 5000 FEET
AT SEA LEVEL
122 1030
9.5
670 141
--
122 980
14 .5 840 141
122
895
19. 5 1025 141 122
600
33.0 1480
600 16.0 890 154 134 5 30 24. 5 1200 154 134 435
35 .0 1545 154 134 140
60.5 243C
365
61 . 0 2445
24.5 1335 163 142
290 40. 0 1715
163 142
180
SECT I ON I I I ) :
BASED ON :
FUEL USED (U.S. GAL,) INCLUDES WARM-UP
DATA
CALCULATED
& TAKE-OFF ALLOWANCE
Q
:i.
LANDING DISTANCE
POWER OFF POWER ON
MPH
160,000
268,000
OATA AS OF
HARD DRY SURFACE
BEST I AS APPROACH
GROSS
WEIGHT
LB.
KTS
MPH
KTS
88
131 114
IOI
3/15/47
BASED ON:
AT SEA LEVEL
AT 3000 FEET
AT 3000 FEET
AT 6000 FEET
AT SEA LEVEL
AT 3000 FEET
GROUND
ROLL
GROUND TO CLEAR
ROLL
50' OBJ.
GROUND
ROLL
TO CLEAR
50 1 OBJ.
GROUND
ROLL
GRtlUND
ROLL
GHAHI
VA Luce;:,
GROUND
ROLL
TO CLEAR
50' OBJ.
GROUND
ROLL
TO CLEAR
50 1 OBJ.
18 80
31 ~o
3350
5165
2050
3440
3600
5580
2250
3770
3880
6060
OPTIMUM
DATA
TO CLEAR
50' OBJ.
LAN !Nii Wll H
~0 -1otLAP'5
USE
DU AL
( 21
USE
"LOW RPM"
TUR BOSUPERCHAR GER
---
1'5
IIU -10. Uf
TO CLEAR
50 1 OBJ.
TO CLEAR
50 1 OBJ.
AT 6000 FEET
GRDUN~
ROLL
TO CLEAR
50' OBJ.
LEGE MO
-,
NOTES:
(1)
WET OR SLIPPERY
AT SEA LEVEL
TO CLEAi\
50' OBJ.
SPECIAL
NOTE: TO DETERMINE FUEL CONSUMPTION
IN BRITISH IMPERIAL 6ALLOMS,
MIJLTIPLY BY 10, THEN DIVIDE BY 12
FIRM DRY SOD
AT 6000 FEET
GROUND
ROLL
CALCULATED
FEET
OPERATION
COOL I NG FAN SETTING
FOR TAKE Off
FOR
TAKE
OFF
a
a
CLIMB .
CLIMB .
I .A.S. : I ND IC ATED A I RS PEED
M.P.H. : MI LES PER HOUR
KT S.
: KNOTS
F.P.M. : FEE T PER MINUTE
�AI RCRA FT MODEL
FLIGHT OPERATION INSTRUCTION CHART
8-36 A
ENGINE (S): R - 4360-25
-...
•
CQ
C
~
)Ii,
.., ...De_
<nl-0
.......
-<u,
1-0..
ooc •
2700
-
53.5
A.R.
5
232
MIN
"'"'
-~~t:.
p::,,-
1345
•c
NUMBE~ Of ENGINES OPERATING: 3
NOTES : COLUIIIII I IS FOR EMERGENCY HIGH SPEED CRUISI~ G ONLY.
COLUMNS 11,111,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT
A SACRIFICE IN SPEED. AIR MILES PER GALLON (MI./GAL.; (NO WINO),
GALLONS PER HOUR (G.P. H.) ANO TRUE AIR SPEEO (T.A.S.) ,I APPROX!-MATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO WINO)~II TO nAT.t.JN ARITIC:.M
IUPl"RIAI r..1u lnD r. PH) MULTIPLY II c:: r.AI lnD r. ..... RY
IO THEN DIVIDE BY 12.
INSTRUCTK>NS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGUI
MOVE HORIZONTALLY TO RIGHT OR LEFT ANO SELECT RANGE VALUE
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES
TO BE FLOWN . VERTICALLY BELOW ANO OPPOSITE VALUE NEAREST
DESIRED CRUISING.ALTITUDE (ALT.) READ RPM. MANIFOLD PRESSURE
(M.P.) AND MIXTURE SETTING REQUIRED.
...
.... ,., ...
(1)0.
WAR
EMERG.
MILITARY
POWER
POUNDS
T0140,000
EXTERNAL LOAD ITEMS
PROPELLERS FEATHERED
,__
BLOWER MIXTURE TIME CYL. TOTAL
IN.HG. POSIT ION POSITION LIMIT TEMP. G.P.H •
M. P.
R.P.M.
LIMITS
CHART WE I GHT LIM ITS: 160,000
THREE
I
!-I
in
::r
••..
COLUMN I
RANGE
IN AIRMILES
STAUTE
-...
•
...• •..
n
...• ..,,
FUEL
COLUMN II
U.S.
RANGE IN AIRMILES
GAL.
NAUTICAL
STATUTE
COLUMN IV
COLUMN Ill
RANGE
STATUTE
NAUTICAL
RANGE
IN AIR'MILES
NAUTICAL
IN AIRMILES
COLUMN V
u.s.
RANGE IN AIRMILES
GAL.
NAUTICAt:
STATUTE
I
FUEL
STATUTE
0
~
7?"i
l'-::0.0
580
505
340
175
390
200
en
::r
3755
3000
2000
1000
Q?O
AOO
1125
975
1375
1195
740
640
785
495
245
430
905
605
300
1100
730
365
955
635
320
215
525
260
3755
3000
2000
SEE LON16
1000
CRUISING
Ill
en
NAUTICAL
(I)
SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING
RANGE
TABLE
~
~
Ill
C,
CQ
::r
0
MAXIMUM CONTINUOUS
•..
N. P.
~
-
R.P.M. IIICIIES
NIXlURE
Q
PRESS
APPROX.
TOT.
GP.II.
T.A.S.
KTS.
M.P.lt
0
~
~
255C
!I.
2550
255(
44.5
44,5
45-0
A.R.
A.R.
AJt
255C
255C
45.0
45.5
A.R
A.R
C
0
~
n
..
R.P.M.
N.P.
INCHES
NIXlURE
FEET
C.300STAT. ( .260NAUT.l NI./GAL.J
APPROX.
TOT.
GP.If,
N.P.
T.A.S.
MP.II.
R. P.N. ·111C11ES
NIXlURE
TOT.
G.P.lt
KTS.•
( .366 STAT. ( .318 NAUT.} NI./GAL.}
APPROX.
N.P.
R. P.N. IIIQIES
f.A.S.
MP.It.
APPROX.
NIX-
llJRE
KTS.
TOT.
GP.II.
T.A.S.
IIP.H.
KTS.
llOOOO
35000
30000
~
"
ALT.
Nl. ·/GAL.}
{.245STAT. ( .214NAUT.)
2450
2450
2400
40. 5
40.0
39.0
A.R.
A.R.
A.R.
890
103!: 224
I03~ 216
855
815
219
211
201
103f 208
103f 199
181
173
10000
5000
2400
2400
38. 5
38.0
A.R.
A.R.
77'6
740
191 166
182 158
::r
ALT •
R.P.M.
190
183
174 2200
2150
2100
34.5
A.R.
605
181
157
34.0
33.5
A.R
A.R
575
55C
172
164
149
142
~
25000
20000
15000
2100
2100
35.0
A.L.
435
165
143
35.5
A.L.
435
160
139
S. L.
N.P.
NIX-
IIIOIES
lURE
FEET
1'0000
35000
30000
197 25000
194 20000
188 15000
103~ 227
MAX I NUN AIR RANGE
PRESS
APPROX.
.A.S.
TOT.
T
Gl'IL
'(P.H.
KTS.
EE l ONG RAN GE
CRUI' ,ING
TABI E
10000
5000
S. L.
Q
~
~
SPECIAL NOTES
(ti MAKE ALLOWANCE FOR
WARM-UP, TAKE-OFF 8 CLIMB (SEE FIG.
PLUS ALLOWANCE FOR WINO, RESERVE 8 COMBAT AS REQUIRED.
121 USE DUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPlll'S
OVER 1900.
131 USE ·ww RPM. ENGINE COOLING FAN SETTING
-0
DATA AS OF
3/15/47
BASED ON:
CALCULATED
DATA
I
LEGEND
AT 1!57,000 LB. 6ROSS WEIGHT WITH 2000 GAL.OF FUEL
(AFTER DEDUCTING TOTAL ALLOWANCES OF 200 GAL.I
TO FLY 495 STAT. ARMILES AT 5000 FT. ALTITUDE
MAINTAIN 240 d'PM AND 38.0 IN. MANIFOLD PRESSURE
WITH MIXTURE SET: A.R
ALT.
M. P.
GPH
TAS
KTS.
S.L.
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL. PER HOUR
TRUE AIRSPEED
KNOTS
SEA LEVEL
F .R. : FULL RICH
A.R. : AUTO-RICH
A. L. : AUTO-LEAN
C. L. : CRUISING LEAN
M. L. : MANUAL LEAN
F . T. : FULL THROTTLE
RED FIGURES ARE PRELIMINARY. DATA, SUBJECT TO REVISION AFTER FLIGHT CHECK
,_
"'D
"'D
•a.
:I
i'
�,..
s
"D
!
I
.
AIRCRA FT MODEL
~
.
U,U
•,.,
MILITARY
POWER 2700 53.5
.
I
in
••..
~
E~.;
}'<---
usEo FOR cRu1s1Nl
RAIi
GE
0
11,111,IV AND
STATUTE
V GIVE PROGRESSIVE IIICREASE IN RANGE AT A SACIIIFICE
IN SPEED. AIR NILES PER GALLON ..1./QAL) (NO WINO),GALLONS PER HR.
VALUE
(G.P.H.) AND TRUE AIRSPEED
(T.A.S.) ARE APPROXIMATE VALUES FOR
REFERE~CE. RANGE VALUES ARE FOR AN AVERAGE A IRPUIIE FLYIIG ALONE
OESIRED CRUISING ALTITUDE(ALT.)READ RPM,
(N.P.)UD MIXTURE SF;TTING REQ UIRED.
U.S.GAL (OR Q.P.H.J BY 10 THU DIV IDE BY 12.
RANGE IN AIRNILES
U.S.
GAL.
NAUTICAL
n
AND SELECT
NUMBER Of EllGINES OPERATING~ 3
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR NILES
TO 8£ FLOWN. VERTICALLY BELOW AND nPPOSITE VALUI' NEAREST
MAIi I FOLD
(NO WINDf~> TO OBTAII
PRESSURE
COLUMN IV
FUEL
RANGE IN A I R'MI LES
RANGE IN AIRMILES
U.S.
STATUTE
NAUTICAL
BRITISH IMPERIAL GAL
COLUMN Ill
COLUMN 11
FUEL
LEFT
5c
IIOTES: COLUMN I IS FOR EMERGUCY HIGH SPEEO CRUISING ONLY.COLIJNIIS
0
·~~~
1345
AMOUNT OF FUEL To
MOVE HORIZONTALLY TO RIGHT OR
a.
PROPELLERS FEATHERED
STATUTE
NAUTICAL
8.P.L):MULTIPlY
COLUMN V
RANGE IN AIRNILES
GAL.
NAUTICAl:
(oR
STATUTE
NAUTICAL
I
(I)
SUBTRACT FUEL ALLOWANCES NOT AVAILABLE FOR CRUISING
...
6930
6000
5000
4000
I"-~"'
1150
1150
950
995
825
755
565
655
490
3000
375
325
190
165
2000
1000
COIITIIIUOUS
PRESS
CII
~
Ill
CII
:5 232
MIN •c
A.R.
RANGE IN AIRNILES
STAUTE
!hi»
0
-.
.••;:; ••..
. ca..
•...
....
..
-
COLUMN I
!-'
EQUAL TO OR LESS THU
•
I-
u,1-u
....,
_,..,,..,
EMERG.
CHART: SELECT FI GU RE IN FUEL COLUMN
IISTRUCTIOIS FOR USIIIG
wewoe-
WU
ca
C
,.___
..,_
N.P.
BLOWER MIXTURE TINE CYL. TOTAL
IN.HG. POSITION POSITION LIMIT TEMP. G.P.H.
11.P.N.
THREE
TO 160,000 POUNDS
CHART VEIGHT LIMITS: 180,000
ENGINE (S}: R-436O-25
LIMITS
"II
FLIGHT OPERATION INSTRUCTION CHART
B-36 A
1:I
EXTERNAL LOAD ITEMS
6930
6000
5000
1'-.,n
1405
1920
I E:,E:,5
1390
11 50
900
650
1205
565
1640
1340
1045
750
1425
1165
905
650
4000
3000
440
380
500
220
190
250
435
215
2000
1000
995
780
RANGE
LONG
SEE
I
CRUISING TABLE
~
~
Ill
0
~
MAXIMUM
0
"a
N.P.
R.P.M.
IIICIIES
NIXTURE
Q
APPROX.
TOT.
G.P.H.
T.A.S.
KTS.
MP.II.
0
:a .
:i
255C
44.5
ft
255C
255(
44.5
45,0
A.R •
A.R.
A.ll.
0
n~
255(
255(
45.0
45,5
A.R.
A.R.
C
:a
ALT.
( .218 STAT. ( .189UUT.)
N.P.
R.P.M.
IIICHES
NIXTURE
FEET
Nl. ·/GAL.)
TOT.
(;P.H.
N.P.
T .A.S.
MP.It.
Nl./GAL.J
( .24~ TAT. ( .216 uuT.)
APPROX.
LP.IL
NIXTURE
IIICHES
TOT.
STAT. (
N.P.
T.A.S.
GP.ti.
KTS.•
(
APPROX.
MP.II.
R.P.M.
IIICHES
KTS.
UUT.)
MIXTURE
NI./GAL.)
APPROX.
TOT.
GP.It.
NP.It.
KTS.
,0000
35000
30000
35000
NIXTURE
IIICIIES
APPROX.
TOT.
T
Gl'II.
'4l'II.
.A.S •
KTS.
30000
103!
212
184
25000
103!
1031
214
209
186
181
20000
15000
250(
250(
42..S
42.0
A.fl
A.R.
95f
92(
20E
20(
103!
103!
202 175
194 168
10000
2451
24!51
40.5
40,0
A.R.
A.R.
86(
82.C
189 164
18( 156
5000
N.P.
1.P.N.
FEET
,0000
181
174
SEE
25000
20000
240(
37.0
A.R.
735
183
159
15000
2.351
36.5
36.0
A.R.
A.R.
705
2351
sn
176
16E
153
146
10000
5000
LONG RANGE
C~UISIN!
I
T~BLE
S. L.
S. L.
...
ALT •
T .A.S.
MAXIMUM AIR ~All&E
PRESS
Q
SPECIAL
PLUS ALLOWANCE FOR WIND,RESERVE AID COIIIAT AS REQIIIRED.·
(2) USE DUAL TURBOSUPERCHARGER OPERATION WITH
ENGINE RPU'S OVER 1900,
(3) USE ·Low RPM• COOLING FAN SETTING.
DATA
AS OF
3/15/47
BASED ON:
ll!M.ll.
IIOTES
(1) NUE ALLOWANCE FOR WARN-UP,TUE-DFF A CLIIII (SEE FIG.
CALCULATED DATA
I
AT 172.,000 LB.GROSS WEIGHT WITH
LEGEIID
2000 GAL.OF FUEL
(AFTER DEDUCTING TOTAL ALLOWANCES OF IOOG"L.)
TD FLY 440 STAT.AIRNILES AT 500<:f"T.ALTITUDE
MAINTAIN
2450RPM AND
40.QN.MANIFOLD PRESSURE
WITH MIXTURE SET: ll.R. WHEN GROSS WEIGHT REACHES THE
LOW LIMIT OF WEIGHT BAND REFER TO COLUMN I l AT
!1000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN NEW
POWER SETTING,
RED FI GU RES ARE
ALT. : PRESSURE ALTITUDE
M. P. : MAN I FOLD PRESSURE
GPH
: u.s.GAL.PER HOUR
us
: TRUE AIRSPEED
KTS. : KNOTS
S.L. : SEA LEVEL
PRELIMINARY. DATA,
SUBJECT TO
F.R. : FULL RICH
A.R. : AUTO-RICH
A.l. : AUTO-LEAN
C.l. : CRUISING LEAN
M.L. : MANUAL LEAN
F. T. : FULL THROTTLE
REVISION
AFTER FLIGHT CHECK
�AI RCRA FT MODEL
ENGINE(S): R- 4360 - 25
...
ca·
.
•
C:
)Iii
R.P. M.
LIMITS
<n U
- ' ZW
.,. _,
- -< <n
1-11.
I
.
...
-•
•
... -•...
A. R.
COLUMN I
RANGE
in
•
-
2700 53.5
MIN
W<!I
oc
OC]t O O <L
1345 .._.,_~
COLUMN 11
FUEL
IN AIRMILES
NAUTICAL
STAUTE
o oc .
232
5
MILITARY
~
:r
•
U.S.
RANGE
GAL.
STATUTE
RANGE
NAUTICAL
RANGE
IN AIR'MILES
NAUTICAL
STATUTE
3
COLUMN V
FUEL
IN AIRMILES
GAL.
AIRMILES
RAN GE IN
U.S.
NAUTICAL:
STATUTE
I
CD
FEATHERED
NOTES : COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY .
