What follows is the raw text from a RareAviation.com document available for download. This text can be helpful if you would like to confirm the document contains specific information you are interested in. Title: Pilot's Flight Operating Instructions for Army Model B-29 Link: https://rareaviation.com/product/pilots-flight-operating-instructions-for-army-model-b-29 --- RAW UNFORMATTED TEXT BELOW --- RESTRICTED FOR OFFICIAL USE ONLY DIST: r, 4 FILE: BEGHT AN 01-20EJ-1 PILOT'S FLIGHT OPERATING INSTRUCTIONS FOR ARMY MODEL NOTE: This Technical Order replaces T. O. No. 01-20EJ-1 dated June 20, 1943. 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 con- tents in any manner to an unauthorized person is prohibited by law. Keller-Crescent Co., Evansville, Ind.9-7-4317M AUGUST 20, 1943 RESTRICTED AN 01-20EJ-1 Published under joint authority of the Commanding General, Army Air Forces, the Chief of the Bureau of Aeronautics, and the Air Council of the United Kingdom. THIS PUBLICATION MAY BE USED BY PERSONNEL RENDERING SERVICE TO THE UNITED STATES OR ITS ALLIES Paragraph 5.d. of Army Regulation 380-5 relative to the handling of "restricted printed matter is quoted below. "d. Dissemination of restricted matter.The information contained in restricted documents and the essential characteristics of restricted material may be given to any person known to be in the service of the United States and to persons of undoubted loyalty and discretion who are cooperating in Government work, but will not be communicated to the public or to the press except by authorized military public relations agencies. This permits the issue of "restricted publications to civilian contract and other accredited schools engaged in training personnel for Government work, to civilian concerns contracting for overhaul and repair of aircraft or aircraft accessories, and to similar commercial organizations. LIST OF REVISED PAGES ISSUED NOTE: A heavy black vertical line, to the left of the text on revised pages, indicates the extent of the revision. This line is omitted where more than 50 percent of the page is revised. This issue carries no revision. ADDITIONAL COPIES of this publication may be secured on Requisition, A A F Form 102. as prescribed in AAF Regulations 15 112. Submit requisitions to: Commanding General, Air Service Command, Patterson Field, Fairfield. Ohio. Also, see T. O. No. 00.25'3 for details on distribution of Technical Orders. (Requests from Naval activities shall be submitted to: Chief of the Bureau of Aeronautics, Navy Department, Washington, D. C.f RESTRICTED From RareAviation.com RESTRICTED AN 01-20EJ-1 TABLE OF CONTENTS Section Page Section Page I Description............................. 1 1. Airplane..............-......-...... I 2. Power Plant....................... 5 3. Controls........................... 10 a. Location of Controls______________ 10 h. Operation of Controls .......... 10 4. Night Flying Provisions............ 31 II Operating Instructions.................. 35 1. Flight Restrictions .............. 35 2. Pilots and Copilots Check List---- 35 3. Engineers Check List -------------- 36 4. Bombardiers Check List------------- 38 5. Navigators Check List ........... 38 6. Radio Operators Check List......... 39 7. Gunners Check List----------------- 39 III Emergency Operating Instructions ........ 41 1. Emergency Equipment ............... 41 2. Emergency Exits................... 42 3. Emergency Operation of Landing Gear .. 42 4. Emergency Bomb Release ............. 42 5. Emergency Power Transfer Switches... 44 6. Emergency Braking System............ 44 7. Emergency Operation of Wing Flaps... 44 8. Emergency Control of Cabin Pressure .... 44 9. Emergency Oxygen Valves............. 45 10. Emergency Ignition Control__________ 45 11. Emergency Vacuum Shut-off Valve_____ 45 12. Abandonment Procedures_______________45 IV Operational Equipment_____________________ 49 1. Instruments ....................... 49 2. Armament ......................... 50 3- Oxygen System...................... 62 4. Hydraulic System ................. 66 5. Cabin Supercharging and Heating ---- 67 6. Electrical Equipment .............. 70 7. Communication Equipment............. 77 8. Photographic Equipment............. 104 9- De-icing Equipment................. 104 10. Miscellaneous Equipment --------- 107 V Ground Operation .................. 109 1. Mooring........................... 109 2. Towing ......................... 109 3- Jacking .......................... 109 4. Leveling....................... 109 5. Walkways ....................... 109 6. Ladders ........................ 110 7. Protective Covering................ 110 8. Servicing ....................... 110 Appendix I U. S.A.-British Glossary of Aero- nautical Nomenclature ...................... 115 Appendix II Flight Operating Data----------- 117 Appendix III Cold Weather Operation ........ 121 Alphabetical Index ........................ 123 RESTRICTED 1 RESTRICTED AN 0I-20EJ-1 FOREWORD This Handbook contains the basic information re- quired for correct operation of the Model B-29 air- plane. It should be kept in mind by the operating personnel that this airplane is a relatively new de- velopment and contains many intricate mechanisms which are required for the accomplishment of mis- sions for which it was designed. It is realized that local conditions may in many respects determine the appropriate technique re- quired, but care must be taken that the choice of technique does not violate basic rules for operation of this airplane. This Handbook contains only the information per- tinent to operation of the Model B-29 and does not cover the fundamentals of flying. RESTRICTED From RareAviation.com Section I RESTRICTED AN 01-20EJ-1 Figure IB-29 Bombardment Airplane RESTRICTED III Section I Paragraph I RESTRICTED AN 01-20EJ-1 1. AIRPLANE. a. GENERAL.The B-29 heavy bombardment air- plane is a midwing monoplane with a design useful weight of 105,000 pounds and a maximum alternate gross weight of 120,000 pounds fully loaded. Power is supplied by four R-3350-23 Wright engines. (YB-29 air- planes are powered by R-3350-21 engines.) Pressurized compartments permit extreme altitudes with little dis- comfort to the crew. The landing gear is of the tricycle type and is fully retractable. (1) Provisions are made for a normal crew of six or an alternate crew of 12. Provision is also made for the installation of troop seats in the bomb bays. The normal crew consists of a pilot, copilot, engineer, navi- gator, radio operator, and bombardier. (2) The airplane is equipped with five, power-oper- ated gun turrets, remotely controlled, with each turret housing two .50-caliber machine guns. The tail turret also houses one 20-mm cannon. Five sighting stations are provided: three in the rear pressurized compartment, one in the tail compartment, and one at the bombardiers station. b. WING.The wing consists of an inboard section permanently attached to the fuselage and two removable outer panels provided with detachable tips. Fuel com- partments equipped with self-sealing tanks are an integral part of the inboard wing section structure. Ailerons pro- vided with trim tabs, are hinged to the outboard panels, and electrically operated wing flaps form the lower sur- face of the inboard wing trailing edge from the fuselage to the outboard wing joint. The leading edge sections are removable and provide access to cables, wiring, tub- ing, and miscellaneous equipment. c. EMPENNAGE.The empennage is the conven- tional type which includes a horizontal stabilizer, ele- vators, elevator trim tabs, a vertical stabilizer, dorsal fin, rudder, and rudder trim tab. d. FUSELAGE.The fuselage is of all-metal, serni- monocoque design, with stressed skin, extruded longe- rons, and formed circumferentials of aluminum alloy. With minor exceptions, flush rivets are used exclusively to attach the skin to the fuselage structure. There are three pressurized compartments: one in the forward part of the airplane, one aft of the rear bomb bay, and one in the extreme aft portion of the ship. (1) The pilot, copilot, engineer, radio operator, navigator, and bombardier are stationed in the forward compartment and are provided with the following nor- mal and emergency exits: (a) Through the nose wheel well, by means of a hatch in the floor beside the engineers station. Normal and emergency exit, normal entrance. (b) Pressure bulkhead (218) door. Emergency exit through bomb bay. (c) Engineer's removable window. Emergency exit while on ground or water only. Figure 2Forward Compartment Entrance RESTRICTED From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Paragraph 1 Figure 3Rear Entrance Door (2) The rear pressurized compartment is located immediately aft of the rear bomb bay and is connected with the forward compartment by a pressurized tunnel which allows crew members access to either compart- ment during high altitude flight. Provisions for exit from the rear compartment are as follows: (a) Pressure bulkhead (646) door. Emergency exit through aft bomb bay. (b) Pressure bulkhead (8)4) door. Emergency exit to rear unpressurized compartment. (3) Provisions for exit from the rear unpressurized compartment are as follows: (a) Rear entrance door. Normal and emergency exits. (b) Escape hatch on upper left side of fuselage. Emergency exit while on ground or water only. (4) Pressure bulkheads, located at stations 1110 and 1144, form a small pressurized enclosure for the tail gunner. Entrance is gained through a door in the station 1110 bulkhead and emergency exit is made through a window at the tail gunners right. fpecMi More When reference is made in this manual to cer- tain locations in the ship such as "Bulkhead 218, the number "218 represents the distance in inches measured from the nose of the air- plane to the station to which reference is made. Any differential in pressure existing in the pressurized compartments must be equalized with outside pressure before an exit can be made. This is accomplished by pulling the cabin pressure release located at the left of the pilot, or on the right side wall of the fuselage at station 646. e. LANDING GEAR.The main landing gear is a cantilever type, consisting of two air-oil shock strut as- semblies, upon each of which are mounted two wheels with 56-inch tires. Retraction is accomplished electrically and an alternate motor is provided for emergency op- eration of the gear in the event of power or motor failure. The main landing gear wheels are each equipped with expander tube-type hydraulic brakes, operated in the conventional manner from the rudder pedals. f, NOSE GEAR.The nose gear operates simultane- ously with the main landing gear and consists of a trun- nion, a compression strut, two torsion links, a universal assembly, a retracting mechanism, a single air-oil shock strut, and dual wheels equipped with 36-inch smooth tires. The wheel and axle assembly can turn through 360 degrees. Within 15 degrees each side of the center Figure 4Stations Diagram 2 RESTRICTED Section I RESTRICTED AN 01-20EJ-1 WHEEL WELL PATH OF EXITS RECOMMENDED WHEN IN FLIGHT NOT RECOMMENDED WHEN IN FLIGHT BAY A-BOMBARDIER'S EMERGENCY BOMB RELEASE B-BOMB DOOR CONTROL SWITCH C-BOMB RELEASE LEVER D-EMERGENCY BRAKE LEVER E- EMERGENCY CABIN AIR RELEASE HANDLE F-EMERGENCY BOMB RELEASE HANDLE G-EMERGENCY NACELLE DOOR AND LANDING GEAR HANDLE H-PORTABLE OXYGEN BOTTLES I-HAND AXE J-FIRE EXTINGUISHER (HAND TYPE) K-EMERGENCY VACUUM SHUT-OFF VALVE L-THERMOS JUG M-LIFE RAFT RELEASE HANDLES N-DET0NAT0R SWITCH O-EMERGENCY OXYGEN VALVE P-FL ASHLIGHT 0-FIRST AID KIT R-ENGINE FIRE EXTG. SELECTOR KNOB S-ENGINE FIRE EXTG. PULL HANDLES T-CUP DISPENSER U-LIFE RAFTS V-LANDING GEAR SWITCH Figure 5Emergency Exits RESTRICTED 3 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I OIL DILUTION VALVE M FUEL SHUT-OFF VALVE OG^MG n LEGEND A - FUEL TANKS - ENGINES I 8 4 B-FUEL TANKS - ENGINES 28 3 C-AUXILIARY FUEL TANKS (FWD.) D-AUXILIARY FUEL TANKS (AFT) E-CARBURETOR F -ENGINE FUEL PUMP G-ENGINE FUEL STRAINER h-fuel SHUT-OFF VALVE I-FUEL BOOSTER PUMP J-OIL DILUTION FITTING K -OIL DILUTION VALVE L-"Y" COCK OIL DRAIN (OUTBD.) M-Y COCK OIL DRAIN (INBD-) N -FUEL TRANSFER PUMP 0 - TAN K SELECTOR VALVE P-CHECK VALVE (OUTBD TANKS) Q-CHECK VALVE (INBD TANKS) R-TANK FILLER NECK S -PRIMER JETS T -HEATER FUEL SHUT-OFF VALVE U - PRIMER VALVE V -CABIN HEATER W-FUEL PRESSURE TRANSMITTER LINE SYMBOLS I MAIN TANK CAPACITIES] TANKS U.S. GALS. IMP. GALS. A, OUTBD (184) B. INB'D (2 83) EACH 1367.5 EACH 1436.5 EACH 1139.2 EACH 1186.6 " ENGINE FUEL FEED . HEATER FUEL FEED PRESSURE BALANCE MH FUEL TRANSFER OIL DILUTION = PRIMER --- ELECTRIC WIRING TUBING COLOR BAND IDENTIFICATION - RED [AUXILIARY TANK CAPACITIES'! TANKS U.S GALS IMP GALS. C. FWD. EACH 640 EACH 533.2 D. AFT EACH 640 EACH 533.2 Figure 6Fuel System Flow Diagram 4 RESTRICTED RESTRICTED AN 01 -20EJ-1 Section I Paragraphs 1-2 position, however, a cam and roller mechanism wilt return the gear to the center position. A towing lug is provided near the center of the axle assembly, and a shock absorber is mounted on the shock strut, to prevent wheel shimmy. 2. POWER PLANT. a. ENGINE. (1) GENERAL.The airplane is powered by four model R-3350-23 (B-29) or R-3350-21 (YB-29) Wright radial engines, which are geared, air-cooled, and have 18 cylinders with a displacement of 3,350 cubic inches. (2) RATINGS. (a) Take-off 2,200 brake horsepower at 2,800 revolutions per minute with 47.5 inches of mercury mani- fold pressure at sea level. 1 2,200 brake horsepower at 2,600 revolutions per minute with 47.5 inches of mercury mani- fold pressure at 25,000 ft. Maxi- mum duration 5 minutes. . , . , . 2,000 brake horsepower at 2,400 (c) Normal , . r . ' , revolutions per minute with Rated Power.... ,, _ . , r. 43.5 inches of mercury mani- fold pressure at 25,000 ft. (3) TEMPERATURE LIMITS. Condition Cylinder Head Ground Operation ...248C (478F) Take-off Power....:...248C (478F) Military Power........._232C (450F) Rated Power (I hour) 232C (450F) Rated Power (cont) ...218C (424F) 70 percent Rated Power (cont) .............218C(424F) Oil In 95 C(2O3F) 95C(2O3F) 95C(2O3F) 85C (185F) 85C(185 F) 85C(185 F) b. PROPELLERS.The four engines are fitted with Hamilton Standard, three-bladed, constant-speed, full feathering propellers. Constant-speed control is main- tained with a governor and is operated electrically by a switch which controls all four propellers simultane- ously. This switch is located on the aisle stand for use by the pilot. The engineer is provided with switches for individual control of each propeller. c. TURBOSUPERCHARGERS.Each engine is equipped with two B-ll type exhaust-driven turbosuper- chargers mounted vertically on each side of the nacelle. A flight hood, which includes an integrally assembled cooling cap, completely encloses each turbosupercharger. Automatic regulation of the turbosuperchargers is pro- vided by the Minneapolis-Honeywell Electronic Turbo- supercharger Control System. A single-dial knob on the pilots aisle stand controls the manifold pressure and turbosupercharger rpm of all four engines simultaneously. However, the pilot may reduce manifold pressure on any engine by retarding the corresponding throttle with- out lowering the dial setting. The induction system Pressuretrol in each nacelle maintains the desired mani- fold pressure despite engine rpm, air speed, and tem- perature changes. A governor reduces "hunting of the system and prevents overspeeding of the turbine wheel. The waste gate motor varies the position of the two exhaust gates and introduces a follow-up signal to stop the correction movement. d. COWL FLAPS. (1) Cowl flaps are installed on each nacelle to regu- late the cooling of the engines, and are electrically con- trolled through toggle switches on the engineers switch panel. Thermocouples on each engine, which are con- nected to indicators on the engineers instrument panel, indicate the cylinder head temperature of each engine, permitting the engineer to regulate the cowl flaps for the desired temperature. Positioning of the cowl flaps is shown by an indicator on the engineers instrument panel. SVore Adjust the flaps to maintain engine tempera- tures within the allowable limits. Avoid ex- cessive cooling when operating under reduced power, or excessive heating during starting or warm-up. Special care should be given to the correct setting of the cowl flaps, for various operations. During take-off it is important that the cowl flaps be opened not more than 10 de- grees or approximately one-third, as the in- creased drag caused by full open cowl flaps will cause buffeting and a- loss of power, which might be serious if the airplane is loaded to the maximum. During climb and cruising the cowl flaps should be set at the minimum open- ing, to give the required cooling. Closing the cowl flaps during starting opera- tions does not speed engine warm-up and is harmful to the engine. (2) The following table indicates the normal flap positions for specific operating conditions and the max- imum allowable temperatures. RESTRICTED 5 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Paragraph 2 Condition Temp Core/ Flap Settings Warm-up and Start Open Take-off and Climb 248C Open High-Speed Adjust as Climb 218C required Climb Adjust as required Cruising 205C Adjust as required Feathered Engine Closed Descent Adjust as required Landing Adjust as required Taxying Open e. AUTOMATIC ENGINE CONTROL. Should engine control cables be severed, the throttles will auto- matically assume the fully opened position, and the supercharger waste gates will stay as set. Should the lever arrangement between the waste gate motor and waste gates be severed, the supercharger waste gates will assume the "full open position. /. FUEL SYSTEM. (1) Each engine receives its fuel supply from a system which is independent of the other three engines. Each outboard engine is fed from a series of seven, interconnected, self-sealing cells with a total net capacity of 1367.5 U. S. (1138.9 Imperial) gallons. Each inboard engine is supplied from an individual tank assembly consisting of four interconnected cells with a capacity of 1436.5 U. S. (1196.4 Imperial) gal- lons. Four releasable auxiliary tanks may be installed, two in each bomb bay, in place of bombs, adding 2560 U. S. (2132.5 Imperial) gallons to the total amount of gasoline which may be carried. The total capacity of the wing tanks and auxiliary tanks is 8168 U. S. (6803 Im- perial) gallons. The fuel in the auxiliary tanks must be transferred to the main engine tanks when it is required, as it cannot be used directly from the auxiliary tanks. (2) The engine fuel pumps are type 0 9 and are powered directly from the fuel pump drives on the engines. An electric motor-driven booster pump is pro- vided for each fuel tank and is located at each tank out- let. These pumps are used to supplement the fuel pumps in starting and take-off, and to prevent vapor lock at high altitudes. (3) The fuel may be transferred from one tank to another by means of two reversible, electric motor- driven pumps mounted under the midwing section between the bomb bays, and controlled by switches on the engineers switch panel. The tanks are intercon- nected with self-sealing hose, and selection of transfer between tanks is accomplished by two cable controlled selector valves which may be adjusted by levers at the engineers stand. Fuel may be transferred only across the center line of the airplane. Thus it is necessary in transferring from one adjacent wing tank to another, to first transfer the fuel to the oppo- site side of the airplane and then back to the tank desired. (4) When in doubt as to whether a transfer can be made, always remember that both selector levers must be set to the desired tanks. If both tanks appear on the same lever, it is obvious that two transfers are required. See figure 7 for the proper procedure for transferring fuel. (5) Four switches on the engineers switch panel control the engine priming solenoid valves, which allow fuel to be directed from the carburetor to the engine blower case. The fuel boost pumps must be "ON to supply fuel under pressure to the carburetor before priming. g. OIL SYSTEM. (1) Each engine receives its oil supply from an 85 U. S. (70.8 Imperial) gallon self-sealing tank, located in the nacelle rear. An oil cooler is located in the oil "OUT line between each engine and-oil tank. The air flow through the oil cooler is controlled automatically by a temperature regulator or may be manually regu- lated by means of switches on the engineers switch panel, if desired. (2) The oil may be diluted with gasoline at the end of a flight, if low temperatures are anticipated. Four switches mounted on the engineers switch panel operate the four solenoid valves which control dilution of the oil. (3) Engine oil is also used in the operation of the cabin superchargers which are geared to engine Nos. 2 and 3. 6 RESTRICTED Section I RESTRICTED AN 01-2OEJ-1 DIRECT TRANSFER CAN BE MADE ONLY BETWEEN TANKS DESIGNATED AT OPPOSITE LEVERS (EXAMPLES I S 2) SHOULD A TRANSFER BE DESIRED BETWEEN TWO TANKS DESIGNATED AT ONE LEVER IT IS NECESSARY TO FIRST TRANSFER THE FUEL TO ONE OF THE TANKS DESIGNATED AT THE OPPOSITE LEVER, THEN BACK TO THE DESIRED TANK. (EXAMPLES 3 & 4) DESIRED TRANSFER - NO. 2 TANK TO NO. I TANK A, FROM ENG. NO. 2 TANK TO ENG. NO.3 TANK B. FROM ENG. NO 3 TANK TO ENG. NO I TANK DESIRED TRANSFER-FWD. BOMB BAY TANK TO NO. 4 TANK A FROM FORWARD BOMB BAY TANKS TO AFT BOMB BAY 8. FROM AFT BOMB BAY TANK TO ENG. NO. 4 TANK Figure 7Fuel Transter Operation Diagram RESTRICTED From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Figure 8Oil Flow DiagramEngines 1 and 4 8 RESTRICTED RESTRICTED AN 01-20EJ-1 Section I A.- OIL TANK-INBOARD ENGINE B - "Y" OIL DRAIN COCK G.- OIL MANIFOLD D- ENGINE OIL COOLER E - PROPELLER FEATHERING PUMP E- TURBOSUPERCHARGER REGULATOR G - ENGINE OIL PRESSURE TRANSMITTER H- CABIN SUPERCHARGER !.- OIL FILTER-CABIN SUPERCHARGER J - OIL COOLER-CABIN SUPERCHARGER LINE SYMBOLS------- WM supply VENT PROPELLER FEATHERING M RETURN TURBOSUPCHG REGULATOR PRESSURE TRANSMITTER TUBING IDENTIFICATIONYELLOW COLOR BAND Figure 9Oii System Flow DiagramEngines 1 and 3 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Paragraph 3 3. CONTROLS. a. LOCATION OF CONTROLS. (1) GENERAL.Controls on this airplane do not differ greatly from conventional designs, except, that the pilot and copilot have been relieved of the majority of the power plant controls and most of the basic mechanical and electrical system operations, so that they may concentrate on flying technique and combat strategy. This has been accomplished by supplying the engineer with a separate station complete with all the instruments and controls required. The engineer is located on the right side of the airplane behind the copilot, facing aft. This places him in close communication at all times with the pilot and copilot and also enables him to vis- ually check all four engines while seated at his station. The throttle levers are triplicated, one set each being available for the pilot, copilot, and engineer. The pilot, however, may at any time override the engineers throttle controls to maintain sole command. The turbo- superchargers are all controlled by a single dial knob on the pilots aisle stand. (2) PILOT'S AND COPILOTS CONTROL STANDS.The pilot and copilot are each provided with a control stand upon which the power plant con- trol levers are mounted. Controls for the trim tabs are also provided at these stations. The throttle warning reset buttons are located on the copilots control stand and the landing gear power transfer switch and the emergency pressure, bomb and landing gear releases are mounted on the pilots stand. (3) ENGINEERS CONTROL STAND.The engineers control stand provides controls for the throt- tles, mixture, fuel transfer, cabin supercharger, and vacuum selector. The engineers switch panel is located immediately aft of the control stand. (See figure 13.) (4) AISLE STAND.A stand is provided in the aisle between the pilot and copilot, allowing each easy access to the controls. Controls located here consist of the control surface lock lever, emergency brake levers, wing flap control switch, propeller feathering switches, emergency alarm switch, phone call switch, formation light rheostat, position light switches, identification light switches, propeller pitch, propeller pitch circuit breaker resets, A.F.C.E. system controls, and turbo- supercharger control. b. OPERATION OF CONTROLS. (1) FLIGHT CONTROLS. (a) AILERON, ELEVATOR, AND RUDDER CONTROLSThe ailerons, elevators, rudder, and all trim tabs have the conventional system of controls. The control surfaces are locked simultaneously by a single control located on the aisle stand. (b) WING FLAPS.The wing flaps are actuated by power transmitted from a reversible electric motor through twin screw mechanisms in each wing which are connected to the flap torque tubes. The flaps travel on track and roller mechanisms in such a manner that the flaps extend beyond the trailing edge of the wing as they are lowered. The flaps are lowered 45 degrees for land- ing and 25 degrees to assist in taking off. The flap control switch is installed on the pilots aisle stand and the position indicator is mounted on the copilots instru- ment panel. In cases of emergency due to power or motor failure, the flaps may be operated by a portable electric motor normally stowed on the upper wing sur- face of the inboard wing, approximately on the center line of the airplane. The motor is engaged with a torque connection on the top of the midwing section between the bomb bays, and the electric receptacle is located adjacent to the torque connection. To operate the portable motor from the above- mentioned receptacle, either the landing-gear power transfer switch (pilots control stand) or the emergency circuit switch (battery sole- noid shield) must be in the "EMERGENCY POSITION. Do not lower wing flaps or fly the airplane with wing flaps full down at a speed in excess of 180 miles per hour or with the flaps half down (25 degrees) above 220 mph. (c) A.F.C.E. SYSTEM.Controls for operation of this equipment are mounted on the aisle stand. Tell- tale lights indicate when servo motors are in operation. Do not turn on A.F.C.E.S. motors while any telltale light is illuminated. 10 RESTRICTED Section I RESTRICTED AN 01-20EJ-1 EMERGENCY CONTROLS 1 - CABIN AIR PRESSURE RELEASE 2 - BOMB RELEASE 3 - LANDING GEAR ANO DOOR RELEASE 4 - METERING BRAKE VALVE 5 - VACUUM SHUTOFF VALVE 6 - EMERGENCY CABIN AIR VALVE (2) ENGINE CONTROLS 14 - MIXTURE (4) 15- THROTTLE (4) OTHER CONTROLS 16- NOSE GUN SIGHT 17- BOMB RELEASE (BOMBARDING) 18- PARKING BRAKES 28 - LIFE RAFT (2) 29 - CABIN PRESSURE RELIEF VALVE 30- BOMB DOOR RELEASE 31 - HYDRAULIC SHUTOFF VALVE (SERVICING) 32 - EMERGENCY OXYGEN VALVE REAR COMPARTMENT CONTROLS (NOT SHOWN) FLIGHT CONTROLS 7 - AILERON 8 - ELEVATOR 9 - RUDDER AND BRAKE PEDAL 10- ELEVATOR TRIM TAB 1 I - AILERON TRIM TAB I 2 - RUDDER TRIM TAB I 3 - SURFACE LOCKS 19- HYDRAULIC HAND PUMP 20- MIXTURE LOCK 21 - THROTTLE LOCK 22- OVERCONTROL 23- VACUUM SELECTOR VALVE 24 - TANK SELECTOR (2) 25- FIRE EXTINGUISHER (ENGINE) (2) 26- FILLER VALVE (EMER HYD SYSTEM) 27- TRAILING ANTENNA FAIRLEAD A I - EMERGENCY BOMB RELEASE AT STA. 646 A2 - EMER. CABIN AIR PRES. RELEASE STA. 646 A3 - CAMERA SYSTEM SHUTOFF VALVE A4 - CAMERA SHUTOFF VALVE (3) STA. 834 AS - CAMERA REGULATING VALVE A6 LOWER TURRET GUN SIGHT (2) AT STA. 686 A 7 - UPPER TURRET GUN SIGHT AT STA. 686 A 8 - TAIL TURRET GUN SIGHT A 9 - EMERGENCY OXYGEN VALVE AT STA.646 AND STA.834. Figure JOManual Controls Location Diagram RESTRICTED 11 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Figure 11Pilots and Copilot's Control Stands 12 RESTRICTED RESTRICTED AN 01-20EJ-1 Section I Figure 12Aisle Stand PILOT'S AISLE STAND a FUSE PANEL CIRCUIT FUSE NO. RATING emergency alarm XXXIII 5 flap motor switch XXXI 2 FORMATION LIGHTS XXXV 2 LOG. GEAR SWITCH XXXII 2 LOG. LIGHTS XXXIV 5 PROP. FEATHERING XXII 20 POS, a IDENT. LIGHTS XXII 1 0 BOMBER'S HEATER Cll 20 RESTRICTED 13 From RareAviation.com RESTRICTED AN 01 -20EJ-1 Section I Figure 13Engineers Control Stand and Switch Panel 14 RESTRICTED RESTRICTED AN 01-20EJ-1 SecHon I Paragraph 3 (2) ENGINE CONTROLS. (a) IGNITION. 1. MASTER IGNITION SWITCHES. Description: Type C-7 ignition switch. Location: Pilots auxiliary panel. Description: Two, type B-5 with linked toggles. Location: Engineers instrument panel. Function: The C-7 and B-5 switches are provided to open the battery circuit and ground all magnetos simultaneously in emergencies. 2. IGNITION SWITCHES. Description: Rotary levers, type B-5 ignition switches. Location: Engineers instrument panel. Function: Provide individual engine igni- tion control, utilizing either or both circuits of the dual-type magnetos. (b) CONTROL LEVERS. 1. THROTTLE. Description: Three throttle control levers for each engine interconnected by cables. Location: Pilots control stand, copilots con- trol stand, engineer's control stand. Function: To provide control of the throttles. 2. SUPERCHARGER CONTROL. Description: One dial knob on manifold pressure selector box. Location: Pilot's aisle stand. Function: Provides simultaneous control of all turbosuperchargers and manifold pressure. 3. SUPERCHARGER SYNCHRO- NIZATION. Description: Four calibration screws. Location: Under four screw caps on pilots aisle stand. Function: Adjust the four manifold pres- sures to correspond to a single dial setting. 4. MIXTURE CONTROL. Description: Control levers connected to each carburetor mixture control by cables. Location: Engineers stand. Function: Provide control of the carbure- tor mixture. 5. MIXTURE LOCK. Description: Control lever. Location: Engineers stand. Function: Apply varying degrees of friction. 6. OVERCONTROL. Description: Control lever. Location: Pilots control stand. Function: Allows the pilot, in emergencies, to assume control over the engineers throttle levers. (c) COWL FLAP SWITCHES. Description: Four, momentary contact switches. Location: Engineers switch panel. Function: Provide control of the cylinder head temperature by operating the cowl flaps. (d) INTERCOOLER SWITCHES. Description: Four momentary contact switches. Location: Engineers switch panel. Function: Provide control of the carburetor air temperature. (e) OIL COOLER SWITCHES. Description: Four, three-position switches: OPEN, CLOSED or AUTO. Location: Engineers switch panel. Function: Provide control of the oil tem- perature. The oil cooler exit is governed automatically by a thermostat when in the "AUTO position. (f) PRIMER SWITCHES. Description: Four, momentary contact switches. Location: Engineers switch panel. Function: Operate solenoid valves located in each nacelle, directing fuel to the engine blower cases, thus facilitating starting. (g) OIL DILUTION SWITCHES. Description: Four, momentary contact switches. Location: Engineers switch panel. Function: Operate the solenoid valves allowing fuel to dilute the engine oil to facilitate cold weather starting. (h) FUEL SUPPLY. 1. FUEL BOOST SWITCHES. Description: Four, toggle switches. Location: Engineer's switch panel. RESTRICTED 15 From RareAviation.com RESTRICTED AN 01 -2OEJ-1 Section I Paragraph 3 Function: Operate the fuel boost pumps which supply fuel to the carburetors from each fuel system during starting. The boost pumps are also used to augment the fuel pumps during take-off and opera- tion above 15,000 feet. 2. FUEL BOOST RHEOSTATS. Description: Four rheostats. Location: Engineers panel. Function: Control the amount of fuel pres- sure from the boost pumps. Fuel pressure must not exceed 18 pounds per square inch. 3. FUEL SHUT-OFF SWITCHES. Description: Four, momentary contact switches. Location: Engineers switch panel. Function: Provide control of the solenoid operated fuel shut-off valve. Two opposed solenoids are used; one is employed for closing, the other for the opening action. Small dots near each switch indicate the direction in which the valve was last actuated. A trans- parent shield protects the switches from accidental oper- ation. 4. FUEL TANK SELECTOR LEVERS. Description: Two control levers. Location: Left side of engineers control stand. Function: Operate by means of cables, the two selector valves located under the midwing section. Four positions are available on each selector valve to permit choice of tanks, when transferring fuel. 5. FUEL TRANSFER PUMP SWITCH. Description: Three-pole, triple-throw switch. Location: Engineers switch panel. Function: Provide control of the fuel trans- fer pumps. Three positions, "L to R, "R to L, and "OFF are indicated. The pump switch is interlocked with the selector valves by a relay and prevents the pump from operating should the selector valve be off center. 6. FUEL AND OIL QUANTITY GAGE SELECTOR KNOBS. Description: Two, four-position selector knobs. Location: Engineers instrument panel, one knob each for the fuel and oil gages. Function: Allow choice of indication of the quantities in any of the engine fuel tanks and oil tanks. (i) PROPELLER CONTROLS. 1. PROPELLER PITCH CONTROL. Description: Four, momentary contact switches. These switches operate in conjunction with amber signal lights in the copilots instrument panel. The signal lights indicate the limit of governor travel in either direction. Location: Pilots aisle stand. Function: Provide individual control of the propellers. 2. FEATHERING SWITCHES. Description: Four, magnetic, push-button switches which, when operated, are held engaged by the magnetic holding feature until feathering is complete. Location: Aisle stand. Function and Operation: Close the circuit to the propeller feathering pump. Should it be desired to stop the action prior to completion, the buttons may be pulled out manually. Propeller unfeathering requires that the buttons be manually engaged, since the opera- tion requires oil pressures in excess of that at which the magnetic holding feature ceases to function. The button should be held engaged until the propeller has attained sufficient rotation (200 rpm) for the governor to assume control. A transparent, hinged guard protects the push buttons from accidental operation. Z. PROPELLER ANTI-ICER SWITCH. Description: Toggle switch. Location: Engineers switch panel. Function: Operate the electrical pumps which supply anti-icing fluid to the propellers. 4. PROPELLER ANTI-ICER RHEOSTAT. Description: Two control knobs. Location: Lower inboard portion of the engineers stand. Function: Varies the rate of propeller anti- icer fluid from two gallons per hour to five gallons per hour. One rheostat controls flow to the outboard pro- pellers and the other to the inboard propellers. (j) STARTER SWITCHES. Description: Four, momentary contact switches. Location: Engineers switch panel. Function: Energize and mesh starters for engine start. Three positions, OFF, "ACCELERATE, and "START are provided for each of the four starter switches. 16 RESTRICTED RESTRICTED Section i AN 01-20EJ-1 Figure 14Pressurized Areas Diagram RESTRICTED 17 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Figure 15Forward Pressurized Compartment 18 RESTRICTED RESTRICTED AN 01-20EJ-1 Section I Figure 16Pilots Station RESTRICTED 19 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I . F Figure 17Copilots Station 20 RESTRICTED RESTRICTED AN 01-20EJ-1 (k) ENGINE FIRE EXTINGUISHER. 1. SELECTOR KNOB. Description: Manually operated, four-posi- tion knob. Location: Engineers instrument board. Function: Selection of one of the four en- gines to which to direct the CO, discharge. Do not try to distribute the discharge from one bottle to more than one engine, as the capacity of a single bottle will not be sufficient for effective use on more than one engine. 2. RELEASE HANDLES. Description: Two, manually operated pull handles, one for each of the two CO., charge bottles. Location: Engineers instrument panel. Function: Release of CO2 discharge to the desired engine. (3) HYDRAULIC SYSTEM CONTROLS. (a) BRAKE PEDALS. Description: Standard type rudder pedals. Location: Pilots and copilots stations. Function: Provide control in taxying by tilting the rudder pedals forward for brake action. Each right and left brake may be controlled independently. MWV/MG- Repeated, excessive use of brakes without suf- ficient cooling intervals between applications, will cause dangerous overheating and could result in failure of the brake structure or the wheels and the blowing of tires. Avoid need- lessly short stops especially from high speeds and the dragging of brakes while taxying. (b) EMERGENCY BRAKE LEVERS. Description: Two lever handles. Location: Aisle stand. Function: Provide individual or dual meter- ing, as conditions warrant. RESTRICTED Section I Paragraph 3 Should conditions arise whereby it is necessary to use the emergency system during a landing, care must be taken not to "meter the brakes excessively, as this may drain the pressure in the emergency accumulator to a point where the pressure is exhausted before the landing is completed. (c) PARKING BRAKE HANDLE. Description: Button-type pull handle. Location: Pilots rudder pedal stand, upper right. Function: Set parking brakes. Operate foot brakes, then pull out the parking brake handle. This locks the metering valves in the depressed position. (d) PUMP SWITCH. Description: Toggle switch. Location: Engineer's switch panel. Function: For emergency or service override of regulator ("ON position only as it will not cut off motor). (e) HAND PUMP. Description: Handle. Location: Left of the copilots seat, on the floor. Function: Provide pressure for setting the park- ing brakes. (f) FILLER VALVE, EMERGENCY SYSTEM. Description: Two-way hydraulic valve. Location: Engineers instrument board. Function: Charge the emergency hydraulic accumulator. The valve is normally closed when the emergency system pressure is at its maximum. (g) SERVICE SHUT-OFF VALVE. Description: Hand-operated screw-type valve. Location: On hydraulic panel under the pilots compartment floor, at bulkhead 218. Function: Drain the service system pressure back to the supply tank. (4) LANDING-GEAR CONTROLS. (a) LANDING-GEAR SWITCH. Description: Toggle switch. Location: Aisle stand. Function: Provide control of regular nose gear and landing-gear (including nacelle doors) retracting motors. 