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 Models B-17F and B-17G Link: https://rareaviation.com/product/pilots-flight-operating-instructions-for-army-models-b-17f-and-b-17g --- RAW UNFORMATTED TEXT BELOW --- RESTRICTED FOR OFFICIAL USE ONLY AN 01-20EF-1 A.P. NO. 2099C DIST: 2, 4 FILE: BEGHT PILOTS FLIGHT OPERATING INSTRUCTIONS FOR ARMY MODELS B-17F and G BRITISH MODEL FORTRESS II This publication shall not be carried in aircraft on combat missions or when there is a reasonable chance of its falling into the hands of the enemy. 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. WM. 3. BURFORD PRINTING CO. 10-22-43 19M AUGUST 1, REVISED OCTOBER 1943 1, 1943 RESTRICTED AN 01-20EF-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 uho 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. Pa6e Latest Revised Date 1.............Oc tobe r 1, 1943 2.............October 1, 1943 3.............October 1, 1943 4.............October I, 1943 7.............October 1, 1943 8........................ October 1, 1943 9.............October 1, 1943 10.............October 1, 1943 11.............October 1, 1943 12.............October 1, 1943 17.............October 1, 1943 18_____________ October 1, 1943 55...............October 1, 1943 56.............October 1, 1943 ADDITIONAL COPIES of this publication may be secured on Requisition, AAF Form 102. as prescribed in AAF Regulations 15-102. 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.) Revised October 1, 1943 RESTRICTED From RareAviation.com Table of Contents RESTRICTED AN 01-20EF-1 TABLE OF CONTENTS Section Page I Description....................................................1 1. Airplane....................................................1 2. Power Plant.................................................1 3. Hydraulic System............................................2 4. Fuel System.................................................4 5. Oil System..................................................6 6. Electrical System...........................................7 7. Heating.....................................................8 8. Vacuum and De-icing System..................................9 9. Oxygen System..............................................10 10. Communications Equipment...................................14 II Pilots Operating Instructions................................15 1. Restrictions...............................................15 2. Operational Equipment......................................16 3. Flight Instructions........................................26 HI Emergency Instructions........................................39 1. Hand Cranks................................................39 2. Emergency Operation of Landing Gear........................39 3. Emergency Operation of the Tail Wheel......................40 4. Emergency Operation of Wing Flaps..........................40 5. Emergency Operation of Bomb Bay Doors......................40 6. Emergency Bomb Release.....................................40 7. Fire in Flight.............................................41 8. Emergency Brake Operation..................................42 9. Warning Signals............................................42 10. First-Aid Kits............................................ 43 11. Abandoning Airplane in Flight..............................43 12. Crash Landing..............................................43 13. Forced Descent at Sea......................................44 14. Emergency Operation of Radio Equipment.....................48 IV Bombardiers Compartment......................................51 1. Bomb Controls..............................................51 2. Bombardiers Guns........................................ 56 3. Interphone.................................................56 4. Oxygen.....................................................56 5. Bomb-Sight Window Defroster................................56 6. Windshield Wiper and Anti-Icer.............................56 7. Bomb-Sight Heating Pad.....................................56 V Navigators Compartment.......................................57 1. Lighting................................................. 57 2. Fire Extinguisher..........................................57 3. Interphone.................................................57 4. Oxygen.....................................................57 5. Heating and Ventilating Inlet..............................57 6. Drift Meter Master Switch..................................58 7. Radio Compass Receiver.....................................58 8. Aperiodic Compass........................................ 58 RESTRICTED I Table of Contents RESTRICTED AN 01-20EF-1 Section Page VI Upper Turret..................................................59 1. General...................................................59 2. Preflight Check...........................................60 3. Turret Operation..........................................60 4. Adjacent Equipment........................................61 VII Bomb Bay......................................................62 1. Lighting..................................................62 2. Oxygen....................................................62 3. Emergency Equipment.......................................62 4. Bomb Rack Selector Switches...............................63 5. Hand Transfer or Refueling Pump...........................63 6. Auxiliary Wing Fuel Cell Shut-Off Valves..................63 7. Relief Tube ..............................................63 VIH Radio Compartment.............................................65 1. Lighting..................................................65 2. Emergency Equipment.......................................65 3. Oxygen Controls...........................................65 4. Heating and Ventilating Inlet.............................65 5. Interphone Controls.......................................65 6. Communications Equipment..................................66 7. Frequency Meter...........................................68 8. Radio Compartment Gun.....................................68 9. Camera Pit................................................68 IX Ball Turret...................................................70 1. General...................................................70 2. Entering the Turret.......................................70 3. Preflight Check...........................................72 4. Operation.................................................72 5. Interphone................................................72 6. Suit Heater...............................................72 7. Oxygen....................................................72 8. Adjacent Equipment........................................72 X Side Gunners Compartment.....................................74 1. Lighting..................................................74 2. Interphone Controls.......................................74 3. Suit Heater Outlet........................................74 4. Oxygen....................................................74 5. Emergency Equipment.......................................74 6. Gun Operation.............................................74 XI Tail Gunners Compartment.....................................75 1. Entrance..................................................75 2. Lighting..................................................75 3. Interphone................................................75 4. Oxygen....................................................75 5. Suit Heater Outlet........................................75 Appendix I U. S. A. British Glossary.....................................77 H Flight Operation Data.........................................78 m Special Restrictions.........................................109 ii RESTRICTED From RareAviation.com RESTRICTED AN 01-20EF-1 Section l Paragraphs 1-2 Figure 1 - B-17F in Flight 1. AIRPLANE. a. Model B-17F and G bombardment airplanes are four-engine-midwing monoplanes. The approximate over-all dimensions are: length, 74 feet 9 inches; height, taxying position, 19 feet 1 inch; span, 103 feet 9 inches. b. Electrically operated landing gear, tail gear, wing flaps, bomb bay doors, and hydraulically operated brakes and cowl flaps are provided. c. The crew includes pilot, copilot, navigator, bom- bardier, upper turret gunner, lower turret gunner, ra- dio operator, side gunner(s), and tail gunner. The air- plane can be entered either through the main entrance door on the right side of the airplane just forward of the horizontal stabilizer, or through the front hatch in the bottom of the fuselage below the pilots compartment. d. Defensive armament of the B-17F consists of three turrets, each mounting two .50 calibre machine guns, and five single flexibly mounted .50 mounted .50 calibre machine guns. The B-17G has an additional power turret just below the nose of the airplane and con- trolled from the bombardiers compartment. e. Provisions are made for loading 2000-pound or smaller bombs on racks within the bomb bay, and one bomb, up to 4000 pounds may be carried under each wing. f. Automatic flight control equipment is provided. 2. POWER PLANT. a. ENGINES. - The Wright model R-1820-97 en- gines are air-cooled, nine-cylinder radial aircraft engines, equipped with integral reduction gears through which the propellers are driven. b. TURBOSUPERCHARGERS. - A type B-2 General Electric turbosupercharger is provided for each engine to boost manifold pressure for take-off and high- altitude flight. Superchargers are controlled by auto- matic hydraulic regulators adjusted from the pilots control pedestal. Figure 3 - Power Plant c. PROPELLERS. - The Hamilton standard three- blade propellers are hydromatically controlled with constant-speed and full feathering provisions. d. AUTOMATIC ENGINE CONTROL. - Should en- gine control cables be shot away, four of the controls will automatically assume predetermined positions: throttles, wide open; superchargers, 65 percent power; intercoolers, cold; and propellers, 1850 rpm. Func- tioning of the automatic control at one unit will not affect placement of controls at other units, or of similar controls on other engines. Figure 2 Three-quarter Rear View Revised October 1, 1943 RESTRICTED 1 RESTRICTED AN 01-20EF-1 Section I Paragraph 3 3. HYDRAULIC SYSTEM a. SERVICE SYSTEM. - Hydraulic pressure for operating brakes and cowl flaps is supplied by an electric motor-driven pump, or by an accumulator while the pump is not operating. (1) When the hydraulic pump switch on the pilots control panel is in the AUTO position, pressure is automatically regulated by a pressure cut-out switch, starting the pump when pressure drops to 600 pounds and stopping the pump when the pressure builds up to 800 pounds. In case the automatic pressure switch fails, pressure may be maintained by holding the hy- draulic pump switch in the MANUAL position. A relief valve opens if pressure in the system reaches 900 pounds. Figure 4 - Hydraulic Flow Diagram 2 Revised October 1, 1943 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EF-1 Section I Paragraph 3 WARNING Should leakage occur in the hydraulic system, the pump must be stopped to prevent loss of fluid. Remove the hydraulic pump switch fuse in the station 4 fuse panel, or disconnect the electrical receptacle at the pressure switch. (2) In some airplanes the hydraulic pump is con- trolled by an ON-OFF switch on the pilots control panel. This switch must be ON to maintain pres- sure automatically. b. EMERGENCY BRAKE SYSTEM. - A spare ac- cumulator and auxiliary metering valves provide emer- gency brake operation. A red warning lamp on the pilots instrument panel lights when pressure in the emergency system falls to approximately 700 pounds per square inch. To charge the emergency accumulator, open the manual shut-off valve. If a selective check valve is installed, place it in SERVICING position, unless it is lockwired in NORMAL position. (These units are located on the right side wall at the rear of the control cabin. See figure 5.) Build up 800 pounds pressure in the system, then return the selective check valve to NORMAL position and close the manual shut-off valve. NOTE The emergency brake system has been elim- inated from the later model airplanes. c. PRESSURE GAGES. - Pressure in the service and emergency brake systems is indicated by two gages on the pilots instrument panel. d. HAND PUMP. - A hand pump on the side wall at the right of the copilot is used to supply pressure for ground service operations, and to recharge the accumulators if the electric pump fails. Figure 6 - Brake Operation Diagram Figure 5 - Servicing Emergency Accumulator Revised October 1, 1943 RESTRICTED 3 RESTRICTED