COLUMNS 11,111,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT
A SACRIFICE IN SPEED. AIR MILES PER GALLON {MI./GAL.)(NO WINO),
GALLONS PER HOUR (G.P H.) ANO TRUE AIR SPEED {T.A .S.) A APPROX!MATE VALUES FOR REFERENCE . RANGE VALUES ARE FOR AN AVER AGE AIRPLANE FLYING ALONE (NO WINO).lll TO OBTAIN ARITIC:H
IUDJ:"~1111 r.111 loRGPH)MUITIPIYI I C:: r.111 loRr. ... M BY
10 THEN DIVIDE BY 12 .
COLUMN IV
COLUMN 111
IN AIRMILES
PROPELLERS
NUMBER OF ENGINES OPERATING;
INSTRUCTIONS FOR USING CHART : SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGlll
MOVE HORIZONTALLY TO RIGHT OR LEFT ANO SELECT RANGE VALUE
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES
TO BE FLOWN . VERTICALLY BELOW ANO OPPOSITE VALUE NEAREST
DESIRED CRUISING ALTITUDE ( ALT.) READ RPM. MANIFOLD PRESSURE
(M. P) AND MIXTURE SETTING REQUIRED .
,...
<nl-U
EMERG.
THREE
TO 180,000 POUNDS
CHART WE I GHT LIM I TS: 200,000
,..._
...,.,oc-_
M. P.
BLOWER MIXTUR E TIME CYL. TO TA L
IN.H G. POS ITION POSI TI ON LIMI T TE MP . G. P.H •
WAR
POWER
EXTERNAL LOAD ITEMS
FLIGHT OPERATION INSTRUCTION CHART
8- 36 A
NAUTICAL
STATUTE
(1 j
SUBTRACT FUEL ALLOWAN CES t-J OT AVAI LABLE FOR CRUI S IN G
c.,
0
Ill
:r
1655
1470
1300
1135
970
6000
935
810
645
:111111
745
Ill
555
CII
:111111
;:;
...
Ill
~
370
~
190
..,,
ca·
:r
..a·
-.
??Rtr,
IQ'-"'
1995
1750
1500
1730
152.0
1305
1?70
1100
5000
1055
480
3000
835
320
2000
615
415
915
725
165
1000
210
7000
4000
HAXIHUH CONTINUOUS
0
•.
10105
9000
8000
1910
1695
1500
1310
1120
R.P.M.
M. P.
INCHES
Q
1\IRE
PRESS
APPRO X.
HIXTOT .
G.P.H.
T .A. S •
M.P.H.
KTS.
:a
:a
!1.
C:
~
-·
0
:a
n
2550 44.5
2550 45.0
A.R . 1035 196 170
A .R. 1035 198 172
2550 45.0
A.R. 1035 194 IE,8
A.R. 1035 187 162
2550 45,5
:r
Q
:a.
ALT .
R.P.M.
360
180
1000
FEET
Hl. ·/GAL.)
APP RO X.
G.P.H.
A PPR OX.
TURE
TOT.
G.P.H.
KT S.•
T . A. S.
M.P.H.
(
STAT. (
H.P.
R.P.M. INCHES
KTS.
NAUT.) HI. /GAL.)
APPRO X.
H:XTURE
TOT.
G.P.H.
T. A.S .
MP.H.
KT S.
ALT.
2450 40.5
2450 41.0
A.R .
A.R.
860 177
855 174
BASED ON:
CALCULATED DATA
TABLE
MAXIMUM AIR ~ANGE
R.P.M.
H.P.
INCHES
APPROX .
HIXTURE
SEE
I
. A. S.
TOT.
T
G.PH.
'lP.H.
KTS .
LONG RANGE
CRUISING
I
I
TABLE
10·000
5000
s. L.
154
151
EXAMPLE
NOTES
l
I
FEET
25000
200.0 0
15000
10000
5000
s. L.
I
CRUISING
PRESS
25000
20000
15000
PLUS ALLOWANCE FOR WINO, RESERVE 8 COMBAT AS REQUIRED .
(2) USE DUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPM'S
OVER 1900 .
(3) USE "LOW RPM " ENGINE COOLING FAN SETTING.
-8
R.P.M. INCHES
NAUT.l HI./GAL.)
MIX-
110000
35000
30000
SPECIAL
3/ 15/47
STAT. (
40000
35000
30000
(ti MAKE ALLOWANCE FOR WARM - UP, TAKE - OFF 8 CLIMB (SEE FIG.
DATA AS OF
i,tP.H.
(
H.P.
T.A. S.
TOT.
SEE LONG RANGE
5000
535
HIXTURE
9000
8000
7000
6000
4000
3000
2000
( ?n4 STAT. ( 177 NAUT.)
H.P.
INCHES
10105
000
LEGEND
J 08P
AT 19i
LB. GROSS WEIGHT WITH
GAL. OF FUEL
(AFT ft DEDUCTING TOTAL ALLOWANC s
GAL .I
TO FLY 500 STAT, AIRMILES AT 1opoo FT.
TUOE
MAINTAl~xfu\ i ° RPM ANO 40.5 IN. MANIFOLD PRESSURE
WITH Ml
SET : A.R. WHEN GROSS WEIGHT REACHES
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN II
AT 10,000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
RED FI BURES ARE
l efl .
ALT.
M. P.
GPH
TAS
KTS.
S. L .
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL. PER HOUR
TRUE AIRSPEED
KNOTS
SEA LEVEL
F . R. :
A. R. :
A. L. :
C. L. :
M. L. :
F . T. :
,,,,
m
►
FULL RICH
AUTO-RICH
AUTO- LEAN
CRUISING LEAN
MANUAL LEAN
FULL THROTTLE
z
0
><
,,,,,.
CD
PRELIMINARY , DATA,SUBJECT TO REVISION
AFTER FLIGHT CHECK
:s
~
5c·
�-i
AIRCRA FT MODEL
ENGINE (S): R-4360-25
LIMITS
"II
ca·
C:
..
Cl
)Ii,
..,..,_
INSTRUCTIONS
"''-'....
"'-'ZW
... '-'
MOVE
w::c-
....
-<(I)
<-'
MILITARY
POWER 2700
-
53.5
RANGE
MIN
"'"'
oc
,1><3'-
13415 ·~~~
FUEL
IN AIRMILES
STAUTE
00:.
232
5
A.R.
COLUMN I
I
:r
...........
a:-
WAR
EMERG.
~
in
CHART WEIGHT LIMITS: 220,000
M.P.
BLOWER
MIXTURE Tl"IE CYL.
TOTAL
IN. HG. POSIT ION POS I Tl ON LIMIT ·TEMI'. G. P.H.
R.P.M.
NAUTICAL
EQUAL
-
2215
2020
1820
1630
1920
1750
1580
1415
... -"..
n
... :r--·
1440
1250
1090
~
~
C,
Cit
(ft
1255
1070
Ill
~
Ill
c:,
890
"II
.
.
-....
770
610
450
305
150
MAXIMUM CONTINUOUS
0
".
g-·
R.P.M.
M.P.
INCHES
TO
FLOWN.
TURE
TOT.
T.A.S.
MP.H.
KTS.
:a
(ft
C:
-·
n
....
:a
BE
OR
TO
GREATER
AMOUNT
RIGHT
THAN
VERTICALLY
DESIRED CRUISING
U.S.
RANGE
GAL.
STATUTE
OF
OR
THE
FUEL
LEFT
STATUTE
BELOW
AND
HTTING
FIGURE
TO
ANO
8E
OR
(I)
RANGE
AIR
VALUF
"11LES
(NO WINDJ'~>TO OBTAIN
COLUMN IV
RAN GE
(NO WIND).GALLONS PER HR.
ARE APPROXINATE VALUES FOR
BRITISH IMPERIAL GAL
U.S. GAL (OR G. P.H.) BY
NAUTICAL
(MI./GAI..)
(T.A.S.)
REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
PRESSURE
IN A I R'M I LES
RANGE
PROGRESSIVE INCREASE IN RANGE AT A.SACRIFICE
(G.P.H.) AND TRUE AIRSPEED
RE~UIRED.
STATUTE
NAUTICAL
V GIVE
IN SPEED. AIR MILES PER GALLON
NEAREST
MANIFOLD
AND
3
IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.COLUl4NS
VALUE
COLUMN 111
IN AIRMILES
11,111, IV
USED FOR CRUISING
NAUTICAL
RPM,
NUMBER OF ENGINES OPERATING~
NOTES: COLUMN I
I N FU EL COLUMN
SELECT
OPPOSITE
ALTITUDE(ALT.)READ
(M.P.)AND MIXTURE
COLUMN II
COLUMN V
U.S.
RANG( IN
GAL.
NAUTICAt:
(oR G.P.H.):IIJLTIPLY
THEN DIV IOE BY IZ.
FUEL
IN AIRMILES
STATUTE
10
AIRMILES
STATUTE
NAUTICAL
(lj
2!550 45.0
2550 45.0
J•ooo
0000
9000
13000
12000
11000
10000
9000
8000
7000
6000
15000
4000
3000
2000
1000
8000
7000
6000
5000
4000
3000
2000
1000
PRESS
APPROX.
MIXG.P.H.
Q
~
0
THAN
TO 200,000 POUNDS
SELECT
13000
12000
950
705
!520
350
175
CQ
"0
LESS
CHART:
THREE PROPELLERS FEATHERED
SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRU IS I NG
2090
.,,:r
USING
I
2405
...
OR
EQUAL
...
0
TO
FOR
HOR I ZONTALLY
TO
Cl
Cl
~
EXTERNAL LOAD ITEMS
FLIGHT OPERATION INSTRUCTION CHART
B-36A
A.R. 1035 183 159
A.R. 1035 179 155
ALT.
(
STAT. (
R.P.M.
H.P.
INCHES
NAUT.)
TURE
FEET
Ml. ·/GAL.)
(
STAT. (
APPROX.
MIXTOT.
G.P.H.
T .A.S.
MP.H.
R.P.M.
NAUT-l
M.P.
MIX-
INCHES
TURE
TOT.
G.P.H.
KTS_.
MI./GAL.J
APPROX.
STAT. (
M.P.
R.P.M. INCHES
I. A.S.
MP.H.
(
kTS.
TOT.
GP.H.
ALT.
T .A.S.
MP.H.
kTS.
2!i000
25000
zoooo
15000
15000
10000
5000
10000
5000
SPECIAL
NOTES
(1) MA~E ALLOWANCE FOR WARM-UP, TAKE-OFF
"PLUS ALLOWAIICE FOR WINO,RESERVE ANO COMBAT AS REQUIRED.
(2) USE DUAL TURBOSUPERCHARGER
_...
o•
ffl
.~
uw.n
OPERATION
WITH
0
AT205,000 LB.GROSS WEIGHT WITH
R.P.M.
TO FLY 70 5
MIXTURE
.A.S.
TOT.
T
GP.H.
'!P.H.
KTS.
SEE LONG RANGE
I
I
I
CRUISING TABLE
: PRESSURE ALTITUDE
M.P. : MAN I FOLD PRESSURE
GAL.OF FUEL
ALT.
GAL.)
STAT.AIRMILES AT 5000 FT.ALTITUOE
RPM AN D4 5 .5 )N.MANIFOLO PRESSURE
LOW LIMIT OF WEIGHT BAND REFER lO COLUMN
1
AT 5000 FT.
F.R.
:
FULL RICH
A.R. : AUTO--R ICH
GPH
: U.S.GAL.PER HOUR
A.L.
TAS
: TRUE AIRSPEED
c. L.
: AUTO--LEAN
: CRUISING LEAN
KTS. : KNOTS
M.L. : MANUAL LEAN
S.L. : SEA LEVEL
F. T. : FULL THROTTLE
ON CHART FOR PROPER WEIGHT lO OBTAIN NEW POWER
DATA AS
Of
3 / 15 / 47
BASED
ON: CALCULAl
fD DATA
SETTING.
RED
FIGURES
ARE
PRELIMINARY. DATA,SUBJECT TO
REVISION
AFTER
I
APPROX.
S. L.
WITH MIXTURE SET: A.R. WHEN GROSS WEIGHT REACHES ll-fE
(3) USE "LOW RPM" COOLING FAN SETTING
M. P.
INCHES
LE GENO
4000
(AFTER DEDUCTING TOTAL ALLOWANCES OF400
MAINTAIN2550
RPM S OVER 1900.
c=
,. c:,
MAXIMUM AIR RANGE
EXAMPLE
& CLIMB (SEE FIG.
TABLE
FEET
zoooo
I
I
CRUISING
PRESS
~0000
35000
30000
:r
ENGINE
TURE
Ml. /GAL.)
APPROX.
,0000
35000
30000
S. L.
Q
NAUT.)
HIX-
,.z.
SEE LONG RANGE
FLIGHT CHECK
�AIRCRAFT MODEL
ENGINE (S): R-4360-25
...
ca·
..
•
LIMITS
R.P.M.
~
wewx-
....
., .... u
..... z ...
......
,,,o"'.
___
-ccn
.... a..
-
MILITARY
2700 53.5
POWER
~
COLUMN
-
A.R.
I
RANGE IN AIRMILES
en
:r
••..
"'
STAUTE
NAUTICAL
5
232
MIN
•c
"'"
2695
-~~t:.
FUEL
COLUMN II
U.S.
RANGE IN AIRMILES
GAL.
NUMBER OF ENGINES OPERATING~ 6
INSTRUCTIONS FOR USING CHART: SELECT FI GU RE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO H USED FOR CRUISINJll
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR HILES
TO 8£ FLOWN. VFRTICALLY BELOW AND nPPOSITE VALUF NEAREST
DESIRED CRUISING HTITUDE(ALT.)READ RPM, MANIFOLD PRESSURE
(M.P.)AND MIXTURf, Sf,;TTING RE'QUIRED.
cnu.
WAR
EMERG.
STATUTE
COLUMN
STATUTE
NOTES: COLUMN I IS FOR EHERGUCY HIGH SPEED CRUISING ONLY.COLUMNS
11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT A SACRIFICE
IN SPEED, AIR HILES PER GALLON '"1./GAL) (NO WIND),GALLONS PER HR •
(G.P.H.) AND TRUE AIRSPEED (T.A.S.) ARE APPROXIMATE VALUE~ FOR
REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE
(NO WINDf!lTO OBTAIN BRITISH IMPERIAL GAL(OR G.P.H.):"-JLTIPLY
U.S.GAL (OR G.P.H.J BY 10 THEN DIVIOE BY 12.
COLUMN IV
111
RANGE IN Al RMI LES
NAUTICAL
NONE
TO 140,000 POUNDS
CHART WEIGHT LIMITS: 160,000
_
"'....
BLOWER MIXTURE TIME CYL. TOTAL
IN.HG. POSITION POSITION LIMIT TEMP. G.P.H.
N.P.
C:
EXTERNAL LOAD ITEMS
FLIGHT OPERAIION INSTRUCTION CHART
B-36A
RANGE
STATUTE
NAUTICAL
I
COLUMN
FUEL
IN AIRMILES
U.S.
GAL.
NAUTICAL
V
RANGE IN AIRMILES
STATUTE
NAUTICAL
(I)
SUBTRACT FUEL ALLOWANCES NOT AVAILABLE FOR CRUISING
.-
500
405
265
0
'""'
350
230
120
140
en
,. •:r
..
=
,.... -..•...
n
... ..:r--·
3755
3000
2000
435
1000
785
630
680
545
1060
920
1355
1175
855
365
185
575
300
1080
725
940
420
215
740
500
260
3755
3000
2000
1000
630
325
375
SEE
LONG
,.z,-
RANGE
_...
CRUISING TABLE
111
O"'
I
... n
,..,
ci:I
CQ
Ill
a
,,
MAXIMUM CONTINUOUS
0
•.
-·.
:i
1'
.
M. P.
R.P.M. INCHES
MIXTURE
Q
0
:a
C: .
~
0
:a
n
:r
Q
:a.
PRESS
APPROX.
TOT.
G.P.H.
T.A.S.
HP.ff.
KTS.
ALT •
C. 209sru. C. 181 uuT.) MI./GAL.)
APPROX.
M.P.
MIX-
R.P.M.
INCHES.
TURE ' TOT.
FEET
GP.H.
-
T .A.S.
HP.ff.
L 286STU. C. 248NAUT.) MI./GAL.)
APPROX.
MIXM.P.
(. 362 STU. (. 3J4 NAUT.) Ml. /GAL.)
APPROX.
M.P.
HIX-
R.P.M. INCHES
R.P.M. INatES
TURE
TOT.
GP.Ii.
KTS.•
r.A.S.
MP.H.
1\JRE
KTS.
T.A.S.
TOT •
GP.Ii.
HP.If .
KTS.
ALT.
A.R. 1615 342 297 2100 32.5
A.R 1555 329 286 2100 32.0
A.R. ll4C 327 284 2100 35.0
A.R. 1095 312 270 1900 37.5
A.L.
A.L.
875 317 275
805 301 261
44.5
45.0
A.R. 206~ 329 286 25000 2400 36.5
A.R. 2065 315 274 20000 2400 36.0
A.R 2065 301 261 15000 2350 35.5
A.R 1495 315 274 2100 34.5
A.R. 1435 299 260 2100 34.5
A.R. 1345 280 243 2100 35.0
A.L.
A.L.
A.L.
875 292 254 1850 37.5
875 278 241 1750 35. 0
875 264 229 1650 35.0
A.L.
A.L.
A.L.
790 285 248
720 263 228
680 245 213
2500()
200.00
15000
45.0
45. 5
A.R
A.R.
A.R.
A.R.
A.L.
A.L
875 252 218 1500 35.0
80!: 235 204 1400 34.5
A.L.
A.L.
580
625 227 197
210 182
IO~JO
5000
44.5
2550
2550
2550
44.5
2550
2550
A.R.
A.R
2065 290 252
2065 277 240
10000
5000
S. L.
SPECIAL
2250
2150
35.0
34.5
1265 263 228 2100 35 . 0
1170 246 214 1900 37.5
NOTES
ll!!!!.!:!.
DATA AS OF
3/15/47
BASED
ON: CALCULATED
DATA
MIX1\JRE
FEET
2400 38.0
2400 37.5
2550 45.0
2550
R.P.M.
M.P.
INCIIES
S ~E
l ONG
CRUI~ ING
APPROX.
.A.S.
TOT.
T
GPll
'01.
RA
I
MAXIMUM AIR !lAIGE
PRESS
110000
35000
30000
110000
2061 353 306 35000
2065 342 296 30000
)
(1) HAKE ALLOWANCE FOR WAR~UP, TAKE-OFF 6 CLIMB (SEE FIG.