21 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I 22 RESTRICTED RESTRICTED AN 01-20EJ-1 Section I RESTRICTED 23 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Figure 20Engineers Station 24 RESTRICTED RESTRICTED AN 01 -20EJ-1 Section I Paragraph 3 (b) LANDING-GEAR POWER TRANSFER SWITCH. Description: Toggle switch. Location; Pilots control stand. Function; Disconnect the power from the normal landing-gear operators and connect the emer- gency power bus to the main power system, should operation of the emergency landing gear, bomb door, or wing flap motors with normal power be desired. /Vote THE FOLLOWING ARE EMERGENCY PROVISIONSREAD CAREFULLY. (c) EMERGENCY LANDING-GEAR SWITCH AND DOOR RELEASE HANDLE. Description: T-type pull handle and toggle switch. Location: Aft portion of the pilots control stand. Function and Operation: Open the nacelle wheel doors by mechanically releasing the screw and allowing the doors to fall open. Initial travel of the handle releases the nacelle doors. Subsequent travel en- gages a momentary switch, which operates to lower out successively, the nose gear, left main landing gear, and right main landing gear. The pull handle must be held pulled out until the lowering operation is complete. Check posi- tion of landing gear visually! Mrre The emergency motors may be used to retract the landing gear in the same order, by holding the emergency gear switch (aft of the release handle) depressed in the UP position. No means are provided for emergency retraction of the nacelle doors. To operate the emergency landing-gear motors, either the landing-gear power transfer switch (pilots control stand) or the emergency circuit switch (battery solenoid shield) must be in the "EMERGENCY position. RESTRICTED Figure 21Throttle Reset Warning Buttons (d) WARNING RESET BUTTONS. Description: Four, plunger-type buttons. Location: Copilots control stand, to the rear of the throttle levers. Function and Operation: Shut off the warn- ing horn which sounds when the throttle is closed while the landing gear is retracted. Depression of the button for the throttle in question, disengages a spacer and allows the switch to open the horn circuit. However, if the throttle lever is then advanced from the "CLOSED position, the button will return to the operating position. (5) CABIN SUPERCHARGER CONTROLS. (a) SUPERCHARGER CONTROL LEVERS. Description: Two levers. Location: Engineer's control stand. Function: Regulate control of air flow from the cabin superchargers within a range of 15 to 25 pounds per minute. (b) CABIN HEATING SWITCHES. Description: Two toggle switches. Location: Engineers auxiliary switch panel. Function; Operate either or both cabin heating systems. (c) MANUAL PRESSURE RELIEF VALVE. Description: Adjustable spring-loaded valve. Location: Under the outboard edge of the engineers seat. Function: Allow the engineer to manually control the cabin pressure regulators, or to release the cabin pressure at high altitudes when combat conditions are anticipated. 25 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Paragraph 3 (d) EMERGENCY PRESSURE RELEASE HANDLES. Description: Two, T-type pull handles. Location: One on the pilots control stand and the other on the right side wall of rear pressurized compartment, near the forward bulkhead. Function: Permit rapid escape of air from the pressurized cabin and allow the pressure bulkhead doors to be opened in an emergency. (e) PRESSURE WARNING SHUT-OFF SWITCH. Description: Single throw toggle switch. Location: Engineers auxiliary switch panel. Function: Disconnect the cabin pressure warn- ing horn should operation above 12,000 feet cabin altitude be contemplated. (6) VACUUM SYSTEM CONTROLS. (a) VACUUM SELECTOR LEVER. Description: Lever handle. Location: Engineers control stand. Function: Permit selection of either the right or left inboard engine vacuum pump to supply suction for operating the gyro instruments. (b) EMERGENCY SHUT-OFF VALVE. Description: Two-position, manually operated valve. Location: Front of the navigators cabinet. Function: Isolate de-icing system and camera vacuum lines from the vacuum system in case of damage to de-icer boots or lines. (c) CAMERA VACUUM SHUT-OFF VALVE (MASTER). Description: Two-position, manually operated valve. Location: Camera panel, station 834. Function: Isolate camera vacuum system from the main vacuum system. This shut-off valve must be open at all times to supply vacuum to the de-icers. Otherwise, there is danger that the de-icers may flutter due to the air flow over the leading edges. (d) CAMERA VACUUM SHUT-OFF VALVES (INDIVIDUAL). Description: Three, two-position manually operated valves. Location: Camera panel, station 834. Function: Shut off vacuum in each of the three individual camera vacuum lines. (7) BOMB CONTROLS. (a) RELEASE CONTROL. Description: Manually operated lever. Location: Left of the bombardiers seat. Function: Allow choice of the positions, "LOCK, "SELECTIVE, and "SALVO, in controlling the individual bomb release units. A pin on the bomb door control lever projects in the path of the bomb release lever and prevents salvo release of the bombs with the doors closed. Conversely, the doors cannot be closed while there is any possibility of bombs being dropped. Figure 22Bomb Controls (b) RELEASE SWITCH. Description: Momentary contact switch. A hinged guard on the switch provides protection against accidental release. Location: On the floor to the left of the bom- bardiers seat. Function: Initiate the electrical release of bombs. 26 RESTRICTED RESTRICTED AN 01-20EJ-1 Section I Figure 23Navigators Station RESTRICTED 27 From RareAviation.com RESTRICTED AN 01-20EJ-1 SecHon I Paragraph 3 (c) INTERVAL RELEASE. Description: Control box. Location: Bombardiers instrument panel. Function: Provide pulses for either selective or train release of bombs. Controls are provided to vary the number and interval of bombs in a train. (d) EMERGENCY RELEASE. 1. BOMBARDIERS RELEASE AND REWIND WHEEL. Description: Handwheel. Location: Left of the bombardiers seat. Function: Effect emergency release of the bombs and rewind the emergency system after release has been accomplished. Operation: Two and one-half turns clockwise are necessary to open the doors and release all bombs. The same number of turns in the opposite direction completely rewinds the system. 2. BOMB RELEASE PULL HANDLES. Description: Two, T-type cable pull handles. Location: One on the aft end of the pilots control stand, and the other at the forward bulkhead in the rear pressurized compartment on the left side near the communication tunnel. Function: Effect emergency release of all bombs. Operation: Approximately 30 inches of travel is necessary to complete the release. By means of cables the pull handle operates the bomb coordinating unit, which is a mechanism designed to transmit the first por- tion of the pull to the bomb door emergency releases. Subsequent cable pull is directed to the bomb release levers which drop the bombs unarmed. A safeguard against any bombs being released before the doors are fully opened is provided by an interlock system which locks the release levers until the doors reach their open position. (e) GROUP SELECTOR SWITCHES. Description: Four toggle switches. Location: Bombardiers instrument panel. Function: Allow the bombardier to remove any or all of the bomb groups from the normal (layer) release sequence. (f) TANK SAFETY SWITCH. Description: Two toggle switches. Location: One switch in the left front third of each bomb bay, above the catwalk. Function: Open the electrical release circuits as a safety feature when the bomb bay tanks are in- stalled. (g) BOMB BAY DOOR CONTROL SWITCH. Description: Manually operated lever. Location: Bombardiers control stand. Function: Provide normal extension and retrac- tion of the bomb bay doors. Afore Provision has been made for use of a portable motor for emergency operation of the bomb bay doors. The motor may be engaged with the screw mechanisms in the right-hand cat- walk and the power receptacles are located adjacent to the motor engaging chuck. BE SURE THAT EITHER THE LANDING- GEAR POWER TRANSFER SWITCH (aisle stand) OR THE EMERGENCY CIRCUIT SWITCH (battery solenoid shield) IS IN THE EMERGENCY POSITION. Before opening or closing bomb bay doors when the airplane is on the ground, be sure that the area traversed by the doors is clear. This precaution will be taken to prevent pos- sible serious injury to personnel who might be caught in or struck by bomb bay doors. (h) BOMB SIGNAL SWITCH. Description: Three-position, toggle switch. Location: Bombardiers instrument panel. Function: Allows choice of BRIGHT, OFF, and DIM operation of the bomb formation lamp. (8) TURRET CONTROLS. (Information to be furnished when available.) (9) RADIO CONTROLS. (a) LIAISON SET. 1. RECEIVER. Location: Radio operators table. Operation: Direct control. 28 RESTRICTED Section I Paragraph 3 RESTRICTED AN 01-20EJ-1 2. TRANSMITTER. Location: Radio operators table. Operation: Direct control. Additional tuning units are stowed under the radio operators table and in the aft pressurized compartment. 3. TRANSMITTER KEY. Location: Radio operators table aft of the liaison receiver. Operation: To key the transmitter when transmitting CW or TONE. 4. MONITOR SWITCH. Description: Double-throw, toggle switch. Location: Radio compass relay shield lo- cated under the liaison radio transmitter. Function: Allow simultaneous operation of the liaison receiver and transmitter for test purposes. 5. ANTENNA TRANSFER SWITCH. Description: Handle. Location: Shield above the radio operators table. Function: Allows choice of antenna opera- tion, employing either the right-hand wing skin or the trailing antenna. 6. TRAILING ANTENNA REEL CONTROL. Description: Control box. Location: Radio operators table. Function: Provides control of the reel mo- tor. A red signal lamp will illumine if the landing gear is lowered while the trailing antenna is extended. 7. TRAILING ANTENNA FAIR-LEAD CONTROL. Description: Lever. Location: Under the edge of the radio opera- tors table. Function: Angularly retracts and extends the antenna fair-lead by means of a cable linkage. (b) COMMAND RADIO SET. 1. RECEIVERS. Description: Three receivers are controlled by a remote control box mounted on base of pilots con- trol stand. Location: On the cabin side wall above the radio operators station. Function: Interplane or air-to-ground com- munication. 2. TRANSMITTERS. Description: Two transmitters remotely con- trolled by a control box mounted on the cabin side wall at the pilots station. Location: Cabin side wall above the radio operators station. Function: Interplane or air-to-ground com- munication. (c) RADIO COMPASS. 1. RECEIVER. Description: A "CW-VOICE receiver re- motely controlled from the control box mounted on the side wall at the copilot's position, or from the control box mounted above the radio operators table. Location: Upper left portion of forward bomb bay. (d) INTERPHONE. 1. AMPLIFIER. Figure 24Command Radio Remote Control Description: Automatic. Location: Command radio modulator above radio operators table. Function: Amplify intraplane communica- tion. The interphone amplifier has no switch and is in operation whenever the power circuits are energized. 2. JACK BOXES. Description: Selector switch knob and vol- ume knob. Location: At each active station in the pres- surized cabins. Function: To allow selective reception or transmission by use of head sets and microphones. RESTRICTED 29 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section I Paragraph 3 3. MICROPHONE SWITCHES. Description: Thumb switches. Location: All interphone stations have cord- type switches except pilots stations where thumb switches are located on the aileron control wheels, and the fire control where the switch is in the pistol-shaped grip. Function: Turn microphone off and on. 4. VOICE-RANGE FILTER KNOB. Description: Knob. Location: Control boxes on cabin side walls beside pilot and copilot. Function: Allow selective reception of either the voice or range signals during their simultaneous transmissions. (10) LIGHTING. (a) IDENTIFICATION LIGHTS. Description: Push button and four toggles. Location: Aisle stand. Function: Identification and signaling. (b) POSITION LIGHT SWITCHES. Description: Two, three-position toggle switches. Location: Aisle stand. Function: Allows choice of BRIGHT, OFF, and DIM operation of the position lights. (c) FORMATION LIGHTS RHEOSTAT. Description: Knob. Location: Aisle stand. Function: Control illumination of the forma- tion lights. (d) LANDING LIGHT SWITCHES. Description: Two, three-position toggle switches. Location: Aisle stand. Function: Provide control of the retractable landing lights mounted in each wing. The lamps light automatically when extended and may be extended down to 85 degrees. (e) LANDING-GEAR SPOTLIGHT SWITCH. Description: Toggle switch. Location: Engineers auxiliary switch panel. Function: Provide control of the wheel well lights employed to illuminate the landing gear, when checking its extended position at night. (f) FLUORESCENT LIGHTS. Description: Knobs. Location: Bombardiers instrument panel, pilots auxiliary panel, copilots auxiliary panel, and engineers auxiliary switch panel. Function: Start and operate fluorescent lamps. Operation: A starter-rheostat controls each light and is provided with "OFF, "DIM, "ON , and "START positions. To operate, turn the knob to the "START position for approximately two seconds. Re- leasing the knob allows it to snap to the "ON position. If desired, the knob may then be turned to the "DIM position to reduce the illumination. (g) COPILOTS COMPASS LAMP RHEOSTAT. Description: Knob. Location: Copilots auxiliary panel. Function: Vary the illumination of the co- pilot's magnetic compass. (11) MISCELLANEOUS CONTROLS. (a) BATTERY SWITCH. Description: Toggle switch. Location: Engineers switch panel. Function: Disconnect the battery. This switch is wired in series with the master ignition switches, and in order to close the battery circuit the master igni- tion switches must be ON. (b) GENERATOR SWITCHES. Description: Toggle switches. Location: Engineers switch panel. Function: Provide control of the generators through the reverse current relays. (c) GENERATOR SELECTOR SWITCH. Description: Knob. Location: Engineer's instrument panel. Function: Allow choice of current and volt- age indications for the auxiliary power plant or any of the six generators of the main power plant. (d) INVERTER SELECTOR SWITCH. Description: Three-position toggle. Location: Engineers switch panel. Function: Allow choice of either of the in- verters as a source of a-c power. 30 RESTRICTED Section I Paragraphs 3-4 RESTRICTED AN 01-20EJ-1 Figure 25Generator Selector Switch (e) EMERGENCY POWER TRANSFER SWITCH. Description: Two-position toggle. Location: Battery solenoid shield near the auxil- iary power plant. Function: Transfer the battery and auxiliary power to the emergency power bus for emergency oper- ation of the landing gear, wing flaps, and bomb bay doors. (f) PITOT HEAT SWITCH. Description: Toggle switch. Location: Engineers switch panel. Function: Provide control of pitot tube heaters. (g) SURFACE DE-ICER SWITCH. Description; Toggle switch. Location; Engineers switch panel. Function: Actuation of this switch closes the air unloading valves and actuates the motor-driven dis- tributor switch, for progressive operation of the de-icer boots. (h) CAMERA SWITCH. Description: Toggle switch. Location: Bombardiers instrument panel. Function: Provide remote control of photo- graphic equipment. (i) ALARM BELL SWITCH. Description: Toggle switch. Location: Aisle stand. RESTRICTED Function: Permit the pilot to operate warn- ing bells in the aft pressurized cabin and tail gunners compartment. 4. NIGHT FLYING PROVISIONS. a. GENERAL.The following night-flying provisions have been made for the safety, convenience, and comfort of the flight personnel. In this section no mention will be made of die description, function, and location of the night flying equipment controls as that information is contained in section I, paragraph 3. b. EXTERIOR LIGHTING.Four recognition lights (one each: white, red, green, and amber) are installed in accordance with standard Army Air Force practice. Three position lights are installed; one in the forward edge of each wing tip, and one on the lower aft surface of the tail gunners compartment. A total of nine blue formation lights are located as follows: two lights on each inboard, one light on each outboard upper wing surface and three lights on the center line of the upper surface of the fuselage. A retractable-type landing light is mounted flush with the lower wing surface on the inboard end of each outboard wing. A portable signal lamp, furnished with interchangeable filters, is stowed in the upper por- tion of the left-hand side of the fuselage aft of the pilot, and is used for interplane signaling. c. INTERIOR LIGHTING.Fluorescent lights are furnished the pilot, copilot, engineer, and bombardier. Dome lights are provided as follows: two in the forward pressurized compartment, three in the aft pressurized compartment, two in the aft unpressurized compartment and four vaporproof lights in each of the two bomb bays. Table lights are furnished the bombardier, radio operator, and navigator. Extension lights are provided the bombardier, copilot, pilot, navigator, and radio oper- ator in the forward compartment, and in the aft com- partment the two side gunners and the upper gunner are also furnished these lights. Additional lights are pro- vided near the camera well in the unpressurized area and in the tail gunners compartment. Small adjustable spotlights are furnished the tail gunner, upper gunner, pilot, copilot, and navigator. In addition to the above a compass light is furnished the copilot. d. MISCELLANEOUS NIGHT-FLYING EQUIPMENT. (1) NIGHT FLYING CURTAIN.A night-flying curtain is provided which may be used to separate the pilots, copilots, bombardiers, and engineers stations from the radio operators and navigator's stations. (2) FLARES.Night flares are furnished for use with the drift recorder during night flights. 31 From RareAviation.com RESTRICTED AN 01-2OEJ-1 Section I Figure 26Radio Operator's Station 32 RESTRICTED Section I RESTRICTED AN 01-20EJ-1 Figure 27Weight and Balance Diagram RESTRICTED 33 From RareAviation.com Section II Paragraphs 1-2 RESTRICTED AN 01 -20EJ-1 1. FLIGHT RESTRICTIONS. a. This airplane must not be flown if the center of gravity is found to be less than 18 percent or more than 32 percent of the mean aerodynamic chord (MAC), If these limits are exceeded, the airplane will be unstable. Consult AN 01-1-40 for instructions in determining the center of gravity. b. The following maneuvers are prohibited: loop, dive, spin, Immelman turn, inverted flight, roll, and vertical bank. c. Observe the following air-speed restrictions: (1) Do not exceed an air speed of 390 mph below 86,000 pounds gross weight; 345 mph between 86,000 and 105,000 pounds gross weight, and 310 mph between 105,000 and 120,000 pounds gross weight. (2) Do not lower the landing gear at speeds in excess of 200 mph indicated. (3) Do not exceed 310 mph above 25,000 feet for any gross weight. (4) Do not fly the airplane in excess of 180 mph indicated with the wing flaps fully down (45 degrees) or over 220 mph with the flaps down one-half (approxi- mately 25 degrees). (5) Do not open the bomb bay doors at speeds in excess of 390 mph indicated. d. Observe the following power plant restrictions: (1) Do not exceed an engine speed of 2880 rpm. (2) Do not idle engines below 450 rpm on the ground. (3) Do not take off with cowl flaps open more than one-third (10 degrees), e. Do not take-off without flaps lowered 25 degrees as indicated. 2. PILOT S AND COPILOT'S CHECK LIST. a. BEFORE STARTING ENGINES. (1) Visual inspection of exterior of airplane. (2) Crew inspection. (3) Combat station inspection. (4) Parking brakes "ON," blocks under wheels. (5) Emergency landing-gear release. (6) Emergency bomb bay door release. (7) Emergency cabin air-pressure release. (8) Pilots overcontrol "OFF. (9) Alarm bell. (10) Engineers log. (11) Parachute. (12) Clothing. (13) Check oxygen supply pressure. (14) Life preserver. (15) Lights. b. DURING WARM-UP. (1) Engines. (2) Instrumentsuncage and check vacuum. (3) Radiocheck out command set and radio compass. (4) Throttle brakeadjust. c. BEFORE TAKE-OFF. (1) Turrets. (2) Bomb bay doors "CLOSED. (3) Flight controlsunlock and check operation visually. (4) Trim tabs "NEUTRAL. RESTRICTED 35 RESTRICTED AN 01-20EJ-1 Section II Paragraphs 2*3 (5) Hydraulic systemcheck supply and pressure. (6) Vacuum pressurecheck. (7) A.F.C.E. servo switches "OFF." (8) Engine run-up. (9) Wing flapscheck operation and set for take- off. (10) Engineer. (11) Crew. (12) Windows and hatches "CLOSED. d. EMERGENCY TAKE-OFF.If an emergency take-off is necessary before the engines are completely warmed up, it will be necessary to dilute the oil to lower its viscosity to a point where there will be no danger of the hose connections being blown loose. Check all flight controls. Be sure that the fuel boost pumps are "ON and the mixture controls are in "AUTOMATIC RICH. Set the turbosupercharger selector to "8 (47.5 inches Hg, military rated power) and propellers at 2600 rpm. e. ENGINE FAILURE DURING TAKE-OFF.If an engine fails during take-off, feather the propeller im- mediately and shut off fuel valve and mixture control. Retract landing gear as soon as possible. Use trim tabs to compensate for unbalanced condition. /. DURING FLIGHT. (1) Landing gear. (2) Power. (3) Wing flaps. g. ENGINE FAILURE DURING FLIGHT. (1) If engine failure occurs during flight, turn A.F.C.E. master switch "OFF", if it is on; close throttle and cowl flaps, cut-off mixture and shut off booster pump controls for engine affected. Feather the propeller and trim ship to correct any unbalance. A.F.C.E. master switch may then be turned on. &U/77CW Do not attempt to feather more than one pro- peller at a time as this uses exessive amounts of current. (2) If the engine will not be operated again dur- ing flight, transfer the remaining fuel to the other engines, as desired. h. BEFORE LANDING. (1) A.F.C.E. (2) Turrets. 36 (3) Engineer. (4) Stall speed. (5) Flight and engine instruments. (6) Propellers. (7) Turbosuperchargers. (8) Wing flaps. (9) Gear. (10) Trim tabs. (11) Throttle brake. i. CROSS-WIND LANDING.Landing under cross- wind and gusty conditions should be less critical for this airplane with its tricycle landing gear than with planes having the conventional type gear. However, as much caution as possible should be exercised in operating the aileron controls, trimming the ship for perfect bal- ance, and heading into the wind. Just prior to the actual landing, the airplane should be turned to head in the direction desired, and brought to a stop as promptly as conditions permit. j. EMERGENCY TAKE-OFF IF LANDING IS NOT COMPLETED.If it is necessary to effect a take-off due to an unsatisfactory landing attempt, the follow- ing procedure will be noted: Open throttles wide. Do not exceed 47.5 inches Hg. Turn propeller speed control to "INCREASE RPM. Set at approximately 2600 rpm. Do not exceed 2880 rpm. Raise landing gear. Raise wing flaps to 25 degrees. k. AFTER LANDING. (1) Wing flaps "UP. (2) Turbosupercharger. (3) Propellers. (4) Cowl flaps. (5) Parking brake "ON. (6) Radio "OFF. (7) Flight instruments "OFF. (8) Crew inspection. 3. ENGINEER S CHECK LIST. a. BEFORE STARTING ENGINES. (1) Check Form 1. (2) Check Form F, weight and balance clearance (AN-01-1-40). (3) Propellers pulled through by hand. (4) Emergency flap motor. RESTRICTED From RareAviation.com RESTRICTED AN 01-20EJ-1 (5) Parachutes. (6) Oxygen. (7) Clothing. (8) Life preserver. (9) Battery switch "ON. (10) Pilots emergency switch "ON. (11) Master switch "ON. (12) Auxiliary power plant order started and warmed up. (13) Lights. (14) Controlscheck for freedom of movement. (15) Hydraulic systemmain and emergency 1000 pounds per square inch. Emergency hydraulic system servicing valve "OFF. (16) Parking brakes "ON, blocks under wheels. (17) Cabin pressure release valve. (18) Fuel quantitycheck. (19) Oil quantitycheck. (20) Inverter switch ON, test both inverters. (21) Cowl flaps "OPEN. (22) Oil cooler shutters. (23) Intercooler shutters as necessary. (24) Propellerslow pitch. (25) Turbosupercharger. (26) Fuel valves "OPEN. (27) Mixture controls IDLE CUT-OFF. (28) Fuel boosters "ONadjust fuel boost pres- sure. (29) Fire extinguishers. (30) Magneto switch. b. DURING WARM-UP. (1) Oil pressurenose. (2) Oil pressurerear. (3) Fuel pressure. (4) Cylinder head temperature. (5) Oil temperature, (6) Wing de-icers. (7) Generator switches "ON. (8) Vacuum. Section II Paragraph 3 c. BEFORE TAKE-OFF. (1) Cabin supercharger. (2) Magneto drop. (3) Generators. (4) Cowl flaps. (5) Fuel booster, (6) Cylinder head temperature. (7) Oil pressurenose. (8) Oil pressurerear. (9) Oil temperature. d. FIRE IN NACELLE AT ENGINE START. (1) The following procedure is for fire in a single engine and controls mentioned are for the engine affect- ed. If fire is observed in a nacelle the engineer will immediately do the following: (2) Move mixture controls to "IDLE CUT-OFF. (3) Close fuel shut-off valve. (4) Stop booster pump, (5) Set fire extinguisher to engine on fire, (6) Leave cowl flaps "OPEN to allow ground crew to attempt to extinguish the fire. If no ground crew is available, or if their attempts are unsuccessful, close cowl flaps and "PULL fire extinguisher charges as directed by pilot. (7) Be sure that all used CO2 bottles are replaced before resuming operations. e. DURING FLIGHT. (1) Fuel booster pump. (2) Auxiliary power plantorder stopped after gear and flap are retracted. (3) Cowl flaps as required. (4) Intercooler shutters. (5) Oil cooler shutters. (6) Mixture. (7) Oil pressurenose. (8) Oil pressurerear. (9) Fuel pressure. (10) Cylinder head temperature. (11) Oil temperature. (12) Cabin supercharger system. (13) Log. RESTRICTED 37 RESTRICTED AN 01-20EJ-1 Section II Paragraphs 3-5 /. BEFORE LANDING. (I) Weight and center of gravity. (2 ) Auxiliary power plantorder started and warm- ed up. (3) Mixture "AUTO-RICH. (4) Fuel booster pumps "ON." (5) Oil pressurenose. (6) Oil pressurerear. (7) Oil temperature. (8) Cylinder head temperature. (9) Fuel pressure. (10) Cabin supercharger system. (II) De-icers "OFF. (12) Hydraulic systemcheck supply and pressure. (13) Magneto drop. g. AFTER LANDING. (1) Cowl flaps "OPEN. (2) Intercooler shutters. (3) Oil cooler shutters. (4) Parking brakes and blocks. (5) Oil dilution when necessary. (6) Auxiliary power plantorder that it be shut down. (7) All switches "OFF. (8) Throttle and control lock. 4. BOMBARDIER S CHECK LIST. a. BEFORE STARTING ENGINES. (1) Install sight. (2) Bombardier kit-target information and weather. (3) Bomb load. b. DURING WARM-UP. (1) Free air temperature. (2) Pressure altitude. (3) Complete preflight of sight c. BEFORE TAKE-OFF. (1) Interphone and P.D.I. (2) Clothing, oxygen, and parachute. d. DURING FLIGHT. (1) Compute altitude. (2) Set trail and disc speed. (3) Set approximate dropping angle. (4) Observe. (5) Bomb objective. e. BEFORE LANDING. (1) Overnight settings on sight. (2) Cover sight. /. AFTER FLIGHT. (1) Combat station in order. (2) Report any equipment malfunction. (3) Prepare reports. 5. NAVIGATOR'S CHECK LIST. a. DAILY. (1) Radio time tick. (2) Sextant correction. (3) Navigators kit. (4) Calibration of instruments. (5) Astrograph. (6) Astro compass. (7) Lighting system. (8) Drift meter. b. BEFORE STARTING ENGINES. (1) Mission data. (2) Precomputation. (3) Weather conditions. (4) Correct time. (5) Oxygen equipment. (6) Parachute. (7) Clothes. (8) Life preserver. (9) Interphone. c. DURING WARM-UP. (1) Navigation equipment. (2) Altimeter. (3) Time piece synchronization. (4) Flux-gate compass gyro. d. BEFORE TAKE-OFF. (1) Equipment. (2) Flux-gate compass gyro. 38 RESTRICTED From RareAviation.com Section II Paragraphs 5-7 RESTRICTED AN 01-20EJ-1 e. DURING FLIGHT. (1) Continual navigational procedure. f. BEFORE LANDING. (1) Equipment. (2) Drift meter shield. (3) Flux-gate compass gyro. g. AFTER LANDING. (1) All switches. 6. RADIO OPERATOR S CHECK LIST. a. DAILY. (1) Antennas. (2) Marker beacon. (3) Frequency meter. (4) Command set. (5) Interphone. (6) Liaison set. (7) Radio compass. (8) IFF set. (9) Radar. (10) Head sets and microphones. (11) Charts. (12) Codes. (13) Lights. b. BEFORE STARTING ENGINES. (1) Charts. (2) Codes. (3) Blinker light. (4) Antennas. (5) Head sets and microphones. (6) Frequency. c. DURING WARM-UP. (1) Receivers. (2) Transmitters. (3) Interphone. d. BEFORE TAKE-OFF. (1) IFF. e. DURING FLIGHT. (1) Transmitter (Liaison). (2) Net report. (3) Radio discipline. (4) Marker beacon. (5) Radio compass. (6) Radar. /. BEFORE LANDING. (1) Net report. (2) Trailing wire. g. AFTER LANDING. (1) All switches. 7. GUNNER'S CHECK LIST. a. DAILY. (1) Guns. (2) C. F. C. system. (3) Ammunition containers. (4) Ammunition. (5) Ammunition belt. (6) Turret domes. (7) Operation. (8) Heaters. (9) Harmonization. (10) Lights. b. BEFORE STARTING ENGINES. (1) Visual inspection. (2) Ammunition quantity. (3) Ammunition belt. (4) Sight stowage. (5) Sighting blisters. (6) Turret latches. (7) Lamps. (8) Fuses. (9) Parachute. (10) Clothing. (11) Oxygen. (12) Life preserver. (13) Exits. c. DURING WARM-UP. (1) Charge reset. (2) Turret stowage. (3) Turret domes. RESTRICTED 39 Section II Paragraph 7 (4) Sight light. d. BEFORE TAKE-OFF. (1) Taxi and take-off alert. (2) Control surfaces. (3) Landing gear. (4) Flaps. e. DURING FLIGHT (approaching combat). (1) C. F. C. system. (2) Selector switch, turrets. RESTRICTED AN 01-20EJ-1 (3) Selector switch, guns. (4) Coordination. (5) Firing. f. BEFORE LANDING. (1) Stowage of equipment. (2) Landing gear. (3) Flaps. g. AFTER LANDING. (I) All switches. 40 RESTRICTED From RareAviation.com Section III Paragraph 1 RESTRICTED AN 01-2OEJ-1 SECTION III EMERGENCY OPERATING INSTRUCTIONS 1. EMERGENCY EQUIPMENT. (For diagram showing Emergency Equipment and Exits, see figure 5.) a. PARACHUTES.The pilots, copilot's, engineer's, and navigators seats accommodate seat or back-type parachutes. It will be necessary for other members of the crew to stow their attachable parachutes so they will be quickly available. Figure 28Life Raft Pull Handle b. LIFE RAFTS.Two compartments for stowing rafts are mounted on either side of the fuselage just above the wing section. Pull handles, on either side of the for- ward entrance to the tunnel, will release the doors and COa inflation valve simultaneously. A 2 5-foot mooring line is attached to the raft and the life raft container by means of swivel snaps. c. FIRE EXTINGUISHERS.The following fire extinguishers are provided with each airplane: One type A-17 Inboard side of engineers con- trol stand. One type A-17 Rear pressure compartment, aft of auxiliary equipment panel. One type A-2 Adjacent to the aft of rear entrance door. d. DRIFT SIGNALS. Twelve drift signals are stowed under the navigators table and the drift signal chute is in the door just behind the navigator. e. FIRST-AID KITS.Two first-aid kits are supplied, one on the engineers auxiliary equipment panel and the other on the rear compartment auxiliary panel. f. HAND AXES.Of the two hand axes, one is mounted next to the fire extinguisher on the engineers control stand, and the other is mounted on the rear com- partment auxiliary panel. Figure 29Rear Compartment Auxiliary Equipment Panel RESTRICTED 41 RESTRICTED AN 01-20EJ-1 Section III Paragraphs 1-4 g. FLASHLIGHTS.Each pressurized compartment is provided with a flashlight located on the engineer's auxiliary panel and the rear compartment auxiliary panel, respectively. Figure 30Engineers Auxiliary Equipment Panel 2. EMERGENCY EXITS. a. The pilots, engineer, radio operator, navigator, and bombardier exit through the nose wheel well by means of a hatch in the floor beside the engineers station or through the bomb bay. (See figure 2.) On the surface (land or water) the engineers removable window may be used. b. The left side, the right side, and the top waist gun- ners escape through the aft bomb bay. c. The tail gunner exits through a window at his right. Any differential in pressure must be equalized with outside pressure before an exit can be made. This is accomplished by pulling the cabin pressure release handle located at the left of the pilot, or on the right side wall of the fuselage at station 646. 3. EMERGENCY OPERATION OF LANDING GEAR. a. If complete electrical failure has occurred, the auxil- iary power plant will be started and warmed up and the "EMERGENCY CIRCUIT SWITCH, on the side of the battery solenoid shield (figure 32), will be placed in "EMERGENCY position. This will feed power from the auxiliary power plant into the emergency power bus. The engineer will notify the pilot when the auxiliary power plant is warmed up. (Allow 10 minutes.) Pull the emergency landing-gear release on the pilots control stand (figure 31) to release the nacelle wheel doors and allow them to fall open. Further pulling actuates the "EMERGENCY LANDING-GEAR SWITCH, beside the pull handle, and lowers successively the nose gear, left landing gear, and right landing gear. Be sure to hold the pull handle out as far as it will go, until it is definitely determined that all landing gear is down. Check visually. b. If the main power system is functioning, but the normal landing-gear motor fuse has blown or a motor has failed, leave the "EMERGENCY CIRCUIT SWITCH (figure 32) in "NORMAL position and place the "LANDING-GEAR POWER TRANSFER SWITCH" on the pilots control stand (figure 11) in "EMER- GENCY position. This connects the main power system to the emergency power bus. Operate the emergency landing-gear release as directed above. c. The emergency motors may be used to retract the landing gear by holding the emergency gear switch (aft of the release handle) depressed in the "UP position. No means are provided for emergency retraction of the nacelle doors. 4. EMERGENCY BOMB RELEASE. a. BOMBARDIERS RELEASE AND REWIND WHEEL.A handwheel, to the left of the bombardiers seat, is used for emergency release of bombs and for rewinding the emergency system after release has been accomplished. Two and one-half turns clockwise are necessary to open the doors and release all bombs. The same number of turns in the opposite direction com- pletely rewinds the system. b. BOMB RELEASE PULL HANDLES.Two T-type cable pull handles, one on the aft end of the pilots con- trol stand, and the other at the forward bulkhead in the rear pressurized compartment, on the left side near the communication tunnel, are used for emergency release of all bombs. Approximately 30 inches of travel is nec- essary to complete the release. The pull handle operates the bomb coordinating unit which transmits the first por- tion of the pull to the bomb door emergency releases, and subsequent pull to the bomb release levers which drop the bombs unarmed. A safeguard against any bombs being released before the doors are fully opened is pro- vided by an interlock system which locks the release levers until the doors reach their open position. c. RETRACTION OF BOMB DOORS AFTER EMERGENCY RELEASE.The emergency release sys- tem allows the bomb doors to drop free from the retract- 42 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EJ-1 Section III Figure 31Pilot s Emergency Controls RESTRICTED 43 RESTRICTED AN 01-20EJ-1 Section III Paragraphs 4-8 ing screw. Reengagement of the motor drive is accom- plished by rewinding the emergency bomb control mech- anism with the bombardiers rewind wheel (two and one- half turns counterclockwise); then, electrically operating the retracting screw to the fully extended position, where it automatically engages the door mechanism. The doors may then be raised in the usual manner. 5. EMERGENCY POWER TRANSFER SWITCHES. a. A two-position toggle switclj on the battery sole- noid shield near the auxiliary power plant transfers the battery and auxiliary power to the emergency power bus for emergency operation of the landing gear, wing flaps, and bomb bay doors. Figure 32Emergency Power Transfer Switch b. A toggle switch on the pilots control stand (figure 31) disconnects power from the normal landing gear motors and connects the main power system to the emer- gency power bus, should it be desired to operate the emergency landing gear, bomb door, or wing flap motors with normal power. 6. EMERGENCY BRAKING SYSTEM. a. The emergency braking pressure accumulator is charged from the normal system by a valve on the engi- neers panel. A pressure gage and a warning light, also on the engineers panel, indicate the pressure in the sys- tem and visually warn the engineer when the pressure drops below 900 pounds per square inch. b. A manually operated dual metering valve, located on the aisle stand, is used to apply emergency pressure to the wheel brakes. The control handles provide sepa- rate brake operation but are so arranged that they may be operated simultaneously. See figures 59 and 60 for flow diagrams of emergency brake operation. 7. EMERGENCY OPERATION OF WING FLAPS. In cases of power or motor failure, the wing flaps may be operated by a portable electric motor normally stowed on the upper wing surface of the inboard wing, approxi- mately on the center line of the airplane. The motor is engaged with a torque connection on the top of the mid- wing section between the bomb bays. The electric recep- tacle is located adjacent to the torque connection. Figure 33Emergency Brake Levers &KS77CWV To operate the portable motor from the above- mentioned receptacle, either the LANDING- GEAR POWER TRANSFER SWITCH (pilots control stand) or the EMERGENCY CIRCUIT SWITCH (battery solenoid shield) must be in "EMERGENCY position. Do not lower wing flaps or fly the airplane with wing flaps full down at a speed in excess of 180 miles per hour or with the flaps half down (25 degrees) above 220 mph. 8. EMERGENCY CONTROL OF CABIN PRESSURE. a. If combat conditions are anticipated at high alti- tudes when the cabin is pressurized, the engineer, upon orders from the pilot, will relieve cabin pressure by means of the cabin pressure relief valve located under the engineers seat. Lowering of the cabin pressure differential will decrease the possibility of inside pres- sure rupturing the skin in event of shell fire. Prior to the release of cabin pressure, crew members must be cautioned to wear and adjust their oxygen masks, and if equipped with elec- trically heated suits to plug them in. Cabin pressure must be released slowly, as a fast pressure drop may cause aeroembolism or "bends." 44 RESTRICTED From RareAviation.com Section III Paragraphs 8-12 RESTRICTED AN 01-20EJ-1 b. At the lower altitudes where this danger is not present, the cabin pressure may be released very quickly. To permit rapid escape of air from the pressurized cabin and allow the pressure bulkhead doors to be opened in an emergency, pull either of the two cabin pressure re- lease handles. One is located on the pilots control stand and the other on the right side wall of the rear pressurized compartment near the forward bulkhead. Figure 34Emergency Oxygen Valve, Engineer's Station 9. EMERGENCY OXYGEN VALVES. Reference to figure 53 will show that oxygen is sup- plied by four groups of cylinders, two serving the for- ward compartment and two serving the two rear com- partments. The two groups serving the forward system Figure 35Emergency Oxygen Valve, Station 646 are interconnected by a line incorporating a valve located at the engineers station. This valve is normally closed but it may be opened in emergencies to make both groups of cylinders available to all forward com- partment regulators. The two groups of cylinders serv- ing the rear compartments are similarly interconnected through a valve located in the forward end of the pres- surized compartment. 