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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 Destroy superseded pages.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.
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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 DESTROY SUPERSEDED PAGES.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
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*36 ............ .......... 1 October
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*52B .................... 1 October
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*56A .................... 1 October
*56B .................... 1 October
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*62 ...................... 1 October
*66 ...................... 1 October
*67 ...................... 1 October
*68 ...................... 1 October
*68A .................... 1 October
72 .......................... 30 April
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*77 ..................... 1 October
*78 ...................... 1 October
*79 ................. ..... 1 October
*80 ...................... 1 October
*81 .............. ........ 1 October
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*84 ...................... 1 October
*85 ...................... 1 October
*89 ...................... 1 October
98 ........................ 30 April
*
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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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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
RESTRICTED
AN 01-5EUA-1
(
(
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
RESTRICTED
(
�RESTRICTED
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
RESTRICTED
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
RESTRICTED
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
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Paragraphs 4-68 to 4-76
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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
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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
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GENERAi ~ ELECTRIC
'<':.I
TUIIET '({!J!!/ CONTROL
.
~
IF.\
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figure 4-9. Typical Gunner1 s Control Panel
81
�Section IV
Paragr~phs 4-90 to 4-97
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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-
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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 ,
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Paragraphs 4-98 to 4-114
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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
(
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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Revised 1 October 1948
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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'############
\
..
·1
!,.,~~~!!~~.,j
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
l.,~~~!!~~.,.,~
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
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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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Revision
14
···················30 April 1948
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25 .......................... ..30 April 1948
59
.............. 30 April 1948
67 ····················· ···· ..30 April 1948
72 ........ .. ............ ..... 30 April 1948
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USAF ACTIVITIES.-In accordance with Technical Order No. 00-5NAVY ACTIVITIES.-Submit request to nearest supply point listed below, using form NavA~r-140: NAS, Alameda,
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USAF
Revised 30 April 1948
�I'
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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Revised 30 April 1948
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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
RESTRICTED
17
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AN O1-SEUA-1
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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Revised 30 April 1948
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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.
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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.
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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
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�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
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�Section Ill
Paragraphs 3-48 to 3-52
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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)
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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
\
\
�RESTRICTED
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
(
RESTRICTED
\
�RESTRICTED
AN 01-SEUA-1
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
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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
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Section I
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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
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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
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,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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i:ii:i:i::i:
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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
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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
�Section I
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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
RESTRICTED
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
]
�Section I
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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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11
�Section I
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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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�Sedlon 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 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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Section I
Paragraphs 1-45 to 1-49
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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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(
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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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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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
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. 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
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23
�Section I
Paragraphs 1-108 to 1-137
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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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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-
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25
�Section I
Paragraphs 1-159 to 1-172
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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
(
(
\
�Section I
RESTRICTED
AN 01-SEUA-1
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
~
I-
TransformerRectifier No 1
, ,,
- -
,-- 1---- --: I
:
I
~{ d
Cabin·
TransformerRectifier No. 2
R.ForwardC;Vb;n
Power Panel
rf Mai~ A~C
I
I
I
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
___
:I
---
,-
I
:I
,----- ---------~•I
------ ---- -----' '
Engineer's
I
,
1
""--~-------•,,.--11ciJ:
- -
----
-
-
Power Panel
r-
'
----------
CH-7-....-n~-+,i:---_ _
I
-- I
___J
\
I
I
Battery
,
.:::., ,
I
I
I
, _______ ,
I
--1
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
I
I
I
I
I
I
I
I
I
I
I
I
I
I
1
E~gine
E;gine-No-:- 1
Engine
Distribution
Panels
No.- 2
E~giiie No.- 3
~--■i-■---------------.---
I
1
I
I
I
,I
______ ,
Engine No. 6
- - I
I
I
I
I
I
I
I
I
I
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
AN O1-5EUA-1
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
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31
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Section II
(
/71111 ACROBATICS
~ARE PROHIBITED/
32
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�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
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�Section II
Paragraphs 2-4 to 2-7
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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
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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
�RESTRICTED
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
1'1£SSTOHS£T
1'1£SSTIHS[T
ENS. Q I
1'1£SSTO HSET
1'1£SSTIHSET
oc O c
·············· ······ ······ ······
·················· ·················· ········ ·····
(
Tank 4
11150 I
1'1£SSTDl£S£T
····· ···········•· .. , , ...