PLUS ALLOWANCE FOR WIND.RESERVE AND COMBAT AS REQUIRED.
12) USE DUAL TURBOSUPERCHARGER OPERATION WITH
ENGINE RPI.. S OVER 1900.
(3) USE "LOW RPM" ENGINE COOLING FAN SETTING.
8
,.
111-
KTS.
~GE
ITABI E
s. L.
LEGEND
~
AT 155,000 LB.GROSS WEIGHT WITH 3,000 GAt.OF FUEL
(AFTER DEDUCT I NG TOTAL ALLOWANCES OF ZOOC)GAL.)
TO FLY 40!1 STAT.AIRHILES AT 3!1,000FT,ALTITUDE
MAINTAIN 2!1!10 RPM AND 411.0 IN.HAN IFOLD PRESSURE
WITH MIXTURE SET: A.R. WHEN GROSS WEIGHT REACHES
THE LOW LIMIT Of" WEIGHT BAND REFER TO COLUMN 1:
AT 35,000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
RED FIGURES ARE PRELIMINARY,
ALT.
M.P.
GPH
TAS
KTS.
S.L.
: PRESSURE ALTITUDE
:
:
:
:
:
MAN IFOLO PRESSURE
U. S.GAL. PER HOUR
TR'UE AIRSPEED
KNOTS
SEA LEVEL
F.R .
A.R.
A.L.
C. L.
M.L.
F. T.
:
:
:
:
:
:
FULL RICH
AUTO-RICH
AUTO-LEAN
CRUISING LEAN
MANUAL LEAN
FULL THROTTLE
,.
-a
-a
CD
DATA,SUBJECT TO REVISION AFTER FLIGHT CHECK
::::s
a.
;c-
�sAI RCRAFT MODEL
B-36 A
ENGINE(S): R-4360-25
LIMITS
"II
••.
•
C
)ii
R.P.M.
..
.-....
,. •
..
m
,.... •
;;
.... .-..
••
~
0
EXTERNAL LOAD ITEMS
TO 160,000 POUNDS
NUMBER OF ENGINES OPERATING;
CHART WEIGHT LIMITS: 180,000
INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGUI
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MIL~
TO BE FLOWN. VERTICALLY BELOW AND OPPOSITE VALUE NEAREST
DESIRED CRUISING ALTITUDE (ALT.) READ RPM. MANIFOLD PRESSURE
(M.P.) AND MIXTURE SETTING REQUIRED.
l.J-C-
w:rU>U
.....•
U>I-U
..JZl.J
--cu,
EMERG.
-C..J
1-0..
-
MILITARY 2700 53.5
POWER
A.R.
COLUMN I
RANGE IN
STAUTE
5
232 2695
MIN •c
NAUTICAL
Oct:•
"'"'
o,;s-
U.S.
RANGE
GAL.
STATUTE
IN
COLUMN IV
COLUMN 111
AIRMILES
RANGE
NAUTICAL
IN
STATUTE
RAN GE
AIR'MILES
NAUTICAL
805
:,;:i
go1y
670
535
580
405
350
.!ti:>
~.:)U
140
120
f
en
:r
1420
6930
6000
5000
4000
3000
2000
465
,,,o
1920
...,..,..,
lvvv
525
1370
1090
815
<tU;J
.:,;:iv
o ...
205
180
1015
880
705
815
605
1000
1230
1665
945
. ,.,
705
v
u.s.
RANGE
GAL.
STATUTE
IN AIRMILES
NAUTICAL
(lj
2425
2105
<.vgv
lvv..,,
1180
875
6930
6000
5000
4000
3000
295
2000
1000
1495
---
g1"
245
COLUMN V
FUEL
AIRMILES
NAUTICAi:
1720
1360
1010
1190
280
IN
STATUTE
I
SUBTRACT FUEL ALLOWANCES NOT AVAILABLE FOR CRU IS I NG
930
6
NOTES : COLUMN I IS FOR EMERGENCY HIG H SPEED CRUISING ONLY.
COLUMNS 11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT
A SACRIFICE IN SPEED. AIR MILES PER GALLON (MI./GAL.)(NO WIND),
GALLONS PER HOUR (G.P. H.) AND TRUE AIR SPEED (T.A.S.) A APPROXI-MATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO WINO)~II m nan,., ARITIC:..i
IMPt:"RIAI r..a1 lnD r. PM\ UIIITIPLY II<; , .. n
(OR r. ... H BY
IU THEN DIVIDE BY I.!.
0
oo ...
... a..~
COLUMN II
FUEL
AIRMILES
NONE
0
er-
WAR
I
!-»
.;;
:r
--~
P.
BLOWER MIXTURE TIME CYL. TOTAL
IN.HG. POSIT! ON POS I Tl ON LIMIT ·TEMP. G.P.H.
M.
FLIGHT OPERATION INSTRUCTION CHART
340
SEE
LON(
CRUISING
RANGE
TABLE
.!!.
~
a :r
MAXIMUM CONTINUOUS
APPROX.
M. P.
MIX-
0
•...
"a
R.P.M. INCHES
-·
-.
!I.
0
::s
::s
C
~
0
::s
TURE
TOT.
G.P.H.
Q
2550 45.0
2550 44,5
PRESS
T.A.S.
J,LP.H• KTS.
ALT.
f ZOO snr. (-174 uur.) Ml. ·/GH.)
APPROX.
H.P.
MIXR.P.M.
INCHES
FEET
~0000
A.R. 2065 346 300 35000
2065
339
294
A.R.
30000
2450
2400
TURE ' TOT.
G.P.H.
T.A.S.
J,LP.H.
c-..:'", srn. c,..:.:,.:, uur.l M1.1au.,
H.P.
R.P.M. INCHES
MIXTURE
KTS,.
APPROX.
TOT.
G.P.H.
r.A.S.
KTS.
(· ""
0
STAT. (·':,' HAUT.) Ml. /GAL.)
APPROX.
H.P.
MIX-
R.P.M. INCHES
TURE
39.0
38. 0
A.R. 1660 335 292 2200 33.0
A.R. 1610 325 282 2150 32.5
A.R. 1190 320 278 2100 35.0
A.R. 1150 310 269 2100 34.0
A.L.
A.L.
2550
2550
2550
44.5
44.5
45 .O
A.R 2065 326 283 25000 2400 37.5
A.R. 206!5 312 271 20000 2400 37. 0
A.R 2O6~ 300 260 15000 2350 36.0
A.R. 1565 313 272 2100 32 .0
A.R. 1485 297 258 2100 34 . 5
A.R. 1400 280 243 2100 35 . 0
A.R. 1085 291 252 2100 32 .5
875 273 237
875 260 226
1900 36 . 5
1750 36 .5
A.L.
A.L.
A.L.
A.L.
A.L.
2550
2550
45 .0
45 .5
A.R. 2065 288 250
A.R 2065 278 241
35 .5
35 .0
A.R. 1305 262 227 2100 35 ,0
A.R. 1220 246 214 2100 35 . 5
A.L.
875 248 215
875 236 205
1650 36 .O
1550 35 .5
":i:r
10000
5000
S. L.
2300
2200
A.L.
A.L.
A.L.
T.A.S.
TOT.
G.P.H.
MP.H.
MP.II.
KTS.
PRESS
ALT.
R.P.M.
MAXIMUM AIR RANGE
APPROX.
M. P. MIXT .A.S.
INCHES TURE TOT.
FEET
G.P.H.
KP.Ii.
KTS.
~0000
875 307 266 35000
875 299 260 30000
835 281 244 25000
795 266 231 200.0 0
735 248 215 I 5000
685 231
635 214
zoo
186
SEE
LONG
C RUIS ING
RA ~GE
TAB
_E
10000
5000
S. L.
Q
~
SPECIAL NOTES
(l) MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF
a
CLIMB (SEE FIG. )
PLUS ALLOWANCE FOR WIND, RESERVE
COMBAT AS REQUIRED.
(2) USE DUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPM'S
a
OVER 1900 .
(3) USE "LOW RPM" ENGINE COOLING FAN SETTING.
OATA AS OF
3/15/47
BASED ON: CALCULATED
DATA
AT l&!S,OOO LB. GROSS WEIGHT WITH 4 ooo GAL. OF FUEL
(AFTER DEDUCTING TOTAL ALLOWANCES OF 2 !IOO GAL.l
TO FLY 1360 STAT. AIRMILES AT 35,000 FT. ALTITUDE
MAINTAIN 2100 RPM AND :S!S.O IN. MANIFOLD PRESSURE
WITH MIXTURE SET: A.R. WHEN GROSS WEIGHT REACHES
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN IV,
AT 35/JOO FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
RED FI GU RES ARE PRELIMINHY
LEGEND
ALT. : PRESSURE ALTITUDE
M. P. : MANIFOLD PRESSURE
GPH : U.S. GAL . PER HOUR
TAS : TRUE AIRSPEED
KTS.: KNOTS
S.L. : SEA LEVEL
F.R.
A.R.
A.L.
C. L.
M.L.
F.T.
:
:
:
:
:
:
FULL RICH
AUTO-RICH
AUTO-LEAN
CRUISING LEAN
MANUAL LEAN
FULL THROTTLE
DATA, SUBJECT TO REVISION AFTER FLIGHT CHECK
�AIRCRAFT MODEL
8- 3 6 A
ENGINE (S): R- 4360-25
.
ca
C
WAR
EMERG.
•
)I,
MILITARY
2700 53.5
POWER
.
LIMITS
11.P.M.
CII
::r
u>U
....0
1340
1165
1190
1065
930
795
670
1035
925
80!5
690
580
465
350
230
120
::r
:Ill
Ill
a
•
...
OD:•
we,
MIN 2321 2695 I!!'-..-~f~
NAUTICAL
U.S.
RANGE
GAL.
STATUTE
IN AIRMILES
RANGE
RANGE IN AlfMILES
NAUTICAL
STATUTE
NAUTICAL
535
405
2 65
140
9000
8000
7000
6000
5000
4000
3000
2000
1000
A SACRIFICE IN SPEED. AIR MILES PER GALLON (MUGAL)(NO WINO),
GALLONS PER HOUR (G.P. H.) AND TRUE AIR SPEED (T.A.S.) A APPROKIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE ARPLANE FLYING ALONE (NO WIN0).11I m n11Ta111 EU:HTIC:.LI
IMP~AI.II.I r..I1.1 Ina r.: PM\ UIIITIPLY II C:. r..11.1 lnD r. .. H BY
10 THEN OIYIUt BY 12.
IN AIRMILES
STATUTE
I
SUBTRACT FUEL ALLOWANCES ~OT AVA I !.,ABLE FOR CRUISING
10105
NOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.
COLUMNS 11,IU,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT
COLUMN IV
'COLUMN 111
COLUMN II
FUEL
IN AIRMILES
STAUTE
CII
:Ill
COLUMN I
RUSE
NUMBER OF ENGINES OPERATING~ 6
SELECT Fl6URE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGlll
MOVE HORIZONTALLY TO RIGHT OR LEFT ANO SELECT RANGE VALUE
EQUAL TO OR GREATER THAN T"E STATUTE OR NAUTICAL AIR MILES
TO BE FLOWN . VERTICALLY BELOW ANO OPPOSITE VALUE NEARES":"
DESIRED CRUISING ALTITUDE (ALT.) READ RPM. MANIFOLD PRESSURE
(M.P.) ANO MIXTURE SETTING REQUIRED.
-C--1
1-0..
5
POUNDS
TO 180,000
INSTRUCTIONS FOR USING CHART:
o:-
U,1-U
••..
,.,,..
-•
••..
I... •
;:; .... ca..
•...
1--
....
....--cu,
.., ...
/.,
-
CHART WE I GHT LIMITS: 200,000
..,._
BLOWER MIXTURE TIME CYL. TOTAL
IN.HG. POSITION POSITION LIMIT ·TEMP. G.P.H •
M.P.
A. R.
EXTERNAL LOAD ITEMS
NONE
FLIGHT OPERATION INSTRUCTION CHART
COLUMN V
U.S.
RANGE IN AIRMILES
NAUTICAL:
GAL.
10105
NAUTICAL
STATUTE
(IJ
2030
1760
2690
2360
3400
2955
1800
1585
13 80
11 75
9 80
775
575
1560
1375
1200
I 020
850
670
!500
2385
21 10
I 830
1560
12 85
1015
2090
1840
1!595
1350
11 15
880
2605
2295
1980
1675
1380
1085
755
655
385
335
195
170
!505
260
440
225
3005
2645
2280
1930
1590
125 0
930
625
310
\
FUEL
9000
8000
7000.
6000
5000
4000
SEE LONG
RANGE
CRUISING
TABLE
,Z
3000
805
2000
1000
540
270
ciil
,-a
-
::r
0
"a
Q
0:a
I
MAXIMUM COITINUOUS
M.P.
R.P.M. INCHES
APPROX.
NIX-
'JURE
TOT.
G.P.11.
T .A.S .
MP.It.
KTS.
STAT.
PRESS
{ . 19r
( . 166
ALT •
M.P•
R. P.h. INCHES
FEET
UUT.) Mk/GAL.)
APPROX.
MIX-
'JURE
TOT.
GP.II.
T .A.S.
MP.Ii•
( .250
STAT.
(.211
M.P.
R.P.M. INCHES
IIAUT-l MI./GAL.)
APPROX.
MIX-
'JURE
TOT.
GP.It
KTS••
STAT.
( . 267
M.P.
R.P.M. 11101ES
r.A.S.
MP.If.
( .308
KTS.
IIAUT.) MI./GAL.)
APPROX.
MIX-
'JURE
TOT.
Gl'H.
T.A.S.
MP.It.
KTS.
25000
20000
15000
10000
5000
S. L.
C
~
2550 44. 5
2550 44.5
25!50 45 .0
A.R 2065 332 280 25000 2400 38.5
A.R. 206e 310 269 20000 2400 38.0
A.R. 206! 298 258 15000 2400 37 . 0
A.R. 1610 310 269 2150 33.0
A.R. 15!50 297 258 2100 32.0
A.R. 1460 279 242 2100 35.0
A.R. 1160 289 251 2100 34.5
A.R 1090 272 236 2100 34 . 5
A.L.
875 256 222 1900 37 . 0
A . L. 875 279 242
A.L. 870 267 232
A . L. 805 250 217
2550 4!5 . 0
2550 45.5
A.R 2061 286 248 10000 2350 36 . 0
A.R 206! 274 238 5000 2300 35.5
A.R. 1365 262 2.27 2100 35.0
A.R. 1275 246 214 2100 35.5
A.L.
A.L.
875 245 213 1800 37.0
875 234 203 1700 37 . 0
A. L. 760 235 204
A.L. 715 220 191
0
n
::r
:a
S. L.
R.P.M.
M.P.-
MIX-
INalES
'JURE
FEET
A.L. 875 292 254
A.L. 875 289 251
25!50 45 .0
2550 44 . 5
!I.
ALT.
A. R. 1705 328 285 2250 33 . 5 A.R 1255 312 271 2100 35.0
A.R. 1665 321 279 2200 33.0 A.R. 1225 305 264 2100 34 . 0
:a
MAXIMUM AIR RANGE
PRESS
110000
35000
30000
IJOOOO
A.R. 206f 339 294 35000 2450 39.5
A.R. 206~ 333 289 30000 2450 39 . 0
-.
:111
_
.,.••
...n
...
ol
SEE
APPROX.
.A.S.
TOT.
T
GP.ll
'tP.H.
KTS.
LO~ G Rj~NG::
CR UISING TJ. BU
Q
::i.
EXAMPLE
SPECIAb NQTE§
(1) MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF a CLNB (SEE FIG. )
PLUS ALLOWANCE FOR WI,_,, RESERVE a COMBAT AS REQUIRED.
(21 USE DUAL TURBOSUPERCHAR&ER OPERATION WITH ENGINE RPM'S
OVER 1900.
13) USE "LOW RPM" ENGINE COOLING FAN SETTING.
DATA AS OF
3/l!i/47
BASED ON:
CALCULATED
DATA
LEGEND
AT 192,000 LB. GROSS WEIGHT WITH 8,000 GAL.OF FUEL
(AFTER DEDUCTING TOTAL ALLOWANCES OF1000 GAL.I
TO FLY 158~ STAT. ARMILES AT 5000 FT. ALTITUDE
MAINTAIN 2300 RPM AN0 35 ,5 IN. MANIFOLD PRESSURE
WITH MIXTURE SET : A.R WHEN GROSS WEl&HT REACHES
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN 11
AT !i,000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
ALT. :
M. P. :
GPH :
TAS :
KTS. :
S. L. :
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL. PER HOUR
TRUE AIRSPEED
KNOTS
SEA LEVEL
F . R.
A.R.
A. L.
C. L.
M. L
F . T.
:
:
:
:
FULL RICH
AUTO-RICH
AUTO-LEAN
CRUISING LEAN
: MANUAL LEAN
: FULL THROTTLE
RED FI BURES ARE PRELIMINARY. DATA,SUBJECT TO REVISION AF'TER FltftT· tlfitl
.r
1:a
a.
;r
�,.
-I
"D
1:a
-
AIRCRAFT MODEL
B-36A
=t
.!.
J
ENGINE (S): R-4360-25
-....
•
(Q
C
:llli,
LIMITS
ltP.N.
CHART WEIGHT LIMITS:220,000
..,.,._
INSTRUCTIONS FOR USING CHART:
SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISIN61ll
MOVE HORIZONlM.LY TO RIGHT OR LEFT AND SELECT RANGE VAWE
EQUAL TO OR GREATER THAN THE STATUTE OR NAUTICAL AIR MILES
TO BE FLDWN . VERTICALLY BELDW AND OPPOSITE VALUE NEAREST
DESIRED GRUISIN6 ALTITUDE (ALU READ RPM. MANIFOLD PRESSURE
(M.P.) AND MIXTURE SETTING REQUIRED.