10. EMERGENCY IGNITION CONTROL. A type C-7 ignition switch located on the pilot's aux- iliary panel and two type B-5 switches with linked tog- gles on the engineers instrument panel open the battery circuit and ground all magnetos simultaneously in emergencies. Figure 36Emergency Vacuum Shut-off Valve 11. EMERGENCY VACUUM SHUT-OFF VALVE. In the event of a de-icer shoe rupture or vacuum line failure the entire de-icing system and the camera vacuum lines may be shut off by closing the emergency vacuum shut-off valve, mounted on the navigators filing cabinet. This does not affect proper functioning of the vacuum instruments. 12. ABANDONMENT PROCEDURES. a. GENERAL. (1) WARNING SIGNALS.Three systems enable the pilot to communicate with the crew: the alarm bell RESTRICTED 45 RESTRICTED AN 01-20EJ-1 Section III Paragraph 12 system, the phone call system (with their respective switches located on the aisle stand), and the interphone system. For emergency purposes the alarm bell should be operated by the pilot in a prescribed manner thor- oughly understood by all crew members. If a commander is aboard, he will direct the pilot to give necessary signals. (2) EXITS. (See figure 5.)The engineers, pilots, and copilots individual windows and the emergency hatch above the auxiliary power plant will be used for emergency ground exit only, due to danger of being hit by propellers, wing, or horizontal stabilizer. All other indicated exits may be used for abandoning the airplane during flight. Although rapid movement may be necessary in abandoning the airplane, it must be remem- bered that care is to be exercised to avoid tear- ing of the parachute. Also, careless rushing may cause body injury to a crew member which would prevent his leaving the airplane. (3) CREW DUTIES PRIOR TO ABANDON- MENT. (a) All members will fasten parachute and then destroy equipment as designated by Army Air Forces directive. Upon directions from the pilot the bombar- dier will then release the bombs or auxiliary tanks from both bomb bays and leave the bomb doors open; the navigator will determine the airplanes geographic posi- tion; the radio operator will send out the distress signal; and the other crew members will open all doors from which an exit is to be made. The engineer will stand by for further orders from the pilot. (b) In case of fire inside the fuselage it will be necessary to keep exit doors closed until the order for abandoning the airplane is given by the pilot. The pilot, while giving the above directions and depending upon the circumstances encountered, may wish to use the overcontrol lever and maintain sole control of the air- plane. At the proper time he will direct the engineer to close the fuel shut-off valves. When this has been accomplished, the pilot will switch the "EMERGENCY IGNITION SWITCH to "OFF. If over enemy terri- tory, however, it may be advisable to leave the above switches in operating position, to increase the chances of the airplane burning when it crash lands. b. CRASH LANDINGS. (1) GENERAL.To simplify this discussion the term "crash landing will be interpreted as meaning any 46 RESTRICTED deliberate landing accomplished under emergency con- ditions, landing gear retracted or extended. It is as- sumed that no such landing will be attempted unless, in the pilots judgment, a crash landing is more advisable than parachuting. (2) DESIGN FEATURES AFFECTING CRASH LANDINGS. (a) Landing gear, in both its normal and emer- gency operation, is electrically controlled. (See figure 31.) (b) The two lower turrets extending below the fuselage will receive the force of the initial impact and may break loose and be forced up into the fuselage on any landing made while the gear is retracted. For this reason crew members are cautioned to take crash sta- tions removed from the lower turrets. This specifically applies to the navigator and radio operator whose nor- mal stations are near the critical areas. If the guns of these turrets are facing aft while making a crash land- ing the danger will be minimized. (c) The small propeller-fuselage clearance makes it necessary that inboard engines be completely stopped and propellers feathered prior to a crash landing, to avoid the possibility of a propeller blade being thrown into the forward fuselage compartment. Circumstances will dictate whether outboard engines may be shut down immediately, prior, or considerably in advance of landing. (d) The fuel shut-off valves should be CLOSED before the engines are shut down. These valves are not of the continuous duty type and require electrical power to position them. Every effort should be made to stop the auxiliary power plant if it is running, as the power generated by it is not disconnected by either the pilots or engineers emergency ignition switch or battery switch. (e) The windows and doors of the pressurized compartments are closely fitted and there may be danger of these windows and doors jamming during very severe crash landings. For this reason it is recommended that prior to landing, the pilot's and copilots windows, the pressure bulkhead door at station 834, the rear entrance door and rear escape hatch be opened and the engi- neers window removed. (f) No emergency crash stations are provided and it is recommended, as per Army Air Forces instruc- tions, that crew members parachute to safety in event trouble develops. However, if the pilot has only a small crew aboard and decides to risk a crash landing, the bombardier, radio operator, and navigator, after com- plying with the pilots orders, will go to the aft pressure From RareAviation.com RESTRICTED AN 01-20EJ-1 Section III Paragraph 12 compartment and take up crash stations there. The pilot and copilot will remain at their normal stations. Alter- nate crew members should also take crash stations in the aft pressurized compartment. (g) Every precaution must be taken to protect crew members from dislodged equipment and to pre- vent crew members being thrown against the structure. All available parachutes, blankets, mattresses, spare clothing, etc., should be used as padding to protect the crew members and safety belts should be used for addi- tional security. (3) ACTUAL LANDING.No attempt will be made to give further instructions upon landing proce- dure. Every situation is different and calls for a proce- dure based upon the particular circumstances encountered, and the success or failure of the landing will be directly proportional to the pilots evaluation of, and his skill in overcoming, the problems involved. (4) AFTER LANDING.The airplane has the following emergency equipment; (a) First-aid kit. (b) Flashlights. (c) Water jugs. (d) Hand axes. (e) Life rafts. (f) Fire extinguishers. (g) Paper cups. (h) Food locker with Army Air Forces provi- sions. (i) In addition to the above equipment, the in- dividual members of the crew may have other items aboard which will prove invaluable following a crash landing. Matches, extra clothing, bedding, portable transmitter, compass, sheath knife, food, parachute harness to be utilized as a pack harness, automatics and ammunition, cigarettes, signal flares, maps, Very pistol, extra boots, etc., should be considered as valuable aids in meeting the emergency. RESTRICTED 47 Section IV Paragraph 1 RESTRICTED AN 01-20EJ-1 1. INSTRUMENTS. 4. VACUUM-OPERATED INSTRUMENTS.Vac- uum from the engine-driven pumps operates the turn indicators and flight indicators which are provided for both pilot and copilot. A regulator in the vacuum line maintains between four and six inches Elg vacuum to the instruments. When the pressure differential between the cabin air and outside air reaches four inches Hg, which normally occurs at approximately 13,000 feet, the in- struments are automatically isolated from the vacuum system and the cabin differential pressure will continue the operation of the gyros in the instruments. A suction gage is mounted in the copilots instru- ment panel and the de-icer pressure gage is located in the engineers instrument panel. b. PITOT-STATIC INSTRUMENTS.The pitot sys- tem supplies impact pressure to the air-speed indicators. Figure 37Air-speed Tube Installation Static pressure to the altimeters, the air-speed indicators and the rate-of-climb indicators is supplied from a static source in the bomb bay. An alternate source of static pressure is provided and may be selected by either the pilot or copilot by means of valves located in their re- spective panels. c. ELECTRICALLY OPERATED GYRO INSTRU- MENTS.The turn and bank indicators, provided for both the pilot and copilot, are the only flight instru- ments which are operated electrically. d. AUTOSYN INSTRUMENTS.Pressure lines be- tween the engines and the indicators are eliminated by the use of Autosyn transmitters, located in each nacelle. Autosyn instruments include the manifold-pressure in- dicators, fuel-pressure indicators, oil-pressure indicators, and tachometers. All of these instruments are provided at the engineers station. Duplicate tachometers and manifold-pressure indicators are located in the pilots instrument panel. e. RATIOMETER INSTRUMENTS.The indicators for the fuel and oil quantity, and for the position of the intercooler valves, cowl flaps, wing flaps and landing gear are of the ratiometer type, using direct current. /. RESISTANCE BULB THERMOMETERS.Resist- ance bulb thermometers which measure the resistivity of a special alloy wire and transmit electrically to an indicator, are used for measuring cabin air, outside and oil "IN temperatures. These indicators are located in the engineers instrument panel. g. THERMOCOUPLE INSTRUMENTS.The cylin- der head temperatures are measured by thermocouples at the No. 1 cylinder in the rear bank. Indicators are provided for the engineer and pilot. h. COMPASSES.A remote compass transmitter is installed in the aft portion of the airplane, near the hori- RESTRICTED 49 From RareAviation.com RESTRICTED AN O1-2OEJ-1 Section IV Paragraphs 1-2 zontal stabilizer. This location removes the transmitter from the magnetic influence of the armor plate. Indica- tors are provided in the pilots, navigator's, and bom- bardiers instrument panels. The copilot is provided with a standard compass as an optional or alternate means of indication. Figure 38Drift Recorder DRIFT RECORDER.The navigator is provided with a drift recorder for making accurate readings of wind direction and velocity, and for calculating true ground speed. As an alternate provision, drift angles may be observed by means of the tail gunners gun sight. 2, ARMAMENT. GUNNERY EQUIPMENT. (1) GENERAL,Five remotely controlled power- operated gun turrets are provided in this airplane. (a) UPPER REAR TURRET. Location..............Station 728. Armament............Two .50-calbr machine guns. Lower limit of fire....Horizontal. (b) UPPER FORWARD TURRET. Location..................Station 177. Armament..... ..............Two .50-calbr machine guns. Lower limit of fire....21/2 degrees below horizontal. (c) LOWER REAR TURRET. Location.............Station 945. Armament...........Two ,50-caibr machine guns. Upper limit of fire.... 5 degrees above hori- zontal. (d) LOWER FORWARD TURRET. Location..............Station 192. Armament..........Two .50-calbr machine guns. Upper limit of fire.. . 5 degrees above hori- zontal. (e) TAIL TURRET. Location..........Extreme aft portion of the airplane. Armament___.........Two .50-calbr machine guns and one 20-mm cannon. Rear limits of fire___30 degree angle above and below horizontal center line and 30 de- grees right and left of vertical center line. Within these limits a pyramid-shaped area of fire is formed. Afore A 35-mm camera is located in each turret and is shock mounted in such a manner as to per- mit photographing while firing the guns. (2) DESCRIPTION. (a) UPPER TURRETS.The upper turrets are General Electric No. W8258272. Within the turrets provision has been made for ammunition boxes with a capacity of 500 rounds per gun. (b) LOWER TURRETS.The lower turrets are General Electric No. W8258273. Within the turrets pro- vision has been made for ammunition boxes with a capacity of 500 rounds per gun. (c) TAIL TURRET.The tail turret is of the airplane manufacturers design and provision has been made for ammunition boxes with a capacity of 1000 rounds for each of the two ,50-calibre guns and 125 rounds for the 20-mm cannon. (d) SIGHTS. 1. A General Electric-Bell & Howell sight is provided at each of the following stations: bombardiers station, upper gun sighting station, left-hand gunners station, right-hand gunners station, and tail gunner's station. 50 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV A- ALTIMETER B - TURN INDICATOR C- FLIGHT INDICATOR D PILOT DIRECTOR E - MANIFOLD PRESSURE INDICATOR F-MANIFOLD PRESSURE INDICATOR G- AIR SPEED INDICATOR H- TURN AND BANK I - RATE OF CLIMB J-COMPASS, REMOTE READING K- TACHOMETER L-TACHOMETER M-CLOCK N - SUCTION GAGE 0-RADIO COMPASS P-BLIND LANDING INDICATOR NOTE: THE ARRANGEMENT OF INSTRUMENTS AS INSTALLED IN THE AIRPLANE MAY NOT BE IDENTICAL WITH THAT SHOWN HERE Figure 39Pilafs Instrument Panel A-ALTIMETER D-COMPASS H-AIR SPEED INDICATOR B-TURN INDICATOR E-CLOCK I-TURN AN D BANK 0-FLIGHT INDICATOR F-FLAP POSITION INDICATOR U RATE OFCLIMB G-LANDING WHEEL LIGHTS NOTE: THE ARRANGEMENT OF INSTRUMENTS AS INSTALLED IN THE AIRPLANE MAY NOT BE IDENTICAL WITH THAT SHOWN HERE Figure 40Copilots Instrument Panel RESTRICTED 51 From RareAviation.com RESTRICTED AN 01-2OEJ-1 Section IV B-29 ill luronTIOT THIS aiMT IS IAari> OT MW TEST, TAKE-OFF LOADING CHART TACTICAL EMPTY WEIGHT INCLUDES AIRPLANE EMPTY WEIGHT 10-50 CAL. GUNS 1-2064 GUN lO-MAN CREW AT 200 LBS. EACH OIL-FULL TANKS 3N0 SAL- TOTAL TACTICAL EMPTY WEIGHT THE MINIMUM TAKEOFF DISTMtE TO CLEAR A 50 FOOT OBSTACLE WILL BE APPROXIMATELY "COO FEET. THIS DISTANCE MAY BE ATTAINED UNDER TH E FOLLOWING CONDITIONS: WEIGHT - 105.000 LBS. OR LESS POWER - TAKEOFF RATING DENSITY ALT! WOE * SEA LEVEL TAKEOFF DIRECTION - INTO WINO RUNWAY - HARO PAVEMENT FLAPS - DOWN 25 UNSTICK SPEED - MIN IHIM (TAIL SKID ON GROUND) CLIMB OUT SPEED - CLOSE TO UNSTICK SPEED BECAUSE OF THE LOW GROUND ANGLE IT WILL BE IMPOS- SIBLE TO STALL THIS AIRPLANE OFF THE GROUND. LANDING IME MINIMUM LANDING DISTANCE OVER A 50 FOOT OBSTACLE WILL BE APPROXIMATELY NOOO FEET. THIS DISTANCE NAY BE ATTAINED UNDER THE FOLLOWING CONDITIONS: GROSS WEIGHT - 105.000 LBS. OR LESS DENSITY ALTITUDE - SEA LEVEL LANDING DIRECTION - INTO WIND RUNWAY - PAVED FLAPS - FULL DO IM LANDING SPEED - LOW (3 POINT) GLIDING SPEED - CLOSE TO LANDING SPEED LBS. POWER-OFF STALLING SPEEDS BOMB LOADINGS TRUE INDICATED STALLING SPEEDS GROSS WEIGHT FLAPS UP FLAPS 26 FLAPS FULL 135 120 oh. 1 1 1 *s*. 106000 127 1 13 * annno 1 17 * 10" * 97 75000 108 95 TOTAL WEIGHT 10.000 15*. CLIMB DATA TwsT BEST w EJL Wfi GAU bra G? HU knf knr 1^1 ta? Krrr U torr lO 20 170 15 "8 2"5 170 715 21 71 350 170 550 2D ID" "SO 170 3 "0 "0 151 660 90000 M 170 1385 10 w 170 1260 7 22 120 170 1160 36 IBB 170 1030 > 53 260 170 870 21 75 350 170 600 28 105 N60B-29 OPERATING INSTRUCTIONS ON RUNUP SET 2600 RPM AND "7.5 INCHES MANIFOLD PRESSURE. gT WING FLAPS TO 25 AND COWL FLAPS FULL OPEN ("-I/2 INCH GAP). SET ELEVATOR TRIM TAB BETWEEN I /N AND I fl DIVISION NOSE DOWN. AT 2600 RPM AMD "7.5 INCHES. ACCELERATE TO 105 MPH INDICATED WITH NOSE WEEl ON GROUND. LOWER TAIL GRADUALLY AND CONTINUE ACCELERATION TO TAKEOFF SPEED OF ABOUT 120 MPH. CLIMB OVER OBSTRUCTIONS AT IMO MP.I. RETRACT LANDING GEAR AS SOON AS CONVENIENT. RETRACT FLAPS WHEN CONVENIENT ABOVE 500 FEET AT 160 MPH. DO NOT REDUCE POWER BELOW 2600 RPM AND "7.5 INCHES UNTIL FLAPS ANO GEAR ARE RETRACTED. MINIMUM SPEED FOR TW)-ENGINE CONTROL IS 130 MPH. MAKE ALL CLIMBS (EXCEPT INITIAL CLIMBS AFTER TAKEOFF) AT LM INCHES AND 170 MPH. USE 1/2 OPEN COWL FLAPS (2-1/2 INCH GAP) OR AS REQUIRED TO MAINTAIN LIMITING TEMPERATURES. TOO MUCK COWL FLAP WILL REDUCE CLIMB AND HI&1 SPEED AND WILL CAUSE WFFET1NG. BEST RATE OF CLIMB SPEED ON TWO OR THREE ENGINES IS APPROXIMATELY 160 MPH. USE FULL THROTTLE AND SET POWER WITH TURBO REGULATOR. WHEN CLIMBING ABOVE 25.000 FEET USE SOWING FLAPS. WHEN CLIMBING ABOVE 30.000 FEET USE IO WING FLAPS. LEVEL FLIGHT - USE FULL THROTTLE AND SET POWER WITH TURBO REGULATOR. COWL FLAPS CLOSED k 1/2 INCH GAP) OR SET TO PROPER CYLINDER TEMPERATURE. MIX- TURE AUTO RICH ABOVE 2100 RPM AND 21 INCHES. LONG RANGE CRUISING - MY AT 175 TO 180 MPH PILOT'S INDICATED AIRSPEED BELOW 136,000 LBS. ABOVE 105.000 LBS. FLY AT IBS TO IM MPH PILOT'S IHDICA- TED AIRSPEED. 23" Z' H.P. OR FULL THROTTLE FULL TURBO. WHICHEVER IS LESS. IF SPEED CANNOT BE OBTAINED UP TO 2000 RPM AND 28 INCHES USE HIGHER PPM'S AND RECOMMENCED MANIFOLD PRESSURES. USE AUTO LEAN MIXTURE WHEN AT OR BELOW 2100 RPM. COWL FLAPS CLOSED OR SET Tu MAINTAIN PROPER CYLINDER TEMPERATURE. REMJ RPM EVERY TWO TO THREE HOURS TO MAINTAIN DESIRED CRUISING SPEED. SET UP CONDITIONS WITH AFCE OFF. FOR LONG RANGE CLIMB. USE ABOVE CLIMB INSTRUCTIONS. WHEN CRUISING ABOVE 25.000 FEET USE 5 WING FLAPS WHEN CRUISING ABOVE 30.000 FEET USE 10 WING FLAPS. EMERGENCY OPERATION AT HIGH ALTITUDES - AtfATS VK 3352. ' MANIFOLD PRESSURE "7.5 INCHES. APPROACH - MOVE SUPERCHARGER REGULATORS TO FULL ON AND PROPELLER CONTROLS TO 2100 RPM BEFORE LANDING, INRIAL APPROACH AT 160 MPH FLAPS 25. DO NOT LOWER LANDING GEAR UNTIL SURE OF MAKING FIELD. FINAL APPROACH AT l"0 MPH WITH FULL FLAPS AT END OF RUNWAY. MAXIMUM SPEED FOR 25 FLAPS IS ISO MPH. LANDING GEAR EXTENSION TIME IS 60 SECONDS. LANDING - MAKE ALL LANDINGS WITH FULL FLAPS. FLARE AIRPLANE RAPIDLY JUST BEFORE CONTACT. LAND ON HAIN GEAR WITH TAIL LOW. OPEN SIDE WINDOWS IN LANDING TO HEAR AND HENCE AVOID SLIDING THE TIRES. TO 'SO AROUND AGAIN* USE FULL THROTTLE. FULL TURBO. ANO 2600 RPM1 RAISE GEAR AND RAISE FLAPS TO 25 BELOW ISO MPH AND 0 ABOVE ISO MPH. DRAWING NO. H-550? NXO. NO. 2KSSS 52 RESTRICTEDSection IV RESTRICTED AN 01 -20EJ-1 B-29 OPERATION CHART INSTRUCTIONS POWER 1 ovist QVSSE WISE FAJISE LONS RAMGt H FM 2600 2UOO 23*30 2203 2) 3-3 9000 AS REOUI RED MANS FOLD 17.5' 13. 5* M' 35' 31* 21* 8* o-4 -9EL0M r 2IM RPM MIXTURE WTO R*ICW AUTO 91 CH LEAN *eS AU JO DELON LEAH 2100 RPM GAL. PER HR. 11M 990 7Q7 610 431 380 TFMP. Ll- 260 232 LEVEL 215 218 218 218 2 IB us| TAS | tasI TAS TAS| T.S| s i| SEA LEVEL A-2B-J D- 2a 3 E- 210 II-233 1 -219 X- 180 195- ISO 5,000 A* 299 9-293 0-271 z- 258 H- 2*11 1 - 225 K-20S 135-190 10,000' B- Jia C- 33 I D 286 F 260 1 * 250 1 - 230 K-218 I85-I90 15 000' B - '1?6 0-31 U E - 297 F-279 1-253 X X-23*J 105-180 20,000' R-3U0 0-327 E- 306 F ? iso X X T 257 105-190 25,000 U-351 U- 336 -319 G JW# X 1 S-2P0 166- IX) 30.000* 361 D- 3ILA x X X X 0-306 195-ISO -i 11 SEA LEVEL A- 291 8-211 Q- 2B7 t- 263 II- 237 1 -227 i 178 175-180 5, COO* A- 3D3 M- >33 0-279 F-7AU 1 - 2**0 .I-7M L-*2I .75-160 1 0 ODD 0-317 C-30? E- 292 F-27fi 1 - .1-211 .-206 176- IBS 15.000* E 332 C* 320 E-304 F-287 J - 266 K- 252 L 221 175-190 20,000' 3* 3N5 D-33U 210 G- 298 X- 279 K* 258 L 213 175-ISO 25.003' C-360 D- 3U7 F- 331 G-309 X X K-265 !>- IB-3 33.000' C-372 0- 3flO F- ja | X X X S-20 179-IBO !| SEA LEVEL A - 29*1 8- 23H 0-27 | F-258 1 -2N3 L- 232 H- 17S 175- 180 5.000' A- HOD 9-297 0-F03 F 2Q0 1 *255 K - 2U1 M-I9I 175- luO 19.000* fr-322 D- 325 E-297 G- 295 J 226 - 253 H-206 176- tgO il-224 175-180 20.000 C-350 D- 310 F- 322 G- 307 L 290 L - 271 M-213 175-190 35.000* r _ -1 a ? D- 3AU F- >11*1 tJUJl L-301 X M-265 175-180 30,030 igsa M a..* *.n X X <-0 175-180 WARM IH Gt MILITARY POnR |S LIMITED TO 5 Hl MUTES UNDER NORMAL CONDITIONS. 1. use these charts to determine range, OPERATING CONDITIONS, AHO AVERAGE Al R* 2. ENTER RANGE CHART A" GALLONS 0 FUEL A.A, LAliLk AHO SO TO COLUMN CONTAINING RAMGE DESIRED. READ LETTER AT TOP OF TtIS COLUMN OPPOSITE "EADV'ND CONDITION. 3. ENTER OPERATION CHART AT RElG'IT OF AIR- PLANE (HEAVY, AVERAGE. DR LlGHTl- DESIRED RAMGE CAN SE ACCOMPLISHED BY OPERATING v| TH PONES CONDITION AN'O AL H TUBE INDICATED nhEREVER RANGE LETTER APPEARS. IF DESIRED RANGE LETTER COES NOT APPEAR USE NEXT HIGHEST LETTER 1* OPERATION IS (lTwH A- AMD i - NOTE IN THE RANtE CHART SE TN A' anD 'M' 1HE HIGHER THE LETTER THE GREATER THE SAW, LETTERS 'O'. 'S' AND 'T* ARE FDR A SPEC'AL CASE OF LONG RANGE CRUISING. M. ENGINE OPERATION NECESSARY TO ACHIEVE DESIRED RANGE *S INDICATED As fhE TOP i)F EACH COLUMN OF THE OPERATION CHART. 4. *' In BLANK SPACE OH OPERATION CHART INDICATES POWER CONDITION NOT SATIS- FACTORY FOR FLIGHT AT SPECIFIED WEIGHT AND ALTITUDE. HM.| (ETVR|VU TO #A$t| MA MJiHD.......................... 550 NAUIICIL MILLS UR, tEMA<)NG __________ I,DM GALLONS TII1HT ALTITUDE________________IS.MO FEET AIULMT IW ESTIMATE# At . 8T.0W LBS. NS '< UN RA>L CHI**. BPOStTE IDOO HALLSMS RCA} SAS NAUTICAL NILES U,SES LETTER *L* FOR tflD*lC IN OPEA'IO5 CHART AT LIQAT wflilNT AHb 30,000 FAIT *L* DOES NOT IFPIH MO THERE IS *0 LETTLI HliHLA AM 'L'l HO REFER *L* ARREARS AT ,W0 FELT AT JIM RPM JI INCHES HP. THEREFORE.FLIOHT RUST 8! WADE AT tS.DOfl FEET OR LONER. Fiji OREATIB RESER,E FLY AT cS'SITIO' WHERE LETTER H' appears. NOTE; ALL INFORMATION ON TH IK CHART EXCEPT SEA LEVEL SPEEDS IS FRE11HI HART MO HAS NOT SEEM FLIGHT CHECKED, R AIDE FS| PED............ f, MO MIA E3 ............ Fl Ifl.T ALTITUM . ____________...... . . 15,000 FEET EA'Y NCIOH APPWJ. ................ . '2V.0W IBS. OtSI swtto............ wo 10 iftSVrlj. LU TEA OPEtAllON CHART At *EA|Y VEiuHT, IS.OOa FEET ALTItJQE. AT ZSOO FPM ' UP LETTER 5' APPEARS, LU4> TRUE AIRJPUJ IS LOT HP-, I TvS Fl I ONT TI Ml NlU- BE IPPWllNATEir - NOURS. ENTER RAABE CART UWOIR M HEARN I v tORDITIM AT COLUMA *E . REAOIAU D0< COiUHH *', US I P< C- NAH SI IS SEEN TO REQUIRE 4 100 HALLOAS FUEL. 'ROM CLIMB eART 330 OALIONS ARf REQUIRED FOR QI INI ALLOW I HI 70 UM.LB-3 FOR WAH'J* AH, FAltOFf FF DIAL IU1L RE- QUIRED MILL Pt -tWO OALLONS. FAOH TF lOAOlNO CHART I* is ,110 THAT ^PRoAI-AlLLY 10.500 LBS. O' chONHE. *U..II1I,H, Ec.. CAN Bl CAPRI EC WITHOUT UtlLPIHS 130.000 LBS. 1U0SS wLI 6"I IF 1500 Lts. OF AkhumI T |Qa Amu Hl ACLi.LAAI OUS EQUIPMENT ARE CAMAll.il. UIS HILL LlArt I5.o LOS. AVAILABLE FOR LSAMPLE: (RETURN I Hi TO -ASF) FAROE OESHIO________________ 500 NAUTICAL MILLS FUEL AiHAHlMU ... .,QS CALLOUS flijat utitudi .................rs.000 feet OBJECT I Ft NiAfi; AU WmBS ilwPPtD AIRPIANF OQmT fSTlHATFC AT A5.* LBS. |LIT NLiOhT} HiADwINO 35 WH-ESTIMATED I1 Dl DESIRES C M'SSIO, CAM ruuPLlTIB. IJT ORt A TEN RtftRTt UM CONDITION APPEAR. USE FOR LONGER PERIODS IN EMERGENCY ONL*. FUEL QUJWtl TIES ARE IN 1. S. GAL RANGES ARE 5 TO IOS CONSERVATIVE (i? u. s. SAA. = 10 IMP. GAL , B-29 RANGE CHART VERT 1 CAL NUMBERS RAF NL'NJ/RJ ARE STATUTE MILES 631 82'JHCtl. nites Z NO WIND A B c D E F G H 1 J K L M 2 s T NO WIND 5 z F(T| OF T A S u c Q F R u 1 J u L II .2 .. L I 13 A OF T. A. i. s Mt 6f T t. s. c Q F F E u 1 J < 1 u _4__ r 20 A jF T. I. S. 301 f T A. 5. 5 f r (J M I J K L H 0 s 33B OF r. A. S. CT 203 5 w SO ii z j M 0 ' 1? #5 M ' 95 [20 130 [JO 50 55 60 65 io 80 80 200 100 95 105 too >23 (JO u? tI2 IM 2J0 230 r 5*' 223 240 270 235 MO 85 os W [30 w >60 (55 100 600 < / 1.5 >75 180 f 200 250 2S0 320 ..... 260 MO 320 353 100 360 IS I4U >95 240 600 800 r it' 210 230 260 230 YD! 3W 410 3 380 43 S <80 530 wo fss fjj 2W 2SS 293 330 >50 S30 1000 2MC 3W 25? ^20 340 MO 683 533 5 175 wo 5W 60S 6j? 740 235 300 350 330 320 360 450 1000 1200 280 350 N f 37S 470 500 555 m 520 3M 355 #?S MO 890 300 333 370 jfO <60 4 <0 *?? 1200 1100 373 503 530 538 ??,? 50 Oj? 20 KUO 760 760 1087 TH FZI [ 3<3 483 1660 'TOO 5/0 n? 820 290 723 tote 2U3D 2600 630 690 1053 430 MO t02lT ! , z.,1 ISO aso 80S 2070 7M fgj "300 Tla J230 f 1 go 2600 2800 sao A r,j 030 >20 jO.M ift^J MO 553 72O 1230 1433 [ MO [7 [960 800 wo MO 1'00 220 350 1310 2830 30 (M 800 083 sso 1220 1350 500 430 'MO [530 [700 [MO [[M 870 870 >080 [ 2^ [ 330 [430 [050 3000 3200 #70 wo 8 >050 1300 1220 ^0 L55C rrr? t?#0 [640 [833 2033 22^0 9 060 id;o [333 tt50 [too [7SS 3200 E 3100 0S0 ; '020 S70 toso t2(0 1340 Jg MO 1920 IHC .' 5 io [853 1380 203C 020 H30 [260 f j to * 15? (5?? [920 3400 Z, 3500 m 873 >M0 k0D0 320 1^70 630 15/0 fxl? 2230 IMS f #20 2M0 23^0 2560 ok to#? 350 (JOO [670 t Jt? 2350 3600 . 3800 820 '020 KAg >2M 103 550 730 M Ml, 230 ; n 5 > TOO [880 2200 24^ 2720 1020 MO 1256 >600 ill? [870 2200 3800 - J 1000 M 164*1 13W 1 >i> |M0 1820 2820 WM0 2130 I5W r 753 (DNS 2150 >M0 tJ20 ^3M 2590 2M0 1010 I20G [540 [70 tJ50 f#3? 2040 1300 3 1208 'rlfl ffJtC T77D 720 '#45 UAD 2360 2620 880 22<0 2W0 2730 3030 320 12 to [630 137? 22M 2M0 4200 " 4100 107 a >320 1160 1620 B3 1 74 n 2230 2470 27 SO 2>00 7 a 20 rsvo 2800 3200 [40 550 >730 >820 2M 2 jP 2630 4400 M 1600 .Jo (flit? (030 z?, 2130 2330 7250 753? 2200 2450 2720 3020 3360 [480 [643 [ 930 2030 2260 21 tO 2700 000 480G 107,7 3 >250 >E X S3 8W u?o 2440 iU2S 2360 rs 29'0 3240 5200 (Lunn 5100 3 |2 JO t470 ojo 20J0 22^0 2M0 2760 3060 3400 22 tO 7550 3250 3620 [800 2220 2470 2740 MX> 3300 5400 Ull UL.> 5000 1370 ]620 I6O IMO 2000 2320 2M0 260 380 3540 2740 3050 30 3770 [MO 2320 2580 2860 7/#0 3540 5603 (BUB ul 58 Ml (J70 I7M 1850 litO 2090 2320 2870 3300 3070 7,7? 380 3530 J40? [970 24 2700 ^SOO 277^1 3^00 5330 6000 iwo uw 1820 2020 2250 24M 3080 3420 *00 2870 33M 3670 MM 2050 2280 2530 2440 2/f? 3470 M6S SODS 6200 1 433 IWO SSO 2080 2320 2M0 2810 ?#** 3M0 3833 3080 3120 3000 <230 2^30 2370 26 M30 3200 M20 4620 620-9 6100 580 >720 18mQ 2^60 2400 2670 2860 3280 3650 ^050 3200 3560 MM IMO 2220 2470 2740 MOO 3380 3760 3630 0400 6600 lIw J 5 7fl 1 7 FC 2233 24S0 2750 3050 3400 3 V 0 <0 ?#7fl 3680 3S6O 4590 23 [0 2570 AM 2250 JOBfl 3390 4350 6600 H4INS + 1 ASUS 6900 2070 2300 2560 2840 7 Pl 1? JOfG <330 2990 MIO <210 4'7,1? 20 2660 2860 J##? 3660 W60 w? 6800 7000 f Irrt 1820 ?jMWA 7S/S 2610 2330 32 3620 14 g(f 353 3950 4300 1883 2480 2760 2960 3790 *#i? 7000 7200 'YflO MO 2200 213? 2720 3020 3350 3720 7 4j? WOO 3570 4080 194? MW 2570 2860 2/60 353S 3820 4360 4840 7200 7100 *830 10 22W 2520 row 3464 3810 1260 1740 3800 4220 4590 9210 MSP 3280 3650 357? 3820 <350 7100 7600 1890 2100 2330 2W0 2M3 36 3550 M50 4380 4370 W20 l.JO 5380 279 3060 3100 3780 4200 4670 JJ?? 7600 7800 > g Jrj 2300 2650 850 3270 3630 w 4480 4880 14 71? 4460 4850 5503 74 7C J/30 3i60 3330 4270 4750 5280 7800 MOO I8O 2200 2110 UM 3320 3350 1210 14 4.0 W 74 ID 4080 4550 5060 5620 2840 3J&3 3520 3390 J773 jfi? 537 0 8000 bJIb3!1#? (Bea Gt.t DRAVISO NO:nlA-550B RESTRICTED 53 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV WARNING LIGHT RED A - ALTIMETER B - COMPASS, REMOTE READING C- CLOCK D - AIR SPEED INDICATOR Figure 41Bombardiers instrument Panel 54 RESTRICTED Section IV RESTRICTED AN 01-20EJ-1 A - ALTIMETER B - COMPASS C - AIR SPEED INDICATOR D - CLOCK Figure FIXED INSTR. PANEL Figure 42Navigator's instrument Panel 43Engineer's Instrument Panel RESTRICTED 55 From RareAviation.com Ml O' WARNING BEFORE TAKE OFF OR LANDING GUNS OF TAIL TURRET AND BOTH LOWER RESTRICTED SELECTOR SWITCH BOX PRIMARY CIRCUITS ALL GUNS UPPER GUNNER'S SIGHT E> BOMBARDIER GUNNER'S SIGHT TAIL GUNNER'S SIGHT RIGHT SIDE GUNNER'S SIGHT CONTROLS BOTH UPPER TURRETS CONTROLS LOWER FORWARD TURRET CONTROLS TAIL TURRET CONTROLS LOWER REAR TURRET AS DESIRED LEFT RIGHT LEFT RIGHT LOWER FWD. CONTROL LOWER REftR CONTROL LEFT RIGHT TAIL CONTROL LEFT SIDE GUNNER'S SIGHT CONTROLS LOWER REAR TURRET AS DESIRED ON PEDESTAL OF UPPER GUNNER'S SEAT ACCESSIBLE TO BOTH SIDE GUNNERS Section IV RESTRICTED AN 01-20EJ-1 SECONDARY CIRCUITS-LOWER AND TAIL GUNS ONLY IS! WHEN AND GUNNERS LEAVE ACTION SWITCHES OPEN EITHER OR GUNNERS CAN TAKE OVER CONTROL BY MEANS OF SWITCHES ON SELECTOR BOX-----SEE DETAIL Figure 44Turret Control System Section IV Paragraph 2 RESTRICTED AN 01 -20EJ-1 Figure 45Top Gunner's Sight camera, computer, and guns; also, provide the only con- trol of the upper turrets. 2, SIDE GUNNERS.Through switches pro- vided at their stations, the side gunners have primary control of the lower rear turret and secondary control of the lower front turret and tail turret. Only one sight can be in control of a given turret at any one time. 2. These sights control the horizontal and ver- tical movement of the turrets by means of electrical cir- cuits, When the target is completely enclosed within a reflected circle of light, the guns are in range. The diameter of this circle is varied by adjusting the range finder control. 3. The gunner may position the sight by use of the control knobs on the sights. A thumb controlled trigger is found slightly above each of the two control knobs on each sight, and both guns are fired simulta- neously by either one or both of these triggers. An action switch at the left-hand control knob must be kept closed to retain control of the turret being operated. (e) CONTROL AND SWITCH BOXES. 7. TOP GUNNER.Control over either or both of the upper turrets is provided for by a switch box located aft of the gun sight at station 683. Switches contained herein turn on the power and operate the Figure 47Bombardiers Gun Sight Figure 46Side Gunner's Sight 3. BOMBARDIER.Primary control of the lower forward turret is afforded the bombardier through the front sighting station. No secondary control of other turrets is possible for this station. When not in use the bombardiers turret sight may be swung to one side of its hinged bracket. MWWMr GUNS OF THE LOWER FORWARD TUR- RET MUST BE FACING AFT DURING RAISING OR LOWERING OF THE LAND- ING GEAR. Warning lights on the pilots in- strument panel illumine if the turrets are not correctly positioned. 4. TAIL GUNNERS.Primary control of the tail turret is afforded at the tail gunners sighting station but no secondary control of other turrets is possible from this station. Switches allow use of the cannon, machine guns, and camera as desired. RESTRICTED 57 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraph 2 (f) REPLENISHING AMMUNITION. The upper and lower turrets may be reloaded whenever the airplane is not pressurized, but the tail turret, since it is reloaded from the outside, can only be serviced while on the ground. (3) OPERATION PROCEDURE. (a) TRAVERSE.-Both upper and lower turrets have a horizontal traverse of 360 degrees and may be elevated to 90 degrees from horizontal. These turrets are equipped with cam-controlled cut-off switches which protect the airplane from its own fire. The tail turret is equipped with cut-off switches and mechanical stops which limit its vertical and horizontal movement to 30 degrees each side of centered position. (b) CONTROL OF GUNS.Control of a turret is accomplished by turning "ON the turret power switch and slightly rotating the sight to energize the amplidyne generators. The turret is then under the full control of the operator and may be positioned as desired. (c) SEATING ARRANGEMENT. 1. The bombardier is seated at his regular station. 2. The tail gunner is seated just behind the armor plate pressure bulkhead door at station 1110. 3. The side gunners, one on the left and one on the right side of the airplane, sit facing aft, and have a 180-degree horizontal traverse with a converging angle of vision below the airplane. 4. The top gunner sits on a swivel-type stool, the base of which contains slip rings to convey current from the power lines to the sight. The sight may be moved 60 degrees on the horizontal without swiveling the stool but further traverse of the sight without a corresponding rotation of the stool will break the elec- trical conduit. (d) ARMOR PLATE.Protective armor plate is provided as follows: The pilot and copilot each have a panel behind their seats, and the radio operator and navigator are protected by panels installed on each side of the pressure bulkhead door on the aft side of bulk- head 218. There is a full bulkhead, including door, at station 706 to protect the two side gunners and upper gunner, and the computer mechanism is protected on the aft, right, and left sides. The tail gunner is protected by an armor bulkhead at station 1144 and bulletproof glass on three sides of his head. Armor is also installed on three sides of the tail gunners sighting mechanism. b. BOMBING EQUIPMENT. (1) GENERAL. (a) The two bomb bays are located fore and aft of the wing center station and are separated from the forward and aft main pressurized areas by bulkheads at stations 218 and 646. The bomb doors may be opened at any altitude without affecting the pressurized condi- tion of the airplane; therefore, bombing from extreme altitudes is possible. (b) Entrance to the bomb bays during flight is through the pressure bulkhead doors to the catwalks, which extend down both sides of each bay. Exit from the pressurized compartments during high altitude flight can be accomplished only by releasing cabin pressure. (c) The bomb racks, equipped with B-7 and D-6 shackles, are of six sizes for various bomb loading con- ditions. These racks are attached co the bomb rack sup- ports and the catwalk by means of quick acting pins. (d) The bombardier opens the bomb doors and releases the bombs by means of controls on his control stand. (See figure 22.) Figure 48Bomb Rack Attachment Pin (2) BOMBARDIERS CONTROL PANEL.The bombardiers control panel is located on the side wall at the left of the bombardiers station and provides in- struments and controls as follows: altimeter, air-speed indicator, clock, remote reading compass, bomb interval release, bomb formation lamp switch, extension lamp and switch, fluorescent lamp control, camera switch, 58 RESTRICTED Section IV Paragraph 2 RESTRICTED AN 01 -20EJ-1 bomb door indicator light, bomb group selector switches, and the selective-train switch with its indicator light. The bomb interval release may be turned on by placing the selective-train switch in the "SELECTIVE position; or, if train release is desired, the train release indicator dial (number of bombs) must be displaced from zero. (3) BOMB DOOR AND RACK CONTROL. (a) The bombardier is provided with two con- trol levers to control the doors and bomb racks, and an emergency release and rewind wheel is installed for use in event of malfunctioning of the control levers. (b) The bomb door control lever operates switches which control the bomb door retracting motor and has two positions, "OPEN and "CLOSED. This lever may be operated independently of the bomb re- lease control, but the bomb release lever is designed so that.it cannot be placed in the "SALVO position with- out first engaging the bomb door control lever to open the bomb doors. The release lever has three positions as follows: 1. LOCK.In the bomb "LOCKED position the bomb racks are locked against any release of bombs except by means of the emergency release levers and wheel. 2. SELECTIVE.In this position the bomb racks are prepared for single release by manual opera- tion of the bombardiers release switch or by automatic operation through the bomb interval release. 3. SALVO.In the "SALVO position the bombs are all released simultaneously and unarmed. (4) BOMB CONTROL. (a) Bombs may be released electrically or me- chanically. The normal operation is by electric control which provides either automatic or manual control for individual release of the bombs, and release may be accomplished as selective or train bombing. Mechanical control is always salvo, in that bombs are released in emergency by either of the two emergency release levers (pilots control stand and station 646 bulkhead), or by the bombardier's emergency release and rewind control. These systems are independent of the electrical system and are coordinated by the bomb control unit. (b) BOMB COORDINATING UNIT. The bomb control unit is located on the upper surface of the center wing section and coordinates the bomb release systems. (5) BOMB RACKS. (a) All bomb racks are of the web-type construc- tion and are interchangeable between bays on the same side of the bomb bay. Eight side racks for the 1000- pound bombs, four side racks for the 1600-, 2000-, and 4000-pound bombs, four center racks for 100- and 300- pound bombs and four center racks for the 500-pound bombs are provided with each airplane. (b) BOMB LOADING. To load the bomb racks the bombardiers control lever must be in the "SELECTIVE position. The type A-2 bomb release units may then be plugged into each active bomb station to be loaded. After attaching the release unit, return the bombardiers control lever to "LOCK position to prevent possibility of an accidental release. /Vote The release units are held into position on the tacks by fasteners, as illustrated. To attach the units to the rack the plungers (two per release unit) are pressed by hand into the proper holes on the bomb rack and the small pawls checked. To release, it is only necessary to insert a small diameter rod into the center hole of the clip. This drops the pawls and allows the unit to be removed. (c) Install the bomb shackles on the bombs and with the aid of the bomb hoisting mechanism proceed to load the stations. (6) BOMB DOORS. (a) The two doors in each bomb bay are oper- ated by means of motor-driven retracting screws, two at each end of the bomb bay. Power for this mechanism is furnished through central gear boxes to which the retracting screws attach. Torque is applied to the oper- ating shaft extending between the gear boxes, from electrically driven motor units mounted in the aft right- hand side of the forward bomb bay, and in the forward right-hand side of the rear bomb bay within the cat- walks. (b) The emergency release system opens the doors directly by means of a cable from the bomb con- trol unit to a pulley on the lower end of the bomb door retracting screw. The pulley operates a cam which forces the two followers apart and allows the lower portion of the mechanism to drop free from the screw. Reengagement of the motor drive is accomplished by rewinding the emergency bomb control mechanism with the bombardiers rewind control for resetting, then electrically operating the retracting screw to the fully extended position, where it automatically engages with 59 RESTRICTED From RareAviation.com 7 RESTRICTED AN 01 -20EJ-1 Section IV TOTAL LOAD - 56 BOMBS TOTAL LOAD - 40 BOMBS TOTAL LOAD 12 BOMBS FORWARD BOMB BAY 40 BOMBS FORWARD IN BAY RACK 5TA GLIDE CLIMB ANGLE ANGLE 1 a 4 I ----- 38 4 - SO 4* . 3 22 * --- 22 4 4 ---15 * --- 3 4* 6 -- 10 ' ----47 4 - S --------- 6 " 25 4 * . 10 4 * --- 12 4 . Il 2 4' 7 *4 2 a 3 I 16 4*SO 4 . 2 12 46 4* AFT IN BAY k a 4 I Sv 434 4* , 3 --- 60 4 *- 20 4 4 --- 54 ^4*-- 14 4 * . 6 --- 48 H*--- 10 ' . e --- 43 Mt '- 7 * 10.