AN 01-20EF-1 Section I Paragraph 4 4. FUEL SYSTEM The fuel system consists of four independent single- engine systems as shown in figure 7. The fuel supply for one engine can be used for another engine only by transferring fuel from one engine tank to another through the fuel transfer system. All fuel tanks are the self-sealing type. a. FUEL BOOST PUMPS. - Electrically driven fuel boost pumps, controlled by toggle switches on the central control panel, supply pressure required for engine starting, and supplement the engine-driven fuel' pumps for take-off and for high-altitude flight. The boost pumps are normally turned off after the climb from take-off is well under way and started again at 15,000 to 18,000 feet to prevent vaporization in the fuel lines to the engine-driven pumps. Booster pump pressure at engine No. 3 fuel strainer is used to supply the cylinder head primer. b. FUEL SHUT-OFF VALVES. - Fuel shut-off valves, controlled by switches on the central control panel, are installed in the fuel lines between each booster pump and fuel strainer, providing immediate stoppage of flow to an engine incase a line is severed. Figure 7 - Fuel Flow Diagram Revised October 1, 1943 RESTRICTED From RareAviation.com Section I Paragraph 4 RESTRICTED AN 01-20EF-1 c. PRIMER. - The cylinder head primer has posi- tions corresponding to each of the four engines, and an OFF position in which the primer handle is locked. To operate, push the handle down, turn the valve to the engine position required, and then withdraw the handle and pump the charge to the engine. IMPORTANT Pressure from No. 3 fuel booster pump is on the suction side of the primer and over priming will result, if the handle is left in the withdrawn position. Therefore, each priming operation must terminate with the handle returned to the locked position. d. FUEL TRANSFER SYSTEM. (1) Fuel is transferred by means of an electric motor-driven pump and two selector valves. The motor switch and selector valve handles are in the rear of the control cabin below the door leading to the bomb bay. Direct transfer can only be made across the center line of the airplane. (See figure 8 for fuel transfer procedure.) WARNING Do not use bomb bay valve position when bomb bay tanks are not installed. It is recommended that a 6-inch length of hose, plugged at the outer end, be attached to the bomb bay valve ports. (2) An emergency hand-operated fuel pump, mounted on the rear bulkhead of the bomb bay, can be substituted for the electric-driven transfer pump by disconnecting the electric pump lines from the fuel transfer selector valves at the forward end of the bomb bay and connecting the hand pump lines. The hand pump can also be used as a refueling pump. (See figure 60.) (3) Airplanes equipped with auxiliary wing fuel cells have shut-off valves in the lines leading from each group of cells. These valves are controlled by handles in the radio compartment or in the bomb bay near bulkhead No. 5. (See figure 59.) Keep auxiliary cell shut-off valves CLOSED (handles out) at all times except when transferring fuel from auxiliary to main tanks. Transfer fuel only when fuel level of main tanks has dropped to 100 gallons per engine. After transfer, return valve to CLOSED (handle out) position. Figure 8 - Fuel Transfer Diagram RESTRICTED 5 Section I Paragraph 5 5. OIL SYSTEM RESTRICTED AN 01-20EF-1 SYMBOLS COLOR IDENT. OIL LINES YELLOW VENT LINES YELLOW 4 BLACK OIL DILUTION LINES-----------RED OIL DISCHARGE LINES - OIL LINES: HIGH PRES. - YELLOW 4 BLACK ELECTRICAL WIRING ------------ KEY TO FIGURE 9 A - OIL TEMPERATURE REGULATOR 8 - OIL TANK C - DRAIN VALVE D - RESTRICTION FITTING E - OIL DILUTION VALVE F - OIL TEMPERATURE BULB G - PROPELLER FEATHERING PUMP H - PRESSURE CUTOUT SWITCH I - TUBE ASSEMBLY J - TUBE ASSEMBLY K - OIL PRESSURE TRANSMITTER L - OIL TEMPERATURE ACCELERATING WELL M - SUPERCHARGER REGULATOR N - HEATER RECEPTACLE ASSEMBLY 0 - ELECTRICAL IMMERSION OIL HEATER a. Each engine is equipped with a self-sealing oil tank having a capacity of 37 gallons plus approximately 10 percent expansion space. The total of 148 gallons for all four tanks is required for maximum fuel load with wing tanksand bomb bay tanks full. The propeller feathering pump receives its oil supply from the in line. Oil for operating the supercharger regulators is supplied from the engine oil system. b. The oil temperature regulator is in the out line. Operation of oil-cooler shatters is fully auto- matic and, therefore, no oil-cooler controls are pro- vided in the cockpit. Each tank is equipped with an oil heat accelerator or hopper which keeps the oil from circulating through the tank. . An oil dilution system is provided for diluting the oil with gasoline at the end of an engine run to provide easier starting. d. Fill oil tanks with Specification No. AN-W-O- Figure 9 - Oil Flow Diagram 446, grade 1120 for normal operations, grade 1100A for cold weather. RESTRICTED From RareAviation.com Section I Paragraph 6 RESTRICTED AN 01-20EF-1 6. ELECTRICAL SYSTEM a. A 24-volt d-c system distributes power from four engine-driven generators and from three storage batteries in the leading edges of the wing, just out- board of the fuselage. Three solenoid-operated battery switches are controlled by toggle switches on the pilot's control panel. b. A gasoline engine-driven generator unit stowed in the rear fuselage compartment may be operated on the ground to provide auxiliary electric power for recharging batteries and for limited radio operation. c. Alternating current for the Autosyn instruments, drift meter, radio compass, and warning signals trans- former is furnished by two inverters under the pilots and copilots seats. A double-throw switch on the pilots control panel selects the inverter to be used: in NORMAL position the left inverter is on; in ALTERNATEposition the right inverter is on. Both inverters are off when the switch is centered. Figure 10 - Fuse Location Diagram Revised October 1, 1943 RESTRICTED RESTRICTED AN 01-20EF-1 Section I Paragraph 7 7. HEATING a. GLYCOL HEATING SYSTEM. - Cabin heat is supplied by a hot air system in which heat is trans- ferred to the ventilating air from a glycol system in the No. 2 nacelle. Flow of heated air to the cabin is controlled by a damper at the pilots left. Defroster air is controlled by a red knob in the vof the pilots windshield and by a control near the outlet in" the bombardiers air duct. Fill glycol tank with approved mixture only; do not dilute with water. CAUTION During starting and ground operation of engines, the cabin heat control must be in the OFF or COLD position to prevent glycol in the system from boiling away. b. AUXILIARY HEATING SYS- TEM. - A similar glycol system, installed in the No. 3 nacelle of some airplanes, supplies eight radiator-fan heating and defrost- ing units in various locations in the airplane. Fan motors are thermostatically controlled and the flow of heating air is regulated by a damper at each unit. c. SUIT HEATER OUTLET.-Ten receptacles for plugging in elec- tric suit heaters are provided at various crew stations. The heat output of each suit is controlled by a rheostat on the receptacle box. Figure 12 - Suit Heater Receptacle f -o Heating & Ventilating System Ducts Glycol System Lines ---------Vent the glycol system operates continuously regardless of the position of heating VENT DAMAGE TO THE GLYCOL SYSTEM. Figure 11 - Heating System Diagram Revised October 1, 1943 RESTRICTED 8 From RareAviation.com Section I Paragraph 8 RESTRICTED AN 01-20EF-1 8. VACUUM AND DE-ICING SYSTEM A FLIGHT INDICATOR WING DE-ICER VALVE TURN TO BATTERY ,-BY PASS OVERBOARD DRAIN DE-ICERS "OFF K VACUUM LINES --PRESSURE LINES - ELECTRICAL WIRING TURN a BANK INDICATOR TO BATTERY I DE-ICER CONTROL VALVE "N" ------0 NO BY PASS WITH DE-ICERS ON ----DE-ICERS "ON Figure 13 - Vacuum and De-icer Flow Diagram KEY TO FIGURE 13 A - SUCTION GAGE B - DE-ICER PRESSURE GAGE C - SUCTION RELIEF VALVE D - CHECK VALVE E - OIL SEPARATOR F - PRESSURE RELIEF VALVE G - ROTARY DISTRIBUTING VALVE H - TEST CONNECTION TO CRANKCASE TO DE-ICER PRESSURE GAGE TO PUMPS TO SELECTOR VALVE VACUUM PUMP L'^2> VACUUM PUMP R. GYRO INSTRUMENTS J VACUUM SELECTOR VALVE I - OIL SEPARATOR J - MANIFOLD (INSTR. TUBING} K - SELECTOR VALVE L - VACUUM PUMP M - SHUT-OFF VALVE N - DE-ICER CONTROL VALVE 0 - PRESSURE RELIEF VALVE P - SHUT-OFF VALVE Y - VALVE Vacuum pumps are driven by engines Nos. 2 and 3. The selector valve on the side wall at the left of the pilot permits selection of either pump for deflation of de-icer shoes and at the same time provides the use of the other pump for all other vacuum-operated equip- ment. When the de-icer control valve is ON, it directs the discharge of both vacuum pumps to the de- icer distributor valve and also starts the distributor valve motors. When it is OFF the exhaust from both pumps is bypassed overboard, and the distributor motor is stopped. Revised October 1, 1943 RESTRICTED 9 RESTRICTED AN 01-20EF-1 Section I Paragraph 9 9. OXYGEN SYSTEM (D- CYLINDERS AT LEFT SIDE OF COCKPIT - CYLINDERS AT RIGHT SIDE OF COCKPIT - CYLINDERS UNDER PILOTS FLOOR d) - CYLINDERS UNDER RADIO REGULATOR, TYPE A- 12 COMPARTMENT FLOOR O REGULATOR, TYPE A-9A (U) - TURRET CYLINDERS DISTRIBUTION LINE FILLER SYSTEM FLEXIBLE FILLER SYSTEM Figure 14 - Oxygen Flow Diagram. a. SUPPLY SYSTEM. - Breathing oxygen is stored in 18 type G-l cylinders and is distributed by four self-contained systems, each serving two or more crew stations, which prevent complete loss of supply should a distribution line be severed. A check valve at each cylinder prevents loss of system pressure through a punctured cylinder. Each fully charged G-l cylinder will supply one man with oxygen for 5 hours at 30,000 feet. The main system is filled to 400 pounds per square inch pressure through a filler valve just aft of I the forward entrance hatch. On some airplanes a separate type F-l cylinder at each power turret pro- vides 2-1/2 hours of oxygen for one man at 30,000 feet and is refilled from the main system through a I valve on a flexible hose. (See figure 15) Portable oxygen units provided for each crew member may be filled at the recharging valve at any demand regulator. NOTE In some airplanes 15 constant-flow type A-9A regulators are provided. This installation has a relief valve in the filler system, and does not have the indicator panels or the portable units, but is essentially the same as the de- mand system. b. REGULATORS. - A type A-12 demand regulator and an indicator panel are located at each crew station. (See figure 16 for operation.) Power turrets are equipped with A-9A constant-flow regulators in air- planes having separate turret cylinders. Figure 15 - Refilling Turret Oxygen Cylinder c. INDICATOR PANELS. - When oxygen flows from the regulator, the ball in the indicator bounces up in the glass tube; when flow stops, the ball falls. Do not be surprised if the indicator shows no oxygen flowing when the airplane is on the ground and the auto-mix is ON, as the regulator is not necessarily supposed to add oxygen at ground level. The gage shows the pressure in the supply cylinders for that station. The warning signal lights when that pressure falls below 100 pounds per square ipch. ^vised October 1, 1943 10 RESTRICTED From RareAviation.com Section I Paragraph 9 RESTRICTED AN 01-20EF-1 USE OXYGEN INTELLIGENTLY For normal operation the "Aufo-Mix should always be turned to "ON" position as shown here. This assures a proper mixture of oxygen with the outside air. When "Auto-Mix" is "OFF" the regulator will furnish pure oxygen on demand. Ul properly fitted motk. Check for leoki by holding thumb over mod hoie: diiconnoct fitting and Inhole normally. To get oxygen, place the end connection of mask hose into the fitting, on end of feeder hose coming from the Demand Regulator. If Regulator fails to function, turn on Emergency Valve. This allows a con- stant flow of oxygen to the mask direct from the supply line. Row in- dicator will not operate under this condition, ond oxygen will flow from the supply line at a higher rate. Watch your pressure gage. Figure 16 - Use of Oxygen CAUTION EXERCISE EXTREME CAUTION TO INSURE THAT OXYGEN EQUIPMENT DOES NOT BECOME CON- TAMINATED WITH OIL OR GREASE. FIRE OR EXPLOSION MAY RESULT WHEN EVEN SLIGHT TRACES OF OIL OR GREASE COME IN CONTACT WITH OXYGEN UNDER PRESSURE. 1. Have your own mask which has been checked for fit by the oxygen officer. 2. Carry your bail-out cylinder charged to 1800 pounds. 3. Check to see that there is a portable walk-around unit at each station, filled to 400 pounds,and in work- ing order. 4. Check system pressure before flight; it should be 400 pounds. 