Cl<-
....
u>u •
WAR
<1>>-U
_.,..,
.,._,
-'ZW
EMERG.
..,
>-D..
-
I
A.R.
NUMBE~ Of ENGINES OPERATING;
T0200,000 POUNDS
ic
6
,..__
N.P.
BLOIIER MIXTURE TINE CYL. TOTAL
IN.HG. POSITION POSITION LIMIT TEMP. G.P.H •
MILITARY
2700 53.5
POWER
IL
EXTERNAL LOAD ITEMS
NONE
FLIGHT OPERATION INSTRUCTION CHART
5 232
MIN •c 269!
..,..,,
OCI<
•
I!!'~-
-~~~
NOTES:
COLU... I IS FOR EMERGENCY Hl6H SPEED CRUISING ONLY.
COLUMNS 11,11,IV AND V 6IVE PR06RESSIVE INCREASE IN RANGE AT
A SACRIFICE IN SPEED. AIR MILES PER GALLON (Ml/GAL)INO WIND),
GALLONS PER HOUR (G.P. H.) AND TRUE AIR SPEED (T.A.S.) A APPROlltMATE VALUES FOR REFERENCE. RAN6E VALUES ARE FOR AN AVERA6E ARPUNE FLYIN6 ALDNE (NO WIND)~II TO nATAIN AAITl<;.M
IIIDS:CAll!.I r.:11.I /nof.:DM\y111TIDIY IIc;. r.:11.I rno,...... RY
10 THEN DIVIDE BY 12.
!al
COLUMN I
FUEL
COLUMN II
COLUMN 111
COLUMN IV
FUEL
COLUMN V
in
:r
RANGE IN Al RMI LES
U.S.
RANGE IN AIRMILES
RANGE IN AIR'MILES
RANGE IN AIRMILES
u.s.
RANGE IN AIRMILES
••..
STAUTE
CID
1730
1600
1460
1325
II 90
1055
920
790
665
530
400
265
140
...
.en
-.
:r
13000
12000
1500
1385
1265
11 50
1035
915
800
685
575
460
345
230
120
3000
2000
1000
..
.-
NUINUN COITIIUOUS
N.P.
NIXlURE
R.P.M. IIICIIES
PRESS
~PPROX.
TOT.
2560
2345
2140
1925
1720
1520
1325
1125
935
745
560
370
185
11000
10000
9000
8000
7000
6000
5000
4000
C,
•
STATUTE
NAUTICAL
STATUTE
NAUTICAL
SUBTRACT FUEL ALLOWANCES WT AVAILABLE FOR CRUISING
0
•
••... -••.....
•n... ~
..,,0:r
STATUTE
GAL.
NAUTICAL
T.A.S.
ALT.
2220
2035
1855
1670
1495
1320
1150
975
810
645
485
32 0
160
( .18-IS TAT. ( .16(U UT.) NI. -/GAL.)
N.P.
R.P.M.
IIICIIES
G.P.11.
0
~
245C
245C
39.5
39.5
245C
240C
240C
2350
230C
36.5
36.0
NP.H.
KTS.
2550
45.0 AA
44.5 A.R
,0000
2061 , 32~ 28E 35000
206: 32! 28i 30000
2550
2550
2550
44.5 A.R
44.5 A.R
45.0 A.R
206 311 27! 25000
206 30E 26E 20000
206 I 29! 25E 15000
2550
APPROX.
NIXT .A.S.
lURE ' TOT.
FEET
Q
GP.H.
A.R.
A.R.
NP.It
2940
2690
3390
3100
2805
251 5
2240
1980
1720
1460
1215
965
720
485
250
R.P.M. IIICHES
NIXlURE
1715
1490
1265
1055
835
625
420
215
2455
2120
1790
1490
11 75
870
580
290
2130
1840
1555
1295
1020
755
505
250
APPROX.
TOT.
11.P.
R. P.N. IIICIIES
f.A.6.
NP.II.
C
~
0
~
n
:r
Q
:i.
2550 45.0 A.R
2550 45.5 A.R.
206
206
I
I
28~ 241
27~ 23E
10000
5000
S. L.
MIXlURE
ICTS.
39.0 A.R
38.5 A.R.
37.5 A.R
164! 30!: 26f 2200 33.0 A.R
1581 I 29~ 25~ 2100 32.5 A.R.
150! 27E 241 2100 32.5 A.R.
119! 28 ◄ 246 210C 34.5 A.L.
113( 26E 232 210( 34.5 A.L.
107! 25 ◄ 220 210( 33 .5 A.L
A.R.
A..R.
141! 262 221 210C 35.0 A.L.
131~ 245 21 ~ 2100 35 .5 A.L.
3/15/4_
7
BASED ON: CALCULATED
TOT •
190( 37 .5
180( 37 .5
A.L
A.L
T.A.S.
MP.If.
KTS.
DATA
NAUTICAL
SEE
ALT.
LONG
CRUISING
RANGE
TABLE
NUIMUN AIR RAHE
N.P.
R.P.M.
IIICIIES
FEET
NIXlURE
APPROX.
.A.S.
TOT.
T
(iP.ll
!'4fll
KTS.
,0000
35000
875 276 235 30000
en
270 23 ◄ 25000
87~ 261 226 200.00
84( 245 212 15000
l ONG
s:E
RA ~GE
CRUI ~ING TAE LE
BO! 23◄ 20~ 10000
75C 220 191 5000
S. L.
EXAMPLE
SPECIAL NOTES
Ill MAKE ALLOWANCE FOR WARM-UP, TAKE--OFF a CLNB (SEE Fl6. I
PLUS ALLDWANGE FOR WIND, RESERVE a COMBAT AS REQUIRED.
121 USE DUAL TURBOSUPERCHAR6ER OPERATION WITH ENGINE RPM's
OVER 1900.
13) USE 'LOW RPM" ENGINE COOLING FAN SETTING.
DATA AS OF
APPROX.
GP.If.
126( 29E 255
126( 29E 259 210( 34.0 A.L.
87! 241 205
87! 23C 20C
STATUTE
(.2921 TAT. (.25 31 AUT.) NI./GAL.) PRESS
~
!I
11000
10000
9000
8000
7000
6000
5000
4000
3000
2000
1000
2425
A.R.
A.R.
1731 31E 27E 2250 33.5
1691 I 31!: 27~ 2250 33 .5
3045
2725
2795
GP.II.
KTS_.
13000
12000
1945
2435
( .235 TAT. ( .2081 AUT.l NI./GAL.J
N.P.
3670
3350
4225
3860
3500
3140
2 I 80
GAL.
NAUTICA[
(IJ
LEGEND
AT 21!1 , 000 LB. GROSS WEI6HT WITH 12,0006AL.OF FUEL
(AFTER DEDUCTING TOTAL ALLOWANCES OF
&AL.I
TO FLY 3 a 6 § TAT. ARIIILES AT I5,00IJT. ALTITUDE
MAINTAIN 2100 RPM AND 33.5 IN. MANIFOLD PRESSURE
WITH MIXTURE SET: A.R WHEN &ROSS WEIGHT REACHES
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN IV
AT 15,000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
ALT. :
II. P. :
6PH:
TAS :
KTS.:
S. L. :
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL . PER HOUR
TRUE AIRSPEED
KNOTS
SEA LEVEL
F . R. : FULL RICH
A.R. : AUTO-RICH
A. L. : AUTO-LEAN
C. L. : CRUISING LEAN
II. L : MANUAL LEAN
F . T.: FULL THROTTLE
RED FIGURES ARE PRELINIURY. DATA,SUBJECT TO REVISION AFTER FLIGHT CHECIC
�AIRCRAFT MODEL
8- 3 6 A
ENGINE CS): R-
...
ci'
..
•
C
)I,
LIMITS
11.P.M.
-0
0
....
• ••....
"'... •... -...
n
a ..
,,
•...
-.
~
en
::r
Ill
POWER
-'ZW
COLUMN
:a
:a
!I
C
~
0
:a
n
COLUMN II
COLUMN II I
U.S.
RANGE IN AIRMILES
RANGE IN AIR'MILES
STATUTE
STATUTE
NAUTICAL
RANGE
NAUTICAL
2115
1975
1845
1835
1710
1580
1450
1315
II 80
1050
915
790
7,000
6,000
655
525
570
5,000
455
4,000
390
265
340
230
i:ggg
MAXIMUM CONTINUOUS
APPROX.
MIX-
1\IRE
PRESS
TOT •
G.P.ll
T .A.S.
MP.H.
KTS.
ALT.
2495
1625
13 80
785
FEET
NAUTICAL:
GAL.
4355
4045
16,000
15,000
1\IRE
' TOT.
(.P.H.
M.P.
T .A.S.
MP.H.
4300
3940
3600
3260
2925
2610
2300
1995
169-0
1150
915
680
455
(.224STAT. ( .195 NAUT. l Ml. /GAL.)
APPROX.
MIX-
3020
2775
2535
2295
2070
I 845
I 630
1410
1200
1000
795
590
395
1980
360
3 I 0
{ . 177 STAT. ( .154 NAUT.) Ml . -/GAL.)
R.P.M.
U.S.
5015
4655
3270
3480
3200
2920
2645
23 85
2125
625
465
535
M.P.
INCHES
FUEL
R.P.M. INCHES
APPROX.
MIX-
1\IRE
TOT.
f .A.S.
KTS.
1275 286
248
14 000
13;-000
12,000
11,000
10.000
9,000
3730
3420
3125
2830
?~4n
2265
1995
1730
1465
1210
960
710
480
8,000
1395 1110
820
555
( .272 STAT. L 236 NAUT.) MI. /GAL.)
M,P.
R.P.M. INCHES
MP.It
G.P.H.
KTS••
APPROX.
MIX-
1\JRE
TOT.
G.P.H.
T .A.S.
MP.H.
KTS.
,0000
2550
2550
A.R. 206:: 316 274 35000
A.R. 206e: 318 276 30000 2450 39.5
A.R. 1730 306 266 2300
2550 44 . 5
2550 44.5
2550 45.0
A.R. 206~ 311 270 25000 2450 39.5
A.R. 200 302 262 20000 2450 39.0
A.R. 206~ 292 253 15000 2400 38 . 0
A.R. 1690 301 261 2250 33 .5
A.R. 1620 289 251 2150 33.0
A.R. 1540 275 239 2100 33.0
A.R. 1240 278 242
A.R. 1165 263 228 2100 34.5 A.L.
A.R. 1115 252 219 2100 35.0 A. L.
2550 45.0
2550 45.5
A.R. 2065 28L 244
A.R. 2065 270 234
A.R. 1465 262 228 2100 35.0
~.R. 1360 244 212 2100 35.5
A.L. 875 235 204 2100 - 33.5
A.L. 875 225 195 1900 37.5
::r
10000 2400 37.5
5000 2350 36.5
S. L.
V
STATUTE
NAUTICAL
LONG
SEE
CRUISING
,.z,.
RANGE
TABLE
_...
••n
...
c-t
,.,a...
7,000
6,000
5,000
4,000
3,000
2,000
Ill
0"'
111-
MAXIMUM AIR RANGE
PRESS
ALT.
11.P,M.
M.P.
MIX-
INCHES
1\IRE
FEET
APPROX.
.A.S.
TOT •
T
(;P.H.
"!P.H.
KTS.
,0000
35000
30000
45.0
44.5
33.5 A.R.
COLUMN
RANGE IN Al RMI LES
(I)
3765
2315
2135
1955
1785
16 05
14 35
12 70
II O 5
945
2460
2255
2055
1850
1655
1465
12 75
1090
905
720
9,000
8,000
685
M. P.
R.P.M. INCHES
:u~
14000
13,000
12,000
11,000
10.000
IV
IN AIRMILES
2 i ~B5TRACT FUEL A'4L8 ~i NCES f'IOT AV~ 'H iLE FOR CRUISING
3080
16,000
15,000
171 5
1600
1485
1370
12 55
1140
1025
910
795
COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.
COLUMNS 11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT
A SACRIFICE IN SPEED.' AIR MILES PER GALLON {MUGAL.)(NO WIND),
GALLONS PER HOUR (G.P. H.) AND TRUE AIR SPEED (T.A.S.) A APPROX!MATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO WIND).lll TO nATAIN BRITl~M
IMPl=~IAI GAi (ORGPHJMULTIPIY t i , hAI IOR,,.-n BY
10 THEN DIVIDE BY 12.
STATUTE
I
Q
0
FUEL
GAL.
NOTES:
COLUMN
I
NAUTICAL
NUMBER Of ENGINES OPERATING~ 6
DESIRED CRUISING ALTITUDE (ALT.) READ RPM. MANIFOLD PRESSURE
(M.P.) AND MIXTURE SETTING. REQUIRED.
~~f
IN AIRMILES
STAUTE
::r
0
w
ODO•
WC>
5
232'C 2695
MIN
A.R.
NONE
TO 220,000 POUNDS
SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGIU
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE
EQUAL TO OR GREATER THAN TH.E STATUTE OR NAUTICAL AIR MILES
TO BE FLOWN. VERTICALLY BELOW AND OPPOSITE VALUE NEAREST
-«u>
........
2700 53.5
LIMITS:240,000
INSTRUCTIONS FOR USING CHART:
...
RANGE
CQ
Ill
._
.... x-
t-0..
en
••..
..,
u>O •
I
::r
CHART WEIGHT
1-~
u,,-.o
!-»
-
4360- 25
BLOWER MIXTURE TIME CYL. TOTAL
IN.HG. POSIT I ON POSITION LIMIT TEMP. G.P.H •
M. P.
WAR
EMERG.
MILITARY
EXTERNAL LOAD ITEMS
FLIGHT OPERATION INSTRUCTION CHART
875 252 219
875 244 212
A.L. 875 228 198
A.L. 875 220 191
25000
20000
15000
SEE
L~NG
CR UISII IG
RAN ,E
· AB
E
10000
5000
s. L.
Q
:a.
SPECIAL NOTES
EXAMPLE
(1) MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF 8 CLIMB (SEE FIG. )
PLUS ALLOWANCE FOR WIND, RESERVE a COMBAT AS REQUIRED.
12) USE OUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPM'S
OVER 1900.
(3) USE "LOW RPM" ENGINE COOLING FAN SETTING.
s-
DATA AS OF
3/15/47
BASED ON!
CALCULATE D
DATA
LEGEND
AT 227,000 LB. GROSS WEIGHT WITH 9000
GAL.OF FUEL
(AFTER DEOUCTING TOTAL ALLOWANCES 0 ~ 500 . GAL.I
TO FLY 21 2 5STAT. AIIMILES AT 30,000 FT. ALTITUDE
MAINTAIN 2300 RPM ANO 33 · 1 N. MANIFOLD PRESSURE
WITH MIXTURE SET: A.R. WHEN GROSS WEIGHT REACHES
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN Ill
AT 30,000FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
ALT. :
M. P. :
GPH :
TAS :
KTS.:
S. L. :
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL. PER HOUR
TRUE AIRSPEED
KNOTS
SEA LEVEL
F . R.
A.R.
A. L.
C. L.
:
:
:
:
FULL RICH
AUTO-RICH
AUTO-LEAN
CRUISING LEAN
M. L. : MANUAL LEAN
F . T. : FULL THROTTLE
RED FIGURES ARE PRELIMINARY, DATA, SUBJECT TO REVISION AFTER FLIGHT CHECK
-
�0
AI RCRAFT MODEL
ENGINE (S}:
...
~
..
•
C
)ii,
........
..,_
BLOltER MIXTURE TIME CYL. TOTAL
IN.HG. POSITION POSITION LIMIT ,TEMP. G.P.H.
......
...
MILITARY
2700 53.5
POWER
O<>:
-
COLUMN I
FUEL
en
:r
RANGE IN AIRMILES
U.S.
RANGE
GAL.
STATUTE
.-...
en
:r
... -••"'..
n
... :?!-:r
a ..
,,0
•...
Ill
Cit
:11111
CQ
-.
•
NAUTICAL
STAUTE
•
240,000
IN AIRMILES
RANGE
NAUTICAL
STATUTE
NAUTICAL
RAN GE
IN AIRMILES
2165
2050
1935
1820
1705
1590
1475
1360
1245
113·0
1015
900
790
675
19000
18000
I1nnn
16000
15000
565
5000
14000
13000
12000
11000
10000
9000
8000
7000
6000
ltAXIMUM CONTINUOUS
M.P.
R.P.IL IIICHES
TURE
TOT •
GP.II.
Q
PRESS
APPROX.
MIX-
ALT.
T.A.S.
MP.H.
FEET
KTS.
(. I69 sur. ( .147 uuT.) Ml.·/GAL.)
M.P.
MIX-
GAL.
4980
4670
4360
4050
3755
3465
3175
2905
2635
2370
2110
1855
1605
1360
1125
19000
18000
I1onn
16000
15000
14000
13000
12000
11000
10000
R. P.IL IIICHES
TURE
,u.
' TOT.
G.P.H.
T.A.S.
MP.It
R.P.M. ..INCHES
APPROX.
MIX-
TURE
TOT.
GP.It
KTS_.
M.P.
R.P.IL IIICIIES
f.A.S.
MP.IL
(,251 STAT. (.218 NAUT.) MI./GAL.)
MIXTURE
KTS,
APPROX.
TOT.
G.P.H.
T .A.S.
MP.It
KTS.
A.R. 1730 296 257
C
2550 44.5
2550 44,5
2550 45.0
A.R. 2065 305 264 25000
A.R. 2065 296 257 20000
A.R. 2065 288 250 15000
2450 39.5
2450 40.0
2400 39.0
A.R. 1720 294 255 2300 34.0
A.R. 1665 285 248 2250 34.0
A.R. I60C 273 237 2200 34.0
A.R. 1295 271 • 235
A.R. 1250 261 227
A.R. 1190 249 216 2100 35.0
A.L.
875 235 204
0
2550 45.0
2550 45.5
A.R. 2065 278 241
A.R. 2065 267 232
2400 38.0
2350 37.0
A.R. 1515 259 225 2100
A.R. 1415 243 211 2100
33.5
33.0
A.R. 1115 235 204 2100 35 .0
A.R. 1055 222 193 2100 35.0
A.L.