--38 ---- 4 * . Ik --34 4 *-- 2 4 2 a 3 I 49 V 16 4* . 2 --26 4 *-- 12 4* . 4 ic Mt * s Mr* REAR BOMB BAY ------- 40 BOMBS FORWARD IN BAY 1 B 4 I --- 37 4*--- 70 4 . 3 21 4--- 62 . 4 15 ----56 . 6 10 * ---SO . 8 6 4 *--44 4 . || 2 4*--- 35 4* 2 a 3 1 17 4 SO 4 . 2 13 4*--- 2 7 4 FORWARD BOMB BAY 28 BOMBSFORWARD IN BAY RACK S 10 38 4* 4 2 a 3 1 48 '4* 16 4 - 3 20 II 'A REAR BOM0 BAY p R BOMBSFORWARD IN BAY 1 a 4 I 40 68 4 3 2 2 4 60 4 5 12 4* 52 ' - 8 7 44 - 10 4 38 4 2 a 3 I IT V,- 46 * - 3 k. 4* 19 4* AFT IN BAY 1 a 4 i 46 4* 41 - 3 21 * 22 4 5 9 4 >2 '4 8 44 4* 6 It* kO 2 1 * 3 4 2 a 3 1 52 17 " 3 45 II FORWARD BOMB BAY 20 BOMBSFORWARD 1 a 4 5 5 1 1 1 1 1 1 rnm ii i r r r 17 4 0 47 4 40 '4 k a 4 5 - O -* * w II Illi 63 4 53 4* 45 37 4 17 4 19 s4* 9 '4 4 4 4 11 4* REAR BOMB BAY BOMBSFORWARD 5 N _ ~ -4 A M " II Illi .1.1.1 1 LI F z - * - "> 65 S3 4 '7 Yt AFT IN 1 a 4 5 Illi II N K 2 CM J 1.1 1 LI 9 4 I k 4 5 4 FORWARD BOMB BAY- 6 BOMBS RACK STA. GLIDE ClIMB ANGLE ANGLE REAR BOMB BAY------- BOMBS I a 4 2 59 4*-33 4* 5 - 44 '4* IS 4* . S 33 4* 8 4* I NOTE || FOR MAXIMUM ALLOWABLE AIR SPEED UNDER ALL CONDITIONS OF LOAD AND ALTITUDE SEE AIR SPEED INDICATOR. UNDER NO CONDITIONS SHALL THE MAX- IMUM ALLOWABLE INDICATED AIR SPEED BE EXCEEDED. ANGLES SHOWN ALLOW IO" FOR SAFETY. HOWEVER, UNDER PERFECTLY SMOOTH FLYING CONDITIONS IF IN THE AIR- PLANE COMMANDER'S OPINION CONDITIONS WARRANT IT, THESE GIVEN ANGLES MAY BE EX- CEEDED BY NOT MORE THAN 5" THE GLIDE OR CLIMB ANGLE IS THE ANGLE INCLUDED BE- TWEEN THE EARTH'S SURFACE AND THE FUSELAGE CENTERLINE. * FOUR STATIONS ONLY ON RACK 6 AFT IN BAY 1 a 4 I --SO 4*- 42 4* . 3 22 4*-23 * - 413 l4* 15 4* . 8 -- 25 4- 6 4* . 10 -- 12 4*- 3 4 * . Ik -- 7 Mt*- 2 * 2 a 3 I 5i 4 17 * . 2 --47 - 12 4" . 442 4---- 9 '4 THE ANGLES LISTED IN -THE TABULATION ARE THE MAX- IMUM AT WHICH BOMBS MAY BE RELEASED WITH 10* CLEARANCE MAINTAINED IN THE BOMB BAY. TOTAL LOAD - >2 BOMBS FORWARD BOMB BAYRACK sta. glide climq ang LE ANGLE 6 a 7 1 46 43 4 6 2 26 4* 27 7 3 26 4 27 " 6 4 17 4* 19 4* 7 5 17 4* 19 4* REAR BOMB BAY. 6 BOMBS 6 a 7 1 47 47 4 6 2 26 4* 29 7 3 26 4* 29 6 4 17 4* 20 4 7 5 17 4 20 4* Figure 49Bomb Fixation Chart (Overload) 60 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV ----------------------------- NOTE ------------------------------ FOR MAXIMUM ALLOWABLE AIR SPEED UNDER ALL CONDITIONS OF LOAD AND ALTITUDE SEE AIR SPEED INDICATOR . UNDER NO CONDITIONS SHALL THE MAXIMUM ALLOWABLE INDICATED AIR SPEED BE EXCEEDED. ANGLES SHOWN ALLOW 10 FOR SAFETY. HOWEVER, UNDER PERFECTLY SMOOTH FLYING CONDITIONS IF IN THE AIRPLANE COMMANDER'S OPINION CONDITIONS WARRANT IT, THESE GIVEN ANGLES MAY NOT BE EXCEEDED BY MORE THAN 5. THE GLIDE OR CLIMB ANGLE IS THE ANGLE INCLUDED BETWEEN THE EARTH'S SURFACE AND THE FUSELAGE CENTERLINE . THE ANGLES LISTED IN THE TABULATION ARE MAXIMUM AT WHICH BOMBS MAY BE RELEASED WITH A 10 CLEARANCE MAINTAINED IN THE BOMB BAY. Figure 50Bomb Fixation Chart (Normal Load) RESTRICTED 61 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraphs 2-3 Figure 5!Release Unit Fastener the terminal at the end of the rod within the screw mechanism. The doors may then be raised in the usual manner. (c) A mechanical lock, operated by the right- hand door in the forward bomb bay and the left-hand door in the rear bomb bay, prevents use of the bomb re- lease mechanism until the doors are in the "OPEN position, thus preventing inadvertent release of bombs when the doors are closed. A bomb door safety switch is attached to each bomb door and prevents the use of the electrical bomb release circuit until the doors are fully open. (d) EMERGENCY RELEASE HANDLES. The emergency release handles are located as follows: one to the left of the pilot and the other aft of pressure bulkhead 646. One pull on the release handle will open the bomb doors and release the bombs unarmed. The slack cable is rewound by the bombardiers emergency release and rewind control wheel, on the bombardier s control stand. 3. OXYGEN SYSTEM. a. GENERAL.Two separate low-pressure oxygen systems, operating at a maximum pressure of 450 pounds per square inch are provided; one supplying the for- ward pressurized compartment and the other supplying the rear pressurized compartment and tail gunner. The 12 bottles which supply both systems are the G-l low- pressure type, and are located under the wing center section between the bomb bays. A two-way check valve is located at the outlet of each cylinder to prevent loss of the complete oxygen supply due to damage of an individual cylinder. b. FORWARD COMPARTMENT SYSTEM.The forward system consists of seven cylinders, subdivided into two systems. One of these systems consists of four cylinders supplying oxygen to the navigator, pilot, and bombardier. The remaining three cylinders serve the radio operator, engineer, and copilot. The distribution lines of the forward system are interconnected by a line incorporating a valve, located at the engineers station. This valve is normally closed. c. REAR COMPARTMENT SYSTEM.The rear compartment system, which is subdivided into two sys- tems, is fed by five cylinders, two of which supply the left side sighting station and two relief crew stations. The other three cylinders serve the right side sighting station, the top sighting station, two relief crew stations and the tail gunners station. The shut-off valve beween the two systems is located in the forward end of the aft pressurized compartment. In addition to this valve there is also a shut-off valve, located on the right-hand side wall near the rear pressure bulkhead at station 834, which closes the line to the tail gunners compartment. d. REGULATOR PANELS.Regulator panels are provided at 14 crew stations throughout the ship. Pro- visions for two crew members more than the alternate crew of 12 are made. The equipment mounted on each regulator panel consists of an A-12 demand-type regu- lator, a K-l oxygen pressure gage, a warning light and a type A-3 flow indicator. The panels are located conven- ient to each crew members station throughout the air- plane. The panel for the upper rear sighting station is mounted on the back of the swivel seat, and the oxygen line is brought up through the center post of the seat assembly and attached to the regulator panel through a swivel joint. Figure 52Typical Oxygen Regulator Panel 62 RESTRICTED RareAviation.com o OXYGEN OUTLETS OXYGEN UNITS TYPE I - BOMBARDIER 2- PI LOT 3- CO-PILOT 4- NAVIGATOR 5- ENGINEER 6- RADIO OPERATOR 7- UPPER GUN SIGHTING STA. 8- L.H. GUN SIGHTING STA. 9- R.H. GUN SIGHTING STA. 10- RELIEF CREW I I-RELIEF CREW 12- TAIL GUNNER A-PRESSURE GAGE-DIAL K-l B-OXYGEN FLOW IND.-BLINKER A-3 C-OXYGEN REGULATOR A-12 D-PORTABLE RECHARGER-CONNECTION E-PRESSURE SIGNAL G-l F-CHECK VALVE l-STYLE A G-SHUTOFF VALVE 1-STYLE A H-CHECK VALVE-DOUBLE l-STYLE D I- CHECK VALVE-TRIPLE l-STYLE E J - CHECK VALVE-DUAL G-l K- OXYGEN CYLINDER L- ADAPTER - BRITISH G-l ----COLOR SYMBOLS------- TO OUTLET oeo MBM TO OUTLET 0GS WWW, TO OUTLET mb TO OUTLET 0000 FILLER LINE NOTES 2100 CU. IN. INTERNAL VOLUME OF TYPE 6-1 CYLINDER. MAXIMUM SYSTEM OPERATING PRESSURE OF 450 P.S.I. WARNING SIGNAL OPERATES AT 100L 5 P.S.I. Figure 53Oxygen System Flow Diagram RESTRICTED Section IV AN 01-20EJ-1 RESTRICTED AN 01-20EJ-1 Section IV OXYGEN CONSUMPTION NORMAL LOAD CREW Cubic inches consumed per minute (corrected to sea level) Altitude 15,000 Ft. 25,000 Ft. 30,000 Ft. 35,000 Ft. 40,000 Ft. Pilot 98 177 202 159 128 CopilotGun Control Operator 116 208 238 189 153 NavigatorBombardier Gun Control Operator 116 208 238 189 153 Engineer - - 98 177 202 159 128 Radio OperatorGun Control Operator 116 208 238 189 153 CommanderGun Control Operator 116 208 238 189 153 Total 660 Cu. 1,186 Cu. 1,356 Cu. 1,074 Cu. 868 Cu. in. min. in. min. in. min. in. min. in. min. Approximate Duration 19.5 hrs. 10.1 hrs. 9 5 hrs. 12.0 14.8 /Vore The amount of free oxygen ( sea level pressure) delivered by the system between 450 and 50 P.S.I. is 774,460 cu. in. ALTERNATE LOAD CREW BombardierGun Control Operator - 116 208 238 189 153 Pilot - 98 177 202 159 128 Copilot 98 177 202 159 128 Navigator 98 177 202 159 128 Engineer 98 177 202 159 128 Radio Operator 98 177 202 159 128 Relief Crew (Two Men) 196 234 404 318 256 Left Side Gun Control Operator 116 208 238 189 153 Right Side Gun Control Operator 116 208 238 189 153 CommanderGun Control Operator 116 208 238 189 153 Tail Turret Gun Control Operator 116 208 238 189 153 Total - 1,266 2,279 2,604 2,058 1,661 Annroximate Duration .. 10.2 hrs. 5.7 hrs. 4.9 hrs. 6.3 hrs. 7.76 hrs. Figure 54Oxygen Consumption Table 64 RESTRICTED Section IV RESTRICTED AN 01-20EJ-1 I - ELECTRICALLY DRIVEN PUMP 2- CHECK VALVE 3- ACCUMULATOR 4- FILTER 5- PRESSURE SWITCH 6- SHUTOFF VALVE 7- RELIEF VALVE 6- DISCONNECT FITTING 9- DRAIN COCK 10- SUPPLY TANK II - LEVEL GAGE 12- FILTER (INSIDE OF TANK) 13- VENT 14- HAND PUMP 15- PRESSURE GAGE 16- WARNING SWITCH 17- EMERG. BRAKE METERING VALVE IB-BRAKE METERING VALVE 19- SAFETY LOCKOUT VALVE 20- BRAKE RETURN BOOST VALVE 21- BOOSTER RELIEF VALVE 22- SHUTTLE VALVE / COLOR SYMBOLS ~' PRESSURE LINE BRAKE LINE RETURN LINE EMERGENCY LINE SUCTION LINE ___________NOTES____________ SYSTEM PRESSURE IOOOBOO P.S.L RELIEF PRESSURE 1200 P.S. I. 23-SWIVEL FITTING OPEN EMERGENCY SYSTEM SHUT OFF VALVE ONLY TO RECHARGE EMERG. SYSTEM Figure 55Hydraulic System Flow Diagram RESTRICTED 65 From RareAviation.com RESTRICTED AN 01 -20EJ-1 Section IV Paragraphs 3-4 e. PRESSURE WARNING SWITCHES.Pressure warning switches are located in the navigators oxygen panel, radio operators oxygen panel, and the panels at the right and left sighting stations. Each warning switch is located in a separate system and will operate warning lights only for the system in which it is installed. The switches are set to close the circuit and operate the warning lights at 100 pounds per square inch. /. PORTABLE OXYGEN CYLINDERS.At each crew station there is a portable oxygen cylinder with a regulator and a recharging hose. These cylinders may be used by the crew while moving about the airplane when it is necessary to use oxygen and may be recharged from the main system as required. The cylinder contains sufficient oxygen to last from six to 12 minutes, depend- ing upon the activity of the individual and the system pressure for recharging. 4. HYDRAULIC SYSTEM. a. GENERAL.The hydraulic system is used exclu- sively for brake operation. The system is divided into two units; one for normal use and the other for emer- gency use. The emergency system is supplied pressure from the normal system, but is isolated by a check valve and a shut-off valve to prevent reverse flow. The emer- gency shut-off valve is located on the engineers auxiliary panel. A hand pump is provided on the floor at the left of the copilots seat for developing pressure when the pump is not in operation. h. NORMAL SYSTEM. (1) HYDRAULIC PANEL.A hydraulic panel is located under the floor of the forward compartment near bulkhead 218, containing the following equipment: an electric motor-driven pump, a floating piston-type ac- cumulator, a filter, a pressure switch, a relief valve, and a shut-off valve. This panel is heated by a hot-air outlet from the cabin heating system to prevent the hydraulic fluid from congealing during high altitude flight. The hydraulic pump maintains a system pressure of 800 to 1000 pounds per square inch and is controlled by a pressure switch which closes the circuit and starts the pump when the system pressure drops to 800 pounds per square inch, and opens the circuit when 1000 pounds per square inch pressure is reached. Mrre SHOULD THE PRESSURE SWITCH FAIL TO FUNCTION AT 800 POUNDS PER SQUARE INCH THE ENGINEER MAY IN- CREASE THE PRESSURE BY CLOSING A MOMENTARY CONTACT SWITCH LO- CATED ON HIS INSTRUMENT PANEL. Figure 56Copilot Applies Brakes (2) SUPPLY TANK.The supply tank is located in the forward compartment above the navigators cab- inet at pressure bulkhead 218, and has a capacity of three gallons, plus one-half gallon expansion space. G41S77O/V The oil in the tank must be maintained at the proper level, as serious damage to the pump will result should the reservoir run dry. (3) METERING VALVES. (a) The normal system metering valves are mounted on the pilots and copilots rudder pedal stirrup supports, and are controlled individually by toe pressure on either the pilots or copilots rudder pedals. In order to eliminate duplicate lines from the copilots valves to the brakes, the system has been designed so that pressure 66 RESTRICTED Section IV Paragraphs 4-5 RESTRICTED AN 01-20EJ-1 Figure 57Copilot Releases Brakes a warning light, also on the engineers panel, indicate the pressure in the system, and visually warn the engineer when the pressure drops below 900 pounds per square inch. (2) A manually operated, dual metering valve located on the aisle stand is used to meter emergency pressure to the wheels. Two control handles provide separate brake operation but are so arranged that they may be operated simultaneously. Metering the emer- gency valve causes the fluid to flow. (See figure 59 ) The return flow, upon release of the handles, is the same as shown in figure 60. 5. CABIN SUPERCHARGING AND HEATING. a. CABIN SUPERCHARGING. (1) Three fuselage compartments (figure 14) are supercharged by means of two engine-driven cabin super- from the copilots metering valves passes through the corresponding pilots metering valves to reach the brakes. (See figure 56.) (b) As the copilot releases his brakes, oil from the wheel passes through the pilots metering valve be- fore returning to the supply tank. (c) Metering the pilots valve causes pressure to flow directly from the valve to the brake. (See figure 58.) (d) Upon releasing the pilots brake, oil must pass through the pilots metering valve to the correspond- ing copilots metering valve. (See figure 57.) c. EMERGENCY SYSTEM. (1) The emergency system consists of an additional accumulator and a hand-operated metering valve located on the aisle stand, and is charged from the normal system by a valve on the engineers panel. A pressure gage and PI LOT APPLIES BRAKE Figure 58Pilot Applies Brakes RESTRICTED 67 From RareAviation.com RESTRICTED AN 01 -20EJ-1 Section IV Paragraph 5 EMERGENCY BRAKES APPLIED __emergency METERING VALVE z LINE SYMBOLS -------x MM emergency line , RETURN LINE BRAKE LINE figure 59Emergency Brakes Applied chargers, one located in each inboard nacelle, and each supplies air to an independent and separate system of ducts within the airplane. The cabin superchargers are not geared directly to the engines but operate according to supercharging requirements for supplying the two separate systems. Aftercoolers, which control the temper- ature of the compressed air, are located in the output duct of each cabin supercharger. Cabin pressure is automati- cally controlled by means of two regulators in the forward end of the rear pressurized compartment. (2) In climbing from sea level to 30,000 feet, the pressure regulators and cabin superchargers will operate as follows: (a) From sea level to 8,000 feet the supercharger flow is at a minimum and the regulators allow any excess pressure to escape. This airflow through the cabins thus provides ventilation. At 8,000 feet and continuing to EMERGENCY BRAKE RELEASED figure 60Emergency Brakes Released figure 61Cabin Pressure (Sea Level) 68 RESTRICTED RESTRICTED AN 01 -20EJ-1 Section IV Paragraph 5 Figure 62Cabin Pressure (8000 Ft) increasing heat of compression from the cabin super- chargers. As the altitude is further increased, the heat of compression from the superchargers will be sufficient; therefore, the thermostat will shut the heater off and the aftercooler dampers will control the temperature of the air. At extreme altitudes the heat of compression will not be sufficient; therefore, the gasoline-operated heaters will again go into operation. During descent the sequence of operation will be in reverse. c. EMERGENCY CONTROL OF CABIN PRES- SURE.If combat conditions are anticipated at high altitudes when the cabin is pressurized, the engineer, upon orders from the pilot, will relieve cabin pressure by means of the cabin pressure relief valve located under the engineers seat. Lowering of the cabin pressure dif- ferential will decrease the possibility of inside pressure rupturing the skin, in the event of shell fire. 30,000 feet, the regulators maintain an 8,000-foot altitude pressure inside the cabin, by allowing only air above that pressure to escape. In the meantime the output of the superchargers increases as the altitude increases. (b) Continuing above 30,000 feet, the regulators will maintain a 13.34 inches Hg differential in pressure between the cabin and outside air. (c) It is possible to regulate the flow from the cabin superchargers by means of levers on the engineers control stand. Regulation between maximum flow and minimum flow may be obtained. The normal position is "MINIMUM FLOW, but in the event of failure of a cabin supercharger, the remaining cabin supercharger will supply the required pressure upon placing the lever control in "MAXIMUM FLOW position. b. CABIN HEATING.Heat in the cabin is auto- matically maintained at 21 C (70F), or 49C (120F) temperature differential, depending upon outside tem- perature. The sources of heat are two gasoline-operated heaters, one in each supercharging system, and the heat of compression from the cabin superchargers. The heat output from these units is controlled automatically by a thermostat in the engineers panel. A typical operation of the component parts of the heating system in climbing from sea level to 30,000 feet would be as follows: in the lower altitudes, between sea level and 8,000 feet, the out- put of the cabin superchargers is at a minimum; therefore, there is little heat of compression. The thermostat, in calling for heat, would first close the aftercooler damp- ers. If the heat of compression is not enough, the thermostat will start the gasoline-operated heaters. As the altitude increases, the thermostat will call for a decreasing amount of heat from the heaters, due to the MUW/Mr Prior to the release of cabin pressure, crew members must be cautioned to wear and adjust their oxygen masks, and if so equipped, to plug in their electrically heated suits. Cabin pressure must be released slowly, as a fast pressure drop may cause aeroembolism or "bends. At the lower altitudes where this danger is not present, the cabin pressure may be released very quickly by pulling either of the two cabin pressure re- lease handles; one of which is located on the pilots control stand and the other one on the aft side of pressure bulkhead 646. Figure 63Cabin Pressure (30,000 Ft and over) RESTRICTED 69 From RareAviation.com RESTRICTED AN 0I-20EJ-1 Section IV Paragraph 6 6. ELECTRICAL EQUIPMENT. a. D-C POWER. (1) GENERAL. (a) A nominally 24-volt direct-current, single- wire, ground return system, is utilized for the operation of the major portion of the electrical equipment in this airplane. (b) Six 200-ampere, type P-2 engine-driven gen- erators supply current to the distributing system. The generators are located one each on the inboard engines and two each on the outboard engines. These generators are cooled by forced air and are regulated for both voltage and equal load. An overdrive feature, incor- porated into one generator drive on each engine, permits the generator to produce full voltage when the engines are operated at reduced rpm. (c) A type G-l, 34 ampere-hour, 24-volt battery is installed aft of the station 834 bulkhead and is indi- vidually vented. (d) Control switches for the battery and each generator are located at the engineers station, (2) AUXILIARY SUPPLY. (a) A 200-ampere, gasoline engine-driven, aux- iliary power unit is installed aft of the battery. In normal operation this unit supplies power during starting, take- off, and landing. The power unit is started by the START-WARM-UP switch on the unit and may be con- nected to the power load as soon as its oil gage indicates operating temperature. The auxiliary plant is regulated in a manner similar to the main power generators. (b) The EMERGENCY switch mounted on the battery solenoid shield (near the auxiliary power unit) transfers the battery and auxiliary power to a separate bus system for emergency operation of the bomb doors, wing flaps, and landing gear. (3) EXTERNAL POWER.A standard three- prong, external power receptacle is installed in the aft wall of the No. 2 nacelle wheel well. b. A C POWER.400-cycle single-phase alternating- current, 26 volts for the Autosyn instruments, and at 115 volts for the radio compass and remote compass is fur- nished by either of two 750 v.a. inverters, mounted on the tunnel wall between the bomb bays. Choice of opera- tion with either of the inverters may be made by a switch on the engineers switch panel. c. FUSES.Seventeen fuse panels throughout the air- plane are provided, of which only four, the nacelle solenoid panels, are inaccessible in flight. Six more are 70 inaccessible in supercharged flight: the nose gear solenoid shield, forward and aft bomb door motor solenoid shields, inverter relay shield, battery solenoid shield, and tail skid junction shield. The seven remaining fuse panels are accessible under all conditions: bombardiers fuse panel, aisle stand fuse shield, engineers forward fuse panel, engineers aft fuse panel, radio compass junction shield, station 646 fuse shield and turret junction shield. A replacement for each active fuse is mounted inside its fuse shield cover. In the case of the nacelle solenoid panels extra fuses are mounted on the panel side, d. ELECTRIC MOTORS. (1) GENERAL.Control of motor-operated mech- anisms, generally in conjunction with position indicators or limit lights, is concentrated chiefly in the engineers switch panels and the aisle stand. The majority of the motors are of the split field, reversing type with operat- ing limits controlled by limit switches. (2) FLAP OPERATORS.The cowl flaps and intercooler flaps are positioned by electrically driven jack screws which are controlled by momentary contact (open- close) switches. The oil cooler flap operators are con- trolled by four position switches. Positioning is accom- plished by a thermostat (switch in "AUTO) or may be controlled manually by placing the switch in either the "OPEN or "CLOSE (momentary contact) position. These switches are all located in the engineer's switch panel. (3) RETRACTING MOTORS.The wing flaps and the landing gear, including nacelle doors and tail skid, are controlled by means of up-down switches mounted on the aisle stand. The bomb doors are con- trolled by switches operated by a lever on the bom- bardiers control stand. (4) EMERGENCY RETRACTING SYSTEM. (a) For emergency operation of the landing gear, (exclusive of the tail skid) duplicate motors and limit switches are provided. They are powered from a separate bus system and controlled through a switch actuated by the emergency nacelle door release, located on the pilots control stand. (b) The ultimate travel of the cable pull moves the switch to the "DOWN position. THIS SWITCH IS OF THE MOMENTARY CONTACT TYPE AND MUST BE HELD IN THIS POSITION UNTIL THE LANDING GEAR IS EXTENDED. The landing gear may also be retracted by placing this switch in the "UP position. (c) Emergency operation of the wing flaps and bomb door mechanisms is accomplished by means of a portable motor, operating from receptacles located ad- RESTRICTED Section IV Paragraph 6 RESTRICTED AN 01-20EJ-1 jacent to the emergency drive mechanisms and connected with the emergency bus system. This motor is arranged to drive through a set of limit switches similar to those of the normal system. (d) Should it be desired to operate the emergency motors employing power from the normal power system, the power transfer switch, located on the pilots control stand, should be switched to "EMERGENCY, This switch disconnects the power from the regular system and actuates a solenoid switch to connect the emergency bus system to the normal bus at the aft bomb door motor solenoid shield. In order to operate the emergency motors, either the POWER TRANSFER switch or the EMERGENCY CIRCUIT switch (battery sole- noid shield) must be in the "EMERGENCY position. (5) STARTERS.The engines are provided with combination, inertia-direct cranking starters, each of which is controlled by an accelerate-start switch located in the engineers switch panel. To operate the starter, the switch should be held in the "ACCELERATE posi- tion until the flywheel has gained sufficient speed, (ap- proximately 15 seconds) then be moved to the "START position to engage the flywheel and motor with the en- gine, No damage from overspeeding will result if the starter is accelerated for too long a time, since a governor switch will break the accelerating circuit when the fly- wheel gains sufficient speed. (6) FUEL BOOST PUMPS.The four fuel boost pumps have a constant low speed and a variable high speed and are controlled by ON-OFF switches. The variable speed feature is obtained by means of rheostats tapped across a portion of the pump motor fields. Both rheostats and switches are installed in the engineers switch panel. (7) FUEL SHUT-OFF.ON-OFF switches for the fuel shut-off valves are located in the engineers switch panel. These valves are positioned in the "OFF and "ON positions by separate solenoids, which are not designed for continuous duty. Therefore, a valve position indicator has been devised in the form of moveable plates, bearing dots and actuated by each switch movement, re- vealing the dots in the direction of actuation. A red dot indicates "valve closed, while "valve open is shown by a white dot. (8) FUEL TRANSFER.The fuel transfer pumps are controlled by a three-pole three-position, reversing RESTRICTED switch, installed in the engineers switch panel. The switch is labeled "L to R, OFF, and R to L, and operates the pumps through an interlock relay which allows the pumps to run only when both vacuum selector valves are centered in any of their three "ON positions. (9) CABIN HEATING SYSTEMSTwo inde- pendent systems are employed to either heat or cool the air, supplied by the cabin superchargers, to maintain a constant cabin temperature of 213C (70 F). Two thermo- stats, incorporated in one housing above the engineers instrument panel, control the amount of heat output by positioning the heater throttles and the aftercooler damp- ers. These thermostats are of the compensating type, the compensation being derived from the heater and after- cooler controls. This arrangement allows the controls to adjust immediately for the required temperature change, and thus eliminates the time lag (hunting) neces- sary for a change in heat output at the heater or after- cooler to appear at the thermostat. Each system is con- trolled separately by a switch in the engineers auxiliary switch panel. A'ore Should a heater overheat it will automatically shut off. To restart the heater, if this has oc- curred, shut off the heater power supply mo- mentarily by means of the engineers heating switches. (10) HYDRAULIC PUMP.Hydraulic pressure for operating the landing-gear brakes is provided by a motor-driven pump. The system pressure is regulated by a regulator switch operating within the limits of from 800 to 1000 pounds per square inch. For use in emergen- cies, a switch is provided on the engineers switch panel, by which means the pump may be made to operate irre- spective of the regulator switch. e. WARNING SIGNALS. (1) HYDRAULIC PRESSURE.An amber warn- ing light in the copilot's auxiliary panel is operated by the hydraulic pressure regulator and will illuminate when the main hydraulic system pressure falls below 600 pounds per square inch. Emergency hydraulic system pressures below 900 pounds per square inch are indi- cated by an amber warning light on the engineers instru- ment panel. (2) OXYGEN PRESSURE.An amber warning light is located near each oxygen regulator in the air- plane. These lights will illuminate when the pressure in the oxygen lines falls below 100 pounds per square inch. 71 From RareAviation.com RESTRICTED AN 01 -20EJ-1 Section IV Figure 64Fuse Location Diagram 72 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV Paragraph 6 Figure 65Shut-off Valve Indicator (3) CABIN PRESSURE.An air pressure switch sounds a warning if the cabin pressure falls below that corresponding to an altitude of 12,000 feet. The warning signal consists of intermittent operation of horns in each pressure compartment. A switch on the engineers aux- iliary switch panel is provided to disconnect this warning, if desired. (4) LANDING GEAR.A warning signal, con- sisting of a steady tone on the horn in the forward cabin, sounds if the throttles are closed while the landing gear is retracted. The warning may be reset as many times as desired. Reset buttons are located aft of the copilots throttle levers. (5) TRAILING ANTENNA.The antenna reel control box at the radio operator's station contains an amber warning light and warns the radio operator in event the landing gear is lowered while the trailing antenna is extended. (6) PHONE CALL.Amber phone call lights are located adjacent to the interphone jack boxes in both the aft cabin and the tail gunners compartment. These lights are controlled by a switch on the aisle stand. (7) ALARM BELL.A switch on the aisle stand operates warning bells in the aft cabin and tail gunners compartment. (8) TURRET LIGHTS.Three turret lights, mounted on the pilot's instrument panel, are illuminated whenever the lower forward and rear turrets and the tail turret are not stowed in their proper positions. If a landing is attempted while these turrets are not in the proper positions, there is danger of the guns striking the runway in event of a tail down landing, or of the lower forward turret guns interfering with the nose gear wheel doors. f. EIRE CONTROL. (I) GENERAL.Three fire control stations in the aft pressurized cabin have primary control of the opera- tion of the rear upper and lower turrets. In addition, fire control stations are provided in the nose and in the tail gunner's compartment for primary control of the forward lower turret and tail turret, respectively. The upper turrets are controlled solely by the aft cabin upper sighting station. However, either the front lower turret (secondary control) or the rear lower turret, but not both, may be controlled along with the tail turret (sec- ondary control) by either one of the side gunners secondary stations. The three sighting stations in the aft cabin have provisions for defrosting the sighting domes. (2) GUN SIGHTS. (a) Gun sights control the movement of the tur- rets in azimuth and elevation, by pairs of coarse (1:1 ratio) and a fine (31:1 ratio) Selsyns. The Selsyn signals are corrected by single (tail gunner and bombardier) parallax or double parallax (aft cabin stations) com- puters and are amplified by servo amplifiers. The outputs of the amplifiers are used to control amplidynes (dynamo- electric-amplifiers) which in turn control the turret ele- vation and azimuth motors. (b) The gun sights contain firing triggers ad- jacent to both elevation knobs. Action switches in the gun sight left-hand elevation knobs must be depressed to retain control of the turrets. A rheostat controls the illumination of the reticules. (c) Gun selector switches at the side and tail gunners stations allow choice of operation with either the 20-mm cannon or the ,50-caliber machine guns, or both. Indicator lights adjacent to each switch indicate which turrets are under secondary control by the gun sight. (3) CONTROL BOXES.Switches and circuit breakers for the various power, turret, gun firing, and camera circuits are located in the fire control boxes. These control boxes are located as follows: one at the bombardiers station, one at the tail gunners station on the left side of the airplane, one at the top gunners station directly aft of the sighting dome, and one mid- way between the side gunner's station, accessible to the latter. Associated with the last mentioned control box, a switch box located on the upper gunners stool pedestal, mounts switches for selecting either of the side sights co operate any of the three guns. The gun firing switches should be "OFF" when taking off, landing, or on the ground to prevent the possibility of shocks or jars operating the firing relays. RESTRICTED 73 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraph 6 (4) AIR SPEED, AZIMUTH AND ALTITUDE UNIT.This unit is located on the cabin side wall aft of the drift recorder, at the navigators station. By means of this unit the navigator may set barometric altitude, air speed, and temperature corrections for the entire fire control system. Figure 66Bomb Release Switch g. BOMB CONTROL. (1) GENERAL.Normal bomb release (bomb armed) is accomplished electrically. The electrical release system incorporates controls whereby bombs may be re- leased singly or in train, either automatically in con- junction with the bomb sight, or manually by the bomb release switch. When releasing bombs in a glide or climb, the glide angle and climb angle restrictions shown on the bomb fixation charts (figures 49 and 50) must be observed. (2) INTERVAL RELEASE.A bomb interval re- lease unit is employed for train release of bombs. Con- trols permit variation of the number and interval of bombs in a train release. The unit may be turned on by either setting the selective-train switch in the "SELEC- TIVE position or setting the switch in the "TRAIN position and displacing the "number index from Zero. The illumination of the instrument pilot light may be varied by rotating the jewel. Cwr/o/v IN TRAIN RELEASE, THE INTERVAL RELEASE MUST BE PRESENT FOR A MINIMUM OF ONE MINUTE BEFORE RELEASING THE BOMBS. (Z) BOMB RELEASE.Release units are installed at each active bomb station for the various loading arrangements. The units are wired for release sequence from the bottom to the top of each rack and, in the majority of the loading arrangements, for "layer release of the racks, provided all group selector switches (4) are closed. In general each bomb group comprises the bomb racks on one side of a bay, and may be withheld from a releasing sequence by opening the selector switch corresponding to the particular bomb group. Rack selec- tor relays automatically select the bomb group sequence and in event of damage or malfunctioning of a group release circuit (open-circuited solenoid or connective wiring), the rack selector relays will eliminate that bomb group from the release train without loss of a release pulse. (4) SAFETY SWITCHES.Interlock switches operated by each bomb door prevent electric release of bombs unless the bomb bay doors are fully open. Auxiliary fuel tank safety switches, located on the left side wall of each bomb bay, may be positioned to prevent electrical operation of the release units in their respective bomb bays. WHENEVER AUXILIARY FUEL TANKS ARE INSTALLED IN A BOMB BAY, THE TANK SAFETY SWITCH IN THAT BAY MUST BE PLACED IN THE "OFF POSI- TION. WHEN LOADING BOMBS IN A BAY IN WHICH AUXILIARY TANKS HAVE PREVIOUSLY BEEN INSTALLED, THIS SWITCH SHOULD BE CHECKED TO BE SURE IT IS IN THE "ON POSITION. (5) SIGNAL LIGHTS.While the bomb bay doors are open, a red warning light on the bombardiers instru- ment panel and a white formation lamp in the tail are illuminated. Bomb release pulses actuate a red filter to change the bomb formation lamp color from white to red and also flash an amber light in the pilots instrument panel, h. CAMERA CONTROL.A receptacle for the camera intervalometer is provided above the bombardiers instru- ment panel. Also a switch on his instrument panel allows the bombardier to apply power to the camera and camera receptacles located aft of the auxiliary power unit. No provision, however, has been made for remote operation of the camera doors. i. PROPELLER CONTROL. (1) PITCH.An electrical means of adjustment of the propeller governors is provided by reversible electric motors mounted on each engine reduction gear housing. The motor circuits are individually controlled at the engineers stand and master controlled by an overriding control at the aisle stand. While the motors are being actuated, amber signal lamps, mounted in the copilots and engineers instrument panels, will indicate the limit of governor travel in either direction. 74 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV Paragraph 6 (2) FEATHERING. (a) Propeller feathering is accomplished by means of high-pressure engine oil obtained from motor- driven pumps. Magnetic push buttons installed in the pilots aisle stand control the pump motors. When op- erated, the button is held engaged by a solenoid until the oil pressure rises to 400 pounds per square inch. At this pressure feathering should be complete. (b) Unfeathering requires higher pressures which are obtained by manually holding the push button en- gaged until the propeller has gained sufficient rpm for the governor to assume control. &U/77CHV DUE TO THE EXCESSIVE CURRENT RE- QUIRED, DO NOT ATTEMPT FEATHER- ING OF MORE THAN ONE PROPELLER AT A TIME EXCEPT IN EMERGENCIES. j. IGNITION. (1) MAGNETOS.Scintilla dual-type magnetos are installed, one for each engine, and are individually controlled by switches at the engineers station. For emergency use, master switches are provided at the pilots and engineers stations which open the battery circuit and ground all magnetos. GW77CW MAGNETO GROUNDING PLUGS MUST BE KEPT CONNECTED. REMOVAL OF A PLUG WILL ISOLATE THE MAGNETO IN AN OPERABLE CONDITION INDEPEND- ENT OF CONTROL BY THE SWITCHES. (2) BOOSTERS.Ignition booster coils mounted in each nacelle supplement the magnetos in engine start- ing. Control switches are mounted in the engineers switch panel. k. PRIMING AND OIL DILUTION VALVES. (1) PRIMING VALVES.Solenoid valves, located on each engine starter, are operated by switches on the engineers switch panel. (2) OIL DILUTION VALVES.Oil dilution valves are connected to supply fuel to the engine oil system lowering the viscosity to permit the engine to start more easily in cold weather. The oil should be diluted for not more than four minutes prior to engine shut-down, if cold starting conditions are anticipated. These valves are operated by switches in the engineer's switch panel. RESTRICTED I. INSTRUMENTS. (1) GENERAL.The electrical instruments in this airplane are used chiefly for remote indication and may be classified according to their power supply. (2) A-C INSTRUMENTS. (a) AUTOSYN INSTRUMENTS. 1. Autosyn instruments are essentially means of reproducing, at an "indicator, motion introduced in the "transmitter by a pressure, temperature, or otherwise sensitive mechanism at a remote location. Each instrument pair (transmitter and indicator) employs a primary or "rotor, energized by 400-cycle, 26-volt alternating cur- rent; and interconnected secondaries or "stators by which the transmitter rotor motion or position, is trans- lated into a combination of currents of varying magni- tude, and retranslated into indicator rotor motion or position. 