5. Check function of demand regulator in both ON and OFF positions. Flow gage should function when auto-mix is OFF. 6. Check knurled collar on elbow connecting mask hose to regulator for tightness. 7. Open emergency valve to check flow; then close. This valve should not be open except incase of emer- gency. 8. Turn regulator to auto-mix ON position. 9. Use auto-mix OFF only - When oxygen officer advises the use of pure oxy- gen before take-off, in which case, use it all the way up as protection against bends. When treating men for shock, loss of blood, or as protection against poisonous gas. 10. Start using oxygen at 10,000 feet. At night use oxygen from ground up, with auto-mix in ON po- sition. 11. In flight above 10,000 feet, always use walk- around unit when moving from one station to another. To use portable unit, first: Check pressure gage of portable unit; 2nd: Inhale deeply, then disconnect mask from regular hose and quickly open spring cover of regulator con- nection and snap in male fitting on end of mask hose. Clamp port- able unit to clothing. DON'T DELAY When pointer on pres- sure gage reaches red area refill cylinder. Figure 17 - Portable Oxygen Unit in Use Revised October 1, 1943 RESTRICTED Section I RESTRICTED AN 01-20EF-1 MAN HOURS OF AVAILABLE OXYGEN BLACK FIGURES INDICATE AUTO-MIX "ON" RED FIGURES INDICATE AUTO-MIX "OFF CAUTIONThe auto-mix in the off position rapidly diminishes the available oxygen supply. Do not use this position unless it is necessary to get pure oxypen! AIRCO REGULATORS TYPE A-12 PIONEER REGULATORS TYPE A-12 \Gage \Pres. 200 150 100 50 Alt\ Ft. \ 400 350 300 250 41.5 35.6 29.4 23.6 17.8 12.0 5.8 E 40,000 41.5 35.6 29.4 23.6 17.8 12.0 5.8 29.5 25.3 20.9 16.8 12.6 8.5 4.0 M 35,000 29.5 25.3 20.9 16.8 12.6 8.5 4.0 21.5 18.5 15.2 12.2 9.2 6.0 3.0 E 30,000 22.0 18.9 15.6 12,5 10.4 6.2 3.0 16.5 14.1 11.5 9.0 7.0 4.7 2.0 R 2 5,000 21.0 18.0 14.9 11.9 9.0 6.0 2.9 13.0 11.1 9.2 7.4 5.5 3.7 1.5 G 20,000 23.5 20.2 16.6 13.3 10.1 6.8 3.2 10.0 8.6 7.0 5.7 4.0 3.9 1.4 E 15,000 28.5 24.5 20.2 16.2 12.2 8.2 3.9 8.0 6.8 5.6 4.5 3.4 2.3 1.1 N 10,000 48.5 41.7 34.4 27.6 20.8 14.0 6.7 6.5 5.5 4.6 3.7 2.8 1.8 1.0 C 5,000 S. L. 5.5 4.7 3.9 3.1 2.3 1.5 0.7 Y\Gage \Pres. 200 150 100 50 Alt\ Ft. \ 400 350 300 250 41.5 35.6 29.4 23.6 17.8 12.0 5.8 E 40,000 41.5 35.6 29.4 23.6 17.8 12.0 5.8 29.5 25.3 20.9 16.8 12.6 8.5 4.0 M 35,000 30.0 25.8 21.3 17.1 12.9 8.7 4.2 21.5 18.5 15.2 12.2 9.2 6.0 3.0 E 30,000 22.5 19.3 15.9 12.8 9.6 6.5 3.1 16.5 14.1 11.5 9.0 7.0 4.7 2.0 R 2 5,000 22.0 18.4 15.6 12.5 9.4 6.3 3.0 13.0 11.1 9.2 7.4 5.5 3.7 1.5 G 20,000 39.0 33.5 26.6 22.2 16.7 11.3 5.4 10.0 8.6 7.0 5.7 4.0 3.9 1.4 E 15,000 38.0 32.6 26.9 21.6 16.3 11.0 5.3 8.0 6.8 5.6 4.5 3.4 2.3 1.1 N 10,000 37.5 32.2 26.6 21.3 16.1 10.8 5.2 6.5 5.5 4.6 3.7 2.8 1.8 1.0 C 5,000 28.5 24.5 20.2 16.1 12.2 8.2 3.9 5.5 4.7 3.9 2.3 2.3 1.5 0.7 S. L. 30.0 25.8 21.3 17.1 12.9 8.7 4.2 a o c c r-< rt 6 L ns S3 a. e Sh o 6 o \Gage \Pres. 350 300 H 2K0 200 150 100 50 Alt\ Ft.\ 400 33.2 28.6 23.6 19.0 14.2 96 4.6 E 40,000 33.2 28.5 23.6 18.9 14.2 9.6 4.6 23.6 20.2 16.8 13.4 10.2 6.8 3.4 M 35,000 23.6 20.3 16.7 13.4 10.1 6.8 3.3 17.2 14.8 12.2 9.8 7.4 5.0 2.4 E 30,000 17.6 15.1 12.5 10.0 7.6 5.0 2.4 13.2 11.2 9.2 7.4 5.6 3.8 1.8 R 2 5,000 16.8 14.4 11.9 9.6 7.2 4.8 3.3 10.4 9.0 7.4 6.0 4.4 3.0 1.4 G 20,000 18.8 16.2 13.3 10.7 8.1 5.4 2.6 8.0 6.8 5.6 4.6 3.4 2.4 1.2 E 15,000 22.8 19.6 16.2 13.0 9.9 6.6 3.2 6.4 5.4 4.6 3.6 2.8 1.8 0.8 N 10,000 38.8 33.4 27.5 22.1 16.7 11.2 5.4 5.2 4.4 3.6 3.0 2.2 1.4 0.8 C 5,000 4.4 3.8 3.2 2.4 1.8 1.2 0.6 S. L. \Gage \Pres. 200 150 100 50 Alt\ Ft. \ 400 350 300 250 33.2 28.6 23.6 19.0 14.2 9.6 4.6 E 40,000 33.2 28.5 23.6 18.9 14.2 9.6 4.6 23.6 20.2 16.8 13.4 10.2 6.8 3.4 M 3 5,000 24.0 20.6 19.0 13.7 10.3 6.9 3.3 17.2 14.8 12.2 9.8 7.4 5.0 2.4 E 30,000 18.0 15.5 12.8 10.2 7.7 5.2 2.5 13.2 11.2 9.2 7.4 5.6 3.8 1.8 R 2 5,000 17.6 14.7 12.5 10.0 7.6 7.1 2.4 10.4 9.0 7.4 6.0 4.4 3.0 1.4 G 20,000 31.2 26.8 22.1 17.8 13.4 9.0 4.3 8.0 6.8 5.6 4.6 3.4 2.4 1.2 E 15,000 30.4 26.1 21.6 17.3 13.0 8.8 4.2 6.4 5.4 4.6 3.6 2.8 1.8 0.8 N 10,000 30.0 2 5.9 21.3 17.1 12.9 8.7 4.2 5,000 5.2 22.8 4.4 19.6 3.6 16.2 3.0 13.0 2.2 9.8 1.4 6.6 0.8 3.1 C 4.4 3.8 3.2 2.4 1.8 1.2 0.6 y S. L. 24.0 20.6 17.0 13.7 10.3 7.0 3.3 12 Revised October 1, 1943 RESTRICTED From RareAviation.com Section I RESTRICTED AN 01-20EF-1 MAN HOURS OF AVAILABLE OXYGEN BLACK FIGURES INDICATE AUTO-MIX "ON WWMWMWMMWMWMWWWWWW NOTE: Each turret cylinder, Type F-l, will supply one man for approxi- mately 2 hours at 30,000 feet, 2% hours at 25,000 feet, 3 hours at 20,000 feet. AIRCO REGULATORS TYPE A-12 ( 1 Gage Pres. Alt.. Ft. 400 350 300 2 50 200 150 100 50 8 4941 MH WM 28.4 21.4 E S M 40,000 49.8 42.8 35.4 28.4 21.2 14.4 6.9 2 5.0 MW WM 5.0 M I Cylindt itor, Side II Turret 35,000 35.4 30.4 25.0 20.1 15.1 10.2 4.9 30,000 M 26.4 WM 22.6 WWW 18.7 WM 15.0 WM 11.3 MW 7.5 WW 3.6 E >UP III (6 G- , Radio Open unner, andjla WM 16.8 MW WM WWW W R 2 5,000 25.2 21.6 17.8 14.3 10.8 7.2 3.4 20,000 DW| 28.2 13.6 24.2 WM 19.9 WW! 16.0 MW 12.1 WWW 8.1 2.2 3.9 G 12.0 8.6 WM WM M M E 3 * CQ -4 15,000 34.2 29.4 24.2 19.4 14.7 9.9 4.7 0^:3 MW WM mi Ml WM WW N L 10,000 58.2 50.0 41.2 33.1 2 5.0 16.8 8.1 a 5,000 WW MW WWW WWW MW C S. L. WW MW WM MW WM ^W Y PIONEER REGULATORS TYPE A-12 f------------- Gage Pres. 400 350 300 250 200 150 100 50 Alt. Ft. 49.8 42.8 35.4 28.4 21.4 14.4 7.0 40,000 49.8 42.8 35.4 28.4 21.3 14.4 6.9 E WMMWWWWMWWMMWM 35,000 36.0 30.9 25.5 20.5 15.4 10.4 5.0 30,000 27.0 23.2 19-1 15.3 11.5 7.8 3.7 E WWWWWWWWWMWWWWWWWW 25,000 26.4 22.0 18.7 15.0 11.3 7.6 3.8 MWWMWMMMWMMMWW 20,000 46.8 40.2 33-1 26.6 20.1 13.5 6.5 G_ WMMMWWWWWWWMWWMW 15,000 45.6 39.1 31-7 25.9 19-5 13.2 6.3 E MWMWMWWMMMMWWM 10,000 45.0 38.7 31-9 25.6 19.3 13.0 6.3 N WMMWWWMMWWMWWWM 5,000 32.2 29.4 24.2 19-4 14.7 9-9 4.5 C ^MWMWWMWWMWMMM S. L. 36.0 31.9 25.5 20.5 15.4 10.4 5.0 Y Gage Pres. Alt. Ft. 400 350 300 250 200 150 100 50 WM MW WM WM WM WM M E 40,000 24.9 21.4 17.7 14.2 10.7 7.2 3.5 '2'2 L MW WWW WM IM M M flindt Outl Gum 35,000 17.7 15.2 12.5 10.1 7.6 5.1 2.5 M 11.1 WM WW M E G-l C; ent (2 d Tail 30,000 13.2 11.3 9.4 7.5 5.7 3.8 1.8 WW WM WM MW WM WW R 2 5,000 12.6 10.8 8.9 7.2 5.4 3.6 1.7 > LZ WW WM MM WM MW G a. s s p WO 20,000 14.1 12.1 10.0 8.0 6.1 4.1 1.9 M BHH MW MW8 WM 1.7 0.8 E O.Z " 15,000 17.1 14.7 12.1 9-7 7.3 4.9 2.4 2.7 2.1 MW 0.7 N 10,000 29.1 25.0 20.5 16.6 12.3 8.4 4.0 WW HH MW WWW WM WM 0.6 C 5,000 |3.3 2.8 2.3 WWWWM8WM.WK S. L. Gage Pres. 400 350 300 250 200 150 100 Alt. Ft. 50 40,000 24.9 21.4 17.7 14.2 10.7 7.2 3.5 E 35,000 18.0 15.5 12.8 10.3 7.7 5.2 2.5 M WWWMMWWMWMSMWM 30,000 13.5 11.6 9.6 7.7 5.8 3.9 1.9 E "HMMMMMMMMHi 25,000 13.2 11.0 9.4 7.5 5.7 3.8 1.8 R 20,000 23.4 20.1 16.6 13.3 10.0 6.8 3.3 G 6 0 5.2 4.3 3.4 2.6 1.7 0.8 15,000 22.8 19.6 16.2 13.0 9.8 6.6 3.2 E 10,000 22.5 19.3 16.0 12.8 9.7 6.5 3.1 N 3.9 3.3 2.8 2.1 1.7 1.1WW6 5,000 16.1 14.7 12.1 9.7 7.3 4.9 2.3 c 3.3 2.8 2.3 1.9 1.4 0.9 0.4 S. L. 18.0 15.5 12.8 10.3 7.7 5.2 2.5 Y RESTRICTED 13 Section I Paragraph 10 RESTRICTED AN 01-20EF-1 10. COMMUNICATIONS EQUIPMENT a. GENERAL. - A radio and interphone system provides for communications between crew members within the airplane; between the airplane and ground stations or other airplanes; reception of weather, range, and marker beacon signals; and ground and interphone identification. b. INTERPHONE SYSTEM. - Interphone jackboxes are installed at 11 locations in the airplane. With any selector switch in CALL position, that station may be heard at all other stations regardless of the position of their selector switches. With all switches adjusted to INTER, any station may be heard at all other stations. Any station may listen to the liaison, com- mand, or radio compass receiver by adjusting the selector switch to those positions. Any station can modulate the command radio transmitter; however, modulation of the liaison transmitter is provided for pilot, copilot, navigator, and radio operator. All sta- tions are provided with throat microphones, which, with the exception of those for the pilot and copilot, are controlled by PUSH- TO-TALK switches on the cords. They are con- nected to the jack boxes by extension cords. c. OTHER COMMU- NICATIONS EQUIPMENT. Instruction for operating other communication equipment will be found in the section covering the compartment in which the equipment is located. Figure 18 Interphone Jack Box Figure 19 - Communications Equipment 14 RESTRICTED From RareAviation.com Section II Paragraph 1 RESTRICTED AN 01-20EF-1 / SECTION II PILOT'S OPERATING INSTRUCTIONS 1. RESTRICTIONS WARNING Some airplanes are restricted to 220-mph maximum diving speed, pending modification of the elevators. See warning placard in airplane. DONT lower flaps at speeds in excess of 147 mph! DONT dive in excess of 270 mph (with modified elevators). DONT exceed 46 inches Hg manifold pressure! DONT attempt inverted flight! DON'T fly the airplane at max- imum gross weight (64,500 pounds) UNLESS auxiliary wing tanks are full! CAUTION All power settings given in this section are for use with 100 octane fuel only. See appendix III for restrictions to be ob- served when using 91 octane fuel. RESTRICTED 15 RESTRICTED AN 01-20EF-1 Section II Paragraph 2 Figure 20 Instrument Panel oo WARNING 2. OPERATIONAL EQUIPMENT a. CENTRAL CONTROL PANEL AND PEDESTAL. KEY TO AlTIfMJirl switch. The time required to lower the flaps mph is between 15 and 30 seconds. (1) WING FLAP AND LANDING GEAR CON- TROLS. - The wing flap motor is controlled by a toggle at 147 In DOWN to OFF, be sure the toggle switch is not allowed to snap to UP, resulting in immediate retraction of the flaps. WARNING returning the flap control switches from O I IMHWNO ITITla II MAIN IT VIM I - X. Hj J ( AC A A.OWCy\ /"O.*UuA (iuma\ VbH L.S.J I J (2) The main landing wheels and tail wheel are operated simultaneously by a toggle switch. A hinged guard prevents accidental moving of the switch to the UP position. Warning that the landing gear is not fully extended is given by a green indicator lamp fail- ing to light, and by a horn which sounds if any throttle is closed. (3) COWL FLAP VALVES. - Cowl flaps are op- erated by four valves, each valve controlling the flaps on one nacelle. The valve must be turned to LOCKED when the desired position of the flaps is reached. Slight cracking of the control valve will result in relatively slow travel of the flaps when close adjust- ment is desired. (4) FUEL BOOST CONTROLS. - The fuel boost pumps, operated by four toggle switches, provide fuel INDICATOR - IDIRtCTIONAl INDICATOR - HORIZON! FIGURE 21 8. TURRO AND MIXTURE CONTROL LOCK 9. THROTTLE CONTROL LOCK 10. PROPELLER PITCH CONTROLS II . PROPELLER PITCH CONTROL LOCK 12. THROTTLE CONTROLS 13. MIXTURE CONTROLS 1. IGNITION SWITCHES 2. FUEL BOOST PUMP SWITCHES 3. FUEL SHUT-OFF VALVE SWITCHES l>. COWL FLAP CONTROL VALVES 5. LANDING GEAR SWITCH 6. WING FLAP SWITCH 7. TURBO SUPERCHARGER CONTROLS Figure 21 - Control Panel and Pedestal pressure for starting enginesand tor maximum power, and also prevent vaporization in the lines to engine- driven pumps due to hot fuel or high altitudes. Booster pressure at the No. 3 nacelle fuel strainer also supplies fuel to the priming system. 