A.L.
875 228 198
860 218 189
~
:a
n
10000
5000
S. L.
NAUTICAL
SEE LONG
CRUISING
RANGE
TABLE
MAXIMUM AIR RUGE
PRESS
ALT.
M. P.
IIICIIES
R. P.IL
APPROX.
MIX-
TURE
FEET
.A.S.
TOT.
T
GP.H.
"4P.H.
KTS.
,0000
35000
30000
2450 40.0
1'
AIRMILES
7000
6000
5000
2550 45.0
2550 44.5
:a
:a
STATUTE
9000
8000
,0000
A.R. 2065 295 256 35000
2065
308
267
30000
A.R.
0
RANGE IN
(lj,
(.210 STAT. (.182 NAUT. l Ml. /GAL.)
APPROX.
u.s.
NAUTICAL'.
4
865
COLUMN V
FUEL
IN AIRMILES
pg~TRACT FUEL A ~~fNCES N()T AV·tH,MLE FOR CRUl ~JA<tJ
3
3795
2920
4365
5380
,3555
5025
2740
4095
3310
2565
3815
4660
4325
3075
2390
3545
2840
3995
3270
2215
3005
2610
3660
2045
3345
1875
2745
2385
1710
2490
2160
3035
1540
1940
2730
2235
1985
1380
1725
2430
1220
1760
1525
2135
1530
1325
1850
1060
1310
1570
905
1135
750
940
1295
1085
3570
3360
3160
2955
2755
2555
2355
2160
1970
1775
1590
1405
1220
1045
6
A SACRIFICE IN SPEED. AIR MILES PER GALLON (ML/GAL.)(NO WIND),
GALLONS PER HOUR (G.P. H.) AND TRUE AIR SPEED (T.A.S.) A APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NOWIND).111 m n11T&111 RRITIC:M
IUD~DIAI
f':.11.1 lnA~PMlMIIITIPIY
-. ,.,. .IOR,..,H BY
10 THEN DIVIDE BY 12.
STATUTE
I
2500
2360
2230
2095
1965
1830
1700
1570
1435
1300
1170
1040
910
780
650
NUMBER OF ENGINES OPERATING:
NOTES : COLU... I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY .
COLUMNS 11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT
COLUMN IV
COLUMN ti I
COLUMN II
NONE
POUNDS
DESIRED CRUISING ALTITUDE (ALT.l READ RPM. MANIFOLD PRESSURE
(M.P.) AND MIXTURE SETTING REQUIRED.
we,
232 2695 pc-.5
·~f~
MIN •c
A.R.
TO
SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGIII
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE
EQUAL TO OR GREATER THAN TliE STATUTE OR NAUTICAL AIR NIL~
TO BE FLOWN. VERTICALLY BELOW AND OPPOSITE VALUE NEAREST
....
-<.,...
.......
., .... u
.....
,.
EMERG.
260,000
INSTRUCTIONS FOR USING CHART:
w-cw:c-
fl>U
WAR
I
0
0
Ill
CHART WEIGHT LIMITS:
R-4360- 25
M. P.
~
••..
:11111
R.P.M.
LIMITS
EXTERNAL LOAD ITEMS
FLIGHT OPERATION INSTRUCTION CHART
8-36 A
. 25000
20000
15000
l ONG
SEE
,;RUI~ ING
RAI IGE
TABI.E
10000
5000
S. L.
:r
Q
SPECIAL NQT~S
~
(ti MAKE ALLOWANCE FOR WARN-UP, TAKE-OFF 8 CLIMB (SEE FIG. I
PLUS ALLOWANCE FOR WIND, RESERVE 8 COMBAT AS REQUIRED.
(21 USE DUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPN'S
OVER 1900.
(3) USE "LOW RPM" ENGINE COOLING FAN SETTING.
DATA AS OF
3/15/47
BASED 011:
CALCULATED DATA
~
LEGEND
AT 248,000 LB. GROSS WEIGHT WITH 8000 GAL.OF FUEL
(AFTER DEDUCTING TOTAL ALLOWANCES OF3000 GAL.)
TO FLY I40 5STAT. ARMILES AT 20,000 FT. ALTITUDE
MAINTAIN 24!!0 RPM AND40,0 IN. MANIFOLD PRESSURE
WITH MIXTURE SET: A.R. WHEN GROSS WEIGHT REACHES
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN 11
AT 20,000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
ALT. :
M. P. :
GPH :
TAS :
KTS.;
S. L. :
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL . PER HOUR
TRUE AIRSPEED
KNOTS
SEA LEVEL
F . R.:
A.R. :
A. L . :
C. L. :
M. L ;
F . T. :
FULL RICH
AUTO-RICH
AUTO-LEAN
CRUISING LEAN
MANUAL LEAN
FULL THROTTLE
RED FI BURES ARE PRELIMINARY. DATA,SUBJECT TO REVISION AFTER FLl8HT· CHECK
�AIRCRAFT MODEL
B - 36 A
ENGINE (S):
...
ca·
.
C:
Cl
)I,
LIMITS
R.P.M.
:r
2700
,..
,.....
n
...
A.R.
00:.
WC)
}JC3.-
·~~.!:.
NUMBER OF ENGINES OPERATING~
A SACRIFICE IN SPEED. AIR MILES PER GALLON (MI./GAL.)(NO WIND),
GALLONS PER HOUR (G.P. H.) AND TRUE AIR SPEED (T.A.S.) A APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO WIND).111 TO nATAJN BRITl<;.M
IMl:IJCJ;IIAI r.AI /0Rr.l:IH\u111TJPIY IIC:: "' loRr..,w AV
10 THEN DIVIDE BY 12.
COLUMN I
FUEL
COLUMN II
COLUMN 111
COLUMN IV
FUEL
COLUMN V
RANGE IN AIRMILES
U.S.
RANGE IN AIRMILES
RANGE IN AIRMILES
RAN GE IN AIRMILES
u.s.
RANGE IN AIRMILES
NAUTICAL
2605
2470
2330
GAL,.,
STATUTE
2260
2145
2025
STATUTE
NAUTICAL
NAUTICAL
STATUTE
I
20000
19000
18000
3635
3425
3235
... u ... u
2835
NAUTICAi:
GAL.
i~,rRACT FUEL 'l~ir NCES ~OT A
,~,g~BLE FOR CRU '}'ffg
lU8
20000
19000
18000
17000
16000
15000
14000
41 10
3575
"-'<>.7U
.:>o .. ::,
3340
.. 00::>
.. u::,u
2460
2295
2130
3580
3335
3080
3105
2895
2675
4330
4025
3720-
3760
3495
3230
2805
4990
4335
I~ I::>
1800
1685
1570
en
17000
16000
15000
14000
I 10 f::>
l:,g-,
i<:O.:>U
2 .. ::,::,
3410
;,::,010::,
1540
1410
1285
13000
12000
II 000
10000
,,.,_,
Cl
Cl
I .. :);)
1340
1225
1115
2080
I 895
1710
1805
1645
1480
2590
2350
2105
2250
2040
1830
31 15
2830
2535
2705
2455
2200
13000
12000
II 000
10000
9000
10,0
1.,,.,
10
UU
110.JU
,,uu
1 .... u
9000
8000
1350
1170
995
1170
1015
865
16 60
1440
12 25
1440
12 50
1065
1985
1720
1455
1725
1490
12 65
7000
6000
..
~
:??
I l_,u
IUuu
I 020
885
895
775
665
CQ
765
:r
0
"a
Cl
-.
-n
7000
6000
MAXIMUM CONTINUOUS
H.P.
R.P.M. INCHES
TURE
TOT.
G.P.H.
Q
PRESS
APPROX.
MIX-
T.A.S,
HP.Ii.
KTS.
FEET
~
!l
C:
~
0
~
(.162 STAT, (,141
R.P.M.
NAUT.)
M,P.
MIX-
INCHES
TURE
Ml,/GAL,)
(.197 STAT. f1 71
APPROX.
TOT.
G.P.H.
T .A.S.
KP.H.
R.P.M.
MIX-
INCHES
TURE
254
44.5
45 .0
A.R.
A.R.
A.R.
2065 296
2065 290
2065 283
257
252
246
25000
20000
15000
2450
2450
2450
40.5
40.0
40.0
A.R.
A.R.
A.R.
1760 261 226
1715 280 243 2250
1670 270 234 2250
34.0
34.5
45.0
45.5
A.R. 2065
A.R. 2065
240
229
10000
5000
2400
2400
39.0
38.0
A.R.
A.R.
1565 256 222
1480 241 209
34 .0
34.0
2550
2550
2550
2550
2550
44.5
276
264
NAUTICAL
TOT.
R.P.M. INCHES
r.A.S.
MP.If.
KTS.
A PPR OX.
MIXTURE
TOT.
G.P.H.
TABLE
CRUISING
KTS.
MAXIMUM AIR RANGE
PRESS
ALT.
T.A.S.
HP.Ii.
RANGE
LON<:
8000
f 232 suT. (-202 uuT.) Mt./GAL.)
M,P,
SEE
R.P.M.
H.P.
MIX-
INCHES
TURE
AP.PROX.
FEET
.A.S.
TOT.
T
GP.H.
'4.P.H.
KTS.
iioooo
2065 293
44. 5
Mt,/GAL.)
APPROX.
G..P.H.
KTS.
A.R.
2550
NAUT.)
H.P.
IJOOOO
35000
30000
0
~
ALT.
2640
2455
STATUTE
M
,,u.,
:r
6
NOTES: COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.
COLUMNS 11,111,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGltl
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE
EQUAL TO OR GREATER THAN TltE STATUTE OR NAUTICAL AIR MILES
TO BE FLOWN. VERTICALLY BELOW AND OPPOSITE VALUE NEAREST
DESIRED CRUISING ALTITUDE (ALT.) READ RPM. MANIFOLD PRESSURE
(M.P.) AND MIXTURE SETTING REQUIRED.
......
w
5
2695
MIN 232"C
POUNDS
2075
1940
1810
-·
..
"
...
Ill
w:r-
22575
0
Ill
53.5
T0260,000
LIMITS:280,000
INSTRUCTIONS FOR USING CHART: SELECT FIGURE IN FUEL COLUMN
o:-
(1) ... ..,
STAUTE
Cl
Cl
Ill
,__
..,._
"''-'....
.........
-•<n
......
I
~
ii,
..-...
-.
CHART WEIGHT
R-4360-25
M.P.
BLOWER MIXTURE TIME CYL. TOTAL
IN. HG. POSITION POS I Tl ON LIMIT ,TEMP. G.P.H •
WAR
EMERG.
MILITARY
POWER
EXTERNAL LOAD ITEMS
NONE
FLIGHT OPERATION INSTRUCTION CHART
35000
30000
2150
2100
A.R.
A.R.
A.R.
A.R.
25000
200.0 0
15000
1265 250 217
12410 244 212
1160 230
1110 219
200 2100
190 2100
35.0
35 .5
875 220
A.L.
A.L. 875 213
191
185
s. L.
SEE
LONG
CR UISI~ G
I
~ANC~E
T~BL~
10000
5000
s. L.
:r
Q
:a.
PLUS ALLOWANCE FOR WIND, RESERVE a COMBAT AS REQUIRED.
(2) USE DUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPM'S
OVER 1900.
13) USE "LOW RPM" ENGINE COOLING FAN SETTING.
14) WITH FULL WING TANKS AND 1459 GALLONS IN THE BOMB
BAY TANKS.
---
~
SPECIAL NOTES
(1) MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF & CLIMB (SEE FIG.
DATA AS OF
3/15147
BASED ON: CALCULATED DATA
)
LEGEND
AT 262,500 LB. GROSS WEIGHT WITH 14,000 GAL.OF FUEL
(AFTER DEDUCTING TOTAL ALLOWANCES OF2000 . GAL.)
TO FLY 3720 STAT. AIRMILES AT 10,000 FT. ALTITUDE
MAINTAIN 2100 RPM AND 35 .0 IN. MANIFOLD PRESSURE
WITH MJX'TURE SET: A.R. WHEN GROSS WEIGHT REACHES
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN IV
AT l0,000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
ALT. :
M. P. :
GPH :
TAS :
KTS. :
S.L. :
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL. PER HOUR
TRUE AIRSPEED
KNOTS
SEA LEVEL
F . R.
A.R.
A. L.
C. L.
M. L.
F. T.
:
:
:
:
:
:
FULL RICH
AUTO-RICH
AUTO-LEAN
CRUISING LEAN
MANUAL LEAN
FULL THROTTLE
RED FI BURES ARE PRELIMINARY DATA, SU BJ ECT TO REVISION AFTER FLIGHT- CHECK
,,,,,.
•a.:s
sr
�,.
-
"II
"II
w
AIRCRA FT MODEL
FLIGHT OPERATION INSTRUCTION CHART
B- 36A
ENGINE(S):
...
ca-·
LIMITS
R.P.M.
.
MILITARY
)I,
POWER
:r
•...
-...
~
0
<-'
COLUMN
:11111
;:; :?!
...
Ill
11:J
..-·
ca
:r
0
"'O
•......
a·
U.S.
RANGE
GAL.
STATUTE
NAUTICAL
2980
2850
25650
23000
22000
21000
20000
19000
18000
17000
16000
15000
14000
13000
12000
11000
10000
9000
2585
2470
2715
2050
1920
1790
1660
1525
1400
1265
1140
••...
"'... "'
FUEL
COLUMN II
23!5!5
2240
2125
2010
1895
1780
1665
1550
1440
1325
1215
1100
990
MAXIMUM CONTINUOUS
M.P.
R.P.M. INCHES
MIXTURE
APPROX.
TOT.
G.P.H.
Q
PRESS
T.A.S.
MP.H.
KTS.
ALT.
RANGE
STATUTE
NAUTICAL
4115
3905
3700
3500
3570
3390
3305
3110
2920
2735
2535
2375
2215
2055
1895
1740
2550
2365
2185
2005
1825
1585
1650
1430
1475
1280
C. 161 STAT. Cl 4O NAUT.) MI./GAL.)
M.P.
INCHES
FUEL
u.s.
GAL.
NAUTICAi:
STATUTE
APPROX.
MIX-
TURE
FEET
TOT •
~H-
T.A.S.
M.P.H.
4415
3835
4160
3610
3905
3390
3175
2960
27!55
2550
2345
2145
2245
1950
2020
1755
1565
1800
(. 197 STAT. (.i 71 NAUT.l MI./GAL.)
M.P.
R.P.M. INCHES
APPROX.
MIX-
TURE
TOT.
GP.H.
KTS_.
C
2550 44.5
2550 44.5
2550 45.0
A.R 2O6f 285 248 25000
A.R 2O6f 283 246 20000
A.R 2O6f 278 241 15000
2450 39.0
2400 39.0
A.R.
A.R
:I
2550 45.O
2550 45.5
A.R 2O6~ 270 234 10000
A.R. 2O6f 261 226 5000
2400 38.0
2400 37.5
A.R 1535 248 215 2100 33 .0
A.R 1445 234 203 2100 33.0
V
AIRMILES
STATUTE
NAUTICAL
SEE
RANGE
23000
22000
21000
20000
19000
18000
17000
16000
15000
14000
13000
12000
11000
10000
9000
4070
366d
3410
3175
2940
2700
2470
COLUMN
RANGE IN
(lj
45!50
4305
5240
4960
4690
3215
3040
2870
2700
2550 44.5
:I
NAUTICAL
IV
IN AIRMILES
SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING
ll0000
35000
A.R. 2O6~ 253 220 30000
=-.
RANGE
IN AIRMILES
I
R.P.M.
A SACRIFICE IN SPEED. AIR MILES PER GALLON (MI./GAL.)(NO WINO),
GALLONS PER HOUR (G.P. H.) ANO TRUE AIR SPEED (T.A.S.) A APPROXIMATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO WINO)~U m naTAIN RRITIC:1-1
IMPF'Rlb.l r..tu lnAr.PM\r.tULTIPLY IIS r..0.I .IORC. ... H BY
10 THEN DIVIDE BY 12.
COLUMN
COLUMN 111
IN AIRM!LES
141
:r
Ill
I
NOTES: COLUMN I IS FOR 'EMERGENCY HIGH SPEED CRUISING ONLY.
COLUMNS 11,111,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT
DESIRED CRUISING ALTITUDE (ALT.) READ RPM. MANIFOLD PRESSURE
(M.P.) ANO MIXTURE SETTING •REQUIRED.
5
232
2695 ~'J<'"'"'
MIN •c
·~~~-
IN AIRMILES
STAUTE
2580
2450
2315
2185
~
:11111
RANGE
oa:.
A.~.
NUMBER OF ENGINES OPERATING. 6
MOVE HORIZONTALLY TO RIGHT OR LEFT ANO SELECT RANGE VALUE
EQUAL TO OR GREATER THAN TliE STATUTE OR NAUTICAL AIR MILES
TO BE FLOWN. VERTICALLY BELOW ANO OPPOSITE VALUE NEAREST
-cu,
Ill
•
......
...
-
TO 280,000 POUNDS
SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGCll
...
-'Zo.J
2700 53.5
300,000
M
NONE
INSTRUCTIONS FOR USING CHART:
o.,:r-
U) ... 0
I
-•
.., ... _
U)O
!-»
I ll
.........
a:-
WAR
EMERG.
C
•
CHART WE I GHT LIM ITS:
R-4360-25
M.P.
BLOIIER MIXTURE TIME CYL. TOTAL
IN.KG. POSITION POSIT I ON LIMIT ·TEMP. G.P.H •
•a.:a
EXTERNAL LOAD ITEMS
STAT. (
M.P.
R.P.M. INCHES
f.A.S.
HP.Ii.
(
KTS.
NAU T.) MI. /GAL.)
APPROX.
MIX-
TURE
TOT.
G.P.H.
T .A.S.
MP.H.
KTS.
CRUISIN<:
,.Z,a
_...