ENS. 0 1
1'1£SSTIIEUT
Tank 5
Tank 4
·· ·· ··•·',llll\ o;, ; - ••· •:'!,.: ·
111tO
I
,ms Tl l£S£T
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
RESTRICTED
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
•,•.••,•,•,•,•,•,•,•······················································ ··
,uliur
TAKE-OFF
uc.o
2
PESIIUT
1111111
UlY( amt Ullf
lf(JI
•
Pffll
Tank 3
111. ~ l
uc.o
z
,uliur
fllSSIIUT
111.~l
111.Qz
PESIIIDIT
USING FUEL FROM NO. 2 AND NO. 5 TANKS
Tank 3
Tank 2
i /) :·····:;:{;;;:>;;;;;;;;;;;;/;\;:;;;;;;;;;;:·::::;:.:.:.:.:.·.·.·.·.·.·.
·· ······· ...
·· ·· ······ ······
,ul'flan
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
RESTRICTED
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.
RESTRICTED
(
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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.
RESTRICTED
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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�Section II
Paragraphs 2-18 to 2-21
RESTRICTED
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.
RESTRICTED
43
�RESTRICTED
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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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
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Paragraphs 2-22 to 2-25
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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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Paragraphs 2-28 to 2-29
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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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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..
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WARNING
I
Because of structural limitations of the fan
high ratio must not be used below 15,000
49
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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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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.
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51
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Paragraphs 2-63 to 2-67
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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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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
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Paragraphs 2-75 to 2-79
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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
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"OFF" After
Propellers
Have Stopped
Pull Off
(
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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
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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
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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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�Section Ill
Paragraphs 3-6 to 3-12
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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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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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�PROPELLER FAILURES
Section Ill
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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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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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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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�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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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
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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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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
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(58, figure 1-3 and
17, figure 4-2)
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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
RESTRICTED
AN 01-SEUA-1
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
AN 01-5EUA-1
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
RESTRICTED
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
RESTRICTED
(
�-
~
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
RESTRICTED
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
RESTRICTED
(
�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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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
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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
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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
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Paragraphs 4-98 to 4-124
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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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Paragraphs 5-16 to 5-24
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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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Section V
90C
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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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91
�Appendix I
Paragraphs A-12 to A-25
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AN 01-SEUA-1
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
( 1)
~( 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-
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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-
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�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)
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-(4)-(6)-[2
(11)]-(18)
X
Gallons
812
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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.
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�Appendix I
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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
·::::.
z
J
~ ~
:::::::,
#
::.
..... .
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.......... · ..... ........
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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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.
0
•t:tt
.
H- 320
-
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300 •
l
n
''An.·--~~ ~260
2• 0
220
~~:~~
200.
..,so
GROSS ~IGHT-1000 LB~.
-··
I
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
Ill
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u
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0
0
I
10
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T
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..... ~ 0
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:
•,.
,a
Ill
Cit
-t
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•
z
z
cc
A.
0
2000
-.
1600
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1200
I
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A.
.,,
1800
36
8
D
1600
G
F
.
1400
E
34
1200
.z
A.
0
ij
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-0
I
:,
0
::z::
•
Ill
A.
.,,
z
.....,0
cc
32
C,
...0
800
Ill
:,
II.
2000
UI
38
1400
1000
..,
ii-.a
1800
40
I
II.
2000
42
z
3
2200
44
:,
0
Ill
z.
46
, ..