16 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EF-1 Section II Paragraph 2 (5) FUEL SHUT-OFF VALVE SWITCHES. - Sole- noid valves, operated by four toggle switches permit immediate shut-off of the fuel at the tank when nec- essary. Failure of electrical power causes the valves to OPEN allowing fuel to flow. (6) IDENTIFICATION LIGHTS. - Two switches and a keying button permit signalling with any com- bination of the four lights. (7) PROPELLER FEATHERING SWITCHES. (a) Each propeller is feathered individually by one of the four red push button switches above the central control panel on the instrument panel. Push- ing the switch in starts an electric pump in the nacelle which supplies hydraulic power for the feathering operation. When the propeller is fully feathered the pushbutton automatically releases, stopping the pump. To stop the operation before feathering is complete, pull out the switch button by hand. (b) To unfeather a propeller, the push-button switch must be manually held in the closed position until unfeathering has been accomplished. NOTE When unfeathering a propeller on a cold engine, do not allow the engine speed to exceed min- imum governing speed until oil pressure and oil temperature appear satisfactory. Turn off the ignition after feathering any propeller if the engine is to remain inoperative for any length of time. Do not operate more than one propeller feathering switch at a time, except in emergencies. (8) TURBOSUPERCHARGER CONTROLS. - The supercharger regulators are operated by engine oil pressure. With warm oil in the engine the minimum time for operating the regulator control from the low boost to the high boost position should be 5 seconds. If the oil is somewhat cooler than normal engine temperatures, this should be extended to 15 seconds. b. COPILOTS AUXILIARY PANEL. (1) CARBURETOR AIR FILTER CONTROLS. (a) Carburetor air filter valve motors are con- trolled by one double-throw toggle switch located on the side of the auxiliary panel, forward of the copilot. When all the valves are ON permitting only filtered air to enter the supercharger intakes, four amber lamps are lighted. Four green lamps light when the control valves are OFF," admitting only unfiltered air to the supercharger intakes. Any lamp failing to light indicates that the corresponding valve has not completed its travel to the full open or full closed position. (b) Air filters should be ON for all ground operations and for dust conditions up to 8000 feet. (c) Use of the filters above 8000 feet should be avoided, since operation above that altitude is ac- companied by a rise in carburetor air inlet tem- perature, increasing the possibility of detonation. (This condition is aggravated by abnormally high out- side air temperatures.) The turbo also has a tendency to overspeed. IN ALL CASES, THE FILTERS MUST BE CLOSED ABOVE 15,000 FEET! Failure to ob- Revised October 1, 1943 RESTRICTED 17 RESTRICTED AN 01-20EF-1 Section H Paragraph 2 Figure 22 - Controls at Pilots Left serve this precaution may cause detonation and even- tual engine failure or sufficient overspeeding of the turbo wheel to cause serious damage. (d) Filters must be ON before landing, since the supercharger control levers were adjusted for a KEY to FIGURE 22 1. PANEL LIGHT 2. PANEL LIGHT SWITCH 3. PILOTS SEAT FILTER SELECTOR SWITCH 5. PROPELLER ANTI-ICER SWITCH 6. INTERPHONE JACKBOX 7. OXYGEN REGULATOR S. WINDSHIELD WIPER CONTROLS 9. PORTABLE OXYGEN UNIT RECHARGER 10. WINDSHIELD ANTI- ICER SWITCH 11. WINDSHIELD ANTI-ICER FLOW CONTROL 12. PROPELLER ANTI-ICER RHEOSTATS 13. SURFACE DE-ICER CONTROL IN. AILERON TRIM TAB CONTROL 15. PILOT'S SEAT ADJUST- MENT LEVER 16. AILERON TRIM TAB INDICATOR 17. CABIN AIR CONTROL 18. SUIT HEATER OUTLET 19. VACUUM SELECTOR VALVE 20. EMERGENCY BOMB RELEASE maximum manifold pressure at take-off with the filters ON. If emergency power is attempted with the filters OFF. manifold pressures above the rec- ommended maximum of 46 inches will be obtained. (2) OIL DILUTION SWITCHES. (a) Four momentary contact toggle switches on the side of the copilots auxiliary panel operate sole- noid valves in the corresponding nacelle, admitting fuel to the engine oil in line. This operation is per- formed AFTER an engine run, immediately prior to shutting it off. (b) Do not dilute oil over 4 minutes. The super- charger controls should be operated continuously during this period to cause diluted oil to flow to the regulators. The propeller control should be moved 18 Revised October 1, 1943 RESTRICTED From RareAviation.com Section II Paragraph 2 RESTRICTED AN 01-20EF-1 from extreme increase to extreme decrease rpm slowly several times to fill the propeller dome with diluted oil and prevent sluggish response of the pro- peller when starting the engine. (3) STARTER SWITCHES. - Two START and two MESH switches control the engine starters. The START switch energizes the starter motor, rotating the inertia flywheel. The MESH switch engages the starter and engine jaws while the START switch is held on. NOTE Some airplanes have a START-OFF-MESH switch for each engine starter. (4) PARKING BRAKE. - The pull handle at the bottom of the instrument panel sets the copilots brake metering valves when the foot pedals are depressed. This utilizes the regular braking system; therefore, hydraulic system pressure must be available when the parking brake is required for any length of time. When necessary, set the parking brake handle and pump the system pressure to at least 400 pounds per square inch (minimum pressure for full braking con- trol). WARNING Do not set parking brake while brake drums are hot. (5) FUEL INDICATOR. - A liquidometer indica- tor, on the extreme right side of the instrument panel, shows the available fuel supply in any one of the six main fuel tanks. A six-position switch directly below the indicating dial, selects the tank to be checked. (6) INSTRUMENT LIGHTING. (a) Three spot lamps light the instrument panel and a fourth on the ceiling lights the compass panel. Two types of light are available: for flood lighting with visible fluorescent light, rotate the shutter to the left; for ultra-violet activation of the luminous paint on the instrument dials, rotate the shutter in the op- posite direction approximately one-quarter turn. (b) The spot lights are controlled by switches, two on-the pilots instrument panel, and one on the copilots auxiliary panel. To operate, hold the switch in the START position for approximately 2 seconds; then, release the switch allowing it to spring back to the ON position. c. CONTROLS AT PILOTS LEFT. (1) CABIN AIR CONTROL. - Heat and ventilation are controlled by alever on the side wall. (See figure 11 for operation.) CAUTION Be sure the heater control is OFF or COLD for all starting and ground operations. (2) VACUUM PUMP CONTROL. - The GYRO INSTRUMENTS selector valve on the side wall per- mits use of either vacuum pump for the gyro instru- ments, suction from the other pump being connected to the surface de-icer system. (See figure 13.) (3) DE-ICER CONTROL. - The de-icer valve on the floor panel controls the operation of the surface de-icer shoes. In the ON position it starts the de- icer distributor and connects the exhaust pressure from both vacuum pumps, and the suction from one vacuum pump to the distributor valve. In the OFF position the distributor motor is turned off and the pressure from the vacuum pumps is bypassed over- board. Suction remains connected to the distributor valve in order to keep the de-icer shoes deflated. (4) PROPELLER ANTI-ICER CONTROL. - A toggle switch on the side wall controls the two pro- peller anti-icer pumps. Two rheostats on the floor panel control the speed of the pump motors and may be used to turn the motors off if desired. Normally the rheostats should be left adjusted to a predetermined rate of flow and the pump motors turned on or off by means of the toggle switch. (5) WINDSHIELD WIPER AND ANTI-ICER. - Windshield wiper and anti-icer controls are on a panel at the pilots left. (a) A toggle switch controls the operation of the wiper motor, OFF, SLOW, or FAST, and a circuit breaker is provided to protect motor in case of an overload. (b) An ON-OFF switch controls the alcohol pump, and flow is regulated by a needle valve. CAUTION Do not operate wipers on dry glass! (6) EMERGENCY BOMB RELEASE. - An emer- gency bomb release handle is at the pilots left. Pulling the handle immediately releases bomb door latches, and continued pulling will release all bombs SALVO the instant the doors are fully open. Bomb bay fuel tanks may be dropped by the release handle. d. PILOTS CONTROL PANEL. (1) ALARM BELL CONTROL. - A toggle switch operates three alarm bells: one under the navigators table, one- above the radio operators table, and one in the tail wheel compartment inside the dorsal fin. (2) PHONE CALL. - Another toggle switch oper- ates four amber phone call signal lamps: three ad- RESTRICTED 19 RESTRICTED AN 01-20EF-1 Section H Paragraph 2 l F0 AMPVANES WITH MTOftMA-tC PUMP EMERGENCE * AUTO-WAWAv* SWltCXi Figure 23 - Pilots Control Panel jacent to the alarm bells, and the fourth at the tail gunners right. (3) BOMBARDIER CALL. - A toggle switch on the pilots control panel operates an amber call lamp on the bombardiers control panel; and a toggle switch on the bombardiers panel operates an amber call lamp on the pilots instrument panel. (4) LANDING GEAR WARNING HORN RESET. - A switch on the control panel permits the silencing of the landing gear warning horn when it is desired to continue flight with one or more throttles closed. Operation of this switch does not prevent repetition of the warning for subsequent closing of any throttle while the landing gear is up. The switch is reset when the throttles are opened. (5) INVERTER SWITCH. - A double-throw switch selects which of two inverters is to be used: in NORMAL position the left inverter is on; in AL- TERNATE position the right inverter is on. (6) HYDRAULIC PUMP SWITCH. - With this switch in the AUTO position, pressure is auto- matically regulated between 600 and 800 pounds. In case of failure of the automatic pressure, cut-out pressure may be maintained by holding the switch in the MANUAL position. WARNING In case of leakage stop the pump to prevent loss of fluid. Remove switch fuse at station 4 fuse panel or disconnect receptable at switch. In some airplanes the hydraulic pump is con- trolled by an ON-OFF switch. (7) CARBURETOR ANTI-ICER. (a) Carburetor icing may occur in outside air temperatures upto 50F (10C),with humidity greater than 50 percent. Ice formation in the carburetor adaptor or at the fuel nozzle, indicated by engine roughness and a drop in manifold pressure, may be eliminated by moving the intercooler shutters to HOT, or by setting the turbos FULL ON and adjusting power with the throttles. Apply full power and climb above icing condition if possible. Below 15,000 feet the air filters may be opened to provide a further increase of carburetor air temperature. WARNING DO NOT EXCEED ALLOWABLE LIMITS FOR MANIFOLD PRESSURE, ENGINE RPM, AND CYLINDER HEAD TEMPERATURE. (b) Some airplanes are equipped with carburetor anti-icers consisting of pumps controlled by toggle switches on the pilots control panel. One supplies inboard engines; the other, outboard engines. Ap- proximately 4 gallons of isopropyl alcohol per hour are sprayed into the pressure duct of each carburetor, the entire system sustaining a total of 2 hours opera- tion. This equipment should be used as follows: 1. To start an engine after severe carburetor icing or engine stoppage. 2. To determine cause of power loss or engine roughness; if adjustment of engine controls and use of 20 RESTRICTED From RareAviation.com Section II Paragraph 2 RESTRICTED AN 01-20EF-1 alcohol system does not relieve condition, it can be assumed the trouble is not caused by icing. 3. To clear out engines quickly after a glide at low power through icing conditions. 4. To obtain full power under icing conditions. 5. As an alternate method of ice elimination if use of fuel turbo or carburetor air filter is prohibited. e. DEFROSTER CONTROL. - Hot air for defrosting the pilots and copilots windshields is con- trolled by a red but- ton in the vee of the windshield. f. TRIM TAB CONTROLS. (1) Complete aileron tab travel requires about 3-3/4 turns of the knob located on the pilots floor panel. (2) Complete rudder tab travel requires about seven turns of the wheel located on the floor in front of the control pedestal. (3) The elevator trim tab wheel on the left side of the control pedestal requires about six turns for complete travel. It has a friction brake to prevent creeping. g. LOCKS. (1) AILERON LOCK. - The aileron is locked in neutral position by a pin which is manually inserted in a hole in the left control column, holding the center spoke of that wheel in a padded slot. The pin is clipped to the pilots control column when not in use. (2) RUDDER AND ELEVATOR LOCK. - The rudder and elevator locking lever operates by cable control to place a pin in a socket on a segment at each of the control quadrants. The locking lever, which is recessed into the floor aft of the engine control pedestal, is locked in either the UP or DOWN position. The lever may be moved to the UP or LOCKED position, regardless of the attitude of the control surfaces. Under this con- dition, the control surfaces will automatically lock when the rudder is in the NEUTRAL position and the elevator is in the DOWN position. (3) TAIL WHEEL LOCK. - The tail wheel lock- ing lever operates a single cable to retrace a spring- loaded locking pin from a socket in the treadle. The locking lever which is recessed into the floor aft of the control pedestal, latches in the UP position only and may be moved into the DOWN position regardless of the attitude of the tail wheel, which will lock when centered. To release the locking han- dle, press the knob on the end of it. A red ^signal light on the pilots instrument panel is OFF when the tail wheel is locked. h. AUTOMATIC FLIGHT CONTROL EQUIPMENT. The" automatic flight control panel is located on the front of the control pedestal. To engage A.F.C.E.: (1) Throw ON master and stabilizer switches. (2) CAREFULLY TRIM AIRPLANE FOR STRAIGHT AND LEVEL FLIGHT. (3) Turn ON tell-tale lights. (4) After master and stabilizer