Ill
TABLE
O"'
I
:11111
u.... n
c;:
-
)I !CJ
I
MAXIMUM AIR ~ANGE
PRESS
ALT.
LON~
R.P.M.
M.P.
INCHES
AP.PROX.
MIX-
TURE
FEET
.A.s.
TOT.
T
GP.It
!tP.H.
KTS.
,0000
35000
30000
:I
....0~
n
:r
A.R.
A.R.
EXAMPLE
SPECIAL NOTES
AT286,000 LB. GROSS WEIGHT WITtf6,000 GAL.Of' FUEL
(AFTER DEDUCTING TOTAL ALLOWANCES OF 1200- GAL.)
TO FLY 3410 STAT. AIRMILES AT 5000 FT. ALTITUDE
OVER 1900.
(3) USE "LOW RPM" ENGINE COOLING FAN SETTING.
(4) WITH FULL WING TANKS ANO 4534 GALLONS IN THE BOMB
BAY TANKS.
MAINTAIN 2100 RPM AND 33 O IN. MANIFOLD PRESSURE
WITH MIXTURE SET: A.R WHEN GROSS WEIGHT REACHES
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN Ill
AT 5,000 FT. ON CHART FOR PROPER WEIGHT TO 08TAIN
NEW POWER SETTING.
DATA AS OF 3/15/47_
BASED ON: CALCULATED
DATA
l ONG
RA ~GE
CRUI' >ING TAB l,.E
LEGEND
FOR WARM-UP, TAKE-OFF a CLIMB (SEE FIG. )
PLUS ALLOWANCE FOR WIND, RESERVE a COMBAT AS REQUIRED.
12) USE DUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPM'S
Ill MAKE ALLOWANCE
S~E
10000
5000
S. L.
1075 212 184
1O5C 207 180
S. L.
Q
:i
25000
20000
15000
1660 268 232
1585 259 225
ALT.
M. P.
GPH
TAS
KTS.
S. L .
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL. PER HOUR
TRUE AIRSPEED
KNOTS
SEA LEVEL
F . R.: FULL RICH
A. R. : AUTO-RICH
A. L. : AUTO-LEAN
C. L. : CRUISING LEAN
M. L. : MANUAL tEAN
F . T. : FULL THROTTLE
lfE0 FIGURES ARE PRELIMINARY DATA,SUBJECT TO REVISION AFTER FLIGHT CHECK
�AI RCRAFT MODEL
ENGINE (S.): R-4360-25
...
ca
.-·
C
CD
)I,
•·
MILITARY
POWER
......
:r
0
-...
..-"'
en
-ti
,al
;:;
.,
-ti
Ill
:r
CD
CD
~
ca·:r
..
...
CD
-
53.5
A.R.
COLUMN II
COLUMN 111
RANGE IN AIRMILES
RANGE IN Al RMI LES
NAUTICAL
3210
3075
2945
2785
2670
2555
STATUTE
GAL.
2810
2690
2550
2415
28425
25000
R.P.M.
STATUTE
NAUTICAL
COLUMN IV
RAN GE
NAUTICAL
IN AIRMILES
COLUMN V
U.S.
RANGE IN AIRMILES
GAL.
NAUTICAL
STATUTE
FUEL
I
(I)
SUBTRACT FUEL ALLOWANCES ~OT AVAILABLE FOR CRUISING
3765
2440
2325
2210
2095
22000
21000
20000
19000
3750
3560
3365
3180
3255
2285
2155
2025
1895
1980
1870
1755
1645
18000
17000
16000
15000
2990
2805
2630
2450
2595
2280
2125
18000
17000
16000
15000
1760
1630
1505
1370
1525
1415
1305
1190
14000
13000
12000
11000
2270
2090
1925
1750
1970
I 815
1670
1520
14000
13000
12000
11000
H.P.
MIX-
INCHES
TURE
PRESS
APPROX.
TOT.
G.P.H.
T.A.S •
KTS.
MP.H,
2550 44.5
2550 44 .5
ALT.
3595
3425
2435
(. 150 STAT. ( . 130 NAUT.)
R.P.M.
22000
21000
20000
19000
-
3090
2920
2760
M.P.
HIX-
INCHES
TURE
FEET
Hl. ·/GAL.)
APPROX.
' TOT.
G.P.H.
STAT. (
M.P.
T .A.S.
M.l'H.
(
KTS.•
R.P.M. INCHES
NAUT.
l
TURE
Ml. /GAL.)
APPROX.
MIXTOT.
G.P.tl.
STAT. (
M.P.
R.P.M. INCHES
r.A.S.
MP.H.
(
KTS.
NAUT.)
HIXTURE
HI. /GAL.)
APPROX.
TOT.
G..P.tt.
ALT.
T.A.S.
MP.H.
KTS.
236
25000
20000
15000
. 25000
200.0 0
15000
~065 264 229
2065 257 223
10000
5D00
~
2550
45 .O
0
:I
2550
2550
45 .O
45.5
A.R.
A.R.
274
272
238
2450
2400
39.5
39.O
A.R.
A.R.
163.O 247 214
1560 235 204
RANGE
CRUISINI,
TABLE
MAXIMUM AIR itANGE
R.P.M.
H.P.
MIX-
INCHE~
TURE
~EE I ONG
CRUI SING
APPROX.
TOT.
T
G.P.H.
!,\P.H.
.A.S.
KTS.
RA ~GE
TAB LE
10000
5000
S. L.
S. L.
:r
SEE LON~
FEET
~0000
35000
30000
232
NAUTICAL
PRESS
,0000
35000
30000
267
STATUTE
1
28425
25000
24000
23000
4340
4140
3945
24000
6
NOTES : COLUMN I IS FOR 'EMERGENCY HIGH SPEED CRUISING ONLY.
COLUMNS 11,111,IV ANO V GIVE PROGRESSIVE INCREASE IN RANGE AT
A SACRIFICE IN SPEED. AIR MILES PER GALLON (MI./GAL.)INO WINO),
GALLONS PER HOUR (G.P. H.) ANO TRUE AIR SPEED (T.A.S.) A APPROX!MATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO WINO).lll TO nRT41N BRITIC:,H
IMPt=~IAI r.AI (ORGPH.lMULTIPLY II<. i l l . (OR l"ll-l'H BY
!O THEN DIVIDE BY 12.
23000
A.R. 2065
A.R. 2065
A.R. 2065
-·
n
...
·~~~
U.S.
a·
C
R'~-
•c
FUEL
:I
...
§;,;
232 2695
COLUMN I
Q
;"'
5
MIN
NUMBER OF ENGINES OPERATING:
TO 300,000 POUNDS
RANGE IN AIRMILES
MAXIMUM CONTINUOUS
0
"D
2700
1
w
Ill
I-
STAUTE
CD
CD
,al
11)(.J.
u>I-U
--<((I)
ITEMS
NONE
INSTRUCTIONS FOR USING CHART : SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISINGIU
MOVE HORIZONTALLY TO RIGHT OR LEFT ANO SELECT RANGE VALUE
EQUAL TO OR GREATER THAN TH.E STATUTE OR NAUTICAL AIR MILES
TO BE FLOWN . VERTICALLY BELOW AND OPPOSITE VALUE NEAREST
DESIRED CRUISING ALTITUDE (ALT.) fiEAD RPM. MANIFOLD PRESSURE
(M. P.) AND MIXTURE SETTING REQUIRED.
w-ccw:c-
WAR
EMERG.
~
en
Ill
CHART WEIGHT LIMITS: 320,000
,__
..,_
M.P.
BLOWER MIXTURE TIME CYL. TOTAL
IN.HG. POSITION POSITION LIMIT ·TEMP. G.P.H.
R.P.M.
LIMITS
EXTERNAL LOAD
FLIGHT OPERATION INSTRUCTION CHART
8-36A
Q
-w
EXAMPLE
SPECIAL NOTES
111 MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF 8 CLIMB (SEE FIG . I
PLUS ALLOWANCE FOR WIND, RESERVE 8 COMBAT AS REQUIRED.
12) USE DUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPM'S
OVER 1900.
13) USE "LOW RPM" ENGINE COOLING FAN SETTING.
(4) WITH FULL WING TANKS ANO 7309 GALLONS IN THE BOMB
BAY TANKS.
DATA AS OF
3/15/47
BASED ON: CALCULATED
DATA
LEGEND
AT308,400 LB. GROSS WEIGHT WITH2 3,000 GAL.OF FUEL
I AFTER DEDUCTING TOTAL ALLOWANCES OF !500 . GAL.l
TO FLY 3945 STAT. ARMILES AT 10,000 FT. ALTITUDE
MAINTAIN 2450 RPM ANO 39.5 IN. MANIFOLD PRESSURE
WITH MIXTURE SET : A.R. WHEN GROSS WEIGHT R~ACHES
THE LOW LIMIT OF WEIGHT BANO REFER TO COLUMN 11
AT 10,000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
ALT.
M.P.
GPH
TAS
KTS.
S.L.
PRESSURE ALTITUDE
MANIFOLD PRESSURE
U.S. GAL. PER HOUR
TROE AIRSPEED
KNOTS
SEA LEVEL
F . R.
A.R.
A.L.
C. L.
M. L.
F . T.
:
:
:
:
:
:
FULL RICH
AUTO-RICH
AUTO-LEAN
CRUISING LEAN
MANUAL LEAN
FULL THROTTLE
RED FIGURES ARE PRELIMINARY. DATA,SUBJECT TO REVISION AFTER FLIGHT" CHECK
,.
"II
"II
•:a
A.
sr
�,.
--....
"II
1:I
AIRCRAFT MODEL
ENGINE (S):
...
ca·
.
C
Cl
)I,
..
A.R.
2700 53.5
MIN
..,,,,
O<k
232
•
.)k:.-
•c
TO 320,000
2695 ·~~~
COLUMN I
FUEL
COLUMN II
COLUMN 111
cit
RANGE IN Al RMI LES
U.S.
RANGE IN AIRMILES
RANGE IN AIR'MILES
STAUTE
-......
-"'...
.... -..
n
.... -·
.
2995
2880
3190
3060
2740
2925
2540
2430
25000
24000
23000
22000
2310
2195
2080
196,
1855
2655
2660
2530
2395
2265
"'
2135
2010
~
1745
1635
1525
1885
CQ
:r
1765
HAXIHUH CONTINUOUS
0
...
R.P.M.
H.P.
INCHES
TURE
TOT.
G.P.H.
T.A.S.
HP.H.
KTS.
o·:a
C
!lo
:a
o·
NAUTICAL
(I)
3350
3185
21000
20(:)00
19000
18000
3475
3290
3110
2925
3015
2855
2700
2540
21000
20000
19000
18000
17000
16000
15000
14000
2750
2570
2385
2225
2385
17000
16000
15000
14000
ALT.
3690
3520
4055
2230
2070
1930
HI. -/GAL.)
( 14t, STAT. ( 125 NAUT.)
R.P.M.
H.P.
INCHES
APPROX.
HIXTURE
FEET
. TOT.
G.P.H.
STAT. (
H.P.
T .A . S.
M.P.H.
(
KTS,.
R.P.M. INCHES
NAUT.l HI.
TURE
/GAL. l
APPROX.
HIXTOT.
• G.P.H.
r .A.S.
MP.It.
2550 45.0
2550 45 .5
A.R.
A.R.
10000
5000
H.P.
R.P.M. INCHES
NAUT,)
lURE
HI./GAL,)
APPROX.
HIXTOT.
GP.If.
T.A . S.
HP.H.
KTS.
I
I
_...
o.,.
I :1119
Ul-
c=
,-a
ffln
R.P.M.
H.P.
INCHES
APPROX .
HIX-
r .A.s.
TOT.
TURE
"lP.H.
GP.ll
KTS •
SEE LONG RANGE
I
I
I
CRUISING TABLE
10000
2400
39.5
A.R.
1605
234
5000
203
S. L.
~
SPECIAL NOTES
PLUS ALLOWANCE FOR WIND, RESERVE 8 COMBAT AS REQUIRED.
(2) USE DUAL TURBOSUPERCHARGER OPERATION WITH ENGINE RPM'S
OVER 1900 .
(3) USE "LOW RPM" ENGINE COOLING FAN SETTING.
(4) WITH FULL WING TANKS ANO 8894 GALLONS IN THE BOMB
BAY TANKS.
BASED ON: CALCULATED DATA
I
I
MAXIMUM AIR _RANGE
FEET
25000
20000
15000
.
Z:1119
CRUISING TABLE
PRESS
ALT.
,.
SEE LONG RANGE
35000
30000
(1) MAKE ALLOWANCE FOR WARM-UP, TAKE-OFF II CLIMB (SEE FIG.
3/15/'47
STAT. (
NAUTICAL
,0000
S. L.
DATA AS OF
KTS.
(
STATUTE
30010
27000
26000
4040
3865
25000
Q
RANGE IN AIRMILES
.
(4)
SUBTRACT FUEL ALLOWANCES t-JOT AVAILABLE FOR CRUISING
4655
4455
4255
COLUMN V
U.S.
GAL.
NAUTICAL:
STATUTE
I
6
FUEL
3860
A.R. 2.065 268 233 20000
A.R. 2065 269 234 15000
2065 263 228
2065 254 220
IN AIRMILES
3670
2550 44 .5
2550 45 .0
n
:r
~
STATUTE
NAUTICAL
COLUMN IV
,0000
35000
30000
:a
~
NUMBER Of ENGINES OPERATING;
NOTES : COLUMN I IS FOR EMERGENCY HIGH SPEED CRUISING ONLY.
COLUMNS 11,111,IV AND V GIVE PROGRESSIVE INCREASE IN RANGE AT
A SACRIFICE IN SPEED. AIR MILES PER GALLON (MIJGAL.)(NO WIND),
GALLONS PER HOUR(G.P.H.) AND TRUE AIR SPEED (T.A.S.)A APPROX!MATE VALUES FOR REFERENCE. RANGE VALUES ARE FOR AN AVERAGE AIRPLANE FLYING ALONE (NO WIND)~II m nan1N RRITIC:.M
IMPl"Rl.111 (:..Ill (QR(:.PM\u111T1D1vll.._ •-n lnD 1,1-'Hl BY
10 THEN DIVIDE BY 12 .
25000
24000
23000
22000
PRESS
APPROX.
HIX-
Q
-.
STATUTE
30010
27000
26000
3450
3320
2800
Cl
Cl
Cl
GAL.
(4)
:r
"a
NAUTICAL
POUNDS
RANGE
;r
NONE
INSTRUCTIONS FOR USING CHART : SELECT FIGURE IN FUEL COLUMN
EQUAL TO OR LESS THAN AMOUNT OF FUEL TO BE USED FOR CRUISING(tl
MOVE HORIZONTALLY TO RIGHT OR LEFT AND SELECT RANGE VALUE
EQUAL TO OR GREATER THAN TH.E STATUTE OR NAUTICAL AIR MILES
TO BE FLOWN . VERTICALLY BELOW AND OPPOSITE VALUE NEAREST
DESIRED CRUISING ALTITUDE (ALT.) READ RPM. MANIFOLD PRESSURE
(M.P.) AND MIXTURE SETTING RtQUIRED.
...
.,,,_..,
--'z..,
--cu,
..,....,
5
330,000
I
0
0
..,
~
Cl
Cl
:1119
,__
<k_
..,:<:U,U •
BLOWER MIXTURE TIME CYL. TOTAL
IN.HG. POSITION POSITION LIMIT ·TEMP. G.P.H •
>-"-
MILITARY
POWER
..
:1119
CHART WEIGHT LIMITS:
R-436O-25
M. P.
WAR
EMERG.
:r
VI
R.P.M.
LIMITS
A,
EXTERNAL LOAD ITEMS
FLIGHT OPERATION INSTRUCTION CHART
B-36A
LEGEND
F . R. : FULL RICH
AT 322 ,600 LB. GROSS WEIGHT WITH 22,000 GAL.OF FUEL
ALT. PRESSURE ALTITUDE
A.R. : AUTO-RICH
(AFTER DEDUCTING TOTAL ALLOWANCES OF2000 GAL.)
M. P. MANIFOLD PRESSURE
A. L. : AUTO-LEAN
GPH U.S. GAL. PER HOUR
TO FLY3s 10 STAT. AIIMILES AT 5000 FT. ALTITUDE
C. L . : CRUISING LEAN
TRUE AIRSPEED
TAS
MAINTAIN 2400 RPM AN0 39,5 IN. MANIFOLD PRESSURE
M. L. : MANUAL LEAN
WITH MIXTURE SET: A.R. WHDI GROSS WEIGHT REACHES
KTS. KNOTS
F . T. : FULL THROTTLE
THE LOW LIMIT OF WEIGHT BAND REFER TO COLUMN II
SEA LEVEL
S.L.
AT 5,000 FT. ON CHART FOR PROPER WEIGHT TO OBTAIN
NEW POWER SETTING.
RED FIGURES ARE PRELIMINARY. DATA, SUBJECT TO REVISION AFTER FLIGHT CHECK
�Appendix I
RESTRICTED
AN 01-SEUA-1
LONG RANGE CRUISING TABLE
AIRPLANES: B-36 A
ENGINES: R-4360-25
DATA AS OF 3-15-47
BASED ON CALCULATED DATA
6 ENGINES OPERATING
ZERO WIND
NACA STANDARD CONDITIONS
THIS CHART SUMMARIZES THE
RECOMMENDED LONG RANGE OPERATING CONDITIONS ANO PREDICTS
THE RANGE FOR THE CHANGE IN
WEIGHT SHOWN.
NO ALLOWANCES INCLUDED
FLYING ALONE
4o•c C.A.T.
CONDITIONS
GROSS WEIGHT 320,000- 300,000
PRESSURE
ALTITUDE
ST AIR NAUT. AIR
U.S.
U.S. HRS ST. AIR NAUT. AIR
FEET
OAS RPM
HRS
MP MIX. G.PH.
G.P.H.
. MILES
MILES
MILES
MILES
GROSS WEIGHT 330,000-320,000
GAS RPM
MP
MIX.