2. Four Autosyn indicators are provided for each engine: fuel pressure, oil pressure, manifold pressure and engine rpm. The transmitters are installed on vibra- tion damped mountings and are connected with dual- type indicators in the engineers instrument panel. The dual manifold pressure and engine rpm indicators are also provided in the pilots instrument panel. 3. Autosyn instruments for the left-hand en- gines are fused separately from those for the right-hand engines. f. An alternating-current voltmeter, mounted in the engineers instrument panel, indicates autosyn primary voltage. This voltage should be approximately 26 volts. /VO7 Since this voltmeter is connected to the left- hand engine instruments only, a voltage indi- cation will not necessarily indicate fuse con- tinuity for the right-hand engine instrument. (b) GYRO-FLUXGATE COMPASS. 1. A remote indicating magnetic compass sys- tem is employed in this airplane to provide a directive system as free as possible from the influence of motors, armor plate and other distorting factors of the earth's magnetic field. In addition the nature of the "flux-gate sensitive element, consisting of a set of fixed coils, is in- herently free from swirl and acceleration errors. Also, by mounting the flux-gate on a stabilized, electrically driven gyroscope, northward turning errors, caused by the influ- ence of the vertical component of the earths field while the airplane is banking, are eliminated. 75 From RareAviation.com RESTRICTED AN 01 -20EJ-1 Section IV Paragraph 6 2. The essential components of the system con- sist of the flux-gate transmitter, an electronic amplifier, and a master indicator. The flux-gate transmitter is mounted in the left-hand wing tip. 3. The amplifier and master indicator are both installed at the navigators station. 4. The sensitivity of the amplifier may be varied by a knob on the amplifier base. By this means it is possible to compensate for the loss of sensitivity in stand- ard compasses, due to decreasing intensity of the hori- zontal component of the earth field, encountered in ex- treme northern and southern latitudes. In normal opera- tion this knob should be set just below the point where noticeable oscillation of the indicator pointer occurs. 5. The master indicator contains a compensat- ing cam which may be set to correct for magnetic dis- tortion, if present at the flux-gate transmitter. A knob on the instrument permits the navigator to insert the magnetic variation prevailing at the airplanes geographic location. The pointer will then read the airplanes mag- netic heading directly. A "magnesyn transmitter (simi- lar to an autosyn) coupled to the pointer is connected with indicators, in the pilots and bombardiers instru- ment boards, which will show bearings identical to that of master indicator. (3) D-C INSTRUMENTS. (a) The direct-current class of instruments con- tains two general types, position instruments and tem- perature instruments, exclusive of the turn and bank indi- cators which also are electrically driven. (h) POSITION INSTRUMENTS. 1. These instruments are employed for remote indication in applications similar to the. autosyns, but where a lesser degree of precision may be tolerated. The instruments employ an electrical bridge circuit wherein a potentiometer (transmitter) forms two variable bridge circuit arms and a ratiometer (indicator) completes the circuit. By indicating the degree of circuit unbalance, the ratiometer indicates the transmitter (potentiometer tap) position. 2, The cowl flap, the intercooler flap, the land- ing gear and wing flap position indicators, and the fuel and oil quantity indicators are all of this type. Except for the landing gear and wing flap indicator, which is mounted in the copilots instrument panel, these instru- ments are mounted in the engineers instrument panel. (c) TEMPERATURE INSTRUMENTS.Indi- cations are provided at the engineers station for oil inlet, cabin air, and free air temperatures, employing resistance bulbs as the sensitive elements. 76 (4) SELF-GENERATING INSTRUMENTS. Two dual cylinder head temperature indicators, installed in the engineers instrument panel, are connected with spark plug gasket thermocouples. These thermocouples are mounted one on the No. 1 cylinder of the rear bank of each engine, and develop a current proportional to the temperature of the cylinders upon which they are mounted. The current is then indicated by a sensitive micrometer movement calibrated in cylinder temperature. m. DE-ICING SYSTEM. (1) SURFACE DE-ICERS. (a) Ice is eliminated from the wings and empen- nage by inflation and deflation of conventional de-icer boots. Inflation and deflation of the boots is controlled by solenoid valve assemblies. Each assembly consists of two solenoid valves having common pressure, vacuum and vent ports, and operating alternate tubes in a de-icer boot. These valves admit pressure air to the boot while their solenoids are energized. On release of the solenoid the valve discharges air through the vent until the pressure approaches atmospheric, whereupon the valve transfers the boot connection to the vacuum system, assuring deflation until the next cycle of operation. (b) Wing de-icer operating sequence is symmetri- cal about the center line of the fuselage, in order to minimize rolling which would result from asymmetric deformation of the wing airfoil. This sequence is ob- tained by means of an electrically driven timer consisting of a rotating contactor which passes over the solenoid valve contacts in order. While the timer is not in opera- tion solenoid valves relieve the pressure air overboard. (c) Operation of the de-icers is controlled by the SURFACE DE-ICER switch in the engineer's switch panel. DO NOT OPERATE DE-ICER DURING LANDING OR TAKE-OFF. (2) PROPELLER ANTI-ICER.Propeller icing is prevented by an anti-icing solution pumped to the pro- peller slinger rings by two electrically driven pumps, located below the aft cabin floor. The inboard and out- board propellers are supplied by separate pumps, the speed of which may be varied by adjusting rheostats mounted near the base of the engineers control stand. A switch adjacent to the surface de-icer switch controls both pumps. (3) PITOT HEATERS.The heater circuits of the pitot tubes are controlled by the PITOT switch, adjacent to the de-icer switch in the engineers switch panel. RESTRICTED Section IV Paragraphs 6-7 RESTRICTED AN 01-20EJ-1 (4) SUIT HEATERS.Suit heater outlets and con- trols are provided at each active crew station. n. INTERIOR LIGHTING. (1) INSTRUMENT LIGHTING. (a) FLUORESCENT LAMPS. 1. The instrument lighting has been specially adapted for night flying through the use of self-luminous scales and indices, which also fluoresce under the influ- ence of ultraviolet light. Ultraviolet light is projected upon the bombardiers, copilots and engineers panels by fluorescent lamps equipped with filters, to vary or exclude the accompanying visible radiation. This filter is attached to an adjustable collar on the front of the lamp. 2. The lamps are controlled by rheostats mount- ed on the bombardiers instrument panel and on the pilots, copilots, and engineers auxiliary panels. To start the lamps, move the rheostat knob to the "START position. As soon as the lamp starts, the intensity of illumination may be varied as desired, by placing the control from "ON to the "DIM position. (b) INDIVIDUAL LIGHTING.The copilots compass is illuminated by means of a small lamp con- tained within the instrument. The illumination is con- trolled by a rheostat in the copilots auxiliary instrument panel. (c) SPOTLIGHTS.Adjustable spotlights at the pilots, copilots, navigators, top gunners, and tail gun- ner's stations provide optional instrument illumination. These lamps have self-contained rheostats to vary their illumination. (d) TABLE LIGHTS.Additional lights are provided the bombardier, navigator, and radio operator to illuminate their tables. (e) EXTENSION LAMPS.Extension lamp as- semblies with six feet of cord of self-winding reel and an on-off switch are located for use by the bombardier, pilot, copilot, navigator, radio operator, and all gunsight operators. Also, a lamp assembly is provided at station 900 for use when operating the auxiliary power unit or cameras. (2) DOME LIGHTS.Dome lights are installed throughout the airplane for general illumination, vapor- proof lights being installed in the bomb bays. Dome lights in the unpressurized tail section are operated by either a switch accessible to the tail gunner, or a switch near the rear entrance door. A dome light on the aft face of the aft cabin rear bulkhead is operated from either side of the cabin bulkhead. EXTERIOR LIGHTS. (1) RECOGNITION LIGHTS.A white recogni- tion lamp is located on the center line of the fuselage upper surface. Three recognition lamps, red, green, and amber are located along the center line of the fuselage lower surface. These lamps may be set for any of several combinations by means of individual KEY-OFF- STEADY switches in the aisle stand. Lights positioned to "KEY may be keyed simultaneously by a push but- ton "key switch installed adjacent to the recognition light switches. (2) POSITION LIGHTSThe wing tip position (red and green) lights are controlled by a switch and fixed resistor in the aisle stand. The switch allows choice of BRIGHT, OFF, and DIM operation of the lights. A similar control provision is made for the tail (white) light. (3) FORMATION LIGHTS.Nine formation (blue) lamps are provided; three in the upper surface of the fuselage, and three in the upper surface of each wing, aft of the rear spar. A rheostat with an "OFF " position is provided in the aisle stand to control the illumination. f>. INTERAIRCRAFT SIGNAL LAMP.A recep- tacle for supplying power to an interaircraft signal lamp is installed in the rear of the aisle stand. This lamp is controlled by a trigger switch, integral with the lamp. q. LANDING LIGHTS.An electrically operated retractable landing light is mounted in the lower surface of each outboard wing. Each lamp lights automatically when extended and is controlled by a switch in the aisle stand. r. WHEEL WELL SPOTLIGHTS.Small lamps are provided to illuminate the landing gear at night, when in the extended position. The lights are controlled by a switch on the engineer's auxiliary switch panel. 7. COMMUNICATION EQUIPMENT. a. GENERAL.The communication equipment in this airplane comprises radio and interphone equipment arranged to provide communication with ground stations and other airplanes, intraplane communication among the crew members, and reception of range and marker beacon signals. In addition, specialized equipment is pro- vided for automatic radio direction finding and recog- nition and identification of friendly aircraft. Since the operation of this equipment is of a specialized nature, detailed instructions for its operation will not be given here. Personnel unfamiliar with this equipment should not attempt its operation until a study of the appropriate 77 RESTRICTED From RareAviation.com RESTRICTED AN 01 -20EJ-1 Section IV Figure 67Communications Equipment Diagram 78 RESTRICTED I RESTRICTED AN 01-20EJ-1 Section IV Figure 68External Power Plug-in Receptacle RESTRICTED 79 From RareAviation.comRESTRICTED AN 01 -20EJ-1 Section IV Paragraph 7 instruction book has been made. These books are stowed in the forward cabin. The airplanes radio call numbers are located on the pilots and copilots instrument boards, command radio set mounting, and on each side of the vertical stabilizer. b. LIAISON RADIO SET. (1) TRANSMITTER. (a) The liaison transmitter is mounted on the forward cabin right-hand side wall adjacent to the radio operators table and is normally used for communication with ground stations. The liaison transmitter has a fre- quency range of 200-500 kilocycles and 1500-12,500 kilo- cycles which is covered by seven interchangeable tuning units. These units are stowed, two beneath the radio operators table, and the remaining four aft of the left side gunners armor plate. OWr/CMV Transmitter operation at cabin altitudes above 15,000 feet is subject to flash-over with some tuning units. (b) A chart indicating the dial settings for the desired frequencies is mounted on the front of each tuning unit. The calibration of the dial settings is close; however, it is possible to tune the transmitter to the exact frequency of an incoming signal in the receiver by means of a monitor switch located in the radio com- pass relav shield. VC^ith this switch in the MONITOR position the transmitter sidetone is cut off and the re- ceiver may be turned on and adjusted to receive the desired frequency. The transmitter key adjacent to the liaison receiver is depressed and the transmitter oscillator dial adjusted to "zero beat with the incoming signal. 2. Generator Switch L Ignition Switch Figure 69Auxiliary Power Plant Details 80 RESTRICTED r RESTRICTED AN 01-20EJ-1 Section IV Figure 70Pilots Side Wall Details RESTRICTED 81 From RareAviation.com RESTRICTED AN 01-20EJ-1 SecHon IV Paragraph 7 The transmitter is then adjusted for maximum output and rechecked in the receiver. (c) A similar procedure is followed when adjust- ing the transmitter frequency and checking with the frequency meter (SCR 211). The frequency meter is stowed aft of the engineers control stand. (d) When the monitor switch is in the "NOR- MAL position the receiver will be silenced while the transmitter is in operation, and the transmitter sidetone signal will be present in the interphones. (e) The transmitter may be modulated by either the pilots, copilots, or radio operators microphone. fofpoi&wr When the transmitter is operating, the filament voltage meter must read 10 volts (calibration mark on meter). The RF and modulator fila- ment voltages are checked separately by a switch adjacent to the transmitter ON-OFF switch on the transmitter face. (2) RECEIVER.The receiver controls are mount- ed on its face. The OFF-MVC-AVC switch turns on the receiver and in addition allows choice of manual (MVC) or automatic (AVC) gain control. Tuning is best accom- plished with manual gain control. After the signal has been tuned the switch may be positioned for automatic gain control, if desired. Reception of CW signals should not be attempted with automatic gain control. Frequency band selection is accomplished by means of the band switch. Operation of this switch also changes the tuning dial calibration to correspond with the selected band frequencies. (3) ANTENNA TUNING UNIT.In order to provide efficient antenna loading, an antenna tuning unit is installed above the liaison transmitter. (4) ANTENNAE. (a) This radio set employs both a fixed and trail- ing antenna installation. Either antenna may be selected by means of the shielded antenna transfer switch, mount- ed on the cabin bulkhead above the radio operators table. 1. Radio Gimpass Control Box 2. Tuning Crank 3. Control Indicator Light 4. Volume Control 5. Band Change Switch 6. "LIGHTS Control 7. Spare Lamps 8. Tuning Meter 9. Chart MC-23R 10. Loop L-R Switch 11. Function Selector Switch 12. "CONTROL Push Button Switch 13. Interphone Jack Box 14. Microphone Jack (Discon- nector Cord) 15. Filter Switch Box Figure 71Radio Compass Control Box and Chart MC-238 82 RESTRICTED 1 RESTRICTED AN 01-20EJ-1 Section IV OPERATIONS NECESSARY TO PLOT A TRUE BEARING 1. Tune in previously logged and identified station. 2. Turn "VAR" knob 2 to place compass heading A at index 3. 3. Turn "VAR knob to correct azimuth scale 4 for compass deviation B. (A B) (Add east deviation; subtract west.) 4. Read station-to-plane true bearing Y on azimuth scale indi- cated by tail end of pointer. When using DF maps, the sharp end of the pointer can be read and the outer scale of magnetic compass rose used for plotting. The outer scale is the recip- rocal of inner scale and will give the same results as "tail- end" of pointer reading Y when using sectional or regional charts. 5. Plot station-to-plane bearing from station compass rose. /Yore When maps without offset compass roses are used azimuth scale must be corrected for each bearing taken (add east variation; subtract west). OPERATIONS NECESSARY TO ESTABLISH A FIX 1. Rapidly obtain true bearings on three radio stations while maintaining same line of flight and flight attitude. 2. Plot the bearings (usually three). Average of points (due to elapsed flying time and distance traversed between obser- vations) of intersection is approximate fix F. Figure 72Plo/fing Radio Compass Bearings to Obtain a Fix RESTRICTED 83 From RareAviation.com RESTRICTED AN 01 -20EJ-1 Section IV Paragraph 7 (h) The fixed antenna installation utilizes the right-hand wing skin as a radiator. The antenna lead connection is made near the top of the No. 3 nacelle. (c) The trailing antenna is 250 feet long and is wound on a motor-driven reel through an insulated fair- lead, which may be extended angularly by a lever on the leg of the radio operators table. The reel and fairlead are mounted in the aft portion of the forward bomb bay on the right-hand catwalk. (5) TRAILING ANTENNA CONTROL.The antenna reel motor control box is mounted on the cabin bulkhead above the radio operators table. The control box contains an IN-OFF-OUT switch, a cable operated counter indicating the amount of antenna paid out, and an amber light to warn the radio operator if the landing gear should be extended while the antenna is not re- tracted. A small knob is provided to set the zero of the antenna counter dial. Pan&er Do not make any adjustments within the com- mand or liaison transmitters while the high voltage supply is ON. I. IFF Destructor Switches 2. IFF Power Switch 3. IFF Emergency Switch Figure 73IFF Control Switches Above Pilots Instrument Panel 84 RESTRICTED Section IV RESTRICTED AN 01-20EJ-1 1. Two of the Seven Transmitter Tuning Units 2. Liaison Dynamotor 3. Liaison Transmitter, BC-375-( ) 4. Liaison Receiver, BC-348-H 5. Antenna Transfer Switch 6. Antenna Tuning Unit, BC-306-A 7. Reading Light and Switch 8. Command Transmitters 9. Command Receivers 10. Radio Compass Control Box 11. Extension Trouble Lamp 12. Compass Chart 13. inertia Switch (IFF) 14. Interphone Jack Box 15. Headset Disconnector Cord Plugged In 'PHONES Jack 16. Microphone Disconnector Cord Plugged In "MIC Jack 17. Antenna Reel Control Box 18. Transmitting Key 19. Compass Indicator I-82A Mounted Beneath a Shield at This point 20. Trailing Antenna Fairlead Control Lever 21. Microphone "Push to Talk Switch Figure 74Radio Operators Station RESTRICTED 85 From RareAviation.com co O' RESTRICTED Section IV RESTRICTED AN 01-20EJ-1 1. M. O. Tuning Hundreds Scale 2. M. O. Tuning Control "B" Units Scale 3- Band Change Switch "A 4. Nearest Listed Frequency Below 2589 Kes 5. Nearest Listed Frequency Above 2589 Kes 6. Calibration Chart Figure 75Transmitter Tuning Unit TU-5-A Section IV RESTRICTED AN 01-20EJ-1 2082 0 2805 2084 6 2806 3086 6 2407 2084 0 2808 2091.2 2804 5610 0120 1616 >1232 2043.6 2810 5610 11240 2045 4 78" >622 11244 2008 3 2817 5624 1 >248 2 100.8 281 3 >626 "352 2'03.' 2814 5678 11256 "39 5 2830 "44 0 2832 "46 3 2433 J 148.7 28)4 56*0 11320 3/62 "324 566 it33' >668 "37* 21670 7840 "66 7 284 J "71 4 2844 5680 11360 >686 11377 5688 "376 "73 7 2845 2690 "380 "76 2 7846 5692 "384 71783 384/ 5694 "388 "BO 4 7848 5696 "391 "82 7 3649 5698 "396 DIAL SETTING ILLUSTRATED, 2070.5 KC 5760 "510 5770 11540 nsa 11541 1203 3 "5a 5/16 H432 i JOS 6 m* >7 1* 11416 2214 4 2H65 5710 2222 0 286* 5712 2224.0 2867 5734 7226 3 7868 5736 2228.5 2866 5738 (MV MR it c 27307 1870 5740 12)3.0 2871 5742 22352 7872 5744 2237 - 2873 5746 2240 0 2874 5748 CH/SIAL CHECK 6DIM7 2070.5 2800 1600 1'200 280*- 2850 IB 1 QUINO >600 - >700 HANOI 1110011400 20705 2800 5600 11200 2072 4 2801 5602 11204 2075 2 2802 1404 "203 2077 4 2803 5606 >1211 2074 7 7804 5608 'll>6 CHVSTAt CHICK MIMI 20/0 1 3800 5600 "TOO 01 Al 2128.2 2825 5650 11300 2130 7 1836 56" 1 "04 "37 7 28'7 $8 >4 I "08 2 135 0 7828 56' . "3" "37 2 U19 5 ' "3,6 "85.0 2650 >700 "400 2.3 AV OlAi BlV M .(. Id IBlQUfNCV SC3CM2,05 3 2815 5630 11260 i107.6 1816 5637 11264 2109 s 28'7 5634 1 ,268 2112 0 7818 5636 1 1272 I 21 14 3 38 19 5638 "376 . 2116.5 2820 5640 11280 i 2"8 8 2821 5642 "284 2111.2 2822 5644 1 "88 1173 5 3823 5646 "292 2175 8 7824 5648 "2961. Calibration Chart 2. "PHONES Jack 3. Power Switch 4. GAIN Control 5. Dial Hundreds Scale 6. Vernier Scale 7. Dial Units Scale 8. Corrector Knob 9. Frequency Band Switch 10. Dial Settings Column 11. Frequency Columns 12. Frequencies Covered by Crystal Check Point 13. Dial Setting for Crystal Check Points Figure 76Frequency Meter BC-221-B RESTRICTED 87 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 Do not remove or replace tubes in any of the radio equipment while the power supply is ON. Do not remove the covers from or replace fuses in any of the dynamotors while they are running. c. COMMAND RADIO SET (SCR 274N). (1) GENERAL.The command radio consists of two transmitters, three receivers, and auxiliary equip- ment. These are of short range and are primarily used for airplane-to-airplane communication on the following channels: the transmitting frequency ranges are from 4000 to 5300 kilocycles and from 7000 to 9100 kilo- cycles; the three receivers have ranges of 190 to 550 kilocycles, 3000 to 6000 kilocycles, and 6000 to 9100 kilocycles, respectively. (2) TRANSMITTERS. (a) The two transmitters are mounted together on a rack above the radio operators table and are con- trolled by a control box mounted on the cabin side wall, at the pilots station. (b) Each transmitter is supplied with a special frequency-checking circuit and a plug-in crystal is used for checking the transmitter frequency only and does not control the transmitter frequency. (c) The transmitter control box contains TR ANS- MITTER POWER, TRANSMITTER SELECTOR, and TONE-CW-VOICF. switches. (d) The transmitter selector switch allows a choice of operation with either transmitter. With the emission selector switch in the "CW " position, the trans- mitted signal will be unmodulated. In the TONE position the signal is almost 100 percent modulated by a 1000-cycle note. The VOICE position allows the microphone of any interphone jack box (switched to the "COMMAND position) to modulate the transmitter. For long-range communication through interference, the most effective operation is CW with TONE and VOICE following in that order. (e) In both the "CW and TONE position the transmitter is keyed by a built-in key located on the top of the control box. Afore Inasmuch as the transmitter dynamotor operates continuously while the selector is in the TONE or CW position, the selector should be left in "VOICE to reduce power drain and promote dynamotor life, unless continued Tone or CW transmission is anticipated. (3) RECEIVERS.The receivers are mounted in a rack aft of the command transmitters, and are con- trolled by the receiver control box mounted on the base of the pilots control stand. The receiver control box is divided into three sections, each of which controls a re- ceiver by means of electrical and mechanical connections. The receivers are turned on by means of a CW-OFF- MCW knob which in addition will (in the "CW posi- tion) superimpose a tone on the continuous wave (un- modulated) signals received. Voice and tone modulated signals are received with the knob in the "MCW posi- tion. Controls for adjustment of gain and tuning are also provided. (4) ANTENNA.The radio antenna consists of approximately one-half of the wire extending from an insulator, at the radio operators station, to the top of the vertical stabilizer. The antenna is coupled to the receivers and transmitters by a transmit-receive transfer relay mounted above the command transmitters. d. RADIO COMPASS. (1) GENERAL.The radio compass (SCR-269-G) consists in general of a receiver mounted in the upper left portion of the forward bomb bay, two control boxes, mounted at the copilots and radio operators stations, a CW-VOICE switch, mounted adjacent to the copilots control box, a relay to switch control from one box to another, an automatic loop antenna located on the fuse- lage above the bomb bay, a retractable whip antenna aft of the forward upper turret, and direction indicators mounted in the pilots instrument panel and in the radio operators table. The latter indicator has a variation knob by which the radio operator may compensate for magnetic deviation and variation before obtaining a bearing. (2) RECEIVER. (a) The radio compass receiver is supplied 400- cycle 115-volt alternating current from the airplanes inverters, and has a frequency range of from 150 to 1750 kilocycles and may be operated employing either the loop antenna or the whip antenna, or both. Do not extend whip antenna at air speeds in excess of 240 mph. 88 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 Figure 77Radio Compass Control Box (b) The radio compass may be operated from either of the two control boxes but not from both at the same time. The equipment is mechanically tuned from the boxes. Electrical control for either box is established by depressing the button marked "CONTROL in the lower right-hand corner of the box. When control has been established a green light on the box will be illumi- nated. A tuning indicator is provided as an aid to precise tuning. Also, controls are available for manual loop control, receiver volume control, band change, and mode of operation. This last-mentioned switch has four posi- tions, "OFF, "COMP, "ANT, and "LOOP. (c) The "ANT position is used when it is de- sired to receive aural signals with the whip antenna, as when receiving radio "range signals. For best definition of these signals set the interphone volume knob fully clockwise and adjust receiver volume (AUDIO) for minimum usable. (d) If reception on ANT is difficult due to pre- cipitation static, LOOP reception may be employed with possibly better results. The loop antenna should be rotated by means of the LOOP L-R knob for maximum signal. For reception of radio range signals this will occur near 90-degree or 270-degree loop bearings. Adjust volume as under ANT reception. Afore Cone of silence indications with LOOP opera- tion are not always reliable. In some cases an increase instead of decrease in signal strength will be noted. RESTRICTED (e) The "LOOP position may be used also in the "aural-null direction finding method. The AUDIO knob may be used to vary the width of the null point. The tuning meter may be used as a visual null indication, if desired. When determining direction with this method it must be remembered that it is possible to obtain a null in a direction 180 degrees from the direction of signal reception. (f) The "COMP position is used for automatic direction finding. When so positioned, both the whip antenna and loop antenna are employed with the radio compass indicators showing a unidirectional bearing of the source of the radio signal received. This signal may also be heard in the operators headphones. e. MARKER BEACON. (1) The marker beacon receiver is located below the center wing section and is designed to operate on ultra high frequency (75 me.) signals. Its purpose is to indicate signals received from instrument landing mark- ers, fan-type and cone of silence markers, and other facilities employing 75 me. horizontally polarized radi- ation. The antenna is mounted below the fuselage be- tween the bomb bays and is coupled to the receiver by a coaxial transmission line. (2) As the airplane passes through the radiation field (conical) of a marker beacon transmitter, the amber Figure 78Interphone Jack Box and Switch 89 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 indicator lamp in the pilots instrument panel will flash in synchronism with the transmitter keying. Operation of this equipment is automatic, the only requirement being that the radio compass receiver must be ON to supply the power. /. INTERPHONE. (1) GENERAL.The interphone system (RC 36) provides communication between crew members at 11 stations throughout the airplane. In addition the system allows crew members limited use of the radio facilities. The interphone jack boxes are provided for use by the following personnel: bombardier, pilot, copilot, engi- neer, navigator, radio operator, top gunner, side gunners (two), tail gunner, and relief crew (one). (2) JACK BOX. (a) Each jack box contains microphone and ear- phone jacks, a volume control knob, and a five-position selector knob. The selector knob positions are labeled: "COMP, "LIAISON, "COMMAND, "INTER, and "CALL. (b) With the selector in the "COMP position, the output of the radio compass receiver may be heard. (c) With the selector on "LIAISON, the output of the liaison receiver and transmitter sidetone may be heard. The liaison transmitter (VOICE operation) may be modulated at the pilots, copilots, and radio operators stations only. (d) With the selector on "COMMAND the command receiver output and transmitter sidetone may be heard. The command transmitter (VOICE operation) may be modulated at any of the interphone stations. (e) With the selector on "INTER, communica- tion is possible with all other interphone jack boxes and their selectors similarly positioned. (f) With the selector in the "CALL position the microphone output will override the radio outputs and will be heard at all stations without regard to the position of their selector switches. A spring is provided to prevent the selector from being inadvertently left in the "CALL position. (g) The volume control provides limited control over the outputs of the radio receivers only, no control being exerted over the output of the interphone amplifier, (3) MICROPHONES.T-30 throat microphones are furnished all stations. "Push-to-talk microphone switches are located on the aileron control wheels for each pilot and in the ring sight for the top gunner. All other stations are provided with standard cord switches. /MPo/wwr When using throat microphones, adjust the "buttons to rest snugly on each side of the "Adams apple. Speak distinctly and in a normal tone. Shouting will render speech unintelligible. (4) AMPLIFIER. The interphone amplifier is automatic in operation and is located on the shelf aft of the command radio receivers. (5) DYNAMOTORAmplifier plate voltage is supplied by a small dynamotor mounted adjacent to the amplifier. Inasmuch as there is no switch in either the amplifier or dynamotor, they will operate whenever the battery or generators are supplying power. (6) FILTERS.Filter switch boxes are mounted aft of the pilots and copilots switch boxes. This filter is used to separate the weather (voice) signals from the range (1020-cycle tone) signals during their simul- taneous transmission on the same frequency. The switch allows reception of weather signals only, beacon signals only, or both. g. IFF RADIO (SCR 535A). (1) Operation of this equipment is automatic. ON-OFF switches are located on the top of the pilots instrument panel and in the IFF control box (BC 648). (2) Two detonator switches are provided adjacent to the pilots ON-OFF switch. Their purpose is to de- stroy the equipment if it is found necessary to abandon the airplane. When both push buttons are depressed together, a small charge is exploded in the receiver which is located below the radio operators table. The explosion is confined within the receiver housing. No damage to the personnel or structure is anticipated; however, contact with the receiver should be avoided. (3) An automatic detonator switch is provided ad- jacent to the IFF control box, at the radio operator's station. This switch may be set to destroy the receiver when subjected to severe shock, such as would be experienced in a crash. Operation of this switch should not be relied upon; however, every effort should be made to use the manual switch should the necessity arise. (4) The fixed stub antenna is mounted on the for- ward bomb bay left-hand door. 90 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 /Vore Regeneration adjustment of the IFF set must be made on the ground prior to take-off, to insure and correct operation of the equipment. h. OPERATING INSTRUCTIONS. (1) RADIO NAVIGATION VARIABLES. (a) When using radio equipment for navigational purposes it must be remembered that, although the equip- ment may be operating satisfactorily, erroneous indica- tions may be obtained as a result of the following conditions: 1. Night effect or reflection of the radio wave from the sky is always present. It may be recognized by a fluctuation tn bearings or by signal fading. The remedy is: a. Increase altitude, thereby increasing the strength of the direct wave. b. Take an average of the fluctuations or select a lower frequency station. c. Night effect is worst at sunrise and sunset. Night effect may be present on stations at 1750 kilocycles at distances greater than 20 miles; as the frequency de- creases, the distance increases, until, at 200 kilocycles the distance will be about 200 miles. Satisfactory bearings, however, will often be obtained at much greater distances than stated above, and sometimes unsatisfactory bearings may be obtained at shorter distances. 2. The presence of mountain ranges, rivers, and the like will cause the patterns of the transmitter to be uneven and somewhat scalloped. This will produce erroneous or fluctuating bearings or multiple on-course signals which will sound exactly like the true on-course signals except that they will usually be bounded by identical quadrant letters. In some cases the multiple will be like the true course or even with reversed signals. 3. The presence of a bend in a radio range quadrant leg is due to the same topographical irregulari- ties which cause multiples. 4. When a radio wave travels through a cold front, erroneous and fluctuating bearings may result to a limited extent. 5. Station interference between two or more stations on the same frequency may result in erroneous indications. Clear channel stations are always preferable. If clear channel stations cannot be used as a reference, a stable station widely separated by distance from other stations on the same frequency is desirable. RESTRICTED 6. Where a radio range signal crosses an irreg- ularity in terrain, such as a deep canyon, there may exist a false cone of silence. As the radio waves pass over such an irregularity, some of the waves will be reflected back from the far wall. The reflected waves serve to cancel the direct waves when over the canyon and cause the signal to disappear momentarily. False cones may change in character at different times of day. Additional Heavi- side reflection may obscure the false cone at night. A true cone of silence produces a definite increase in volume just before entering and just after leaving the cone. The quadrant signal to the right after emerging from a true cone of silence is not the same as that received before entering the cone. 7. For the best definition of A-N radio quad- rant signals the interphone jack box INCREASE OUT- PUT" control must be in a fully clockwise position, and the head-set volume level should then be adjusted by means of the control box volume control in accordance with the following considerations: a. At extremely low volume levels which are just above the threshold of audibility, the ear can not easily distinguish differences in the volume of the A" and "N signals. When flying on the edge of the on- course it is very desirable to detect small differences between the "A and N" signals. Consequently, the volume level should be set high enough to give a loud but not unpleasant signal. b. Radio set SCR-274-N and radio compass SCR-269 have delayed automatic gain control provisions incorporated in their design. This can be stated as a fea- ture providing for a fixed output level effective only after a predetermined high level has been reached through clockwise adjustment of the control box volume control. When the AVC feature is active, true representation of "A and "N" signal input is not possible, and errors may be introduced into radio range navigation. c. In view of the above considerations it can be seen that the head-set volume level should be adjusted to a minimum usable. This can be determined by listen- ing to a signal which is slightly off the on-course zone and adjusting the head-set volume to give the best audible ratio between signals. d. It can be seen from the above discussion of variables that the question of accuracy of radio navi- gational equipment indications should, if possible, be subjected to a check against navigation data obtained by other means. 91 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 (2) PILOTS AND COPILOT S POSITION. (a) GENERALOPERATING INSTRUCTIONS. 1. If the airplane is not in flight, either an ex- ternal source of power or the auxiliary power plant must be used to supply power for operation of the communi- cations equipment. A standard three-prong, external power receptacle is installed in the aft wall of the No. 2 nacelle wheel well (figure 68) for plugging in the power supply from a portable generator. When using an ex- ternal source of power, battery and ignition switches must be in "OFF position. 2. The auxiliary power plant is installed aft of the rear pressurized cabin on the port side. (See figure 2.) To start auxiliary power plant: a. Place throttle lever (figure 69-3) in "IDLE" position. b. Place auxiliary power plant ignition switch (figure 69-4) ON. c. Place generator switch (figure 69-2) in "START position. d. As soon as the auxiliary power plant starts firing place generator switch in OFF position. When the power plant oil gage indicates operating temperature, move throttle to "RUN and generator switch to "ON. If engine or engines are running turn equalizer switch to "ON. e. Place ignition switches (figure 43) and battery switch (figure 13) "ON. f. When operation of the radio compass is desired, the a-c inverter switch (figure 20) must be "ON to furnish the a-c power necessary for the opera- tion of the loop-drive components of the equipment. When operation of the communications equipment is completed turn off these switches and turn off auxiliary power unit. 3. PLUG HEAD-SET into head-set disconnec- tor cord jack. (See figure 70-3.) (This cord extends from filter switch box.) PLUG THE THROAT MICRO- PHONE into microphone disconnector cord jack. (See figure 70-9.) (Cord must be plugged into the interphone jack-box "MIC jack as in figure 70-1.) 4. Set the interphone jack-box (figure 70-4) selector switch on the applicable position and turn the "INCREASE OUTPUT knob fully clockwise. 