switches have been ON for 10 minutes, throw ON PDI and servo switches. (5) Center PDI by turning plane and resuming straight and level flight. Figure 25 - Lower Control Pedestal RESTRICTED 21 Section n Paragraph 2 RESTRICTED AN 01-20EF-1 Figure 26 - Pilots Armor Protection (6) With PDI on "ZERO, adjust rudder center- ing knob until both rudder tell-tale lights go OUT. Immediately throw rudder switch ON. (7) With wings level, adjust aileron centering knob until both aileron tell-tale lights go OUT. Immediately throw aileron switch ON. (8) With airplane flying level, adjust elevator centering knob until both elevator tell-tale lights go OUT. Immediately throw elevator switch ON. (9) Observe PDI, artificial horizon, and rate-of- climb or altimeter instruments. Then carefully re- trim all centering knobs, until ship is flying as straight and level as possible, with PDI on "CENTER. (10) With autopilot engaged, all course corrections must be made with turn control ONLY. Always turn knob with a slow steady movement. WARNING Do not engage A.F.C.E. motors until all tell- tale lights are off. Figure 27 - Controls at Copilots Right KEY TO FIGURE 27 1. HYDRAULIC HAND PUMP 2. CHECK LIST 3. INTERPHONE SELECTOR SWITCH K. INTERPHONE JACKBOX 5. FILTER SELECTOR SWITCH 6. COPILOT'S SEAT 7. RUDDER PEDAL ADJUSTMENT 8. COPILOT'S CONTROL WHEEL 9. INTERCOOLER CONTROLS 10. SUIT HEATEROUTLET 11. ENGINE PRIMER 22 RESTRICTED From RareAviation.com Section Paragraph 2 RESTRICTED AN 01-20EF-1 L CONTROLS AT COPILOTS RIGHT. (1) PRIMER. - The cylinder head primer has four positions corresponding to the four engines, and an OFF position. The primer handle is locked only in the OFF position. To operate, push the handle down, turn the valve to the engine position required, and then withdraw the handle and pump the charge to the cylinder. IMPORTANT Overpriming will result if the handle is left in the withdrawn position. Therefore, each priming operation must terminate with the handle returned to the locked position. (2) CARBURETOR TEMPERATURE CONTROLS. The intercooler shutters are controlled from a stand in front of the copilot. Each cable is operated by a slide latching in any desired position. To release the latch, pull handle out. (3) HYDRAULIC HAND PUMP. - The hydraulic hand pump is manually operated to furnish pressure in case of failure of the electric pump. (4) KEY CASE. - A key case on the side wall contains two keys which fit all door locks in the air- plane. j. RUDDER PEDAL ADJUSTMENT. - Rudder pedal tilt may be varied to any of five positions by a locking pin and sector at the outside corner of each pedal. k. PILOTS COMMUNICATIONS CONTROLS. (1) GENERAL. (a) AH communications equipment maybe oper- ated to some extent from the pilots compartment. Receiver and transmitter frequency selection may be controlled with the exception of the liaison equipment which must have both its transmitter and receiver frequencies set by the radio operator. CAUTION For normal operation of all communications equipment, the filter selector switch should be set at BOTH. To receive the radio range without possibility of voice interference, set the selector switch to RANGE. To receive voice without range interference, set selector switch to VOICE. NOTE The head set extension cord should be plugged into the filter selector control box as shown in figure 28 and not into the interphone jack- box or the receiver control box. Figure 28 - Microphone and Headset Plugs IMPORTANT When the throat microphone is being used for either interphone or radio communication, it must be adjusted so that its two circular ele- ments are held snugly against each side of the throat just above the Adams apple. SPEAK SLOWLY, DISTINCTLY, AND IN A NORMAL TONE OF VOICE. Shouting will seriously dis- tort the voice signal. (b) A possible means of limiting noise level in all radio equipment, caused by adverse conditions such as rain, snow, ice, or sand, is to direct the radio oper- ator to proceed as follows: 1. Place the antenna change -over switch to the fixed antenna position. 2. Release approximately 50 feet of the trail- ing wire antenna. 3. Ground the trailing wire antenna post di- rectly to the airplane structure (for instance, the metal support for the transmitter tuning units). CAUTION Do not extend retractable rod antenna at speeds greater than 240 mph. (2) INTERPHONE EQUIPMENT RC-36. - An in- terphone jack box is provided for both pilot and co- pilot. Refer to section I, paragraph 10. (3) COMMAND SET SCR-274-N. - The command set is designed for short-range operation and is used for communicating with nearby aircraft for tactical purposes and with ground stations for navigational and traffic control purposes. (a) RECEIVING. - The interphone jack box (fig- ure 22) switch must first be placed in the COMMAND position. The receiver control box (figure 29) is divided into three sections, each controlling the par- 23 RESTRICTED Section II Paragraph 2 RESTRICTED AN 01-20EF-1 KEY TO FIGURE 29 1. COMMAND RECEIVER CONTROL UNIT 2. LOOP CONTROL SWITCH 3. LIGHT CONTROL SWITCH 4. VOLUME CONTROL 5. CONTROL INDICATOR LAMP 6. BAND SELECTOR KNOB 7. POWER SWITCH 8. TUNING CRANK 9. CONTROL PUSH BUTTON 10. TRANSMITTING KEY 11. TRANSMISSION SELECTOR SWITCH (TONE-CW-VOICE) 12. TRANSMITTER POWER SWITCH 13. CHANNEL SELECTOR SWITCH 14. A-B CHANNEL SWITCH 15. SIGNAL SELECTOR SWITCH 16. VOLUME CONTROL 17. TUNING CRANK Figure 29 - Radio Controls, Pilots Compartment Ceiling ticular receiver to which it is connected. Reception of a signal of a specific frequency as indicated on the dial is accomplished by the use of the section of the receiver control box which controls the particular re- ceiver involved. The desired receiver is turned on and off by a switch in the left forward corner of the control box section used. This switch, in addition to having an OFF position, has two selective posi- tions marked "CW and MCW, which indicate the type of signal which is to be received. The "A-B switch should be left in the A position at all times and need not be turned off when the receivers are turned off. NOTE When tuning receiver for a definite frequency, always turn dial a little to each side of the fre- quency calibration markto find the point where the signal is the strongest. (b) TRANSMITTING. 1. Before transmitting, adjust radio receiver to the same frequency as the station with which you desire to talk, and listen in to be sure that the operator is not talking to someone else. If the station is trans- mitting, take advantage of the opportunity to more accurately set the airplane receiver on the assigned frequency, and when the other operator is finished, proceed with your transmission. 2. Throw the OFF-ON switch (figure 29) on the transmitter control box to the ON position. Selecttype of transmission desired with switch marked TONE-CW-VOICE. Withthe switch in the VOICE position, the microphone from any interphone jack box switched to COMMAND position will be operative and voice will be transmitted when the push-to-talk button on the control wheel is pressed. With the switch turned to the CW position, a continuous wave, or unmodulated signal, will be transmitted and with the switch in the TONE position, a modulated tone signal is transmitted. Greatest effective range can be obtained on CW. Range is most limited when operating on VOICE. 3. On both the CW and TONE positions, the microphones are inoperative, and signalling by code is accomplished by a key which is located on the forward end of the transmitter control box. NOTE To reduce battery drain and to increase dyna- motor life, the TONE-CW-VOICE switch should be left on VOICE unless continued use on CW or TONE is expected. (4) RADIO COMPASS SCR-269. (a) Set the interphone jack box switch (figure 22) to the COMP position, if aural reception of the 24 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EF -1 radio compass receiver is desired. If only visual in- dication is desired, the switch does not have to be set in the "COMP position. (b) The radio compass equipment is designed to perform the following functions: 1. Aural reception from the fixed antenna or from the rotatable loop. For signal reception during interference caused by precipitation static or proxim- ity of signals, the loop will prove superior. 2. Aural-null directional indication of an in- coming signal with the loop only in use. 3. Visual unidirectional indication of an incom - ing signal. (cj The receiving unit is turned on or off by a switch on the face of the remote control box, which, in addition to having an "OFF' position, has three other positions: "COMP, "ANT, and LOOP. L With the switch in the COMP position, both the rotatable loop and the fixed antenna are in use. 2. In the position marked "ANT only the fixed antenna is in use. 3_, With the switch turned to the "LOOP posi- tion, only the rotatable loop is in use. (d) If the green indicator on the face of the con- trol box does not light, depress button marked CON- TROL to establish control of the set at this unit. Select frequency band desired as indicated in kilocy- cles on the face of control box and tune by use of the crank to the desired frequency, The loop may be ro- tated to any position as indicated on the radio compass azimuth indicator by use of switch marked LOOP L-R. (See figure 29.) This particular operation is possible only when operating on "LOOP position of the selector switch. During periods of severe precip- itation static, operate on LOOP. For best aural reception rotate the loop by means of the "LOOP L-R switch until a maximum signal is obtained. Proper volume may be obtained by use of knob marked AUDIO. (5) MARKER BEACON EQUIPMENT RC-43. - Since the operation of the marker beacon equipment Section II Paragraph 2 is fully automatic, no manual operation is necessary. As the ship passes over a fixed point from which a marker beacon signal is being transmitted, the signal is picked up by the receiver, causing the indicator to flash on, showing the pilot that he has passed over a marked beacon. The marker beacon equipment is simultaneously turned on when the radio compass is put into operation, The position of the interphone jack box switch doesnot affect the operation of the marker beacon equipment. (6) LIAISON SET SCR-287. (aj The liaison equipment is to be used for long- range communication. Limited control is available to the pilot. The type of reception and transmission de- sired must be forwarded to the radio operator, who will in turn put the radio equipment in operating con- dition. (b) Set the interphone jack box switch in LIAI- SON position to receive or transmit with the liaison equipment. (cj It is possible for all crew members to re- ceive on this equipment, but only the pilot, copilot, and radio operator may transmit, (7) RADIO SET SCR-535 (IFF), - The remote OFF-ON switch for this equipment is located on the top of the instrument panel hood. The two destroyer push-button switches are located to the left of the OFF-ON switch. The destroyer switches should be used only when it is contemplated abandoning the airplane over enemy territory. When both destroyer push buttons are pressed simultaneously, a detonator is set off in the receiver which is located in the radio compartment. The explosion of the detonator will destroy the receiver internally. No damage should be done to either the airplane or personnel at the time of destruction of the set, but bodily contact with the re- ceiver at the time of detonation should be avoided, NOTE Regeneration adjustment of the IFF set must be made on the ground prior to flight in order to insure correct operation of the equipment. RESTRICTED 25 Section n Paragraph 3 RESTRICTED AN 01-20EF-1 3. FLIGHT INSTRUCTIONS. a. BEFORE ENTERING PILOTS COMPARTMENT. (1) Check weight and balance data, form F, AN 01-1-40. (2) Check forms 1 and 1A and sign exceptional release if necessary. (3) Check flight engineers report of preflight inspection. b. ON ENTERING PILOTS COMPARTMENT. - Check for all flights: PILOT (1) Emergency ignition switch ON. (2) Check each battery switch separately with either inverter on. (3) Master battery switches ON. (4) Turn hydraulic pump switch ON. If it is momentary AUTO-MANUAL type, it should remain in AUTO unless the pump fails to operate. (5) Landing gear control switch in neutral. (6) Flap control switch in neutral. (7) Have copilot set parking brake. (8) Ascertain free movement of flight control column, wheel and rudder pedals to the ex- tremities of their operating range. COPILOT (7) Set parking brake at command of pilot. c. SPECIAL CHECK FOR NIGHT FLIGHTS. (1) Master battery switches ON. (2) Turn control panel lights ON. (3) Turn side control panel lights ON. (4) Test operate the instrument panel lights. (5) Test operate the landing lights. WARNING Do not permit lights to burn more than 5 sec- onds during test. (6) Test operate the identification lights. (7) Test operate the passing lights. (8) Test operate the position lights. 