25,000
20,000
193
2500
42.0
AR
1875
17
455
395
196 2440 394
AR
1670
1.0
239
207
15,000
193
2400
37.8
AR
1525
2.1
516
448
196 2380 36.8
AR
1445
I.I
255
221
10,000
193
2320
35.4
AR
1340
2.4
541
470
196 2300 35.6
AR
1285
1.2
265
230
5,000
193
2200
34.8
AR
1200
27
561
488
GROSS WEIGHT 280,000.-260,000
PRESSURE
ALTITUDE
U.S.
ST. AIR NAUT. AIR
U.S.
ST. AIR NAUT. AIR
FEET
GAS RPM MP MIX.
G.P.H. HRS. MILES
MILES
G.PH. HRS. MILES
MILES
GROSS WEIGHT 300,000- 280,000
GAS RPM
MP
MIX.
187 2520 42.8
AR
1970
1.6
458
397
25,000
181
2380 36.2
AR
1470
2.2
592
514
187 2380 36.6
AR
1490
2 .2
556
482
20,000
-181
2240 34.0
AR
1240
2.6
644
559
187 2280 34.8
AR
1295
2 .5
588
510
15,000
181
2100 32 .4
AR
1080
30
681
592
187 2120 33 .6
AR
1135
2 .8
620
533
10,000
181
1900 37. 5
AL
805
4.0
845
733
187 2100 35.4
AL
865
3 .7
752
653
5,000
181
1740 37.2
AL
730
4 .4
862
748
GROSS WEIGHT 260,000-240,000
GAS RPM
MP
MIX.
PRESSURE
GROSS WEIGHT 240,000-220,000
ALTITUDE
ST. AIR NAUT. AIR
ST. AIR NAUT. AIR
U.S.
U.S.
FEET
GAS RPM MP MIX. G.P.H. HRS. MILES
G.P.H. HRS. MILES
MILES
MILES
35,000
168
2440 38.6
AR
1690
1.9
573
497
174 2400 36 .8
AR
1525
2 .1
603
523
30,000
168
2120
32.2
AR
1135
2 .8
778
676
176 2240 33.8
AR
1220
26
695
603
25,000
172
2100 34.4
AL
875
3.7
946
822
176 2100 34.6
AL
880
3 .7
880
764
20,000
172
1820 36.0
AL
765
4 .2
991
860
176 1860 37. 2
AL
780
4 .1
912
791
15,000
172
1660 35.4
AL
695
4.6
1008
875
176 1700 36.2
AL
705 4 .6
932
809
10,000
172
1540 34.8
AL
635
5.1
1019
885
176 1580 35.8
AL
645
942
818
5,000
172
1420 34.6
AL
580
5.6
1028
892
-
5.0
SEE FOLLOWING PAGE FOR SPECIAL NOTES.
Figure A-4. (Sheet 1 of 2 Sheets) Long Range Cruising Table-6 Engine
RESTRICTED
115
�RESTRICTED
Appendix I
AN 01-5EUA-1
LONG RANGE CRUISING TABLE
AIRPLANES: B-36 A
ENGINES: R-4360-25
6 ENGINES OPERATING
ZERO WIND
NACA STANDARD CO~DITIONS
THIS CHART SUMMARIZES THE
RECOMMENDED LONG RANGE OPERATING CONDITIONS AND PREDICTS
THE RANGE FOR THE CHANGE IN
WEIGHT SHOWN.
NO ALLOWANCES INCLUDED
FLY ING ALONE
40°c C.A.T.
DATA AS OF 3-15-47
BASED ON CALCULATED DATA
PRESSURE
ALTITUDE
U.S.
ST. AIR NAUT. AIR
FEET
G.P.H. HRS. MILES
MILES
GROSS WEIGHT
GROSS WEIGHT 220,000- 200,000
GAS RPM
MIX.
MP
CONDITIONS
200,000-180,000
GAS
RPM
MP
MIX .
U.S.
ST. AIR NAUT. AIR
G.P.H. HRS. MILES
MILES
162 2120 32 6
AR
1130
2.8
829
720
35,000
160
2100
32.8
AL
830
3.9
1108
961
162 1900 37.5
AL
800
40
1063
923
30,000
160
1700
35.6
AL
710
4 .6
1185
1028
169 1800 36.2
AL
755
43
1076
935
25,000
164
1600
34.4
AL
665
49
1193
1035
169 1620 342
AL
675
4.8
1099
954
20,000
164
1460
33.4
AL
600
54
1212
1053
169 1400 34.0
AL
615
5.2
1114
967
15,000
164
1400
32.4
AL
550
5.9
1217
1055
IG9 1400 33.8
AL
565
57
1115
968
10,000
164
1400
30.6
AL
510
63
1203
1047
169 1400 32.0
AL
525
6.1
1109
962
5,000
164
1400
29.2
AL
480
6.7
1188
1031
GROSS WEIGHT 180,000-160,000
MIX.
PRESSURE
ALTITUDE
ST AIR NAUT. AIR
U.S.
GAS
FEET
G.P.H. HRS. MILES
MILES
156 1940 30.4
AL
720
4.5
1253
1087
35,000
156 1520 34.0
AL
625
5.1
1313
1139
160 1440 334
AL
585
5.5
1310
160 1400 30.8
AL
535
6.0
160 1400 29.0
AL
495
160 1400 27.4
AL
160 1240 29.8
AL
GAS RPM
MP
GROSS WEIGHT 160,000-140,000
RPM
MP
MIX.
U.S.
ST. AIR NAUT. AIR
G.P.H. HRS. MILES
MILES
150
1500
34.2
AL
610
5.3
1420
1232
30,000
150
1400
31 .6
AL
540
5.9
1453
1262
1137
25,000
154
1400
290
AL
510
63
1448
1257
1317
1142
20,000
154
1400 26.6
AL
470
6.8
1442
1251
6.5
1310
1137
15,000
154
1400
25.6
AL
435
7.4
1432
1243
460
7.0
1300
1128
10,000
154
1240
27.2
AL
400
8 .0
1436
1246
425
7.6
1305
It 32
5,000
154
1240
260
AL
375
86
1421
1233
NOTES:
I . VALUES SHOWN ARE BASED ON HEAVY WEIGHT IN EACH WEIGHT BAND.
2. HOURS REPRESENT FLIGHT DURATION FOR WEIGHT BAND SHOWN .
3. AS WEIGHT DECREASES, HOLD AIR SPEEDS SHOWN BY REDUCING
POWER
ACCORDING TO POWER SCHEDULE, FIG.:tA-10. IT SHOULD NOT
BE NECESSARY TO RESET POWER MORE OFTEN THAN EVERY TWO
OR THREE
4.
USE
HOURS .
DUAL TURBOSUPERCHARGER
5.
1900.
USE "LOW RPM" ENGINE COOLING
6.
THE DATA SHOWN ABOVE
OPERATION
WITH ENGINE RPM
OVER
FAN
SETTING.
WERE OBTAINED FROM
TYPE
A-I-6
CURVES, WHICH ARE CORRECTED FOR AUTOMATIC COOLING CONTROL .
figure A-4. (Sheet 2 of 2 Sheats) Long Range Cruising Tobla-6 Engine
116
RESTRICTED
(
�Appendix I
RESTRICTED
AN 01-5EUA-1
LONG RANGE CRUISING TABLE
3 ENGINES OPERATING
AIRPLANES: B-36A
ENGINES: R-4360-25
3 PROPELLERS FEATHERED
ZERO WIND
DATA AS OF 3-15~47
BASED ON CALCULATED DATA
THIS CHART SUMMARIZES THE
RECOMMENDED LONG RANGE OPERATING CONDITIONS AND PREDICTS
THE RANGE FOR THE CHANGE IN
WEIGHT SHOWN.
GROSS WEIGHT 220,000-200,000
GAS
RPM
MP
MIX.
NACA STANDARD CONDITIONS
GROSS WEIGHT 200,000-180,000
PRESSURE
ALTITUDE
U.S. HRS ST AIR NAUT. AIR
FEET
· MILES
MILES
G.P.H.
CONDITIONS
NO ALLOWANCES INCLUDED
FLYING ALONE
40°C C.A.T.
GAS
RPM
MP
MIX.
ST. AIR NAUT. AIR
U.S.
G.P.H. HRS. MILES
MILES
15,000
153
2520
43.2
AR
984
3.3
633
549
10,000
153
2460
40.8
AR
877
3.4
654
567
5,000
153
2400
38.0
AR
747
4.3
711
617
25,000
20,000
160 2520 43.6
AR
977
3.3
568
493
GROSS WEIGHT 180,000- 160,000
GAS
RPM
ST. AIR NAUT. AIR
U.S.
MIX. G.P.H. HRS. MILES
MILES
MP
PRESSURE
GROSS WEIGHT 160,000-140,000
ALTITUDE
U.S.
ST. AIR NAUT. AIR
G.P.H. HRS. MILES
MILES
FEET
GAS
RPM
MP
MIX.
25,000
137
2380
35.8
AR
725
4.4
901
782
145 2460 39.8
AR
869
3.7
736
639
20,000
137
2260
34.0
AR
630
5.1
959
832
145 2380 37.0
AR
733
4.4
804
697
15,000
137
2100
32.6
AR
545
5.9
1018
884
145 2300 35.2
AR
652
4.9
837
726
10,000
1.37
1900
37.4
AL
400
8.0
1280
1111
145
AR
590
5.5
855
742
5,000
137
1760
37.2
AL
364
8.8
1302
1130
2160 34.4
NOTES:
I.
VALUES SHOWN ARE BASED ON HEAVY WEIGHT IN EACH WEIGHT
2.
HOURS REPRESENT FLIGHT DURATION
3.
AS WEIGHT DECREASES, HOLD AIR SPEEDS SHOWN BY REDUCING POWER
BAND.
FOR WEIGHT BAND SHOWN.
ACCORDING TO POWER SCHEDULE, FIG.:tA-10. IT SHOULD NOT BE NECESSARY TO RESET POWER MORE OFTEN THAN EVERY TWO OR THREE HOURS.
4.
USE DUAL TURBOSUPERCHARGER
OVER
5.
USE
OPERATION WITH ENGINE RPM
1900.
''Low
RPM" ENGINE COOLING FAN SETTING.
6. THE DATA SHOWN ABOVE WERE OBTAINED FROM TYPE A-1-3 CURVES,
WHICH ARE CORRECTED FOR AUTOMATIC COOLING CONTROL.
figure A-5. Long Range Cruising Ta&le-3 Engine
RESTRICTED
117
�Appendix IA
Paragraphs A-1 A to A-12A
RESTRICTED
AN 01-SEUA-1
CRUISE
CONTROL
DATA
:~W~tl~t[!l[lt;,~ \D!Jl\\t! w
~-------------=
A-1 A. GENERAL.
A-2A. The performance charts in this section, since
they are presented in graphical form, permit more precise cruise control than the charts of Appendix I and
offer more versatility in the planning of complex missions. They are based on calculated data and will be
replaced with charts base on flight test data when the
necessary flight testing has been completed.
A-3A. All charted performance and power settings are
for NACA standard atmosphere and "LOW RPM" engine cooling fan setting. The "HIGH RPM" fan setting should not be used unless abnormally high ambient air temperatures make cylinder cooling critical,
because high fan rpm diverts more engine power
from the propellers. Normal cooling losses are taken
into account in the performance, but cooling air exit
settings are not specified, since cooling is automatically
controlled in the B-36 airplane.
A-4A. POWER PLANT CHARTS.
A-SA. BMEP POWER SCHEDULE (TYPE M-1
CURVE).
A-6A. This chart summarizes recommended power settings for R-4360-25 engines from 28 to 100 per cent of
normal rated power. This lower portion of the main
chart indicates engine rpm, which is based on 150
bmep or propeller load, except where limited by
propeller governing, propeller vibration, or turbosupercharger characteristics. Propeller governing estabiishes the minimum rpm of 1240. The cross-hatched
areas show the power regions where rpm must be
increased to avoid excessive propeller vibrations. The
dashed line indicates the deviation from optimum rpm
118
which is necessary because of turbo limits when operating at 35,000 feet.
A-7 A. The upper part of the main chart shows curves
of manifold pressure required to maintain power at
the charted rpm with 40°C carburetor air temperature. ·
Due to conservatism in calculating back pressure effects, the charted manifold pressures are probably
higher than will be required under normal operating
conditions.
A-BA. The sloping lines on the right side of the chart
provide corrections to manifold pressure for varying
carburetor air temperature. The method of correction
is illustrated by the chart example.
A~9A. FUEL FLOW CHARTS (TYPE M-2 CURVES).
A-lOA. These charts indicate six-engine fuel flow for a
wide range of power settings and include corrections
for carburetor air temperature and altitu~e. The M-2R
chart is for operation with auto-rich mixture control
setting, and the M-2L chart is for auto-lean.
A-1 lA. This type of chart is useful mainly for checking
fuel flow when odd power settings are being used, for
example, during formation flying. When the recommended power settings of the "BMEP Power Schedule"
are being used, it is not necessary to consult the fuel
flow charts, since range problems can be solved by
means of the flight operating charts, paragraph A-13A.
A-12A. To obtain partial engine fuel flows from th~
type M-2 curves, determine the six-engine fuel flow as
indicated by the chart example, divide this figure
by six, and multiply by the number of engines operating.
RESTRICTED
�RESTRICTED
AN 01-SEUA-1
A-13A. FLIGHT OPERATING CHARTS.
A-14A. NAUTICAL MILES PER GALLON CHARTS
(TYPE A-1 CURVES).
A-15A. These curves show the nautical miles per gallon
and air speed that may be expected for various gross
weights and altitudes when recommended operating
conditions from the "BMEP Power Schedule" are
used. Charts for six-engine operation (A-1-6) and threeengine operation (A-1-3) are included. Miles per gallon and airspeeds for five-engine or four-engine operation may be obtained by interpolation.
A-16A. The type A-1 curves are the basis of th~ charts
for long range operation, paragraphs A-19A and A21A; and since the latter are more conveniently used
for long range problems, the A-1 curves are primarily
useful for other types of cruising, such as constant
speed or constant power.
A-17 A. Recommended long range cruising speeds are
marked with an X on the A-1 curves. The manifold
pressures to be used with the charted rpm are obtained from the "BMEP Power Schedule."
A-18A. Uses of the nautical miles per gallon charts in
cruise control are illustrated in the examples of paragraph A-26A.
A-19A. LONG RANGE SUMMARY CURVES (TYPE
A-2 CURVES).
A-20A. Type A-2 curves summarize the recommended
operating conditions for long range. The power settings shown are based on the "BMEP Power Schedule"
(M-1), and the cruising speeds on the nautical miles
per gallon curves (A-1). Types A-2-6 (six-engine) and
A-2-3 (three-engine) are included.
A-21A. LONG RANGE PREDICTION CURVES
(TYPE A-3 CURVES).
A-22A. These curves are used to predict air miles and
cruising time when the flight is made under long
range cruising conditions, but they are applicable only
when the recommended air speeds and power settings
of the type A-2 charts are maintained.
A-23A. Charts are presented for six-engine operation
(A-3-6) and three-engine operation (A-3-3 ), showing
distances and times for a wide range of gross weights
and altitudes. An illustrative example of their use is
included in paragraph A-26A.
A-24A. CLIMB CONTROL CHART (TYPE A-6
CURVE).
A-25A. This chart is used for predicting the time and
fuel for climb and the horizontal distance covered
during climb with six engines at normal rated power.
Application of the charted data is illustrated in the
same problems of paragraph A-26A.
A-26A. EXAMPLES.
A-27 A. To clarify the preceding statements, the following examples are given. For purposes of illustration, it
is assumed that the airplane weight, less fuel, oil,
and bombs, is 150,000 pounds. Fuel and oil are loaded
· in the ratio oTT'B:Toy volume (14.4:1 by weight);
fuel weighs six pounds per gallon. Oil consumption
is 3.5 per cent of the fuel consumption by weight.
Appendix IA
Paragraphs A-13A to A-36A
A-28A. EXAMPLE A.
A-29A. It is desired to ferry a B-36 over water to another base 3500 nautical miles away. How much fuel
and time will be required for the flight, and how much
extra equipment can be carried if the initial gross
weight is limited to 278,000 pounds? Three hours reserve fuel is required, and the flight is to be made at
5,000 feet altitude.
A-30A. The fuel for warm-up, take-off, and climb to
5,000 feet is read from the "Climb Control Chart"
(A-6) as 344 plus 250, or 594 gallons, and time to climb
is eight minutes.
A-3 lA. The initial cruising gross weight at 5,000 feet
is 278,000-6.21 x 594, or 274,300 pounds. Entering
the "Long Range Prediction Curves" (A-3-6) at this
gross weight, a reference figure of 1600 is read from
the range scale. The required range is added to this
figure, giving 1600 plus 3500, or 5100 nautical miles.
The final cruising gross weight is found, opposite
5100 miles, to be 194,000 pounds. Fuel and oil consumed in cruising is thus 274,300-194,000, or 80,300
pounds. The cruising fuel is 8,300/ 6.21, or 12,900
gallons.
A-32A. Entering the time curve at the initial and final
cruising gross weights, reference figures of 9.0 and 30.5
respectively are obtained. The difference, 21.5 hours,
represents the cruising time required.
A-33A. To determine the reserve fuel, the flight time is
extended three hours to 33.5. The gross weight opposite this point is 186,000 pounds. The fuel and oil
consumed in three hours would thus be 194,000-186,000, or 8,000 pounds. Three hours reserve fuel would
be 8,000/ 6.21, or 1290 gallons.
A-34A. The total fuel load is 594 plus 12,900 plus 1290,
or 14,784 gallons, and the total weight of fuel and
oil is 6.42 x 14,784, or 94,800 pounds. The weight available for fuel, oil, and cargo is 278,000-150,000, or
128,000 pounds. Therefore, 128,000-94,800, or approximately 33,000 pounds of extra equipment may be
carried. The total flight time is 8 minutes (climb)
plus 21.5 hours (cruise), or nearly 22 hours.