5. Set filter switch box (figure 70-2) selector switch on "BOTH. If rejection of radio range quadrant signals is desired, set on "VOICE. If reception of radio range quadrant signals with rejection of voice modula- tion is desired set on "RANGE. 92 (h) TO OPERATE INTERPHONE TYPE RC-36. 1. The interphone amplifier is in operation when an external power plant is being used or when battery and ignition switches are on. (Audio output of the command receivers, compass receiver, and liaison receiver can be heard over the interphone system without the interphone amplifier being operative, but no output over the interphone system when on either "INTER or "CALL" will be heard, unless the interphone amplifier is energized.) 2. Hold the interphone jack-box selector switch (figure 70-4) in "CALL position, call desired crew mem- ber, and release selector switch, allowing it to return to "INTER. J. When the crew member answers, inter- communication may be carried on with the selector switch on "INTER. /Tore The interphone jack-box volume control pro- vides limited control over the outputs of all positions except "INTER and "CALL." 4. On the aisle stand between the pilot and copilot is located a phone call switch. (See figure 12.) In the aft pressurized compartments there is a call light mounted by each interphone jack box. By use of the phone call switch the pilot can signal the crew members in these compartments to listen on interphone. 5. In the event of interphone equipment failure the audio frequency section of the command transmitter may be substituted for the regular interphone amplifier. To make this connection the pilot should place his com- mand transmitter control box channel selector switch in either No. "3 or No. "4" position. (See figure 70-7.) Set interphone jack-box selector switches on "COM- MAND and operate as if selector switches were on "INTER. Mrre In this position it is not possible to establish communication with ground stations or any other aircraft. /Yore To resume normal command set operation place channel selector switch back in either No. "1 or No. "2 position. RESTRICTED RESTRICTED AN 01-20EJ-1 (c) ADJUSTMENT OF THROAT MICROPHONE TYPE T-30. 1, The throat microphone neck band length should be adjusted to allow the microphone elements to bear firmly but not tightly against the throat. For best results the microphone elements should be equally spaced about the "Adams apple. Do not allow clothing to get between the microphone elements and the skin of the wearer. Speak in a normal tone of voice. (d) TO OPERATE COMMAND RADIO SETSCR-274-N. 1. RECEIVING COMPONENTS. a. Set the three "A-B switches on the re- ceiver control box (figure 70-6) to "A. These switches have no function in this installation on "B position. b. Select section of the receiver control box covering the desired frequency band. c. Turn the "CW-OFF-MCW switch to the type of reception desired. d. Turn tuning crank to desired station fre- quency. e. Set head-set volume to desired level by adjusting the "INCREASE OUTPUT knob. Afore Two or more frequencies, each peculiar to one receiver, may be monitored at one time by ap- propriate adjustment of head-set volume levels. f. To turn off receiver throw "CW-OFF- MCW" switch to "OFF. 2. TRANSMITTING COMPONENTS. a. Monitor the frequency of desired answer- ing station before transmission is effected. b. Turn "TRANSPOWER switch on trans- mitter control box, (figure 70-7) "ON. c. Set frequency selector switch to the desired frequency as indicated on placard above switch. d. Set the "TONE-CW-VOICE switch to the type of emission desired. e. If "TONE or "CW" emission is selected, transmit with "PUSH-TO-TALK switch (figure 70-8) on the control wheel. f. If "VOICE emission was selected, trans- mit by pressing the "PUSH TO-TAH' switch on the control wheel and speaking slowly and distinctly in a normal tone of voice. Section IV Paragraph 7 g. If for any reason the hand microphone type T-17 is used, make sure the protruding knurled nut at "MIC jack is turned fully counterclockwise and left in that position as long as T-17 remains in use. h. During flight the "TRANSPOWER switch on the transmitter control box is usually kept "ON to keep the transmitter tube filaments warm and ready for instant use and also to keep interphone dyna- motor operating. The emission selector switch should always be kept on "VOICE position except when it is desired to transmit code, as in the "CW and "MCW positions the dynamotor is running continuously, result- ing in dynamotor overheating and consequent equipment failures. In "VOICE position the dynamotor runs only when the "PRESS-TO-TALK switch is closed. i. To turn off transmitter, throw "TRANS- POWER switch to "OFF. (e) TO OPERATE RADIO COMPASS SCR-269. 1, GENERAL. a. This equipment provides for: (1) Aural reception of modulated or un- modulated radio frequency energy, using a nondirectional antenna, when operating on the "ANT position of the selector switch. (2) Aural reception (at a net gain of snow static reduction and a loss of signal strength as compared to operation on "ANT) of modulated or unmodulated radio frequency energy, using a shielded loop antenna, when operating on the "LOOP position of the selector switch. (3) Aural null directional indications of the arrival of modulated or unmodulated radio frequency energy, using a loop antenna, when operating on the "LOOP position of the selector switch. (4) Automatic bearing indication, with regard to the longitudinal axis of the airplane, of the direction of arrival of radio frequency energy and simul- taneous aural reception of modulated or unmodulated radio frequency energy, when operating on the "COMP position of the selector switch. b. When using the radio compass as a hom- ing device, the indications are such that the aircraft will ultimately arrive over the radio station antenna regard- less of probable drift due to cross-wind. However, the flight path will be a curved line, and coordination with ground fixes or landing fields along the route will be either difficult or impossible. Consequently, it is often expedient to fly a straight-line course by offsetting the aircrafts heading to compensate for wind drift. To do 93 RESTRICTED From RareAviation.com RESTRICTED AN 01 -20EJ-1 Section IV Paragraph 7 this, determine the wind drift, either with a drift sight or by noting the change in magnetic compass reading over a period of time, while homing with the radio compass. c. Complete the necessary operations in- cluded in 2. a. d. If airplane is not in flight, turn on in- verter selector switch (engineers station) and when operation of the radio set is completed, turn this switch off. e. This operating procedure may be per- formed at either the copilots or radio operators posi- tions. To assume control at either position, the selector switch (figure 71-11) on either radio compass control box must be turned to the type of operation desired and the "CONTROL button (figure 71-12) must be pressed until the green control indicator lamp (figure 71-3) lights. An I-82-A type compass indicator (figure 71-1) is mounted in the radio operators table. If copilot de- sires to obtain a radio fix, it will be desirable to have radio operator compensate for magnetic deviation and varia- tion and take the bearing readings with the I-82-A com- pass indicator. f. Dial lamps may be turned on and their brilliance controlled by means of the "LIGHTS control on the compass control box. (See figure 71-6.) g. Head-set volume may be regulated by means of the "AUDIO control. (See figure 71-4.) h. Select station frequency with band selector switch and tuning crank. Move tuning crank to a posi- tion producing greatest clockwise indication of tuning meter. This tuning meter (figure 71-8) should not be construed to be a distance indicator. i. Provision is made for aural reception of "CW signals. Control of this feature is provided by the "CW-VOICE switch on the panel of the radio compass receiver and by the remote "CW-VOICE switch adjacent to the copilots compass control box. With the "CW- VOICE switch in "VOICE position the compass and homing components of this equipment will function properly while receiving "CW signals, but aural identi- fication of such signals will be impossible unless the "CW-VOICE switch is set on "CW. 2. To operate as a receiver only, using the non- directional fixed sense antenna: a. Set the selector switch (figure 71-11) on "ANT. b. Set band selector switch to desired band and tune in desired station by means of tuning crank, making final adjustment by referring to tuning meter. c. Regulate the head-set volume by adjusting AUDIO control. /Kore If reception on "ANT" is noisy due to precipi- tation static, commonly known as rain or snow static, operate on shielded loop antenna. Pre- cipitation static existing in air mass fronts at different temperatures can sometimes be avoided by crossing the front at right angles, and then proceeding on the desired course, instead of flying along the air mass front. d. To turn off radio compass, turn selector switch on compass control box to "OFF. 3. To operate as a receiver only, utilizing the shielding provision of the loop antenna to reduce precipi- tation static noises: a. Set the selector switch on "LOOP. b. Tune in desired station. c. Depress "LOOP L-R knob (figure 71-10) on the radio compass control box and turn it to "L or R, rotating loop to obtain maximum signal strength as indicated by head-set volume. Release "LOOP L-R knob and make final adjustment of loop position at slow speed by turning the knob to "L or "R. Changing course will effect signal strength and necessitate readjust- ment of loop position. d. Regulate head-set volume with "AUDIO knob. /Yore If the loop is in null (minimum signal) position when flying on a radio range course, the signal may fade in and out and possibly be mistaken for a cone of silence. When operating on "LOOP, cone of silence indications from radio range stations employing loop-type radiators (shown on radio facility chart) are not reliable. The signal may increase in volume to a strong surge when directly over the station instead of indicating a silent zone. e. To turn off radio compass, turn the selec- tor switch on compass control box to "OFF. 4. To operate as an aural null homing device, utilizing the directional characteristics of the loop an- tenna: a. Set the selector switch on "LOOP. b. Tune in desired (preferable clear chan- nel) station. 94 RESTRICTED Section IV Paragraph 7 RESTRICTED AN 01-20EJ-1 c. If compass indicator pointer (figure 39-0) mounted on pilots instrument panel is not at zero, depress the "LOOP L-R knob and turn it to "L or "R position until the pointer rests on zero. Final adjustment of loop position can be made at slow speed by releasing "LOOP L-R knob and turning it to the "L or "R. d. Turn the "AUDIO control fully clock- wise and head airplane in proper direction, based upon the null (point where a sharp minimum or less of signal is found) indicated in the head set. (The broadness of the null depends on the strength of the signal. Strong signals produce very sharp nulls, sometimes as small as one-tenth of a degree.) Vary "AUDIO control until the null is of satisfactory width. The tuning meter may be used as a visual null indicator. 44?re When determining direction of flight by this method, it must be remembered that a 180- degree ambiguity exists, in that the airplane may be flying either directly TOWARD or directly AWAY FROM the station. If the direc- tion of flight with regard to this ambiguity is not known and the radio compass is inoperative on the "COMP position, a standard orienta- tion procedure will have to be executed before flying any great distance along the null. e. To turn off radio compass, turn selector switch on compass control box to "OFF. 5. To operate as a homing compass, utilizing the unidirectional characteristics of the radio compass when operating with both the sense and loop antennae. a. Set the selector switch on COMP. b. Tune in desired station. c. Apply rudder in direction shown by radio compass indicator (figure 39-0) until the pointer centers on zero. This indication is unidirectional; as long as pointer rests on zero the airplane is headed toward the transmitting antenna of the radio station. d. Regulate head-set volume by adjusting "AUDIO control. e. Since a pronounced A VC action may be present when operating the radio compass on "COMP, aural indications received on this position should not be used when homing on a radio range station. f. To turn off radio compass, turn selector switch on the compass control box to "OFF. 6. To operate as a direction finder for the pur- pose of establishing a fix. RESTRICTED a. GENERAL. (1) The usual method of establishing a fix is by triangular plotting of three bearings obtained on three radio stations. Prior to making fix determinations, stations to be used should be located on map, tuned in, identified, and dial reading logged. This avoids delay and error at the time of obtaining the fix. (2) For best accuracy several bearings should be taken in rapid succession thereby eliminating error caused by the distance traveled between bearing observations. Bearings cannot be accurate unless the air- craft is held on a steady heading. (3) When close to a station, accurate bearings cannot be taken with the aircraft in a steep bank. This is especially applicable to reception of signals from instrument landing trucks. (4) Only head-on bearings are entirely de- pendable. If side bearings are taken, keep the wings horizontal. (3) Do not depend on two stations for a fix of location; at least three station bearings should be used. In general a set of stations with bearings spaced at approximately equal intervals throughout 360 degrees will give best accuracy. (6) In compensating for magnetic varia- tion (declination), it must be remembered that the vari- ation indicated on the geographic compass rose (printed on the map) of the radio station on which the bearing is being taken is the figure normally used. The magnetic variation of the locality over which the airplane is flying at the time the bearing is taken is not generally known. However, if this figure is used, the station compass rose variation figure should be excluded. In obtaining bear- ing for plotting on radio direction finding maps (D. F. maps), the variation should be excluded from the com- putation, as the compass roses on these charts are offset to compensate for magnetic variation. b. AUTOMATIC VISUAL DIRECTION FINDING. (1) With the radio compass selector switch on "COMP, tune the first station, previously logged and identified, and record the reciprocal reading of radio compass indicator pointer on pilots instrument panel, which is the station-to-airplane bearing. (2) Rapidly repeat operation (1) to ob- tain two additional station-to-airplane bearings. (3) To the station-to-airplane bearing ob- tained in (1), add the magnetic compass heading of the airplane (referring to the compass correction card at- tached to the magnetic compass in order to obtain a true magnetic heading). 95 From RareAviation.com Section IV RESTRICTED Paragraph 7 AN O1-2OEJ-1 /Vore If radio operator is taking the bearing, he may compensate for the magnetic deviation and variation on the I-82-A indicator before obtain- ing the bearing. (4) Refer to the air navigation chart and obtain the magnetic variation (declination) for the local- ity of the radio station involved in operation (1). (3) If the magnetic variation for the local- ity is shown as easterly, add the indicated amount of variation to the result of operation (3). If the variation is shown as westerly, subtract the indicated amount of variation from the result of operation (3). When using direction finding (D. F.) maps, omit operations (4) and (3) as the compass roses surrounding the geographical locations of the radio stations are offset to compensate for magnetic variations. (6) If the resultant sum of operation (3) is larger than 360 degrees, subtract 360 degrees from the result of operation (?) to obtain the correct station-to- airplane bearing. Plot this result on the map. (See fig- ure 72.) (7) With each of the two additional sta- tion-to-airplane bearings obtained in (2), repeat opera- tions (3), (4), (3), and (6), using the bearings obtained in operation (2) in each case. (8) When the three bearings are plotted on a map at the proper angle, indicated by the compass roses, the lines should intersect. This point of inter- section is the approximate location of the airplane at time of observation. (See figure 72.) c. AURAL NULL DIRECTION FINDING. (1) Set the selector switch on "LOOP. (2) Tune in desired (preferable clear channel) station. (3) Turn "AUDIO control fully clock- wise, depress "LOOP L-R knob and turn it to "L or "R, rotating loop in proper direction to null position indicated by minimum head set signal volume or tuning meter dip. Release "LOOP L-R knob and make final adjustment of loop position at slow speed by turning knob to "L or "R. (4) Record the station-to-airplane bearing indicated by reciprocal reading of radio compass indi- cator pointer. (3) Rapidly repeat operations (2), (3), and (4) in order to obtain two additional station-to-air- plane bearings. (6) To the station-to-airplane bearing ob- tained in operation (4), add the magnetic compass head- ing of the airplane (referring to the compass correction card attached to the magnetic compass, in order to obtain a true magnetic heading). (7) Refer to the air navigation chart and obtain magnetic variation (declination) for locality of radio station involved in operation (4)- (8) If magnetic variation for locality is shown as easterly, add indicated amount of variation to result of operation (6). If variation is shown as westerly, subtract indicated amount of variation from result of operation (6). dtore When using direction finding (D.F.) maps, omit operations (7) and (8) as compass roses surrounding the geographical locations of radio stations are offset to compensate for magnetic variation. (9) If resultant sum of operation (8) is larger than 360 degrees, subtract 360 degrees from result of operation (8) to obtain correct station-to-airplane bearing. Plot this result on map. (10) With each of two additional station- to-airplane bearings obtained in operation (3), repeat operations (6), (7), (8), and (9), using bearings ob- tained in operation (5) in each case. (11) When the three bearings are plotted on a map at the proper angle, indicated by compass roses, lines should intersect. This point of intersection is ap- proximate location of airplane at time of observation. (See figure 72.) (12) Bearings obtained by aural-null method are subject to 180 degrees ambiguity. Where 180 degrees ambiguity exists, the bearing lines plotted on the map will indicate an airplane-to-station (rather than a station-to-airplane) bearing and they will fail to inter- sect. When it is clearly evident that 180 degrees ambi- guity exists, the reciprocal bearing may be plotted. In other cases of doubtful correctness the bearing may be retaken. (13) To turn off radio compass, turn selec- tor switch on the compass control box to "OFF. 96 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 (f) TO OPERATE MARKER BEACON RECEIVER RC-43. 1. Turn on radio compass which furnishes power for marker beacon receiver. 2. When flying over an airway fan marker or *'Z (cone of silence) marker (indicated on radio facil- ity chart) or an instrument landing marker, the indicator lamp (figure 39) will light. 3. The interval during which the marker beacon indicator lamp will be lit varies from a few seconds to as long as several minutes, depending upon the type of marker, as well as the altitude and speed of the airplane. Cone of silence markers utilize nondirectional antenna arrays which cause equal indications for any direction of flight. Indications over cone of silence mark- ers last about 1 minute at 10,000 feet altitude, when the speed of the airplane is 150 miles per hour. 4. When passing over a marker the indication should be steady or flash regularly, following the keying of the transmitter. Cone of silence markers and Army instrument landing markers are not keyed. Fan-type markers and C. A. A. instrument landing markers are identified by keying. The radio receiver may not follow the keying of the 100-watt fan marker transmitters when the airplane is passing through the strongest part of the beam at low altitudes. 5. To turn marker beacon receiver off, turn off radio compass. (g) TO OPERATE RECEIVING EQUIPMENT RC-103-A. 1. GENERAL. a. Radio receiving equipment RC-103-A to be installed is air-borne equipment designed to give lateral guidance to a pilot during landing operations. Vertical guidance is accomplished by use of barometric altimeter readings over marker beacon stations, or by use of a glide path system which is being developed. b. Radio receiver BC-733-A operates at six fixed crystal-controlled tuned frequencies of 108.3, 108.7, 109-1, 109.5, 109.9, and 110.3 megacycles. At the present only three crystals are being installed. Incoming signals operate indicator l-101-( ) which indicates to a pilot whether the airplane is to the right, to the left, or on course over the landing strip. I-101-( ) does not indi- cate the heading of the airplane. The receiver also de- livers audio frequency power to the head sets simul- taneously. 2. RECEIVER OPERATING TEST. a. Place interphone jack box selector switch on "COMMAND and turn volume control fully clock- wise. RESTRICTED b. Turn volume control on radio control box BC-732-A to about midscale and turn "ON-OFF switch to "ON. c. The dynamotor should start immediately and after a few moments a noise, characteristic of a high gain radio receiver, should be audible in the headphones. d. Operate the selector switch on the control box to the letter corresponding to a nearby localizer transmitter, if one exists. The 90- and 150-cycle modu- lation should immediately become audible in the head set, and unless the airplane is exactly on the course, the indicator should deflect to the right or left. (h) TO OPERATE LIAISON RADIO SET SCR-287-A. 1. GENERAL.The liaison radio set may be operated from the pilots and copilots position only after operating adjustments have been accomplished at the radio operators position. 2. RECEIVING AND TRANSMITTING COMPONENTS. a. Instruct radio operator to make operating adjustments of liaison receiver and transmitter. b. Set the interphone jack box on "LIAI- SON and receive and transmit by conventional use of head set, "INCREASE OUTPUT control (on inter- phone jack box), and the microphone. c. When communication is finished, instruct radio operator to turn off equipment and, if necessary, to reel in trailing antenna. (i) OPERATION OF IFF RADIO SET SCR 595 OR SCR-695. /. OPERATING COMPONENTS. a. Turn "ON-OFF switch on the IFF con- trol box at the radio operators position or at the pilots position (figure 73-2) to "ON. b. Set selector switch on control box to num- bered position designated by tactical orders. c. If "EMERGENCY operation is desired, place "EMERGENCY switch (figure 8-3) on control box to "ON. d. To turn off the radio set, turn the "ON- OFF switch to "OFF. 2. DESTRUCTOR COMPONENTS.If nec- essary to destroy the IFF radio set, simultaneously press two switch buttons (figure 73-1) on the destructor switch. 97 From RareAviation.com RESTRICTED AN 01-2OEJ-1 Section IV Paragraph 7 sVore GW77CW The above switch is paralleled by an automatic inertia-type switch which is mechanically ener- gized by a crash landing. (j) OPERATION OF PORTABLE EMERGENCY RADIO TRANSMITTER TYPE SCR-578-A. 1. GENERAL. a. A complete self-contained portable emer- gency transmitter is provided for operation anywhere away from the airplane. Primarily designed for use in a small boat or life raft, it may be placed in operation anywhere. The unit is equipped with a small parachute to permit dropping from airplane in event of an emergency. b. When operated, the transmitter emits an "MCW signal and is pretuned to the international distress frequency of 500 kilocycles. Automatic transmis- sion of a predetermined signal is provided. Any searching party can home on the signal with the aid of a radio compass. c. No receiver is provided. 2. REMOVAL FROM AIRPLANE. a. If the air plane has made an emergency landing on water, the emergency set should be removed at the same time that the life raft is removed. The set is waterproof and will float; therefore, it is not necessary to take any precautions in keeping the equipment out of the water. Be sure that it does not float out of reach. b. The emergency set may be dropped from the airplane by use of the parachute attached. The alti- tude of the airplane when dropping the equipment should be between ZOO and 500 feet. To drop the equip- ment, the following steps should be observed: c. Tie the loose end of the parachute static line to any solid metal structure of the airplane. Be sure the static line is in clear and will not foul. d. Throw the emergency set out through a convenient opening in airplane. Parachute will be opened by static line. Do not attach static line to any part of one's body when throwing the equipment through the opening. 3- OPERATION.Complete operating in- structions are contained in one of the bags which con- tain the equipment. Complete instructions for the use of transmitter are also located on the transmitter. <3) RADIO OPERATOR S POSITION. (a) GENERALTO OPERATE COMMUNI- CATIONS EQUIPMENT. 1. Plug head-set into head-set disconnector cord (cord must be plugged into the interphone jack box (figure 74-15) PHONES jack). Plug throat micro- phone, or hand microphone, if installed, into microphone disconnector cord jack (cord must be plugged into the interphone jack box "MIC jack). (See figure 74-16.) 2. Set the interphone jack-box (figure 74-14) selector switch on applicable position and turn IN- CREASE OUTPUT KNOB fully clockwise. If listening to radio sets having operating controls at other positions, head-set volume may be regulated with INCREASE OUT- PUT knob. 3. See paragraph 2, a. for operation of auxil- iary power plant or external power. (b) TO OPERATE INTERPHONE. 1. Complete necessary operations included in (3) (a), preceding. 2. Hold selector switch on the interphone jack box in the "CALL position, call desired crew member, and release selector switch, allowing it to return to "INTER. 3. When the crew member answers, intracom- munication may be carried on with selector switch on "INTER. (c) TO OPERATE COMMAND RADIO SET SCR-274-N. 1. This radio set may be operated from this position only after operating adjustments have been made by the pilot. 2. Set the interphone jack box selector switch on the "COMMAND position and receive and transmit by conventional use of the head set and the microphone. (d) TO OPERATE RADIO COMPASSSCR- 269G.The radio compass may be operated by the radio 98 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 operator or the copilot. At the radio operators position there is a control box (figure 74-10) and an azimuth scale indicator (figure 74-19) which may be corrected for deviation and variation prior to obtaining a bearing. The instructions under paragraph (2) (e) apply to oper- ation of the radio compass from the radio operators position. (e) TO OPERATE LIAISON RADIO SET 5CR-287-( ). 1. GENERAL. a. Only those instructions necessary to enable crew members, other than the radio operator to operate this set in case of nonavailability of abbreviated instruc- tions, referred to in the following paragraph, have been included herein. It is assumed that considerably more efficient operation, based upon a more extensive knowl- edge of the use of the equipment, can be attained by the radio operator. b. It is recommended that these instructions be supplemented by abbreviated instructions and a chart showing all transmitter and antenna loading unit dial and switch settings for each frequency normally used. Dial and switch settings listed should be applicable to a given installation in a given airplane and should be based upon flight operating tests. These abbreviated in- structions should be available to crew members who may be required to operate the equipment. 2. RECEIVING COMPONENTS. a. RADIO RECEIVER, BC-348-( ). (1) Complete the necessary operations in- cluded in (3) (a) preceding. (2) Turn "OFF-AVC-MVC switch on the liaison receiver (figure 74-4) to the "MVC position. (3) Turn the "CW-OSC "ON-OFF switch to "ON. (4) Turn "BEAT FREQ control so ar- row on knob is pointing upward, (5) Turn "CRYSTAL OUT-IN switch to "OUT. (6) Turn "DIAL LIGHTS" control clock- wise. (7) Turn "INCREASE VOL control clockwise until a sufficiently strong background is heard. (8) Turn "BAND SWITCH to band covering 500 kilocycles, indicated on the frequency dial above the switch. (9) Tune receiver to signal nearest to 500 kilocycles by means of the tuning crank. (10) Tune the "ANT ALIGN control for maximum signal indicated by head-set volume. /Yore In absence of signal the proper adjustment can be judged by the loudness of the background noise. (11) To receive a modulated signal, turn "CW OSC switch to "OFF. (12) Tune in desired signal by means of band change switch, tuning crank, and volume control. (13) If a CW signal is being received, signal pitch may be adjusted by BEAT FREQ control. (14) Automatic volume control may be employed after signal is tuned in by turning the "AVC- OFF-MVC switch to "AVC. (I")) If noise and interfering signal reduc- tion is desired, turn the "CRYSTAL OUT-IN switch to the "IN position and make any tuning adjustments necessary. (16) Auxiliary head-set jacks marked "TEL are provided on the face of the receiver. (17) To turn off the receiver, turn the "AVC-OFF-MVC switch to the "OFF" position. 3. TRANSMITTING COMPONENTS. a. GENERAL. (1) The transmitter may be expected to give satisfactory service on "CW as long as cabin alti- tude is less than 27,000 feet. On "TONE and "VOICE, however, insulation break down may be experienced with transmitter tuning unit TU-8-( ) (6200-7700 kilocycles) above cabin altitude of 25,000 feet, and with tuning unit TU-9-( ) (7700-10,000 kilocycles) above a cabin altitude of 19,000 feet. These altitude limitations may be ex- ceeded slightly by care in tuning and by carefully guard- ing against accumulation of dust and other foreign matter in the equipment. Complete assurance of effective operation between 6200 and 10,000 kilocycles at cabin altitudes between 19,000 and 27,000 feet may be had on "CW alone. Transmitter tuning unit TU-26-( ) may be expected to give satisfactory service at all cabin alti- tudes up to 15,000 feet. (2) Inasmuch as operation of the liaison transmitter on frequencies below 800 kilocycles involves tuning instructions for the antenna tuning unit (figure 74-6), the tuning instructions for the transmitter are given under two sections, viz, for frequencies above 800 kilocycles and for frequencies below 800 kilocycles. 99 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 b. To operate liaison transmitter on frequen- cies above 800 kilocycles. (1) Monitor the desired frequency on the receiver before effecting transmission. (2) Insert the transmitter tuning unit covering the desired frequency in the transmitter. (See figure 74-3.) Two tuning units (figure 74-1) are mounted under the operators table and four are mounted on the port side adjacent to the top turret in rear pressurized compartment. (3) Set the "BAND CHANGE SWITCH (A) on the position indicated on the "Calibration Chart on the face of the tuning unit installed. (4) Set the "M. O. TUNING control (B) on the dial calibration (last two figures indicated on the venier) corresponding to the desired frequency and the Calibration Chart. If the frequency falls between listed frequencies on Calibration Chart, see paragraph 3.f. for interpolation instructions. (5) Set the "P. A. TUNING control (C) on the dial calibration corresponding to the desired fre- quency and the Calibration Chart. (6) Set the "ANT. COUPLING SWITCH (D) on position "2. (7) Set the "ANT. IND. TUNING con- trol (M) on "ZERO. (8) Set the "ANT. CIRCUIT SWITCH (N) on "2. (9) Set the "ANT. CAP. TUNING con- trol (O) on "50. (10) Set the "ANT. IND. SWITCH (P) on "1." (11) Set the variometer switch "E on the antenna tuning unit (figure 74-6) on position "1. (12) Disconnect the antenna from the transmitter by throwing the antenna transfer switch (fig- ure 74-5) to an "OPEN position. (13) Set the "TONE-CW-VOICE switch on "CW. (14) Set the "CW FIL.MOD. FIL. switch on "CW FIL. (13) If the airplane is in flight, request pilots permission to reel out antenna. Afore The trailing antenna must be in before landing, when flying in formation or when not in use. (16) To reel out antenna, place trailing antenna fair-lead control lever (figure 74-20) in "OUE position and antenna transfer switch in trailing antenna position. /Vote If the trailing wire antenna control box (figure 74-17)indicator does not read "000, adjust by means of the reset knob on left side of control box. (17) Turn the "OFF-IN-OUT switch on antenna reel control box to the "OUT position and reel out an appropriate number of turns based upon the following table. One turn, indicated on the meter, equals approximately one foot. RECOMMENDED ANTENNA LENGTHS: l/4 Wave Lengths % Wave Lengths Kilocycle (Feel) (Feet) 2000 123 3000 82 4000 62 5000 49 147 6000 41 123 7000 35 105 8000 31 93 9000 27 81 10000 24 73 For frequencies below 800 kilocycles, use full length of trailing antenna. (18) Turn the "ON-OFF switch to "ON. Note filament voltage indicated on "FIL. VOLT- AGE meter. The pointer should fall on the red line. If not, remove the tube shield (upper front panel) and make sure the "24-28.5-VOLT switch is in the appro- priate position (if operating equipment from a battery cart as an external source of power, use the "24-VOLT position; if the auxiliary power plant, or external power plant, or the engines are running and delivering rated generator voltage output, use the "28.5-VOLT position which is the normal terminal voltage of a battery under charge). Check to see that the "A-CD C switch in the tube compartment is in the "D-C position. Wore Do not change tubes or make adjustments in- side the transmitter with the test key, the micro- phone switch, or the hand key depressed. Do not operate any equipment with the tube shield removed. 100 RESTRICTED RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 (19) Press the "TEST KEY on the face of the transmitter and tune the *'P. A. TUNING control "C to obtain the minimum value of plate current, indi- cated on the "TOTAL PL. CURRENT meter. /Vote If the minimum total plate current exceeds 100 milliamperes with the antenna circuit open, the transmitter should not be operated until the defect is corrected by maintenance personnel. Always release the "TEST KEY while chang- ing switch positions. When tuning avoid press- ing the test key any more than necessary. (20) Place antenna transfer switch in trail- ing antenna position. (21) Rotate "ANT. IND. TUNING con- trol "M to obtain the maximum value of total plate current. Afore Resonance will also be indicated in a secondary sense by the maximum value of antenna cur- rent indicated on the "ANT. CURRENT meter. If no deflection of the plate current meter pointer is indicated or if the maximum plate current is less than 210-220 milliamperes, increase the "ANT. COUPLING SWITCH "D and repeat this tuning operation if neces- sary. (22) It may be necessary to change the position of the "ANT. CAP. TUNING control "O or the length of the antenna and repeat operation (21) before a satisfactory plate loading of 210-220 milliam- peres is obtained. (2)) The final tuning operation is to move "P. A. TUNING" control "C to determine if a de- crease in plate current, indicated on the total plate cur- rent meter, can be produced. If the movement of control "C which produces the lowest value of plate current exceeds 2 to 3 dial divisions, or if the decrease in plate current exceeds 5 to 10 milliamperes, antenna coupling or antenna tuning adjustments are in error and operation (19) to (23) inclusive should be repeated. (24) Transmit with the hand key. (See figure 74-18) (25) To transmit tone or voice modu- lated signals, turn the "TONE-CW-VOICE switch to the applicable position and transmit with the hand key or microphone. RESTRICTED (26) Each time the frequency is changed the transmitter must be retuned accordingly, as outlined in preceding paragraph. c. TO OPERATE LIAISON TRANSMIT- TER ON FREQUENCIES BELOW 800 KILOCYCLES. (1) Reel out all the trailing antenna wire and complete operations included in the preceding oper- ating instructions for the liaison transmitter, except that in operations (6) and (8) position "4 should be sub- stituted for position "2. (2) If it is impossible to resonate the an- tenna, set the ANT. IND. SWITCH "P on positions "2, "3, "4, and "5 successively, attempting to reso- nate the antenna on each position by use of the "ANT. IND. TUNING control "M. (3) If operation (2) preceding does not permit resonating the antenna, set the "ANT. IND. TUNING control "M and the "ANT. IND. SWITCH "P on their maximum positions, set the antenna tuning unit selector switch "E on positions "2, "3, "4, and "5 successively, and attempt to resonate the antenna by tuning with the "ANT. VARIOMETER switch "F, on antenna tuning unit, on each position. (4) Make sure in the preceding operations that sufficient antenna coupling is used and that the plate loading does not exceed 220 milliamperes. (5) Transmission on "CW may be effect- ed by use of the hand key, or transmission of tone or voice modulated signals may be accomplished as hereto- fore noted. (6) To turn off the transmitter turn the "ON-OFF switch to "OFF. Afore The maximum specified continuous running time for the transmitter dynamotor is 30 min- utes. Always reel in the trailing antenna when communications are completed. d. OPERATION OF LIAISON TRANS- MITTER MONITOR SWITCH. (1) The liaison monitor switch is located in the radio compass relay shield. This switch is used to enable the operator to quickly tune the transmitter to coincide with the frequency of any desired answering station. (a) Roughly tune the transmitter to the desired frequency. 