Ill
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•
~
2200
Ill
z
ij
z
cc
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~I
Ill
Cl
C,
-
0
;::
0
-
1000
30
28
800
I
3
..,0
..,
II.
Ill
2200
A
2400
R.P.M.
:::,
II.
2600
40
20
0
C.A. T.-DEGS. C
-20
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 - - - - - - - -
....
ca·C
...
)i,
I
0,,
~
..
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C
0I
... "::s
....
n
.,... !.
,a
Ill
CII
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Ill
Q
C
....
C
Ill
1000
900
900
800
800
,..-
.0
z
CII
,a
0,,
:x
Ill
0
D
700
600
CQ
CD
0,
500
,....
500
•
<I
"j_ z
22
20
Ill
300
300
z
A
1400
1600
..0
z
CII
Ill
,a
1800
ENGINE SPHD-R.P.M.
200
2000
2200
0
C
,a
0,
Ill
Q
400
,a
200
1200
,.
Q
z
Ill
0
0
~
I
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400
.,""
:x
Ill
z
.,,0
700
600
I
zQ
G
"II
C
Ill
.,,
8
C
,a
;·
USE GUIDE LINES SHOWN FOR DUAL TURBO WHEN CORRECTING
FOR ALTITUDE IF CORRECTED FLOW IS ABOVE 805 GAL.
Q
I
Ill
111'1
1100
1000
0
::s
4. READ FUEL FLOW IN GAL/HR. FOR 6 ENGINE OPERATION AT (G)
HORIZONTALLY OPPOSITE (F).
0
~
.,,
~
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).
40
20
0
C.A.T.-DEGS. C
-20
S.L.
10
20
30
40
PRESSURE ALTITUDE-1000 FT.
z
0.,,
Ill
,....
Ill
,a
0z
,.
Z,a
_...
Ill
O"'
' ,a
u.llln
,..,
c=
I
�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
'.:1 ±Lu
-~
"T
➔'
•
L....,
f:.i
•
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140
160
C,
189
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200
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i
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220
··240
·~ 260
280
300
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.2
::,
C
320
·330
z
·'
- r.::t
..
,~ £! ; , ?·
: 16~ t,-ri~
-o
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GROSS WEIGHT
I000's OF LBS. .
"'
:;s~-~ -
- :_
18_
0 :1~~ 200-'-t-h+tt
-,
. µ-::tmi
160
JJT1-t=:°1~,--;.H
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·
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--~~••·
T.A.S. STATUTE ~-~-H •.--;tt11, lffli:4'1;:.tf·,,lH-h~
~ i-:-+T•""~•+--H++r
.
1
tffi "220-'-s i~~ ::~ 240 ~...
· ·' l-f• 200·J
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;'
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240 Li_1-_:iJ-l 260 1-_fJtir!Dj
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.
, f-:-::.c• ::::.' .t~r:-:
t::~· r.:~ .i.:!1µ~
Figure A-7A. (Sheet 1 of 7 Sheets) Nautical Miles Per Gallon Curve-6 Engine
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
, ..... t"H"t "M·
..=i.s .
t. ,4
.z
.200
• c,220:
0
C
,,.o_o
..
+ . •3
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t
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...
i
~
D.
.i
.
\b~Jl
,100
l
240
Ill \q~
'l,oo
260
V,
'l \O~ tt
:i'
1100
300
320
C
u
;:::
I
·3~0
::,
C
.I
z
•
♦
+ :
-.o
140
160
i80 . ,... _ -·
•
.
220
200
~•
240
260
l
. C.A.S. STATUTE M.P.H .
..-
,..
I
...
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r
ct -t· 1
.!..
..
18t
1H·
i
-: h:ti·
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200
d:. ·220
260
240
T,A.S.-STATUTE M.P.H.
I
, r1tt1.
I
I
I I
I
tTrr
280
3_00
, I I I I I
I I • I
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r-t"I
I I
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
'
~·~
~,.,~~~~"' ,,,_~
.5
,'\!