A-35A. The above example assumes zero wind. Wind
velocity, if known, should be taken into account by
calculating air miles to be flown through the wind
and using this distance rather than ground distance
in determining fuel requirements. Air miles are calculated as ground distance times true air speed divided
by ground speed.
A-36A. Since the fuel load was calcula'ted on the basis
of long range cruising, it ,is essential that the operating conditions of the "Long Range Summary Curves"
(A-2-6) be followed. The predicted range and time
(A-3-6) are based on resetting power each time the
gross weight is reduced to an integral multiple of
20,000 pounds, corresponding to intervals of time
varying from five to seven hours for this particular
flight. However, slightly better range can be obtained
by resetting power at intervals of two or three hours.
RESTRICTED
119
,
�Appendix IA
Paragraphs A-37 A to A-43A
RESTRICTED
AN 01-SEUA-1
A-3 7A. EXAMPLE B.
A-38A. With the same gross weight, range, and hours
of reserve fuel as in Example A, how much fuel and
time will be required, and how much extra equipment
can be carried if the flight is made at constant power,
corresponding to maximum power in auto-lean mixture?
A-39A. Fuel for warm-up, take-off, and climb and
time to climb to 5,000 feet are the same as in example
A-594 gallons and eight minutes, respectively. The
initial cruising gross weight is therefore also the
same, 274,300 pounds.
A-40A. Entering the six-engine "Nautical Miles Per
Gallon" (A-1-6) curves for 5,000 feet, the maximum
power in auto-lean is found to be 2100 rpm. The fuel
and time required for 3500 nautical miles may be determined as follows:
Gross
Weight
Pounds
Range Avg.True Time**
Nautical
Speed
Miles
mph
Hours
Average
Mi/ Gal
Gallons*
Fuel
.215
2,300
495
218
2.6
.220
3,220
709
223
3.7
.225
3,220
725
228
3.7
.230
3,220
741
232
3.7
.234
3,220
754
235
3.7
.235
320
* 76
237
.4
A-41A. The reserve fuel is determined in the same way
as in Example A. Entering the A-3-6 time curve at
the final cruising gross weight of 178,000 pounds, a
reference figure of 36 is found. Adding 'three hours
to this gives a second reference figure of 39, opposite
which the gross weight is seen to be 170,000 pounds.
The fuel and oil consumed in three hours under long
range conditions would therefore be 178,000-170,000
or 8,000 pounds, and the reserve fuel would be 8,000/
6.21, or 1,290 gallons.
A-42A. The total fuel load is 594 plus 15,500 plus
1,290, or 17,384 gallons, and the total weight of fuel
and oil loading is 6.42 x 17,384, or 111,500 pounds. Subtracting this from the weight available for fuel, oil,
and cargo leaves 128,000-111,500, or 16,500 pounds,
which may be carried in the form of extra equipment
or other pay load. The total flight time is approximately 18 hours.
A-43A. Power settings for this type of flight are obtained from the'BMEP Power Schedule" (M-1).
274,300
260,000
240,000
220,000
200,000
180,000
178,000
15,500
3,500
*Gallons fuel=change in gross weight/ 6.21.
**Time=l.152 x nautical miles/ statute mph.
120
17.8
RUTRICTED
(
�RESTRICTED
AN O1-5EUA-1
Appendix IA
.,.
TYPE A-2-6 CURVE
LONG RANGE SUMMARY CURVES
6 ENGINE
N.A.C.A. STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
• 1%J
~5
000 FT. P.A. ,..
25,000 FT. P.A. lO,OOO FT~ ~- A.
35,000 FT. P. A_.
40.
LIGHT LINES DENOTE
A.L. MIXTURE
HEAVY LINES DENOTE
A.R. MIXTURE
1■
MANIFOLD PRESSURE
••
35.
I
fc;
■-
•
I■
5,000 FT. P.A.
~ 10,000 FT. P.A.
~ I 5,000 FT. P.A.
·25
•
20
2600 .
2200·
ENGINE R.P.M.
·
2000
~
A.
;a
Ill
Ill
.,,
A,
1800
,
...
180
.,,1.
i60
A.
~
tC
cJ
H.
I~
O·
:c
Ill
z
ii
z
Ill
C.A.S.
S
_ _ 5,000 _FT. P.A._
· '~5,Qoo • 10,000 FT. P.A
~ ..
Fr.P.A,.
1200
3
.
0,000....:35 1\1\A
-•~ FT.••
p-A.
140
~340
320
::300 •
280
~~--1■ 1■ ,2~ l■ I■ 2~~
200.
=l 180
160 ·
1.40.1■
..
GROSS WEIGHT-1000 LBS.
Figure A- 1A. Long Range Summary Curves-6 Engine
RESTRICTED
121
�RESTRICTED
AN O1-5EUA-1
Appendix IA
LONG RANGE SUMMARY CURVES
TYPE A-2-3 CURVE
3 ENGINE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING
DRAG WITH AUTOMATIC
COOLING CONTROL
:::: ::::,
: :::
..
■■■■■■■ a I
■■
■
::: ::. ~ ', ·:: ::::: ~. ~. =::
......
..
......
.
.....
.
...........
,
.
.... .
"'1
·::::.
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J
~ ~
:::::::,
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::.
..... .
........ ·······~··
.......... · ..... ........
.......
······~··,.
·40 .
~,
•:, 38
a•
a W MANIFOLD
0
...
i
i 34
HEAVY LINES DENOTE
A.R. MIXTURE
LIGHT LINES DENOTE
A.L. MIXTURE
~,
.l I I
.
A,
PRESSURE
(
µ.
31
2600=
\
HOO
ENGINE R.P.M.
.
2000
160
800 ·:
....
1600
C.A.S.
1400.
:130
220
(
===:: 2 I 0 • • • 200.
GROSS WEIGHT-1000 LBS.
figure A-2A. Long Range Summary Curves-3 Engine
122
~~
RESTRICTED
�RESTRICTED
AN O1-5EUA-1
LONG RANGE PREDICTION CURVES
6 ENGINE ZERO WIND
N.A.C.A. STANDARD CONDITIONS
Appendix IA
TYPE A-3-6 CURVE
BASED ON FLYING RECOMMENDED LONG
RANGE CRUISING SPEEDS AS SHOWN ON
LONG RANGE SUMMARY CURVE-(TYPE A-2-61.
50
TIME AT 5,000 FT. P.A.
10,000 FT. P.A.
40
.,,m
::,
15,000 FT. P.A •
16
20,000 FT. P.A.
0
z
J.
I:
;::
i20
·1'0
•
r-0
~
7
DISTANCE AT 5,000 FT. P.A.
..
10.000 FT. P.A .
6
m
...
i
...C
u
;::
::,
C
15,000 FT. P.A.
20,000 FT. P. A •
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H- 320
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2• 0
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..,so
GROSS ~IGHT-1000 LB~.
-··
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o'h
·"'
Figure A-3A. Long Range Prediction Curves-6 Engine
RESTRICTED
v'-
1,·
0
lrj\ll
\
{
123
�RESTRICTED
AN O1-5EUA-1
Appendix IA
TYPE- A-3-3 CURVE
LONG RANGE PREDICTION CURVES
BASED ON FLYING RECOMMENDED
3 ENGINE
ZERO WIND
LONG RANGE CRUISING SPEEDS AS SHOWN
ON SUMMARY CURVE (TYPE A-2-3).
NACA STANDARD CONDITIONS
20
en
~
::,
.. 15
0
:::c
I
Ill
:e;:
10
I
5
0
30 _
25
en
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230·~
...
..
~
220
..
.
..
210
.
..
: 200
.. .
GROSS WEIGHT-1000 LBS.
figure A-4A. l.ong Range Prediction Curves-3 Engine
124
RESTRICTED
160 ...
150
�TYPE M-2R CURVE
EXAMPLE: TO OBTAIN FUEL FLOW AT 2355 R.P.M., 38" M.P.,30°C C.A.T., AND
20,000 FT. P~A.
AUTO RICH FUEL FLOWS
6 ENGINE
2. MOVE HORIZONTALLY FROM (8) TO (C} AT 40°C C.A.T. FOLLOW GUIDE
LINES FROM (C) TO 30° C.A.T. (D).
R-4360-25 ENGINE
BENDIX STROMBERG PR-I00B3-3 CARBURETOR
FUEL GRADE 100/130
...
-·
I. MOVE VERTICALLY FROM 2355 R.P.M. (A) TO 39✓1 M.P. (8).
3. MOVE HORIZONTALLY FROM (D) TO S.L. (E). FOLLOW GUIDE LINES TO
20,000 FT. P.A. (F).
4. READ FUEL FLOW IN G.P.H. FOR 6 ENG. OPERATION AT (G) HORIZONTALLY
OPPOSITE (F)•
CQ
.,
C:
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2000
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1600
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1200
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8
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F
.
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:::,
II.
2600
40
20
0
C.A. T.-DEGS. C
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0
10
20
30
40
PRESSURE ALTITUDE-1000 FT.
�.,,.,,,.
TYPE M-2-L CURVE
AUTO LEAN FUEL FLOWS
6 ENGINE
CD
EXAMPLE: TO OBTAIN FLOW WITH 1805 R.P.M., 33 IN. H.G. M.P. 1 & 10°C
C.A.T. AT 10,000 FT. PRESSURE ALTITUDE.
:a
I. MOVE VERTICALLY FROM 1805 R.P.M. (A) TO 33 IN. H.G. M.P. (8)
;:
a.
;c·
R-4360-25 ENGINE
BENDIX STROMBERG PR-100B3-3 CARBURETOR
FUEL GRADE 100/130
SINGLE TURBO OPERATION
DUAL TURBO OPERATION - - - - - - - -
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Q
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4. READ FUEL FLOW IN GAL/HR. FOR 6 ENGINE OPERATION AT (G)
HORIZONTALLY OPPOSITE (F).
0
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I
3. MOVE HORIZONTALLY FROM (D) TO SEA LEVEL (E), FOLLOW GUIDE LINES
TO 10,000 FT. ALTITUDE (F).
NOTE:
"II
."II
.-
2. MOVE HORIZONTALLY FROM (8) TO (C) AT 40° C.A.T. (BASE LINE) FOLLOW
GUIDE LINES FROM (C) TO 10° C.A.T. (D).
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20
0
C.A.T.-DEGS. C
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S.L.
10
20
30
40
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Ill
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Ill
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�Appendix IA
RESTRICTED
AN O1-SEUA-1
TYPE A-1-6 CURVE
NAUTICAL MILES PER GALLON
6 ENGINE 5,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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RESTRICTED
127
�RESTRICTED
AN O1-SEUA-1
Appendix IA
TYPE A-1-6 CURVE
NAUTICAL MILES PER GALLON
6 ENGINE 10 ,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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Figure A-7 A. (Sheet 2 of 7 Sheets) Nautical Miles Per Gallon Curve-6 Engine
128
RESTRICTED
�Appendix IA
RESTRICTED
AN 01-SEUA-1
TYPE A-1-6 CURVE
NAUTICAL MILES PER GALLON
6 ENGINE 15,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M.'' ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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GROSS WEIGHT
I 000 1s OF LBS •
•o
J.. ,
160.
0
C.A.S. STATUTE M.P.H.
180
320
20
T.A.S.-STATUTE M.P.H.
figure A-7 A. (Sheet 3 of 7 Sheets) Nautical Miles Per Gallon Curve-6 Engine
RESTRICTED
129
�RESTRICTED
AN O1-5EUA-1
Appendix IA
TYPE A-1-6 CURVE
NAUTICAL MILES PER GALLON
6 ENGINE 20,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
GROSS -WEIGHT
. 10001s OF LBS.
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Figure A-7 A. (Sheet 4 of 7 Sheets) Nautical Miles Per Gallon Curve-6 Engine
130
RESTRICTED
�Appendix IA
RESTRICTED
AN O1-SEUA-1
TYPE A-1-6 CURVE
NAUTICAL MILES PER GALLON
6 ENGINE 25,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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Figure A-7,A. (Sheet 5 of 7 Sheets) Nautical Miles Per Gallon Curve-6 Engine
RESTRICTED
131
�Appendix IA
RESTRICTED
AN 01-SEUA-1
TYPE A-1-6 CURVE
NAUTICAL MILES PER GALLON
6 ENGINE 30,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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C.A.S. STATUTE M.P.H.
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260
280
300
320
340
360
380
Figure A-7 A. (Sheet 6 of 7 Sheets) Nautical Miles Per Gallon Curve-6 Engine
132
RESTRICTED
�Appendix IA
RESTRICTED
AN 01-SEUA-1
TYPE A-1-6 CURVE
NAUTICAL MILES PER GALLON
6 ENGINE 35,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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220
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300
320
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T.A.S. STATUTE M.P.H.
J80
-400
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figure A-7 A. (Sheet 7 of 7 Sheets) Nautical Miles Per Gallon Curve-6 Engine
RESTRICTED
133
�Appendix IA
RESTRICTED
AN O1-SEUA-1
TYPE A-1-3 CURVE
NAUTICAL MILES PER GALLON
3 ENGINE 5,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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Figure A-BA. (Sheet 1 of 5 Sheets) Nautical Miles Per Gallon Curve-3 Engine
134
RESTRICTED
�Appendix IA
RESTRICTED
AN 01-SEUA-1
ff PE A-1-3 CURVI
NAUTICAL MILES PER GALLON
3 ENGINE 10,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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figure A-BA. (Sheet 2 of 5 Sheets) Nautical Miles Per Gallon Curve-3 Engine
RESTRICTED
135
�Appendix IA
RESTRICTED
AN O1-5EUA-1
TYPE A-1-3 CURVE
NAUTICAL MILES PER GALLON
3 ENGINE 15,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LONG RANGE CRUISING SPEEDS
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Figure A-BA. (Sheet 3 of 5 Sheets) Nautical Miles Per Gallon Curve-3 Engine
136
RESTRICTED
�RESTRICTED
AN O1-SEUA-1
Appendix. IA
TYPE A-1-3 CURVE
NAUTICAL MILES PER GALLON
3 ENGINE 20,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED 'LONG RANGE CRUISING SPEEDS
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220
180
240~++++<260
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:
Figure A-BA. (Sheet 4 of 5 Sheets) Nautical Miles Per Gallon Curve-3 Engine
RESTRICTED
137
�RESTRICTED
AN O1-5EUA-1
Appendix IA
TYPE A-1-3 CURVE
NAUTICAL MILES PER GALLON
3 ENGINE 25,000 FT. ALTITUDE
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH AUTOMATIC COOLING CONTROL
"LOW R.P.M." ENGINE COOLING FAN SETTING
X-RECOMMENDED LON$ RANGE CRUISING SPEEDS
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T.A.S. STATUTE M.P.H.
figure A-BA. (Sheet 5 of 5 Sheets) Nautical Miles Per Gallon Curve-3 Engine
138
RESTRICTED
�RESTRICTED
AN O1-SEUA-1
Appendix IA
TYPE A-6 CURVE
CLIMB CONTROL CHART
NORMAL RATED POWER
WING FLAPS RETRACTED
6 ENGINE
"LOW RPM" ENGINE COOLING. FAN SETTING
NACA STANDARD CONDITIONS
CORRECTED FOR COOLING DRAG WITH
AUTOMATIC COOLING CONTROL
NOTES:
I. CONSULT M-I-6 CHART TO DETERMINE MANIFOLD PRESSURE REQUIRED
TO OBTAIN NORMAL RATED POWER
2. ALLOW 344 GALS. OF FUEL FOR WARM-UP AND TAKE-OFF (10 MIN. AT
_NORMAL RATED POWER).
.
.
-
-.
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Figure A-9A. Climb Control Chart-6 Engine
RESTRICTED
139
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,,,,J>
B M E P POWER SCHEDULE
R-4360-25 ENGINE
CD
:a
a.
EXAMPLE: TO OBTAIN 1450 BHP AT 20,000' WITH 20°C.A.T.
sr
;:
I. MOVE VERTICALLY FROM B.H.P. {A} TO R.P.M. CURVE (B} & READ 1760 R.P.M
AT (C).
2. MOVE VERTCALLY FROM B.H.P. (A) TO M.P. CURVE FOR 20,000 FT. (D),
PROCEED HORIZONTALLY TO BASE LINE (E). FOLLOW GUIDE LINES TO 20°
C.A.T. (F), & READ 34.0" HG AT (G)•
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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>
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.C6.B-36.1
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/.
Identifier
An unambiguous reference to the resource within a given context
LMAN_text_060
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
Format
The file format, physical medium, or dimensions of the resource
manuals (instructional materials)
Title
A name given to the resource
Handbook flight operating instructions : USAF series B-36A aircraft.
Contributor
An entity responsible for making contributions to the resource
United States. Air Force.
Consolidated Vultee Aircraft Corporation.
General Dynamics Corporation. Convair Division.
Publisher
An entity responsible for making the resource available
[Washington, D.C.] : United States Air Force
Description
An account of the resource
<p>Manual dated March 4, 1948 (replacing an earlier version dated 10/15/47), plus revisions dated April 30, 1948 and October 1, 1948.</p>
<p>Publication number AN 01-5EUA-1.</p>
Table Of Contents
A list of subunits of the resource.
Contents: Description -- Normal operating instructions -- Emergency operating instructions -- Operational equipment -- Extreme weather operation -- Operating charts -- Cruise control data.
Date
A point or period of time associated with an event in the lifecycle of the resource
1948
Subject
The topic of the resource
United States. Air Force--Handbooks, manuals, etc.
B-36 bomber--Training--Handbooks, manuals, etc.
Airplanes, Military--Training--Handbooks, manuals, etc.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Contents: Description -- Normal operating instructions -- Emergency operating instructions -- Operational equipment -- Extreme weather operation -- Operating charts -- Cruise control data.
Source
A related resource from which the described resource is derived
Manuals Collection
Extent
The size or duration of the resource.
1 v. (various pagings) : ill. ; 28 cm
Rights
Information about rights held in and over the resource
No copyright - United States