26 RESTRICTED From RareAviation.com Section II Paragraph 3 RESTRICTED AN 01-20EF-1 d. STARTING ENGINES. PILOT COPILOT (1) If the engines have stood for over 2 hours, have the propellers turned over three complete revolutions by hand. Be sure ignition switches are OFF. (4) Cabin heat control in OFF or COLD position. (5) Move turbo controls to OFF. (6) Post fire guard. (7) Open all fuel shut-off valves. (8) Crack throttles (approximately 1000 rpm). (9) Direct copilot to open carburetor air filters. (10) Set propeller controls for high rpm. (11) Turn magneto switch for engine affected to BOTH. (13) Direct copilot to start engines. Recommended starting order is 1-2-3-4. (2) Order flight engineer to open manual shut- off valve and set selective check valve to SERVICING position. (3) Check hydraulic pressure, both gages (600 to 800 pounds per square inch). Order flight engineer to close manual shut-off valve. Set selective check valve to NORMAL position. (4) Open cowl flaps and return valves to LOCKED position. (5) Fuel transfer valves and pump switch should be OFF. Have flight engineer check them. (6) Set fire extinguisher selector valve (if in- stalled) to engine being started. (7) Move intercooler controls to COLD. (8) Turn carburetor air filters ON when di- rected by pilot. (9) Move mixture controls to ENGINE OFF. (10) Set primer to OFF position. (11) Start No. 3 fuel booster pump for primer pressure. It should be 6 to 8 pounds per square inch. (12) Start fuel booster pump for engine affected. (13) Start engines when directed by pilot. (a) OLD-TYPE STARTER. L Move starter switch of engine affected to START position and hold for approxi- mately 30 seconds. 2. While starter switch is in START posi- tion, unlock primer, set to engine affected, and expel air from line by pumping until a solid charge of fuel is obtained. 3. When directed by pilot, move starter switch to MESH position. (b) NEW-TYPE STARTER. L Throw START switch to engine affected and energize for 12 seconds. RESTRICTED 27 Section II Paragraph 3 RESTRICTED AN 01-20EF-1 PILOT (14) When the engine fires, move the mixture con- trol to AUTOMATIC RICH. CAUTION Do not advance the throttles as lean mixture and backfire hazard will result. COPILOT 2. Throw MESH switch while START switch is held on. (14) When the starter is meshed, prime with quick strokes (to atomize the primer charge) until the engine fires. (15) If necessary to prevent engine from quitting due to lack of fuel, pump primer with several slow strokes. (18) If no oil pressure is indicated within 1/2 minute after starting, direct copilot to stop engine with mixture control. Cut ignition and investigate. (19) In case of fire in the exhaust system, run up the engine in an attempt to blow out the fire. If this fails, direct copilot to stop the engine. (20) Close cowlflaps if the fire is in nacelle 1 or 2. (21) If fire is not smothered by closing the cowl flaps, close fuel shut-off valve, stop booster pump, and direct copilot to pull fire extin- guisher, both charges if necessary. CAUTION Return primer to OFF position. (16) Shut off booster pump if fuel pressure from engine pump remains steady. (17) If engine stops, return mixture control to ENGINE OFF immediately, cut ignition switch and repeat the starting procedure. (18) After engine starts, check for indication of oil pressure. If no pressure is indicated within 1/2 minute, notify pilot; move mix- ture control to ENGINE OFF when di- rected by pilot. (19) When directed by pilot, stop engine by mov- ing mixture control to ENGINE OFF. (20) Close cowl flaps if the fire is in nacelle 3 or 4. (21) Pull fire extinguisher charges (if available) at command from pilot. NOTE If engine accessory cowling is not installed, it is unlikely that the fire can be extinguished by the CO2 system. External fire extinguishers must, therefore, be used. (22) Before resuming operations after fire, be sure that CO2 cylinders are replaced. 28 RESTRICTED From RareAviation.com Section n Paragraph 3 RESTRICTED AN 01-20EF-1 e, ENGINE WARM-UP. PILOT COPILOT (1) When oil temperature begins to rise and oil pressure is 50 pounds per square inch, open throttles 1000 to 1250 rpm. (2) When engines are thoroughly warmed, the rpm may be increased for instrument check. (1) Notify pilot when oil temperature begins to rise and oil pressure is 50pounds per square inch. (2) Notify pilot when maximum temperature and pressure values are reached. CAUTION 2500 rpm must not be maintainedfor more than 1/2 minute and the following values must not be exceeded: Fuel pressure Oil pressure Oil temperature Cylinder temperature 16 Ib/sq in. 80 lb/ sq in. 88C (190.4F) 205C (401F) f, EMERGENCY TAKE-OFF. (1) If the airplane has been on the alert, the engines will have been started, and will be warm and ready for take-off by the time the flight crew gets within the airplane. The pilot will proceed with a routine take-off, being careful not to exceed 46 inches Hg manifold pressure. (2) If an emergency take-off is necessary with cold engines, due to the lack of a ground crew, the following procedure should be followed: (a) Start engines, using oil dilution as soon as engines fire in order to get minimum oil pressure of 70 pounds per square inch. (fe) Fuel pressure should be at least 12 pounds per square inch. (e) Set wing flaps for take-off, leave cowl flaps less than 1/3 open to expedite warm-up. Proceed with take-off. Do not exceed 46 inches Hg mani- fold pressure. g. ENGINE AND ACCESSORIES GROUND TEST. PILOT (1) Direct gunner to secure lower turret with guns pointing rearward. (2) Set altimeter. (3) A.F.C.E. switches OFF, all knobs on con- trol panel, POINTERS-UP, turn control, CENTERED. (4) Set propeller controls for high rpm and lock. COPILOT (1) See that all doors and hatches are closed. (2) Hydraulic pressure should be 600 to 800 pounds per square inch on each gage. (3) With ignition and battery switches ON, hydraulic switch in AUTO, warning and indicator lights should be: Tail wheel unlocked - On (red) Landing gear - On (green) Hydraulic pressure: Service - Off. Emergency - Off. Vacuum - Off. (4) Check all fuel quantities. RESTRICTED 29 RESTRICTED AN 01-20EF-1 Section II Paragraph 3 PILOT (5) Turn command radio on. (6) Flight controls unlocked. Move them to the limits of their ranges to insure free operation. (9) Contact control tower for clearance. (10) Signal groundcrew to remove wheel chocks. (11) With mixture controls in the AUTOMATIC RICH, check ignition at 1900 to 2000 rpm. NOTE The rpm drop should not exceed 100 when switching from two magnetos to one. COPILOT (5) Set intercooler controls to COLD unless icing conditions exist. (6) Cowl flaps should be open. Check visually, (7) Wing flaps up. Switch in neutral. (8) Tail wheel unlocked. Locking handle should be in up position. (11) Check the following during ignition check: Fuel Pressure: Desired - 12 to 16 lb/sq in, Maximum - 16 lb/ sq in. Minimum - 12 lb/sq in. Oil Pressure: Desired - 75 Ib/sq in. 80 lb/ sq in. 70 Ib/sq in. Oil Temperature: Desired - 70C (158F) Maximum - 88C (190F) Minimum - 60C (140F) Cylinder Temperature: 205C (401F) Maximum (12) Check propeller governor at 1500 rpm by moving control to low rpm. When rpm de- creases to approximately 1100, return con- trol to high rpm position and lock. (13) Run up each engine individually and adjust supercharger regulator control stops for 46 inches Hg manifold pressure at full throttle and 2500 rpm. (13) Notify pilot if any temperature or pressure reading is not satisfactory. IMPORTANT This adjustment must be made as quickly as possible and must not exceed 1/2 minute for each engine. (14) Set trim tabs in neutral. (15) Check flight controls. WARNING Operate to full extent of their ranges to in- sure free and proper movement. (16) Close window. (15) Turn all fuel boost pumps ON. (16) Close window. 30 RESTRICTED From RareAviation.com Section II Paragraph 3 RESTRICTED AN 01-20EF-1 h. TAXYING. PILOT (1) Inboard throttles may be locked for taxying with outboard engines. COPILOT (1) Notify pilot if: Cylinder temperature exceeds 205C (401F). Oil pressure exceeds 75 pounds per square inch or is less than 15 pounds per square inch for idling engines. Oil inlet temperature exceeds 70C (158F), Fuel pressure is over 16 pounds per square inch or under 12 pounds per square inch. (2) Lock tail wheel (warning lamps off) after air- plane has taxied to take-off position. L TAKE-OFF. PILOT (1) Refer to the Take-Off Chart, Appendix II. (2) Turn generator switches ON. (3) Open throttles slowly to FULL THROTTLE (3 to 5 seconds). Hold three-point position until airplane leaves ground. (4) With a runaway turbo or propeller, follow the following instructions: (a) THROTTLE BACK FIRST. (b) Move turbo control to OFF. (cj If necessary, set propeller controls (figure 40-3) in LOW RPM. There is small like- lihood of a runaway turbo, but the danger is great if it occurs during a take-off. The pilot MUST be alert during the take-off to note im- mediately and correct any excessive mani- fold pressure. (5) When airplane is clear of the ground, direct copilot to retract the landing gear. (6) Accelerate to speed for cruising climb. COPILOT (5) Retract landing gear at command from pilot. (6) Cylinder head temperatures must not exceed 260C (500F) (5 minutes maximum). Oil pressure - desired - 80 lb/ sq in. Oil Temp - desired - 70C (158F) Fuel Pressure - 12 to 16 Ib/sq in. (7) Adjust intercooler control to COLD unless icing conditions prevail. RESTRICTED 31 RESTRICTED AN 01-20EF-1 Section II paragraph 3 j, ENGINE FAILURE DURING TAKE-OFF. PILOT (1) Failure of an engine during take-off may not be noticeable immediately except for a re- sultant swing. If, therefore, a swing develops, and there is room to close the throttles and pull up, this should be done. (2) If it is necessary to continue with the take-off, eventhough one engine has failed, hold the air- plane straight by immediate application of rud- der. Gain speed as rapidly as possible. See that the landing gear is up, or coming up, and feather the propeller of the dead engine. Re- trim as necessary. k. CLIMB. (Refer to climb chart, Appendix II.) PILOT (1) Reduce manifold pressure with supercharger controls. (2) Reduce rpm as required for climb. (3) Make a visual check of engines 1 and 2. (4) Adjust trim tabs as required. (5) Order copilot to set carburetor air filter switch to FILTER OFF at 8000 feet un- less dust conditions are found above that al- titude. COPILOT (1) Press proper propeller feathering switch when ordered by pilot. COPILOT (2) Adjust cowl flaps as required to maintain proper cylinder head temperature. (3) Make a visual check of engines 3 and 4. (5) When ordered by pilot, move switch to FIL- TER OFF. WARNING Switch must never be left in the FILTER ON position above 15,000 feet. L LEVEL FLIGHT. PILOT COPILOT (1) Refer toCruisingControlCharts, Appendix II. (2) Use full throttle and set power with turbo regulators st all altitudes. (2) Set mixture controls to AUTOMATIC LEAN, below 2100 rpm, 30 inches Hg manifold pres- sure. CAUTION Do not exceed 30 inches Hg manifold pressure below 2100 rpm. CAUTION Instantaneous load factors above the allowable can be reached very easily with rough elevator control movements. In turbulent air or in combat maneuvering, corrections should be made very smoothly. 