1-iO
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\til.Q
,1.ill"'
T
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280
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1.~
300
320
330·
u
a::::»
C
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260~
m
z
,boo
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220
2-iO
a.
. ·.,
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200
1•11
.I
Ill 1so~sso
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.
~~·
~~,~~
~~~
~'\!...tfl
140.
.4
.
i::::~;5
....
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.
.
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s;~:.::;:;:;;::c::.:~:;!•:!;:::==·
!ii'
m=sc=mmmmmmmmr:m
............... -- ....... ... ...... .. ···············~·-·
.. .... .... =::mm:
.........
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• .............................................. 1
~
80
0
~
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~~
160
z
~
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200
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im; :;~~~;;m~~i:g~;.~Him~~~!=: :.;:.~
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0
160
140
120
180
200
240
220
C.A.S. STATUTE M.P.H.
180
200
220
240
'260
280
,_300
320
T.A.S. STATUT.~ M.P._H .
,.
.
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
5
~'t
~,+ff,
ff,~
.,'\!
~1~
:!#.!~
.'\~
ltlllli,~~('\()
,~
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140
,~
160
z
0
_,
_,
180
cc
~
Gil:
Ill
200
.3 ,_
A.
220
en
Ill
_,
i_,
cc
u
-240
260
.2
;::
280
::,
cc
z
300
320
.I
GROSS WEIGHT
I000's OF LBS .
•0
· 120 -
160
140
. - I 80
. -I
C.A.S. STATUTE
•
180
200·
_.: ~00
M.P.H.EF
-220
240
.r
1 ti:
► 220 ►► ~. 240
260 ~
280
300
T~A.S. STATUTE"J M.P.H .........+
. .
i.)20·
340
·ffifflfrr
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
.s
.4
160
...cl
180
z
200
0
.3
220
I
Ge
Ill
a.
.mi
.
3
.2
260240ffltttl3
m
280
;::
:::::,
c(
z
.I
.I
GROSS
WEIGHT
■
I000's
OF LBS.
0
120
160
140
180
220
200
240
C.A.S. STATUTE M.P.H.
200
220
240 _
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
[f,,
~'I~
~~\
.5
~
\
140
~v
.4
,ij
160
..
z
-.
C,
- ,,
.3
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180
0
C
·~:~Jl~
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\
\
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200
,oo
I ll
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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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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
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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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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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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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RESTRICTED
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B M E P POWER SCHEDULE
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EXAMPLE: TO OBTAIN 1450 BHP AT 20,000' WITH 20°C.A.T.
sr
;:
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AT (C).
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Manuals Collection
Description
An account of the resource
<p>The <strong>Manuals Collection</strong> features digitized manuals held by The Museum of Flight's Harl V. Brackin Memorial Library. Materials include aircraft and engine manuals produced by corporations and military branches.</p>
<p>Please note that materials on TMOF: Digital Collections are presented as historical objects and are unaltered and uncensored. These manuals are intended for research purposes and should not be used to build or operate aircraft. See our <a href="https://digitalcollections.museumofflight.org/disclaimers-policies">Disclaimers and Policies</a> page for more information.</p>
Source
A related resource from which the described resource is derived
<a href="http://t95019.eos-intl.net/T95019/OPAC/Index.aspx">The Museum of Flight Library Catalog</a>
Rights Holder
A person or organization owning or managing rights over the resource.
The Museum of Flight Library Collection
Rights
Information about rights held in and over the resource
Published works have been digitized under fair use. Material may be protected by copyright law. Responsibility for obtaining permission rests exclusively with the user.
Bibliographic Citation
A bibliographic reference for the resource. Recommended practice is to include sufficient bibliographic detail to identify the resource as unambiguously as possible.
Manuals Collection/The Museum of Flight Library Collection
Identifier
An unambiguous reference to the resource within a given context
Manuals Collection
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Call Number
Call number for a library item.
MANACT.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