101 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraph 7 (b) Put the monitor switch in the "MONITOR position. (2) Listen to desired frequency on liaison receiver and adjust transmitter "M. O. TUNING con- trol until the transmitter sidetone beats against the de- sired station signal. The resulting "beat note will indicate arrival at the proper setting of the transmitter "M. O. TUNING control. (3) Put the monitor switch in the "NOR- MAL position for regular operation of the liaison transmitter. e. It is important that the radio operator be able to tune to a given frequency quickly. Therefore, the Calibration Chart on the front of the transmitter should be accurate. If a check with the frequency meter shows that the M. O. setting does not coincide with that of the Calibration Chart, check the calibration accuracy observ- ing the following steps: (1) Set transmitter tuning controls to positions appropriate for CW operation on 11,800 kilo- cycles. M. O. control "B must be set in accordance with the Calibration Chart and locked. (2) Disconnect transmitter antenna. (3) Place filament voltage switch in tube compartment in appropriate position. (4) Place frequency meter in proximity of transmitter. (The frequency meter is located at for- ward end of main cargo compartment, on left side, lashed to the floor in a horizontal position. The unit is easily removed for use by unbuckling a single strap.) (5) Place frequency meter in operation and turn on transmitter by throwing "OFF-ON switch to "ON. (Do not apply transmitter plate voltage.) (6) Tune transmitter with transmitter an- tenna disconnected. (7) Set frequency meter on 11,800 kilo- cycles in accordance with the operating instructions and calibration chart furnished with the frequency meter. (8) Open the calibration reset port locat- ed on the front panel between the TEST KEY and "TONE-CW-VOICE switch, insert a screw driver and rotate the calibration screw until the transmitter fre- quency coincides with that of the frequency meter. Obtain minimum PLATE CURRENT and adjust cali- bration if necessary until transmitter frequency is set with that of the frequency meter while the PLATE CUR- RENT meter reading is at minimum value. (9) Close the calibration reset port. The transmitter is now properly calibrated for any of its tuning units. (10) Tune transmitter as instructed herein. f. To obtain dial settings for frequencies falling within the limits of those shown on the Calibra- tion Chart, but not specifically shown thereon, interpo- lation of dial settings is necessary. (See figure 75.) (1) Desired operating frequency is 258? kilocycles. (2) Dial setting "B (figure 75-5) for nearest listed higher frequency2600 kilocyclesis 1289- (3) Dial setting "B (figure 75-4) for nearest listed lower frequency2500 kilocyclesis 1035. (4) Frequency and dial setting varia- tion100254. (5) Dial variation per kilocycle2.54. (6) Interpolation multiplier 2589 2500 89. (7) Interpolation product (dial units) 2.54 X 89 = 226. (8) Interpolated dial setting 1035 -\- 226 1261. (9) Set "B to 2589 by rotating units dial (figure 75-2) until a reading of 12 is obtained on the hundreds scale (figure 11-1) and a reading of 61 is ob- tained on units scale (figure 75-2). (f) OPERATION OF FREQUENCY METER SET SCR-211-( ). 1. GENERAL. All references made to figure. Inexperienced personnel should not attempt checking fre- quency of BC-375-( ) transmitter. a. Secure an antenna, preferably a rigid wire not over two to three feet long, to the antenna terminal on top of the frequency meter cabinet (Flexible insu- lated wire may be used.) b. Plug head set in the phones jack (figure 76-2); turn the power switch (figure 76-3) to "CRYS- TAL position. (Head-set extension cord must be plugged in to complete d-c power circuit to vacuum tubes.) Allow vacuum tube filaments to warm for at least 10 minutes or longer, if necessary as indicated by the drifting of the beat note. 102 RESTRICTED Section IV Paragraph 7 RESTRICTED AN 01-20EJ-1 M/te Some frequency meters have a power "OFF- ON" switch and a "CRYSTAL OFF-ON" switch. c. From high or low frequency indices on front and rear covers of calibration book (figure 76-1), determine in which band desired frequency is located and set "FREQ BAND selector switch (figure 76-9) to correspond. d. Locate, in the calibration book, the hetero- dyne oscillator calibration for frequency desired. At bottom of the page will be found the crystal check point (in red) (figure 76-12), together with the heterodyne tuning dial setting (figure 76-13). e. To set heterodyne tuning control to any desired crystal check point, rotate tuning control until the following readings are observed: (Using 5700 kilo- cycles as an example for this frequency, the crystal check point is 2070.5.) (1) The "DIAL HUNDREDS scale (fig- ure 76-5) should read "20. (2) The "DIAL UNITS' scale (figure 76-7) should read "70. (3) The fraction ".5" will be indicated when the fifth outer vernier marking (counterclockwise from the heterodyne control arrow) coincides with the fifth mark past 70 on the rotating inner scale (figure 76-6). (There are 10 vernier markings, each representing one-tenth of a unit.) When the above readings are accom- plished, lock the tuning dial. f. A beat note will probably be heard, as complete absence of beat note can result from only three possible causes: that is, when heterodyne oscillator is exactly on calibration; when it is so far off calibration that beat frequency is above audibility; and when equip- ment is defective. First two conditions may be deter- mined by rotating "CORRECTOR dial to where beats become audible. If third condition is the cause, check battery voltages under load. (Filament voltage: 5.4 to 6.0; plate voltage 121.5 to 135.) Adjust heterodyne oscil- lator frequency by rotation of "CORRECTOR dial (figure 76-8) until a zero beat is reached. 2. TRANSMITTER ADJUSTMENTS. a. The method of adjusting transmitter BC- 375-( ) to a frequency consists of zero-beating the trans- mitter frequency with the proper heterodyne oscillator frequency, effecting the comparison by means of a head set plugged into the "PHONES jack on the front panel of the frequency meter. The "CRYSTAL switch should be in the "CHECK position during the process. ("OFF position on meters having a crystal "OFF-ON switch.) b. Specifically, the procedure for adjusting the BC-375-( ) transmitter to a desired frequency is as follows: (1) Correct the frequency meter hetero- dyne oscillator to calibration at the crystal check point nearest the desired frequency, as explained under (f)l.e., preceding. (2) Turn the "CRYSTAL switch to "CHECK. (3) Turn the frequency meter tuning con- trol to the dial setting of the desired frequency, as given in the calibration book attached to the meter. Do not disturb the "CORRECTOR control adjustment obtained in (f)l.f., preceding. (4) Disconnect the transmitter antenna. (5) Obtain minimum reading on "TOTAL PLATE current meter. (6) Press "TEST KEY on transmitter and vary "M. O. " control "B until a zero beat is heard in the frequency meter head set. Simultaneously obtain minimum dip on "TOTAL PLATE CURRENT meter and zero-beat note on frequency meter. Lock M. O. con- trol "B. (7) Turn off frequency meter and remove head set cord from plug jack. (8) Connect transmitter antenna and reso- nate the antenna quickly to avoid unnecessary station interference. 3. RECEIVER ADJUSTMENTS. a. The method of adjusting a receiver to a desired frequency consists of tuning the receiver to the proper heterodyne oscillator output frequency, and effect- ing the comparison by means of a pair of headphones connected to the receiver output circuit. (1) Correct the heterodyne oscillator to calibration at the crystal check point nearest the desired frequency as explained under "OPERATION." (2) Turn the "CRYSTAL switch to "CHECK and change over to another head set con- nected to the receiver output jack. /Vote If CD-196 or CD-307 extension cord is used in frequency meter, the head set may be discon- nected and used in receiver position since the plug operates the power switch, the head set not being required. RESTRICTED 103 From RareAviation.com RESTRICTED AN 01-20EJ-1 Section IV Paragraphs 7-9 (3) Turn the frequency meter tuning con- trol to the dial setting of the desired frequency, as given in the calibration book and lock the dial. Do not disturb the "CORRECTOR adjustment as made in paragraph 1. (4) Adjust the receiver for "CW recep- tion as outlined in preceding operating instructions for the particular receiver to be checked. (5) With the frequency meter antenna loosely coupled to the receiver antenna lead, vary the receiver tuning control in the vicinity of the desired fre- quency, listening for the output of the frequency meter. (Signal source may be positively identified by tapping frequency meter antenna with finger and listening for resulting interruption.) (6) Turn off frequency meter and remove head set from PHONE jack. (g) OPERATION OF IFF RADIO SET SCR-595. 1. OPERATING COMPONENTS. a. Turn on the local "ON-OFF switch on the IFF control box. (See figure 73.) b. Set the selector switch on the control box to the numbered position designated by tactical orders. c. If emergency operation is desired, place the "EMERGENCY switch on the control box to the "ON position. d. To turn off the radio set, turn the local "ON-OFF switch to the "OFF position. 2. DESTRUCTOR COMPONENTS. a. The switch controlling the destructor (de- tonator) unit installed in the IFF chassis is located at the pilots and copilots position. b. To destroy the IFF radio set, if it becomes necessary to do so, raise the hinged cover of the destruc- tor switch and simultaneously press the two switch but- tons on the destructor switch. 8. PHOTOGRAPHIC EQUIPMENT. a. In the aft unpressurized compartment near the auxil- iary power plant, provision has been made for the vertical installation and operation of any one of the following cameras: a K-17, K-18, K-19, K-21, K-24, or F-24. Also provision has been made for the oblique installation of two K-17 cameras located one on the right, and the other on the left-hand side of the airplane. A stowage bracket located on the right-hand side wall forward of the rear entrance door is provided for the K-20 portable camera, and a motion picture camera, type AN-N-4, is located in each of the five power turrets. b. Camera openings are provided with skin flush doors which may be operated or removed prior to or during unsupercharged flight. To exclude drafts from the cam- era compartment, canvas boots are provided which snap fasten to the fuselage and attach with draw strings to the vertical and oblique cameras. c. An intervalometer, type B-2, mounted above the bombardiers instrument panel is used in conjunction with the K-17, K-18, K-19, and F-24 cameras and may be preset to automatically operate the camera shutter, by electrical remote control, at specific intervals of time. Remote control of the turret cameras is provided at the individual turret sighting stations. d. The K-17, in its vertical mount, is used for rapid reconnaissance mapping and is equipped with a 6-, 12-, and 24-inch lens cone; while in its oblique installation it is used for oblique spotting with the 6-inch lens cone. The K-18 camera is used for high-altitude mosaic and spotting. The K-19, with an alternate installation of the K-2Z, is a night reconnaissance and spotting camera used in conjunction with a photo flash bomb, which may be released from a 100-pound bomb rack by the bombardier. The camera shutter action occurs simul- taneously with the explosion of the magnesium bomb. The K-24, with an alternate installation of the K-21, is used for orientation and the F-24 may be used for either day or night reconnaissance and spotting. The K-20 is a portable camera with which photographs may be taken from windows and doors in the airplane, as desired. 9. DE-ICING EQUIPMENT. a. SURFACE DE-ICER SYSTEM. (1) A conventional air inflation boot system is used to de-ice the leading edges of wings and empennage. Alternate pulses of vacuum and pressure are supplied from the engine-driven vacuum pumps through solenoid- operated distributing valves. (See figure 79 ) The vacuum gage on the pilots instrument panel has a normal indi- cation of 4 to 6 inches Hg, while the de-icing pressure gage on the engineers instrument panel has a normal indication of from 7 to 10 pounds per square inch. (2) A toggle switch on the engineers switch panel provides control over the de-icing system. Either inboard engine vacuum pump may be selected to provide vacuum for the instruments and de-icer boots, by means of a lever on the engineers control stand. (3) In the event of a boot rupture, the entire de- icing system may be shut off by closing the emergency vac- uum shut-off valve mounted on the navigators filing cabinet. This does not affect proper functioning of the vacuum instruments. 104 RESTRICTED Section IV RESTRICTED AN 01-20EJ-1 LINE SYMBOLS--------> _ VACUUM PRESSURE --- ELEC. WIRING - DUMP PORT OIL DRAIN OVERB'D. ALT VAC. 6. PRESS. VENT LINE TUBING IDENT. - COLOR BANDS VACUUM-LT. GREEN PRESSURE-LT. BLUE, LT. GREEN A - FILTER - AIR B - INDICATOR - TURN C- GAGE - SUCTION D- INDICATOR - FLIGHT E - GAGE - PRESSURE F-REGULATOR - VACUUM G-VALVE - PRESSURE CHECK H-VALVE - SHUTOFF J - SEPARATOR - OIL 8 AIR K - VALVE - RELIEF L- PUMP - PRESSURE 8 VACUUM M-VALVE - VACUUM CONTROL(MANUAL) N-VALVE - SELECTOR (PRESS. 8 VAC.) P - BOOT - DE-ICER 0-VALVE - PRESSURE UNLOADING R- VALVE - SOLENOID DISTRIBUTING STABILIZER DE-ICER BOOTS Figure 79Vacuum and De-icer Flow Diagram RESTRICTED 105 From RareAviation.com RESTRICTED AN 01-2OEJ-1 Section IVtrack- RADIO OPERATOR'S SEAT HIGH POSITION NAVIGATOR'S SEAT IIGH POSITION NEUTRAL POSITION TRACK BOMBARDIER'S SEAT TRACK- 00-PITOT'S SEATS PILOT S a RECLINED POSITION REMOVABLE HEAD REST VERTICAL ADJUSTMENT I 1/2" FROM NEUTRAL POSITION IN BACK REST ADJUSTMENT- (HORIZONTAL) BACK REST IN LOWERED POSITION SAFETY BELT BRACKET SAFETY BELT BRACKET DOWN ft 3 1/2" Ul 1/2" INCREMENTS SAFETY BELT BRACKET BACK REST ADJUSTMENT (VERTICAL) BACK ADJUSTMENT 9 DEGREES (APPROX.) HORIZONTAL ADJUSTMENT 3" IN 1/2" INCREMENTS VERTICAL ADJUSTMENT 3" IN 1/2" INCREMENTS HORIZONTAL ADJUSTMENT 15 1/2" IN 1/2 INCREMENTS IN 1/2" INCREMENTS VERTICAL ADJUSTMENT 3" IN 1/2" INCREMENTS HORIZONTAL ADJUSTMENT 21" IN I" INCREMENTS VERTICAL ADJUSTMENT 7 1/2" Figure 80Seat Adjustment Diagram 106 RESTRICTED Section IV Paragraphs 9-10 RESTRICTED AN 01-20EJ-1 (4) When the de-icer system is not in operation, vacuum pump suction prevents the negative air pressure from raising the de-icer boots. b. PROPELLER ANTI-ICER SYSTEM.An anti- icing fluid may be pumped to a slinger ring at each pro- peller from where it is directed to the propeller leading edges. A toggle switch on the engineer's switch panel energizes two electric motor-driven pumps, which direct fluid to the slinger rings at the rate of two to five gallons per hour. The rate of flow may be controlled by two rheostats located on the lower right-hand side of the engineers control stand; each rheostat controlling a pump. 10. MISCELLANEOUS EQUIPMENT. a. SEATS. (Refer to Seat Adjustment Diagram, figure 80). (1) The pilots and copilots seats are both pro- Figure 81Tail Gunners Seal vided with vertical, horizontal, and reclining adjust- ments; while the bombardiers seat may be adjusted horizontally and vertically. The engineers seat is not provided with adjustments. The radio operators and navigators chairs are the "posture type and are fixed to the floor; the navigators chair being on slides and movable parallel with the airplane's center line. (2) The side gunners positions are built in the structure and can not be adjusted. The top gunner is provided a stool mounted on a pedestal which may be completely rotated to aid in following a target with his sight. The tail gunners seat is held up above the gun- ners entrance door by springs when not in use, and may be pulled down upon entry to the compartment. h. BUNKS.Four- bunks are provided in the rear pressurized compartment aft of the armor plate bulk- head, two of which may be used as seats for additional crew members by stowing the top bunks against the side wall of the fuselage. c. SAFETY BELTS.Each normal and alternate crew member is provided with a life belt. Troops being trans- ported will be furnished life belts also. d. TROOP SEAT INSTALLATION.Every fifth airplane is supplied with troop seats which may be installed in the bomb bay and which provide space for seating a total of 45 men located as follows: Forward compartment.......... 1 Forward bomb bay........... 16 Aft bomb bay................ 16 Rear compartment........... 12 e. LAVATORY EQUIPMENT.A chemical toilet is provided in the central left portion of the rear pres- surized compartment, and a relief tube is located on the navigators cabinet in the forward compartment. /. THERMOS JUGS.-Two thermos jugs are sup- plied; one located on the top of the navigators cabinet, and the other mounted on the rear compartment auxiliary panel. Paper cup dispensers are provided adjacent to each jug. RESTRICTED 107 From RareAviation.com Section V Paragraphs 1-5 RESTRICTED AN 01-20EJ-1 1. MOORING. Engage the parking brakes and lock the control sur- faces. Lines may be attached at eyebolts located on the lower surfaces of both wings at station 539 on the rear spar. An eyebolt is also located at fuselage station 153. The tail skid at station 1039 may be used as a mooring point by fastening lines around the strut assembly. 2. TOWING. a. The airplane may be towed by attaching a tow bar to a lug on the forward side of the nose wheel gear just below the shimmy damper. The nose wheels may be swiveled 360 degrees and will return to neutral if not swiveled more than 15 degrees either side of center. The nose gear lug is designed for a direct forward towing load of 30,000 pounds. b. Lugs are also provided on the rear of each main landing gear, just below the torsion links, for rearward towing. DO NOT TOW WITHOUT A CREW MEM- BER TO OPERATE THE BRAKES. 3. JACKING. a. Jacking cones are provided in the fuselage at body station 153 in the aft end of the nose wheel well and station 1039 aft of the rear bottom turret. Jacking cones on the wing are located at stations 97 and 247 on the rear wing spar. At station zero on both sides of each nacelle provision is made for installing a detachable cone. The main axle of each landing gear is also provided with cones for jacking. b. The entire airplane may be jacked by using points on both wings at either station 97 or 247 in conjunction with body station 153. The jacking point at station 1039 may be used to steady the airplane. 4. LEVELING. Three leveling lugs above the catwalks in the forward bomb bay, two on the left side and one on the right, are provided for leveling the airplane horizontally and laterally. Two rigid straightedges, two feet long and six feet long, respectively, are required in addition to a level. Jacks will be required to stabilize the airplane in a level position. Figure 82Leveling Lug 5. WALKWAYS. Special care should be taken to avoid stepping on other than designated walkways in the airplane. The compartment floors, catwalks, and wing center section may be used as walkways in moving about the ship. It is permissible to walk on the wing surface bounded by the fuselage fillet, the rear spar, front spar, and wing station 819- DO NOT STEP ON THE BOMB BAY DOORS. RESTRICTED 109 RESTRICTED AN 01-20EJ-1 Section V Paragraphs 6*8 Figure 83Wing Walkway Area b. GUNS.Canvas covers are provided to cover the tail turret 20-tnm cannon and two ,50-caliber machine guns. c. SIGHTING DOMES.Three canvas covers are furnished with each airplane to provide protection for the upper and side gunners sighting domes. Stowage is provided under the bunks, when not in use. 4'ore 6. LADDERS. a. FORWARD ENTRANCE.The forward entrance ladder is stowed under the navigators table. b. REAR ENTRANCE.The rear entrance ladder is stowed in the rear unpressurized compartment, aft of the main entrance door. c. COMMUNICATION TUNNEL.A ladder is stowed at the forward end of the tunnel to assist in entering or leaving the tunnel. d. CENTER WING SECTION.The center wing section is provided with ladders, two on the front and one on the left rear, to aid in climbing over the wing section in going from one bay to another. e. NACELLE.-One nacelle ladder is furnished with each airplane for engine servicing operations. Stowage is provided in the rear unpressurized compartment. 7. PROTECTIVE COVERING. a. ENGINES.Four canvas covers are furnished with each airplane to provide protection from dust and weather. Stowage is provided under the bunks in the rear pressurized compartment when not in use. All covers should be attached whenever the airplane is to be left idle. This is particularly important in areas subject to high winds, dust storms, extreme temperatures, or prevalent humid conditions. 8. SERVICING. a. In this section are included brief instructions for replenishing and servicing those systems in the airplane which require frequent attention. Under normal con- ditions a pilots or engineers check list would prove sufficient. However, for those instances when a trained ground crew may not be available, the following infor- mation may be to the advantage of the flight crew in supervising necessary servicing. b. FUEL SYSTEM. (1) FILLING TANKS. (a) The 100-octane fuel supply for this airplane is carried in self-sealing fuel tanks in the wing and, for extra range, in the auxiliary tanks in both bomb bays. (b) With 22 wing tank cells and four releasable bomb bay tanks the airplane has a total fuel capacity of Figure 84Tunnel ladder 110 Figure 85Filler Neck Cap RESTRICTED From RareAviation.com Section V Poragraph 8 RESTRICTED AN 01-2OEJ-1 8168 U. S. (6803 Imperial) gallons. Each inboard engine is supplied from an individual tank assembly consisting of four interconnected cells with a capacity of 2973 U. S. (2393 Imperial) gallons. Each outboard engine is sup- plied from another individual tank assembly consisting of seven interconnected cells with a total capacity of 2735 U. S. (2278 Imperial) gallons. (c) Replenishing the four wing tank assemblies is accomplished at filler necks located in the wing lead- ing edge, outboard of the four nacelles. These filler necks have a special locking-type cap which is opened by raising the hinged metal cap strip and, using this strip as a handle, turning counterclockwise. Figure 86Grounding De-icer Shoes use of electrical connections attached to the frame, and the refueling hose must be grounded by a chain from the handle. Personnel must pass their hands over a large area of the leading edge to eliminate static electricity from their bodies. (2) INSTALLING AUXILIARY TANKS. (a) See that bomb racks are in position for 500- pound bombs and that eight shackles (B-7) and eight releases (A-2) are provided. (b) Regular bomb hoists can be used to raise the tanks into place. (c) Engage B-7 shackles in terminals and lock in place. (d) Place tank in upper support assembly and hoist by hooks at rack end. Engage shackles in hooks No. 6 on bomb racks. /Vcrre Align center marks on strap guides at bottom of tanks with center marks on support straps. (e) Install fittings on upper tank. (f) Place second tank in lower support assembly and hoist as in item 4. Engage shackles in hooks No. 1. (g) Install fittings, tubing, hose, straps, and end straps. /Vote Use care in tightening front and rear end straps to prevent shifting of tank with respect to support assembly. MWWMr To avoid danger of explosion, the refueling truck or underground tank, and the refueling personnel must be thoroughly grounded before priming can be started. To ground the airplane it is necessary to attach grounding cables to the nose gear, main gear, and retractable tail skid, and it is imperative that a grounded metal brush be passed over the entire de-icer shoe installation. A refueling truck must be grounded by the Figure 87Drain Cock RESTRICTED 111 RESTRICTED AN 01-20EJ-1 Section V Paragraph 8 awr/aw Install jumper assemblies for electrical bonding before filling tank. Do not remove jumper assembly until all fuel lines have been dis- connected. (3) CHECKING FUEL SUPPLY.The tank selec- tor fuel quantity gage indicator on the engineers instru- ment panel may be positioned to show, on the dial, the fuel quantity in any one of the four tank assemblies. The reading is given in U. S. gallons and for the Imperial gallons corresponding quantity this figure may be multi- plied by .833. (4) SERVICING DRAIN COCKS.The drain cocks on fuel tanks must be serviced at periodic intervals to remove water and other foreign material. To open the drain cocks the safety wire must be removed and a wrench clamped on the shoulder of the drain before force can be used to remove the drain cock. Failure to observe this precaution may result in a rupture of the seal between the tank material and metal drain. tion IV, paragraph 3.) is refilled with grade A, dried oxygen, Specification No. AN-0-1 as follows: 1. Filler valve, located inside an access door on the lower left side of the fuselage between the bomb bays, allows complete recharging of the system from an outside supply. Check valves at each cylinder prevent reverse flow. 2. After removing the access door and filler plug, connect a low-pressure oxygen recharger to the filler valve, pushing the adapter directly into the valve until it snaps securely in place. The regulator on the recharging equipment is then slowly opened and pressure gradually increased until a constant reading of 425 pounds per square inch is indicated on the recharging dial. The filling operation will warm the oxygen and increase pressure approximately 20 to 30 pounds per square inch above pressure at normal temperature. 3. Disconnect the recharging equipment by turning the outer collar of the filler valve about one- eighth turn. As pressure remaining in the recharge line will blow the adapter loose it must be held securely while making the disconnection. The recharging opera- tion is complete when the filler valve plug and access door have been resecured. cwr/o/v Resafety the drain cock after cleaning the drains. c. OIL SYSTEM. (1) FILLING OIL COMPARTMENTS. (a) A self-sealing hopper-type oil tank, with a capacity of 85 U. S. (70.8 Imperial) gallons is installed in each nacelle and is filled with lubricating oil, Speci- fication No. AN-VV-O 446, (equivalent SAE 60, Avia- tion 1120). Removing an access door, located on the upper outboard side of each nacelle, exposes the oil tank filler neck. (b) From a maintenance and an economical standpoint it is recommended that a complete oil change be made only during engine changes, and at times when foreign material is believed present in the system. Routine replenishing will be accomplished as required. (c) The selector-type gage on the engineers instrument panel indicates the quantity of oil in each oil tank. No oil transfer system is incorporated. d. OXYGEN SYSTEM. (1) FILLING OXYGEN CYLINDERS. (a) The oxygen system (see description in sec- Due to danger of combustion, extreme caution will be exercised when handling oxygen equip- ment. Keep the oxygen system and the hands and clothes of personnel free from oil. (2) PORTABLE OXYGEN BOTTLE RECHARG- ING.The portable oxygen cylinders are recharged to 425 pounds per square inch from the oxygen supply. Figure 88Oxygen Filler Valve 112 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EJ-1 The cylinder is equipped with a regulator, pressure dial, and one-way valve to prevent reverse flow. e. ANTI ICER SYSTEM. (I) FILLING PROPELLER ANTI-ICER TANK. (a) An anti-icer supply tank with a capacity of 24 U. S. (19.9 Imperial) gallons is located below the floor in the rear pressurized compartment, immediately aft of the forward pressure bulkhead. By removing the access door in the floor, the tank filler neck and capacity gage are exposed. (b) After filling with anti-icer fluid, Specification No. 3585, the filler neck cap is attached and access door replaced. f. HYDRAULIC SYSTEM. (1) REPLENISHING HYDRAULIC SYSTEM. (a) When replenishing the hydraulic system the following procedure should be followed: 1. Remove hydraulic pump fuse at engineers panel. 2. Exhaust the service system pressure by open- ing service valve on hydraulic panel. The emergency system is exhausted by operating emergency brake levers on pilots aisle stand. 3. Check air pressure (400 15 pounds per square inch) of both accumulators. The service system accumulator is located on the hydraulic panel. Access to the air valve on the lower side of the accumulator is gained through a door on the lower rear side of pressure bulkhead 218. The emergency system accumulator is located on the rear of the engineers panel. 4. If a suitable air-pressure gage, similar to a tire gage, is used to check the air pressure, it will be necessary to check the approximate drop in accumulator pressure caused by the use of such a gage. The amount of this drop should be added to the pressure charge. If such an air gage is not available, accumulator air pressure may be checked by means of the hydraulic pressure gage on the copilots auxiliary panel. This is done by removing the hydraulic pump fuse on the engineers panel and bleeding the hydraulic pressure with repeated application of the brakes until the gage on the panel suddenly falls to "ZERO. The last reading on the gage before the sudden "drop-off to zero will closely approximate the accumulator air pressure. This is true because the fluid pressure will drop at a very high rate the instant the accumulator piston reaches the limit of its travel. There- fore, immediately before the piston reaches the end of its travel, the air pressure in the accumulator is trans- Section V Paragraph 8 mitted through the static head of the fluid to the copilots pressure gage. Pressure determined in this manner may then be checked by operating the hand pump. The first two or three strokes of the hand pump will build up enough pressure to force the piston into the accumulator. Accumulator air pressure determined in this way may be considered accurate within 25 pounds per square inch, and pressure readings thus determined should be accom- plished with extreme care. 5. With oil pressure at "ZERO, accumulators should be charged to 400 pounds per square inch with clean, dry air. In an emergency bottled carbon dioxide or nitrogen may be used, but their continued use is not recommended. NEVER USE BOTTLED OXYGEN OR ACETYLENE. Although there should be little or no fluid in the air chamber if proper care is taken in charging the accumulator, it is recommended that the air chamber be bled each time charging is accomplished. Bleed air by loosening valve assembly in end of casting and allow air to escape from under the loosened check nut. Increas- ing amounts of hydraulic oil during successive bleeding operations indicates an improper piston ring seal. 6. Check hydraulic oil tank located on top of the navigators cabinet and fill to proper level with all weather hydraulic fluid, Specification No. AN-VV-O- 366A (equivalent AAF 3580). 7< Close service valve on hydraulic panel and turn the hydraulic pump switch on engineers panel to "ON position. Allow system pressure to build up to 1000 pounds per square inch. 8. Turn pump switch off and bleed service system by opening service valve and emergency system by operating emergency brake levers. 9. Close service valve and rebuild system pres- sure to 1000 pounds per square inch by turning on the hydraulic pump switch. 10. Bleed service system by repeatedly applying and releasing the brakes. Rebuild system pressure and bleed emergency system by operating the emergency brakes. This procedure will eliminate air trapped in the system above the deboost valves. To remove air trapped between the wheels and the deboost valves, it is neces- sary to remove the lines at the brakes, submerge the end in a container of hydraulic fluid, and operate the brakes. RESTRICTED 113 RESTRICTED AN 01-20EJ-1 Section V Paragraph 8 11. Rebuild the pressure in the system and fill the supply tank to the full mark. If the system has been properly serviced and is operating satisfactorily, the tank will not overflow. Therefore, if overflow does occur, it will indicate the presence of air in the system. 12. Close emergency shut-off valve on engi- neers panel. g. SERVICING LANDING-GEAR STRUTS AND TIRES. (1) LANDING GEAR. (a) SHOCK STRUT.The main landing-gear shock strut should be filled to the level of the air valve with all weather hydraulic fluid, Specification No. AN- VV-O-366A. This is accomplished by removing the air valve and filling the strut to the level of the valve. Replace air valve. After filling, adjust the air pressure to extend vertical distance between center points on torsion-pin brackets to 13^ inches for full normal load. (b) TIRES.-The main landing tires are de- signed to operate with a rolling radius of 23.3 inches which will require pressure of 75 to 85 pounds per square inch, depending on gross weight of the airplane. (2) NOSE GEAR. (a) SHOCK STRUT.Fill shock strut to the air valve with all weather hydraulic fluid, Specification No. AN-VV-Q-366A. After filling adjust air pressure to ex- tend vertical distance between torsion link pin centers to 10 inches for full normal load. (b) TIRES.The nose wheel tires should have a rolling radius of 15.3 inches which will require inflation pressure of 50 to 75 pounds per square inch, depending upon gross weight of the airplane. (c) SHIMMY DAMPER.The shimmy damper is replenished with Houdaille fluid or castor oil, Speci- fication No. AN-JJJ-O-316, and the indicator should extend 9/16 inch. /Vote If lubrication fitting is removed, all air must be bled from system before replacing. 114 RESTRICTED From RareAviation.com Appendix I RESTRICTED AN 01-20EJ-1 UNITED STATES-BRITISH GLOSSARY OF AERONAUTICAL NOMENCLATURE ___________________________________________ United States British .True angle of incidence or angle of attack .Angle of wing setting .Tail-setting angle .Aerial .Ball bearing or roller bearing .Accumulator or storage battery .Radio track beacon .Approach beam .Bomb aimer .Meteorological office Carburetor Cloud height .Chord line .Motor generator f A C. to D C ) or converter .Second pilot .Track angle ..Take-off run .Drift-angle Tail unit .Aero-engine .Landing ground .Signal star or signal projectile .Artificial horizon .Fuel contents gauge or fuel level indicator Petrol or fuel .Retractable undercarriage or retractile under carriage ..Dynamo ..Armour glass Pressure head ..Course . Intercommunication ..Motor generator (D.C, to A C.) ..Alight ..Weak ..Port ..Flatten out Angle of attack__________........................-__ Angle of incidence or angle of wing setting .............. Angle of stabilizer setting------------------................................ Antenna __.................______................ Antifriction bearing....................................... Battery, storage............................. Beacon, radio range...______............._________ Beam, landing............................................... Bombardier__________.............................._____ Bureau, weather_________........................... Carburetor __............................____ Ceiling______________................................__ Chord........................................................ Converter____________________.............................. Copilot _________...........................-_____ Course _____________.................................. Distance, take-off...............___ Drift ____________..................................... Empennage or airplane tail............. Engine or power plant....................... Field, landing___............................................... Flare, signal...._______.......................... Flight indicator................................................... Gage, fuel, or fuel-level gage............... Gasoline, gas, or fuel...................... Gear, retractable landing............................... Generator ......................................................... Glass, bulletproof, or bullet-resistant glass.... Head, air speed___........................ Heading ___________..........._____..................... Interphone .................................. Inverter ___________............................... Land ___________________________________-_____ Lean______________....................................... Left ....................................... Level off_____________________________________ RESTRICTED 115 Appendix I RESTRICTED AN 01-20EJ-1 Lights, position_________________...................................Navigation lights Longeron__................................................. ..Stringer Loop, antenna.............................................Loop, aerial Meter, frequency_____...........................____________Wavemeter Navigation _____............................................Avigation Nipple..............................................................................Double-ended union body Nut, spanner.......................................................................king nut Operator, radio................_________________________________________Wireless operator Pad __......................................................Accessory mounting face Panel, inboard_______....................._________________Centre section plane or centre section 116 RESTRICTED From RareAviation.com Appendix II RESTRICTED AN 01-20EJ-1 Page 1. Take-off, Climb, and Landing Chart..-................................... 118 2. Cruising Control Chart.................................................... 119 RESTRICTED 117 From RareAviation.com K> X o NOTE: ALWAYS USE 25 WING FLAPS TO AVOID EXCESSIVELY LONG TAKE-OFF DISTANCES. DISTANCE TO LEAVE GROUND IS APPROXIMATELY 70$ OF THE TOTAL DISTANCE. 200 210 220 230_______2W>______2S0_______260_______270_______280 RESTRICTED 119 Appendix 111 Paragraphs 1-8 RESTRICTED AN 01-20EJ-1 APPENDIX III COLD WEATHER OPERATION 1. GENERAL. The following information given on the operation of the airplane in freezing weather is considered to be the duties of the ground crew, but should be understood by the flight personnel in order to supervise and check the work, and in an emergency, to carry out the duties them- selves 2. GROUND HEATERS. The type D-l heater may be used to heat the engines and cabin before starting, for heating repair tents on the field. The unit weighs approximately 183 pounds, and is easily handled by one man, using the wheels or sled arrangement. The heater generates approximately 80,000 BTC's per hour. A hand-operated, portable ground heater may also be used for preheating engine sections, melting snow and ice off control hinges and cables and at other points where spot heating is required. Before starting the portable ground heater, be sure that the air ducts are out to their full length, and are free from kinks. Failure to observe this precaution will result in the heater burning up. 3. PARKING. In parking the airplane on snow or ice, if possible, provide a layer of fabric, straw, green boughs, or other insulating material under the wheels, to prevent their freezing into the surface. Lack of such precautions fre- quently results in tearing off large chunks of rubber from the tires when the airplane is moved again. 4. FUEL SYSTEM CHECK. a. Drain fuel tank sumps and fuel strainers frequently, to avoid freezing of accumulated water. b. Check booster and fuel transfer motors to deter- mine if they run properly. c. Check fuel shut-off valve for operation. d. Determine that fuel tank vent lines are clear. 