32 RESTRICTED From RareAviation.com Section II Paragraph 3 RESTRICTED AN 01-20EF-1 PILOT COPILOT (3) Adjust cowl flaps as required to maintain proper cylinder head temperatures. (4) Stop booster pumps until needed (which will be above 15,000 feet). (5) Be gin flight performance log and made entries in Form I as required. m. PROPELLER FEATHERING. PILOT (1) TO FEATHER A PROPELLER. (a) Notify copilot to stop engine affected. (b) Turn automatic flight control equipment switches OFF. (c) Notify copilot to press proper feathering switch. (d) When propeller stops, turn proper ignition switch to ENGINE OFF. (e) Close throttle. (f) Adjust trim tabs as required. (g) Turn automatic flight control equipment switches ON. (h) If the engine is not to be restarted, order engine fuel transferred to other tanks as required. (i) When No. 2 engine is affected: 1. The glycol pump is inoperative. If cold air is not desired in the cabins, shut off heating and ventilating system by moving control handle fully aft. 2. When one vacuum pump is inoperative, (en- gine No. 2 or 3): Set vacuum pump se- lector (GYRO INSTR.) valve to the other vacuum pump. (De-icer pressure will thus be reduced and de-icer vacuum will not be available. De-icer system will, therefore, operate inefficiently.) (2) TO UNFEATHER A PROPELLER. PILOT (aj Notify copilot which engine is to be restarted. (b) Turn automatic flight control equipment switches OFF. COPILOT (aj Move mixture control of affected engine to ENGINE OFF. (b) Stop the booster pump if running. (cj Press proper feathering switch. (d) Close cowl flaps of engine affected. (h) Assist aerial engineer to transfer fuel from the dead engine tank. COPILOT (a) Set propeller control to LOW rpm. (bj Set intercooler control to HOT position. RESTRICTED 33 Section n Paragraph 3 RESTRICTED AN 01-20EF-1 PILOT (d) Crack proper throttle to 1000 rpm approxi- mately. (e) Turn ignition switch to BOTH. (f) Press proper feathering switch and hold it closed until engine speed reaches 1000 rpm. (g) Open throttle slowly to 1200 rpm. (h) Adjust trim tabs as desired. (1) Maintain 1200 rpm until notified by copilot that oil temperature is 70C (158F). COPILOT (c) Close cowl flaps. (d) Start proper booster pump (if above 15,000 feet). (e) Check fuel quantity in proper tank. (f) When engine speed reaches 1000 rpm, move mixture control from ENGINE OFF to AUTOMATIC RICH. (k) Synchronize manifold pressure and rpm with other engines. CAUTION Above 15,000 feet, power must be adjusted with turbo control - full throttles. (l) Adjust~rrim tabs as required. (m) Turn automatic flight control equipment switches ON. NOTE When No. 2 propeller is unfeathered, the pilot may turn on the heating and ventilating sys- tem by moving the control to any position be- tween one-half and fully forward. n. GENERAL FLYING CHARACTERISTICS. (1) GENERAL STABILITY. (a) Increasing the power on the inboard engines causes the airplane to become slightly tail heavy, while a change of power on the outboard engines has no appreciable effect upon the trim. (b) Closing the cowl flaps on the inboard en- gines causes a similar tail heaviness, but cowl flaps on the outboard engines have a negligible effect upon the trim. (cj With the airplane properly trimmed for a landing with power off and flaps down, the pilot may apply power, throw the flap switch into the up posi- tion and go around with no change in trim tab setting 34 (i) Notify pilot when oil temperature reaches 70C (158F). (1) When cylinder head temperature reaches 205C (401F), open cowl flaps as required for continuous operation. (k) Adjust intercooler control as required. if a second approach is necessary. The flaps re- tract at a satisfactorily slow rate. (2) TAKE-OFF. - During the take-off run, di- rectional control should be maintained with rudder movement and throttles, differential throttling being done with the outboard engines as much as possible. (3) CLIMB. - The airplane will require very little elevator trim and the elevator control pressure will build up rapidly as the climbing speed is reduced be- low normal. (4) LEVEL FLIGHT. - In normal flight, turns can be made very smoothly with aileron control only. In instrument flight, the pilot should pay special attention RESTRICTED From RareAviation.com Section II Paragraph 3 RESTRICTED AN 01-20EF-1 to holding the wing level, because the directional sta- bility produces a noticeable turning tendency with one wing down. WARNING Care should be taken to avoid excessive use of the ailerons. (5) ROUGH AIR OPERATION. (a) The ailerons and rudder can be used without concern regarding excessive loads. It is almost im- possible to damage the system without a deliberate attempt to do so. The forces required are small enough and the resultant responses large enough to maintain ample control of the airplane. (b) In the case of the elevators, however, care must be exercised to assure smooth operation. In thunderstorms, squalls, and in or near extremely turbulent cumulous clouds, it is possible to develop excessive load factors with the elevators unless prop- er care is exercised. (c) Operation in rough air should be made on the basis of holding constant the air speed with the elevator. Corrections for changes in altitude must be done with power, and for very rapidly rising air currents, it may be necessary to lower the landing gear. (d) The airplane should not be dived through a cloud layer or through rough air at the maximum diving speed, nor should high-speed flight be attempted in rough air. (6) OBTAINING MAXIMUM PERFORMANCE. (a) The ceiling and climb at 35,000 feet are as great or greater than that of many fighter airplanes, but the high speed is not as great as most fighters at normal altitudes; therefore, in order to outperform any enemy at 35,000 feet it will be necessary to out- climb him rather than to outdistance him. (b) The increase of speed obtained by nosing the airplane down below the horizontal at rated power and at any high power condition is smaller than that obtained by fighters. (c) In order to obtain maximum climb, the fol- lowing technique should be used: 1. Maintain the proper climbing air speed (135 mph indicated). 2. In any emergency whatever, such as being pursued by the enemy, engine speed should be in- creased to 2500 rpm. The increase in rpm has a very appreciable effect on increasing propeller efficiency and rate of climb under conditions of climbing speed and high altitude, and, in addition, is not detrimental to the engine. The pilot should avoid the use of less than 2500 rpm when primarily interested in a high rate of climb at high altitudes. 3. 21,300 rpm has been determined to be the maximum operating turbo speed with a 5 percent over- speed allowance in emergencies. This would provide an emergency rating of 22,400 rpm. At any altitude greater than 30,000 feet and at any power obtained in automatic rich (with 2300 rpm or 2500 rpm, full throttle and turbos set for manifold pressures indicated in the following table), the exhaust gas temperatures are dropping rapidly and it is very unlikely that critical temperatures will be approached. The following ten- tatively determined manifold pressures will permit safe operation of the turbo under the given conditions: Altitude S.L. 10,000 20,000 30,000 31,000 32,000 33,000 34,000 35,000 Manifold Pressures giving rated power at 2300 engine rpm and 21,300 turbo rpm 39.0 o Q 38.0 o "rt O Q. 37.5 O c -o o w c L) C K 37.0 5 fcH ui 2 37.0 x A c a H g 35.0 " L 2 ^2 OJ OU.U yj Q J5 32.0 H Manifold Pressures giving military power at 2500 engine rpm and 21,300 turbo rpm 47 in. 46 in. 45 in. 41.5 in. 40.0 in. 38.5 in. 37.0 in. 35.0 in. 33.0 in. o o U-> co o i 26 33 37 12 6 34 17 13 27 35 38 14 36 18 15 28 37 39 16 8 38 19 17 29 39 40 18 9 40 20 19 30 41 41 20 10 42 21 21 31 43 42 22 11 NO.7 NO.8 L.H. INT. ON R.H. INT. OFF EXT. RACKS OFF L.H. INT. OFF R.H. INT. ON EXT. RACKS OFF Sequence Bomb Sta. Sequence Bomb Sta. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 1 2 3 4 5 6 7 8 9 11 12 13 14 15 16 17 18 19 20 21 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 NO.9 L.H. INT. ON L.H. EXT. ON OTHERS OFF Sequence Bomb Sta. 1 1 2 L.H. Ext. 3 2 4 3 4 6 5 7 6 8 7 9 8 10 9 11 10 12 11 13 12 14 13 15 14 16 15 17 15 18 17 19 18 20 19 21 20 22 21 NO.IO R.H. INT. ON R.H. EXT. ON OTHERS OFF Sequence Bomb Sta. 1 R.H. Ext. 2 22 3 23 4 24 5 25 6 26 7 27 8 28 9 29 10 30 11 31 12 32 13 33 14 34 15 35 16 36 17 37 18 38 19 39 20 40 21 41 22 42 INT. RACKS OFF EXT. RACKS ON Sequence Bomb 3ta. 1 2 R.H. Ext. L.H. Ext. NO.12 INT. RACKS OFF L.H. EXT. ON R.H. EXT. OFF Sequence Bomb Sta. 1 L.H. Ext. INT. RACKS OFF L.H. EXT. OFF R.H. EXT. ON Sequence Bomb Sta. 1 R.H. Ext. N0.I4 L.H. INT. ON R.H. EXT. ON OTHERS OFF Sequence Bomb Sta. 1 1 2 R.H. Ext. 3 2 4 3 5 4 6 5 7 6 3 7 9 8 10 9 11 10 12 11 13 12 14 13 15 14 16 15 17 16 18 17 19 18 20 19 21 20 22 21 NO.15 R.H. INT. ON L.H. EXT. ON OTHERS OFF Sequence Bomb Sta. 1 22 2 L.H. Ext. 3 23 4 24 5 25 6 26 7 27 8 28 9 29 10 30 II 31 12 32 13 33 14 3^ 15 35 16 36 17 37 18 38 19 39 20 40 21 41 22 42 Figure 40 - Bomb Release Sequence Diagram (Sheet 2) 54 RESTRICTED From RareAviation.com Section IV RESTRICTED AN 01-20EF-1 MAXIMUM AIRPLANE GLIDE 4 CL IMS ANGLES FOR BOMB RELEASE WITH WHEELS AND FLAPS UP: MAXIMUM ALLOWABLE INDICATED AIR SPEED IS 270 MPH SAFE GLIDE ANGLE IS 15-1/4. WITH WHEELS AND FLAPS DOWN: MAXIMUM ALLOWABLE INDICA- TED AIR SPEED IS 147 MPH SAFE GLIDE ANGLE IS 13-1/2. NOTE: THE SAFE GLIDE ANGLES ARE BASED ON AN AIRPLANE GROSS WEIGHT OF 40,0 00 LBS WITH POWER OFF AND WIND- MILLING PROPELLERS. WHILE THE MAJORITY OF BOMB STATIONS WILL PERMIT RE- LEASE OF BOMBS AT AN ANGLE WHICH WILL PRODUCE AN IN- DICATED AIR SPEED GREATER THAN THAT DESIGNATED FOR THE SAFE GLIDE ANGLE OF THE AIRPLANE, UNDER NO CONDITIONS SHALL THE MAXIMUM ALLOWABLE INDICATED AIR SPEED BE EX- CEEDED. ANGLES SHOWN ALLOW 10 FOR SAFETY. HOWEVER, UNDER PER- FECTLY SMOOTH FLYING CONDITIONS, IF IN THE AIRPLANE COMMANDER'S OPINION CONDITIONS WARRANT IT, THESE GIVEN ANGLES MAY BE EXCEEDED BY NOT MORE THAN 5. THE GLIDE OR CLIMB ANGLE IS THE ANGLE INCLUDED BETWEEN THE EARTHS SURFACE AND THE FUSELAGE CENTERLINE. THE ANGLES LISTED IN THE TABULATION ARE THE MAXIMUM AT WHICH BOMBS MAY BE RELEASED WITH A 10 CLEARANCE ANGLE MAINTAINED IN THE BOMB BAY. 1100 LB. M- 33 RACK NO. STA. GLIDE angle CLIMB ANGLE 2 a 3 29 as 26 I 5 27816 I 1 6 % 4i aza 5 2 3OOLB.MK.I- MK.IMI RACK NO. STA. GLIDE ANGLE CLIMB ANGLE 2823 37 33% i a 4 4825 23% 22 13 834 14% IS 2 78 6 44'4 40 3089 27 25 i 2 a 3 3 7816 17 % 1 6 '/4 40819 I I '4 1 1 % 4282J 8 8 100LB. M-38A2 RACK MO. STA. GLIDE ANGLE CLIMB ANGLE i a 4 1 822 49V 44 '4 3824 40 32 4825 29 '4 26% 12833 23 2 0% 14835 20 15 2 a 3 2685 57 '4 52 2887 44 % 39% 3089 33 29 '4 36815 25 22 '4 3831? 19 % 1 8 40819 15'4 1 4 % 42821 II 'z 1 0 % 2000LB. M-34 RACK NO. STA. GLIDE ANGLE CLIMB ANGLE 2 8 3 31810 0 0 600LB. M-32 RACK NO. STA. GLIDE :CLIMB ANGLE ANGLE i a 4 2823 32 '4 I 29 2 a 3 2887 34'4 2 9 '4 31810 18 17 '4 39818 10 10 42821 5 14 6 600LB.MKIMI-MK.IMII RACK NO. STA. GLIDE ANGLE CLIMB ANGLE 2 a 3 2887 33 23 31810 1 8 12 '4 39 a 18 94 6 4 42821 5 2 % 300 LB. M- 3 RACK NO. STA. GLIDE ANGLE CLIMB ' ANGLES 2823 38 35'4; 1 a 4 4 825 24 2 6 'zt 13834 16 1 8% 278 6 45 44% 3089 27 1/4 2 9Vj 2 8 3 37816 l7Vfe 20 40819 1 1 % 1 4 % 42821 8 7 10 72 500 LB. lri-43 RACK NO. STA. GLIDE ANGLE CLIMB ANGLE 2823 33 33 4 1 & 4 II 832 17 1 9 '/ 2887 34'4 34 2 a 31 810 1 8 % 2 1 39 818 10 12 '4 42821 5 '4 8 IIOOLB. MK. Ill RACK NO. _ 'glide STA- ANGLE CLIMB ANGLE 2 a 3 2988 23% 9 378 16 10 1 % 41 S20 4 0 1600 LB.AN-MKI RACK NO STA GLIDE ANGLE Climb angle, 1 a 4 11832 7 1 % 2 8 3 8 829 1 6 *'2 6 4 16 837 4 '/t 0 20841 0 0 1000 LB. M-44 RACK NO. STA. glide ANGLE CLIMB ANGLE 2 a 3 2988 25 17 37816 1 1 8 41 820 5 3 100 LB. M- 30 RACK NO. STA. GLIDE ANGLE CLIMB ANGLE i a 4 1822 47 % 51 3824 36 % 41 4825 28 W> 33 % 12 833 22 27 14 14835 1 7 h 22% 283 2685 56 57 Vt 2887 42 '4 46 '4 3089 3i V, 36 % 36815 23% 29lfcl 38817 19 24 40819 1 5 20 42821 1 1 *4 1 5% IOOLB (.IMI rill RACK NO STA. GLIDE ANGLE CLIMB ANGLE 1 a 4 1 822 46 % 45 3824 3 4 Pz 34% 4825 26 % 27 12833 20 4 2 1 4 14835 16 16% 2 8 3 2685 5 4 '4 5 2 % 2887 40% 40 '/ 3089 2 9% 30 36815 22 23 38817 17 % 19% 40819 13% 14 '/t 42&2I 9%: 10% 100 LB. M -39 RACK NO. STA. GLIDE ANGLE CLIMB ANGLE 1822 46 45 3824 3 4 4 34% 1 a 4 4825 26 % 27 12833 20 4 2114 14835 16 1 6% 2685 54 % 5 2 '4 2887 40% 40 % 3089 29% 30 2 a 3 36815 22 23 38817 17 % 1 9 '4 40819 13 % 14 '4 42821 JO 10% Figure 41 - Bomb Release Angles Chart Revised October 1, 1943 RESTRICTED 55 Section IV Paragraphs 2-7 RESTRICTED AN 01-20EF-1 Figure 42 - Bombardiers Gun - Left Side KEY TO FIGURE 43 1. INTERPHONE JACKBOX 2. GLIDE BOMBING ATTACH- MENT STATIC PRESSURE SELECTOR SWITCH 3. WINDSHIELD WIPER CONTROLS 4. WINDSHIELD ANTI-ICER PUMP SWITCH 5. ANTI-ICER ALCOHOL FLOW VALVE 6. OXYGEN INDICATORS Figure 43 - Bombardiers Compartment - Right Side 2. BOMBARDIERS GUNS. 6. WINDSHIELD WIPER AND ANTI-ICER. a. Most airplanes have two . 50-caliber machine gun installations, one mounted through a window on either side of the bombardiers compartment. A .50-caliber gun is also mounted in the center Plexiglas nose of some airplanes. In some airplanes ball and socket mounts are incorporated in the nose, side, and top windows for insertion of a ,30-caliber machine gun. b. On B-17G airplanes a type A-16 chin turret with two .50 calibre machine guns is mounted below, and is remotely controlled from, the bombardiers compartment. 3. INTERPHONE. Two interphone jack boxes are on the right side of the compartment. Operating instructions are given in section I, paragraph 10. 4. OXYGEN. The oxygen regulator and indicator panel are on the right wall of the compartment. Operating instruc- tions are given in section I, paragraph 9. 