5. OIL SYSTEM CHECK. a. Drain oil tank sump outlets sufficiently, to remove any water. b. By employing the oil dilution system to facilitate starting in cold weather, the airplane can operate in all temperature conditions with grade 1120 oil, due to the fact that the dilution of the oil lowers the viscosity satis- factorily for starting the engines. However, it may be deemed more desirable, at the discretion of the engineer- ing officer, to use grade 1100 when the ground tempera- ture is below 4C (40F). Oil lighter than 1100 should not be required for airplanes using the oil dilution system. 6. ICE ELIMINATION EQUIPMENT CHECK. a. Operate the propeller anti-icing system and check for steady flow of fluid. Check fluid quantity. h. During engine warm-up, operate the de-icer in- flating equipment and check to determine whether all cells are functioning properly. Check air pressure on the engineers instrument panel which should not exceed 10 pounds. 7. PROPELLER CHECK. Operate the propeller feathering pumps long enough to place a fresh supply of oil in the lines and dome. This should eliminate water in the lines. 8. BATTERY CHECK. Check the specific gravity of the electrolyte in the bat- tery and determine if it will withstand the prevailing RESTRICTED 121 From RareAviation.com RESTRICTED AN 01 -20EJ-1 Appendix III Paragraphs 8-17 temperature conditions, without freezing. If any doubt exists, or if the airplane is to remain idle, the battery should be removed and kept in a warm room. 9. HYDRAULIC SYSTEM CHECK. a. In any airplane operating under freezing condi- tions the hydraulic fluid, Specification No. AN-VV-O-366, should be replaced with AN-VV-O-366A, if available. b. If the parking brakes have been left on, they must be released and re-applied very slowly. Low tempera- tures cause the rubber expander tubes to become brittle and sudden expansions and contractions may crack the tubes, thereby rendering the braking system useless. c. The accumulators should be warmed, if possible, and the air pressure carefully checked at 400 plus-minus pounds per square inch. 10. INSTRUMENTS CHECK. a. In sub-zero weather, malfunctioning of instruments may be avoided bv preheating the instrument panels. The Autosyn indicators located in each nacelle should be preheated. b. Drain the oil-pressure gage lines and refill with instrument oil, U. S. Army Specification No. 2-27, in order to get immediate indication of oil pressure when starting the engines. c. Drain the air-speed lines. Check the pitot for ice and obstructions. 11. LANDING GEAR. Check all tires for freezing to the ground and break them loose if they are frozen, before starting the engines. 12. OXYGEN EQUIPMENT. Operate all oxygen valves carefully during cold weather, opening and closing them slowly. A rapid open- ing may cause a sudden surge of pressure which may result in explosion. 13. LATCHES. All safety, emergency exit, and entrance door latches should be carefully checked for freedom of operation prior to take-off in cold weather. When washing down the airplane or cleaning with steam, moisture may enter latches, causing them to freeze shut. 14. PRESTARTING PROCEDURE. a. PREHEATING ENGINES.In temperatures be- low 23C (10F) it is necessary to preheat the engine and accessory compartment before attempting to start the engines. Engine warming covers are pro- vided for each engine, making it possible to use a port- able ground heater to heat the engine and accessory compartments. If the engine oil has been drained, it is necessary to preheat it to 93 C (200 F) before pouring it back into the tank. This should be done a few minutes prior to the actual starting of the engines. If electric im- mersion heaters have been used in the oil tanks, it is assumed that the oil system will be sufficiently warm to permit a start. b. If ice, snow, or frost is present on the airplane wings, it must be removed by brushing or flushing, prior to take-off. Be sure that all hinges on flaps, elevators, trim tabs and bomb bay doors are free of ice and other obstructions and operate freely. If any excessive force is required, check the system for cause. 15. STARTING ENGINES. a. When starting the engines for warm-up or test purposes the normal starting procedure (section II) can be followed in temperatures down to 23 C (10 F). Below this temperature, the cowl flaps should be closed soon after the engine fires regularly, as they will assist in raising the cylinder head and oil temperatures. When either the oil temperature reaches 70 C (158 F) or the cylinder head temperature reaches 150 C (302 F) the cowl flaps should be opened and the warm up-continued. h. During warm-up the propellers should be operated through their full rpm range. c. Priming is particularly important and should be used with caution to avoid overpriming, if the first start is unsuccessful. 16. DURING FLIGHT. a. Regardless of the degree of cold weather encoun- tered, the cowl flaps should be opened one-third (10 degrees) for take-off. b. To avoid carburetor icing during flight, it will be necessary to adjust the intercooler valves to a closed, or nearly closed position. c. In approach for landing, it is advisable not to idle engines at low speed. They should be run up and checked frequently for ability to accelerate. 17. AFTER FLIGHT. a. OIL DILUTION.When the engines are stopped, the oil should either be quickly drained, or a four-to- eight-minute oil dilution should be used, so as to insure that all oil lines are diluted sufficiently to withstand the temperatures involved. During the dilution the engines should be run as cold as possible so as to avoid vapori- zation of the gasoline in the engine. Operate the pro- peller controls from extreme "INCREASE RPM to extreme "DECREASE RPM several times during the oil dilution period. This will permit the filling of the dome with diluted oil and will prevent sluggishness of the propellers during engine warm-up. 122 RESTRICTED RESTRICTED AN 01-20EJ-1 Alphabetical Index ALPHABETICAL INDEX (*Denotes Illustration) Page Abandonment procedures ..........................-....... 45 A-C instruments ........................................49, 75 A-C power .............................................. 70 A. F. C. E. system................... -................. 10 After landing emergency equipment ........................ 41 Aileron, elevator, and rudder controls .................. 10 Airplane ....................................... 7 Air speed, azimuth, and altitude unit .................. 74 Air-speed restrictions ............................ 35 Air-speed Tube Installation (Figure 37).................. 49 Aisle stand ............................................ 10 Aisle Stand (Figure 12) ................................ 13 Alarm bell switch ................................... 31 Ammunition replenishing ........................ ... 58 Amplifier, interphone ................................... 90 Antenna .................................................... 82 Fair-lead control, trailing .......................... 29 Reel control, trailing ............................... 29 Transfer switch ................................. 29 Tuning unit ......................................... 82 Anti-icer system ................................. 113 Anti-icer rheostat, propeller ............................ 16 Approach for landing ..................................... 35 Armament............................... ............. 50 Armor plate .............................................. 58 Automatic engine control ............................... 6 Autosyn instruments ...................................49, 75 Auxiliary fuel tanks .................................. Ill Safety switches ....................................... 28 Auxiliary Power Plant Details (Figure 69) ............. 80 Auxiliary power unit ................................. 70 Axes ................................................ 41 B B-29 Bombardment Airplane (Figure 1) .........Frontispiece Battery Cold weather check .............................. 121 Switch _____...........,.......................... 30 Bombardiers Check List ............................. 38 Bombardiers control panel ................... ........ 58 Bombardiers Control Stand (Figure 22)................. 26 Bombardier's Gun Sight (Figure 47)..................... 57 Bombardiers Instrument Panel (Figure 41)......... 54 Bombardier's release and rewind wheel .............. 28 Bomb control ...................................... 59, 74 Bomb Controls ..................................... 26 Interval release ................ ................. 74 Bomb coordinating unit ................................. 59 Bomb door and rack control ......................... 59 Bomb Fixation Chart (Normal Load) (Figure 50)......... 61 Bomb Fixation Chart (Overload) (Figure 49)............ 60 Bombing equipment .................................... 58 -Bomb Rack Attachment Pin (Figure 48) ............. 58 Page Bomb racks ........................................ ... 59 Bomb release pull handles ........................... 28 Bomb Release Switch (Figure 66).................... 74 Bomb signal switch ................................ 28 Booster pumps, fuel ...................................... 71 Brake handle, parking ....................... ......... 21 Brake levers, emergency ...........................21 44 Brake pedals ...................................... 21 Bunks ______,..................................... 107 Cabin heating ................................... 69 Cabin beating switches ........................... 25 Cabin heating systems ............................ 71 Cabin pressure emergency control ................ 69 Cabin pressure warning signal ..................... 73 Cabin supercharger controls ..................... 25 Cabin SuperchargingSea Level (Figure 61)_______ 68 Cabin Supercharging8,000 Feet (Figure 62)....... 69 Cabin Supercharging30,000 Feet and Upward (Figure 63) -........................................... 69 Cabin supercharging and heating ................... 67 Camera ................................................ 104 Control .......................................... 74 Switch ........................................... 31 Vacuum shut-off valve (master) .................. 26 Vacuum shut-off valves (individual) ............. 26 Checking fuel supply .... .............. ......... 112 Cold weather instructions............................ 121 Command radio set ............................. 29, 88 Command Radio Remote Control (Figure 24) ............ 29 Communication equipment ______................... 77 Command radio set .............................. 88 IFF radio ................................. 90 Interphone ................................... 90 Liaison radio set ....................... 80 Marker beacon ................................. 89 Radio compass.............................. J.... 88 Communication Equipment Diagram (Figure 67)......... 79 Communication Tunnel Ladder (Figure 84) ______________ 110 Compasses (See also Radio compass) ................ 49 Compass lamp rheostat, copilots ______________________ 30 Control of guns ................................. 58 Control levers ................................... 15 Control panel, bombardier's ...................... 57 Controls ....................................... 10 Control and switch boxes ......................... 57 Copilot Applies Brakes (Figure 56)................. 66 Copilot Releases Brakes (Figure 57) ................ 67 Copilots compass lamp rheostat ................... 30 Copilots control stand............................... 12 Copilots Instrument Panel (Figure 40)________________ 51 Copilots Station (Figure 17) ................. 20 Cowl flaps ................... ...................... 5 Crash landing ................................. 46 RESTRICTED 123 From RareAviation.com RESTRICTED AN 01-20EJ-1 Alphabetical Index Page Crew duties prior to abandonment______________________ 46 Cross-wind landing ..........*............ L........... 36 Curtain, night flying ........................ 31 D D-C Instruments .................................... 76 D-C Power ................................ 70 De-icer switch, surface .............................. 31 De-icing equipment ......,........................... 104 De-icing system ................................... 76 Design features affecting crash landings ________________ 40 Design useful weight .................................. 1 Dome lights ....................,............. ... 77 Door release handle, emergency......................... 26 "Drift Recorder (Figure 38) ...................... -... 50 s'Drain Cock (Figure 87) ............*............... Ill Drain cocks, servicing .................................. 112 Drift recorder .................................... 50 Drift signals .......................................... 41 Dynamotor, interphone ........................... 90 E Electrical Equipment ............................. 70 Camera control .... .......................... 74 De-icing system ............................... 76 Electrical instruments ........................ 75 Electrically operated gyro instruments............... 49 Electric motors ............................. 70 Elevator controls ............................. 10 Elevator trim tab ...___.___........................ 10 Emergency bomb release .......................... 42 Bombardiers release and rewind wheel .......... 28 Bomb release pull handles ..................... 28 "Emergency Brake Applied (Figure 59)___________________ 68 Emergency brake levers ......................... ... 21 "Emergency Brake Levers (Figure 33) ............. 44 "Emergency Brake Release (Figure 60)___________________ 68 Emergency Braking System ...................... 44 Emergency control of cabin pressure ............ 44, 69 Emergency equipment ........................... 41 "Emergency Exits Diagram (Figure 5) ................ 3 Emergency exits ......................... 42, 46 Emergency hydraulic filler valve .................. 21 Emergency ignition control ...................... 45 Emergency landing gear switch and door release handle 25 Emergency operating instructions ................. 41 Emergency operation of landing gear ................. 42 Emergency operation of wing flaps______________________ 44 "Emergency Oxygen ValveEngineers Station (Figure 34) 45 "Emergency Oxygen ValveStation 646 (Figure 35) .... 45 Emergency power transfer switch ............. 3! Emergency power transfer switches ................. 44 "Emergency Power Transfer Switch (Figure 32) ____ 44 Emergency release .............................. 28 Emergency release handles .........._.............. 26 Emergency retracting system ....................... 70 Emergency take-off ......................... 36 Emergency take-off if landing is not completed., ______ 36 Emergency vacuum shut-off valve .................. 26, 45 "Emergency Vacuum Shut-off Valve (Figure 36) ........ 45 Page Empennage ...........................-................ I Engine ................................................... 5 Automatic control ......................................... 6 Cold weather starting....................... .... 122 Controls ............................................ 15 Control levers ....................... ........... 15 Cowl flap switches ................................... 15 Failure during flight ............................ 36 Failure during take-off ........................... 36 Fire extinguisher .............21 Fire extinguisher selector knob ..................... 21 Fire extinguisher release handles ................. 21 Fuel supply ............ ............................ 15 Ignition .......................................... 15 Intercooler switches ............................ 15 Oil cooler switches ............................... 15 Oil dilution ................................ 6 Oil dilution switches ......................... 15 Oil system ........................................ 6 Preheating during cold weather ....... _............. 122 Primer switches ............................. 15 Propeller controls ................-................... 16 Ratings .................................... 5 Restrictions ....................................... 35 Starter switches ............................. 16 Temperature limits ..................................... 5 Turbosuperchargers ............................... 5 Warm-up .............................................. 35 "Engineers Auxiliary Equipment Panel (Figure 30) ..... 42 Engineers Check List..................................... 36 Engineers control stand ................................. 10 "Engineers Control Stand and Switch Panel (Figure 13) 14 "Engineers Instrument Panel (Figure 43) ................ 55 "Engineers Station (Figure 20) ........................ 24 Exits ..........._................................. 42 "External Power Plug-in Receptacle ....................... 79 Exterior lights ................................ 77 Extension lamps .......................................... 77 Extinguishers, fire ........... ...r.................... 21 Feathering control, propeller ....................... 75 Feathering switches ..................................... 16 "Filler Neck Cap (Figure 85) ............................ 110 Filler valve emergency system .............................. 21 Filling fuel tanks .................................... 110 Filling oil compartments .................................. 112 Filling oxygen cylinders __________....___................. 112 Filling propeller anti-icer tank .......................... 113 Filters, interphone .,____............................ 90 Fire control ........................................... 73 Fire extinguishers .................................... 21, 41 Fire in nacelle at engine start....,........................ 37 First-aid kits ...._.................................... 40 Flap operators .......................................... 10, 70 Flaps, wing ......................................... 10 Flares ................................................... 31 Flashlights ............................................... 42 Flight instructions, cold weather ________________________ 122 124 RESTRICTED Alphabetical Index RESTRICTED AN 01-20EJ-1 Page Flight controls ................-...................... 1 A. F .C. E. system...............................- 10 Aileron, elevator and rudder controls ............ - 10 Wing flaps.................. .....-................. 10 Flight operation data Cruising Chart ............................... -....... 110 Flight Operation Instruction Chart .............. 52, 53 Take-off Chart ........................... -........ HA Weight and Balance Chart (Figure 27) ............... 33 Flight restrictions ...................................- 35 Fluorescent lights ........................-........ 30, 77 Flying precautions .......................... -........ 35 Formation lights................................ -...- 30 Forward Compartment Entrance (Figure 2)............... 1 Forward compartment oxygen system...................... 62 Forward Pressurized Compartments (Figure 15) .......,.. 18 Frequency Meter (Figure 76) ....................... 87 Fuel boost rheostats ......................-............ 16 Fuel boost switches .................................--- 15 Fuel and Oil Quantity Gages (Figure 18) ............... 22 Fuel and oil quantity gage selector knobs............... 16 Fuel shut-off switches ....................-.......... 71 Fuel shut-off valves ...... ........................... 71 Fuel Shut-off Valve Indicator (Figure 65) .............73 Fuel system ..........................-................ 6 Auxiliary tanks ...................... -........... Ill Booster pumps .................................. 71 Cold weather check ........................ ..... 121 Drain cocks, servicing ........................... Ill Installation of auxiliary tanks ....................- 111 Replenishment ................................... . HO Servicing .............................................. 110 Shut-off valves ....................................... 71 Supply check .............. -...................... 112 Transfer pumps ...................... -........... 71 Fuel supply controls.................................. 15 Fuel System Flow Diagram (Figure 6) .................. - 4 Fuel tanks, auxiliary.............................. - HI Fuel tanks, mainsee fuel cells Fuel Transfer Operation (Figure 7) .................... 7 Fuselage .............................................. 1 Fuse Location Diagram (Figure 64) .................. 72 Fuses ............................................. -... 70 G Generator Selector Switch (Figure 25).............i....... 3> Generator switches ...................... ------------ 30 Glossary U. S. A.British Terms (Appendix I)........... 115 Gross weight ...................................... - 1 Ground heaters ............................... -... 121 Grounding De-icer Shoes (Figure 86) ---------------------- 111 Ground operation and servicing ..................... 109 Group selector switches, bomb .......................... 28 Gunner's Check List ................... -............ 39 Gunnery equipment ........................................ 50 Operation procedure .................................. 58 Protective covering ............................... 110 Gun sights ............................................ 50 Gyro-flux-gate compass .................... ......------- 75 Gyro instruments, electrically operated .....-.......- 49 Page H Hand axes ........................................ 41 Hand pump, hydraulic ....................-...........- 21 Heaters Pitot ............................-................ 76 Portable ground ...........................-..... 121 Suit ............................................ 76 Heating, cabin ........................... ......... 69 Heating systems, cabin ............... -............ 71 Heating switches, cabin ............. .......- 25 Hydraulic filler valve, emergency system .........-... 21 Hydraulic metering valves ...............-...........- 66 Hydraulic panel ..................... -............ 66 Hydraulic pressure warning signal .................... 71 Hydraulic pump ......................... -......... 71 Hydraulic supply tank ..................-............ 66 Hydraulic system .......................... -.. 21, 66 Cold weather check ........................... 122 Emergency system .............................. 67 Normal system ......................... -...... 66 Replenishing .................-................. 113 Hydraulic system controls--------------------......... 21 Hydraulic System Flow Diagram (Figure 55) .......... 65 I Ice elimination equipmentSee de-icing and anti-icer Cold weather check ................................... 121 Identification lights ................................ 30 IFF Control Switches (Figure 73) ........................ 84 IFF radio ................................ -........... 90 Ignition ................................................ 75 Master switches................................... 15 Installing auxiliary tanks ............................ Ill Instrument lighting.................................. - 77 Instruments .......................................... 75 Instruments, cold weather check ........... ............ 122 Instruments, operational ............. .............-....... 49 Interaircraft signal lamp ............................. 77 Intercooler switches .................................... 15 Interior lighting .......................... -...... 77 Interphone Jack Box and Switch (Figure 78) ............. 89 Interphone system .......................... 29, 90 Interphone type RC-36 .................................. 92 Interval release, bomb ......................... -....... 28 Inverters .......................................... 70 Inverter selector switch .......................... 30 J Jack boxes ............................. -........ 29, 90 Jacking .................................. -......- 109 L Ladders............................................. - 110 Landing gear .......................... ........... 2 Cold weather check ........................... 122 Controls ..................................... 21 Servicing ...................... -................... 114 Spotlight switch ............................... - 77 Switch .......................................... 21 RESTRICTED 125 From RareAviation.com RESTRICTED AN 01-20EJ-1 Alphabetical Index Page Tires ......................................... 114 Warning signal .................................... 73 Landing-gear controls ............-..................... 21 Landing-gear, servicing ................................. 114 Landing-gear spotlight switch ............ ........... 30 Landing-gear switch ........-.... ................... 21 Landing-gear warning signal............................ 73 Landing lights ...................................... 77 Switches .............. -......................... 30 Landing under cross-wind ............................. 36 Latches Cold weather check ..................,.............. 122 Lavatory equipment ................................... 107 Leveling ............................................ 109 Leveling Lugs (Figure 82) -------------------------- 109 Liaison radio set...................................... 28 Life rafts ............................................. 41 Life Raft Pull Handle (Figure 28) .................. 41 Lighting ............................................. 30 Loading, bomb ...................................... 59 Lower forward turret.................................... 50 Lower rear turret ............................ 50 Page Oil system ........._................................. 6 Filling compartments.......................... 112 Oil System Flow DiagramEngines No. 1 and 4 (Fig- ure 8) ............................................ 8 Oil System Flow DiagramEngines No. 2 and Z (Fig- ure 9) ......................................... 9 Operational equipment .......................... - 49 Operating instructions .............................. 35 Overcontrol lever .............................. 15 Oxygen Consumption Table (Figure 54)................ 64 Oxygen equipment, cold weather check.............. 122 Oxygen Filler Valve (Figure 88) ................... 112 Oxygen pressure warning signal ...................... 71 Oxygen system ............................... 62 Filling oxygen cylinders ...................... 112 Forward compartment system ....--------------------- 62 Portable oxygen bottle recharging ............. 112 Portable oxygen cylinders ...................... 66 Pressure warning switches ..................... 66 Rear compartment system ...................... 62 Regulator panels .._......................... 62 Oxygen System Flow Diagram (Figure 53) ______ 63 M P Maneuvers prohibited ............................. 35 Manual Controls Location Diagram (Figure 10)........... 11 Manual pressure relief valve ......................... 25 Marker beacon receiver ............................... 89 Metering valves, hydraulic ........................... 66 Microphones ..................................... 90 Switches .......................................... 30 Military rated power .......................... 5 Miscellaneous controls ............................. 30 Miscellaneous equipment......................... 107 Miscellaneous night flying equipment................... 31 Mixture control levers ............................. 15 Mixture lock control lever .......................... 15 Monitor switch ................................. 29 Mooring ........................................ 109 Cold weather instructions ........................ 121 Motors, electric ........-.......................... 70 N Navigators Check List ............................... 38 Navigators Instrument Panel (Figure 42) _______________ 55 Navigators Station (Figure 23) ..................... 27 Night-flying curtain ................................ 31 Night-flying provisions ................................ 31 Normal and emergency exits........................ 42, 46 Normal rated power .................................. 5 Nose gear ....................................... 2 Shimmy damper ................................ 114 Shock struts ................................... 1X4 Tires .................................................. 114 o Oil cooler switches 15 Parachutes .......................... -.................... 41 Parking brake handle ................................... 21 Parking Brake Operation (Figure 19) ................... 23 Parking, cold weather .................................. 121 Photographic equipment ................................ 104 Pilot Applies Brakes (Figure 58) ........................ 67 Pilots Emergency Controls (Figure 31) ................. 43 Pilot or Copilot Releases Brakes (Figure 57) ............ 67 Pilots and Copilots Check List ....................... 35 Pilots and copilots control stands ..................... 10 Pilots and Copilots Control Stands (Figure 11)......... 12 Pilots Emergency Controls (Figure 31) .................. 43 Pilot's Instrument Panel (Figure 39)..................... 51 Pilots pitch control ............................. 16 Pilot's Side Wall Details (Figure 70) ................... 81 Pilots Station (Figure 16) ............................ 19 Pitot heaters ............................................ 76 Pitot heat switch ........................... 31 Pitot static instruments ................................. 49 Pitch control, propeller ............ ............ 16, 74 Plotting Radio Compass Bearings to Obtain a Fix (Fig- ure 72) ........................................ 83 Portable oxygen bottle recharging ....................... 112 Portable oxygen cylinders ................................ 66 Position instruments ............................. .... 76 Position lights .................................... 77 Position light switches ............................ 30 Power plant ............................................... 5 Power transfer switch, landing gear ______........._________ 25 Preheating engines in cold weather ................... 122 Prestarting procedure ........................... 12 Pressure release handles, emergency ...................... 26 Pressure relief valve, manual ............................ 25 Pressure warning shut-off switch ......................... 26 Pressure warning switches, oxygen ........................ 66 126 RESTRICTED Alphabetical Index RESTRICTED AN 01-20EJ-1 Page Pressurized Areas Diagram (Figure 14) .................. 17 Primer switches ..........................-............... 15 Priming and oil dilution valves ................-........ 75 Propeller .............................................. - 5 Anti-icer rheostat .................................. 16 Anti-icer switch .....................-................ 16 Anti-icer system ...................................107 Cold weather check................................... 121 Control ............................................ 74 Feathering switches ................................. 16 Pitch control ............................. ........... 74 Propeller controls...........,........................... 16 Protective armor plate ............................-..... 58 Protective covering.................................. 110 Pump switch, hydraulic .......................... -.... 21 RadioSee communication equipment Radio compass ...................... ---........... 29, 88 Radio Compass Control Box (Figure 71) ------------------- 82 Radio Compass Control Box (Figure 77) ............... 89 Radio controls .................. -................... 28 Radio Operators Check List ................... ..... 39 Radio Operators Station (Figure 26) ................. 32 Radio Operators Station (Figure 74) .................. 85 Rafts .................................................. 41 Ratiometer instruments ............................. 49 Rear Compartment Auxiliary Equipment Panel (Figure 29) 41 Rear compartment oxygen system ........................ 62 Rear Entrance Door (Figure 3) ........................ 2 Receiver .............. -............................ 28 Recharging portable oxygen bottle ................. 112 Recognition lights ...........-.....-..................- 77 Regulator panels, oxygen ............................... 62 Release and rewind wheel, bombardiers ................. 28 Release, bomb interval ....................... 74 Release control, bomb ................................ 26 Release handles, engine fire extinguishers -------------- 21 Release pull handles, bomb .................... ..... 28 Release switch, bomb ..................... ... ...-26 Release Unit Fastener (Figure 51) ..................... 62 Replenishing ammunition ................-............ 58 Replenishing and servicing ......................... HO Anti-icer ........................................ 113 Fuel system .......................................... 110 Hydraulic system ................................. 113 Landing-gear struts and tires ..................... 114 Oil ............................................ - 112 Resistance bulb thermometers ......______________________ 49 Retracting motors ...................................... 70 Retracting switch, landing gear.........-............ 21 Retracting system, emergency .................... 42, 70 Rudder ...................................... -..,..... 10 s Safety belts ....................................... - 107 Safety switches, bomb bay tanks .................... 28 Seat Adjustments Diagram (Figure 80) ................. 106 Seating arrangement for gunnery operation ............. 58 Page Selector levers, vacuum .............................. 26 Selector switches, bomb group ............. ...........- 28 Selector switch, generator ............-.......-.......... 30 Selector switch, inverter ................... -.......... 30 Self-generating instruments ...........-................ 49 Service shut-off valve...................................- 21 Servicing ,.......................................... U0 Drain cocks ............................-............. 112 Shock struts ......................................-.. 114 Tires ............. -...........-.....................- 114 Shimmy damper, replenishing ...........................- 114 Shut-off switch, pressure warning....................... - 26 Shut-off valves Camera vacuum (individual) ............-............. 26 Camera vacuum (master) .............................. 26 Emergency vacuum ............................... -.... 26 Hydraulic ..........................-.................. 21 Side gunners' control and switch boxes -................ 57 Side Gunners Sight (Figure 46) ....................... 57 Sights .......................... -......-.............. 50 Signal switches, bomb .................................. 28 Spotlights ............-.......-..........-............... 27 Starters ............................................-..... 71 Starter switches ...................................... 16 Stations diagram ....................................... 2 Suit heaters ......----------------------------.......... 76 Superchargers ....... ................-................ 5 Supercharger control ................... -............... 15 Supercharger synchronization .............-............... 15 Supercharging and heating, cabin........................ 67 Surface de-icers ..............................-.......... 76 Surface de-icer switch ............................... 31 Surface de-icer system ................ ,.............. 104 T Table lights ...................................... 77 Tail Gunner's Seat (Figure 81) .....-............... 107 Tail gunners control ............................. 57 Tail turret ...............-..................... 50 Take-off .................-......................-.... 50 Take-off Chart (Appendix II) ...................... 118 Tank safety switches ..................... -......... 28 Temperature instruments ............................ 76 Temperature limits, engine .................. ...... 5 Thermocouple instruments ............... -......... 49 Thermometer, resistance bulb ................... -...... 49 Thermos jugs .............................. -...- 107 Throttle Reset Warning Buttons (Figure 21) .......... 25 Tires, servicing .................................. 114 Top gunners control and switch box.................. 57 Top Gunners Sight (Figure 45) ------------------------ 57 Towing.......................................... 109 Trailing antenna .................... ............. 29 Transfer pump switch, fuel......................... 71 Transfer switch, emergency power................... 31, 44 Transmitter _____________________.................. 29, 80 Transmitter key ....................... -..........29 Transmitter Tuning Unit (Figure 75) ................-.. 86 Traverse of turrets .............................. 58 RESTRICTED 127 From RareAviation.com RESTRICTED AN 01-20EJ-1 - Alphabetical Index Page Page Troop seat installation .............................. 107 *Tunnel Ladders (Figure 84) ......................... 110 Turbosuperchargers ..................................... 5 Turret controls ..................................... 28 ^Turret Control System (Figure 44) ................... 56 Turrets .............................................. 50 Turret warning signal ............................... 73 *Typical Oxygen Regulator Panel (Figure 52)........... 62 u Lipper forward turret ................................. 50 Upper rear turret ..................................... 50 V *Vacuum and De-icer Flow Diagram (Figure 79) _____________ 105 Vacuum operated instruments ........................... 49 Vacuum system controls ............................ 26 Voice-range filter knob ........................... 30 w Walkway ...................................... 109 Warning reset buttons, landing-gear ............... 25 Warning signals ................................. 71 ^Weight and Balance Diagram (Figure 27) ........... 33 Wheel well spotlights ............................. 77 swing Walkway Area (Figure 83) ................. 110 Wing ............................................... 1 Wing flaps ........................................ 10 ADDITIONAL COPIES of this publication may be secured on requisition, AAF Form 102, as prescribed in AAF Regulations 15-102, Submit requisition to: Commanding General, Air Service Command, Patterson Field, Fairfield, Ohio. Also, see T. 0. No. 00-25-3 for details on distribution of Technical Orders. (Re- quests from Naval activities shall be submitted to: Chief of the Bureau of Aero- nautics, Navy Department, Washington, D. C.) 128 RESTRICTED