5. BOMB-SIGHT WINDOW DEFROSTER. A control knob in the floor in front of the bombardiers seat controls the flow of air to the bomb-sight window. Push forward to shut off the flow of air; pull aft to allow air to reach the bomb-sight window. Selection of hot and cold air is made by the pilot. Anti-icer and wiper controls for the bomb-sight window are on a panel at the bombardiers right. a. A toggle switch regulates the wiper motor OFF, SLOW, or FAST. A circuit breaker protects the circuit in case of an overload. b. An ON-OFF switch controls the alcohol and flow is regulated by a needle valve. CAUTION Do not operate the wiper on dry glass. 7. BOMB-SIGHT HEATING PAD. Most airplanes are equipped with an electrical bomb-sight heating pad which may be plugged into the bombardiers suit heater receptacle. Revised October 1, 1943 56 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EF-1 Section V Paragraphs 1-5 KEY TO FIGURE 45 1. DRIFT METER 2. FUSE BOX 3. HEATING AND VENTILATING OUTLET 4. BOMB SIGHT STOWAGE BOX 5. APERIODIC COMPASS 6. PANEL LIGHT 7. PANEL LIGHT SWITCH 8. FIRE EXTINGUISHER 9. SUIT HEATER OUTLET Figure 45 - Navigators Compartment Right Rear Corner 1. LIGHTING. A dome light and switch are in the ceiling of the compartment. A panel light and switch are above the navigators table on the aft wall. The navigators light is on the wall directly over his table; the switch is on the base of the lamp. 2. FIRE EXTINGUISHER. A hand COz fire extinguisher is clipped to the aft wall of the compartment to the right of the door. 4. OXYGEN. The oxygen regulator is on the wall above the navi- gators table. Refer to section I, paragraph 9. 5. HEATING AND VENTILATING INLET. The inlet beneath the bomb-sight storage box is equipped with a push-pull knob for regulating the flow KEY TO FIGURE 46 1. NAVIGATOR'S TABLE 2. DRIFT METER MASTER SWITCH 3. RADIO COMPASS INDICATOR 4. ASH RECEIVER 5. DRIFT METER 3. INTERPHONE. The interphone jack boxisbetween the radio com- pass control box and the map case. Operating instruc- tions are given in section I, paragraph 10. Figure 46 - Navigators Equipment RESTRICTED 57 RESTRICTED AN 01-20EF-1 Section V Paragraphs 5-8 Figure 47 - Navigators Communications Controls KEY TO FIGURE 47 I . TUNING CRANK 2. CONTROL INDICATOR LAMP 3. BAND SELECTOR SWITCH 4. RADIO COMPASS CONTROL UNIT 5. VOLUME CONTROL 6. LIGHT CONTROL SWITCH 7. TUNING METER 8. LOOP CONTROL SWITCH 9. RADIO COMPASS POWER SWITCH IO. INTERPHONE JACKBOX I I. CONTROL PUSH BUTTON 12. MAP CASE 13. PANEL LIGHT SWITCH IH. PANEL LIGHT 15. RADIO COMPASS RECEIVER 16. NAVIGATOR'S TABLE of air. Push to open and pull to close. The selection of hot or cold air is made by the pilot. 6. DRIFT METER MASTER SWITCH. A master switch for the drift meter is below the edge of the navigators table near the ash receiver on the front forward corner. 7. RADIO COMPASS RECEIVER. a. The radio compass receiver is above the navi- gators table and may be remotely controlled either from the pilots compartment ceiling or from the con- trol unit on the navigators table. Operation of the radio compass receiver is the same for the navigator as for the pilot. Refer to section II, paragraph 2. b. The bearing indicator is mounted beneath the forward inboard corner of the navigators table and its dial may be seen by lifting the cover on the table. The loop antenna is remotely controlled from the radio compass receiver. 8. APERIODIC COMPASS. The navigation compass is on the right side of the compartment, below the bomb-sight storage box. Figure 48 - Navigators Seat Adjustment 58 RESTRICTED From RareAviation.com Section VI Paragraph 1 RESTRICTED AN 01-20EF-1 1. GENERAL. a. Elevation of the guns is controlled by lifting or depressing the hand control grips, the direction cor- responding to the direction of the handgrip motion about the horizontal axis. KEY TO FIGURE 49 1. DEADMAN SWITCH 2. RANGE KNOB 3. HAND GRIP U. AMMUNITION BOX 5. AZIMUTH HANDCRANK 6. TROUBLE LIGHT SWITCH 7. TROUBLE LIGHT b. Rotation of the turret is obtained by turning the handgrips about the vertical axis. The range knob is mounted between the grips, so that the gunner rests both thumbs on this knob while holding the grips in the palms of his hands. This knob sets the range in the computing sight. c. The hydraulic power unit furnishes the mechan- ical power for rotating the turret and elevating the guns. d. A gun firing switch is mounted to the rear and at the upper end of each handgrip. The two firing KEY TO FIGURE 50 1. GUN SIGHT 2. SIGHT LIGHT RHEOSTAT CONTROL 3. SIGHT SWITCH 4. GUN CHARGING HANDLES Figure 49 - Upper Turret Controls Figure 50 - Inside Upper Turret 59 RESTRICTED Section VI Paragraphs 1-3 RESTRICTED AN 01-20EF-1 switches are connected in parallel so that either switch can be used to fire the guns. Deadman switches, one on each grip, are connected in parallel so that the gunner can operate the turret when either hand rests on a grip. The deadman switch is provided so that the power circuits of the turret will be opened and all tur- ret motion and firing of guns will be stopped when the gunners hands are removed from the grips. KEY TO FIGURE 51 1. RANGE KNOB S. DEADMAN SWITCH 2. TROUBLE LIGHT SWITCH 6. OXYGEN FLOW CONTROL 3. TROUBLE LIGHT 7. OXYGEN MASK FITTING 1. HAND GRIP 8. ELEVATION HANDCRANK f. Place sight switch in ON position. L- Close deadman switches on handgrips. h. Check response of azimuth and elevation mech- anisms by manipulating the handgrips. i. Turn range knob and observe that reticles move in response. L Adjust reticle light to approximately the desired brilliance. 3. TURRET OPERATION. a. Charge guns by pulling each handle twice. b. Turn on gun selector switches. c. When target is sighted, set in target dimension on sight. d. Turn hand controls so that reticles frame the target. e. Adjust range knob until reticles frame the target. f. Press either firing switch. L- After ammunition has been used, charge guns at least twice to clear out live shells. h. When the turret is not being used, turn it so that the guns point aft and are parallel to the center line of the airplane. i. In event of power failure, the turret may be con- trolled by the azimuth and elevation hand cranks. It is not possible to track a target with the hand cranks, but they may be used for approximate positioning of the turret and guns. Figure 51 - Upper Turret Interior 2. PREFLIGHT CHECK. a. Allow hydraulic units and sight to warm up at least 5 minutes before take-off. b. Engage power clutches. c. See that hand cranks are disengaged. (Do not disengage until after power clutches have been en? gaged.) d. Feed ammunition just up to the guns. e. Move main gun switch to ON position. j_. To use the hand cranks: Figure 52 - Upper Turret Switches 60 RESTRICTED From RareAviation.com Section VI Paragraphs 3-4 RESTRICTED AN 01-20EF-1 (1) Engage azimuth and elevation hand cranks. (2) Disengage power clutches. (3) Move turret and guns into desired position. (4) When finished, reengage power clutches. (5) Be sure to disengage hand cranks before op- erating power motor again. 4. ADJACENT EQUIPMENT. a. LIGHTING. - A panel light and switch are on the wall of the compartment to the left of the turret. A trouble light and switch are inside of the turret; on the right side looking aft. b. INTERPHONE. - An interphone jack box is on the wall of the compartment to the left of the turret. Operating instructions are given in section I, para- graph 10. c. OXYGEN. (1) An A-12 demand oxygen regulator on the right wall of the compartment is part of the main oxygen system and is operated as instructed in section 1,para- graph 9. A continuous flow regulator, type A-9 is in- side the turret, on the right side looking aft, and is connected to a separate supply cylinder attached to the turret. Figure 53 - Fuel Transfer Controls (2) To use A-9A regulator, attach mask hose to regulator and open the manually operated valve until indicator points to altitude at which airplane is flying. If valve vibrates off setting, tighten packing nut. (3) The turret supply cylinder can be refilled from the main supply system. d. FUEL TRANSFER CONTROLS. - Two fuel transfer valves and the transfer pump switch are below the door leading to the bomb bay. Refer to section I, paragraph 4., for operating instructions. e. HYDRAULIC EQUIPMENT. - The hydraulic pump panel, accumulators, fluid tank, and servicing valves are at the right side of the compartment. Refer to section I, paragraph 3. Figure 54 - Hydraulic Servicing Valves Figure 55 - Top Gunner's Armor Protection RESTRICTED 61 RESTRICTED AN 01-20EF-1 Section VH Paragraphs 1-3 1. LIGHTING. a. The step light at the forward end of the catwalk is operated by a switch on the forward wall of the radio compartment, to the right of the door. b. Two dome lights, one on either side of aft end of the bay, are operated by switches on the aft bulkhead to the right of the door. KEY TO FIGURE 56 I. EMERGENCY BOMB RELEASE 2. BOMB DOOR HAND CRANK CONNECTION 3. HOSE TO FUEL TRANSFER PUMP 4. STEP LIGHT 5. CATWALK Figure 56 - Forward End of Catwalk - Bomb Bay 2. OXYGEN. The oxygen regulator is on the aft wall of the bomb bay to the left of the door. 3. EMERGENCY EQUIPMENT. a. A hand crank connection for manual operation of each main landing wheel is on the forward wall of the bomb bay. b. A hand crank connection for manual operation of the bomb bay doors is on the step at the forward end of the catwalk. c. An emergency bomb release handle is also on the step at the forward end of the catwalk and is pro- tected by a hinged guard. Figure 57 - Bomb Rack Selector Switch - Left Side 62 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EF-1 d. For use of emergency equipment, refer to sec- tion III. 4. BOMB RACK SELECTOR SWITCHES. Two switches, one on each side of the bomb bay, are used in conjunction with the rack selector switches on the bombardiers control panel. When either switch is OFF, electrical release of bombs or fuel tanks from that rack is impossible. 5. HAND TRANSFER OR REFUELING PUMP. A hand pump mounted on the aft bulkhead of the bomb bay may be used to transfer fuel in case of elec- trical power failure or may be attached to a main landing gear shock strut and used as a refueling pump. (See figure 60.) Section VII Paragraphs 3-7 6. AUXILIARY WING FUEL CELL SHUT-OFF VALVES. Remote control handles, operating shut-off valves in the lines from each group of outer wing fuel cells, are mounted below the door at the aft end of the bomb bay. Refer to section I, paragraph 4., for operating instructions. NOTE Tn some installations these valve controls are in the radio compartment. 7. RELIEF TUBE. A relief tube is located behind the dome light in the left bomb bay. Figure 58 - Bomb Bay - Left Side, Aft Figure 59 - Auxiliary Fuel Tank Shut-Off Valves KEY TO FIGURE 58 1. OXYGEN INDICATOR PANEL 2. OXYGEN REGULATOR 3. RELIEF TUBE 4. PORTABLE OXYGEN UNIT RECHARGER 5. PORTABLE OXYGEN UNIT STORAGE BRACKET 6. OXYGEN MASK CONNECTION 7. HAND FUEL PUMP RESTRICTED 63 Section VII RESTRICTED AN 01-20EF-1 Figure 60 - Hand Fuel Pump Operation 64 RESTRICTED From RareAviation.com RESTRICTED AN 01-20EF-1 Section VIII Paragraphs 1-5 KEY TO FIGURE 61 1. RADIO OPERATOR'S LIGHT 2. RADIO OPERATOR'S TABLE 3. LIGHT SWITCH 4. LIAISON SET RECEIVER 8. ASH RECEIVER 9. LIAISON TRANSMIT- TER MASTER SWITCH 10. LOCAL "OFF-ON" 5. ALARM BELL 6. PHONE CALL LAMP 7. TRANSMITTING KEY SWITCH SCR-535 II. RADIO SET SCR-535 CONTROL BOX Figure 61 - Radio Operators Table and Controls are in the aft end of the compartment above the liaison transmitter. Another lamp and switch are on the side wall to the left of the radio operators seat. 2. EMERGENCY EQUIPMENT. a. A fire extinguisher is on the forward wall of the compartment to the right of the door. b. Two life raft release handles are on the ceiling of the compartment, just aft of the top hatch on the right side. c. Four red emergency release handles are located along the edge of the top hatch. d. An alarm bell is on the forward wall of the com- partment above the radio operators table. e. Two hand cranks and two crank extensions for manual operation of the wing flaps, bomb bay doors, landing gear, tail gear, and engine starters are clipped to the aft wall of the compartment, above the trans- mitter tuning units. For use of hand cranks refer to section III. 3. OXYGEN CONTROLS. Oxygen outlets are provided for the radio operator and for each of the two auxiliary crew members. Re- fer to section I, paragraph 9., for instructions. 4. HEATING AND VENTILATING INLET. The inlet is on the floor of the compartment, to the left and aft of the radio operators seat. Push the knob to close; pull, to open. Selection of hot or cold air is controlled by the pilot. 5. INTERPHONE CONTROLS. 1. LIGHTING. A lamp above the radio operators table is oper- ated by an adjacent switch. A similar lamp and switch The radio operators interphone jack box is on the left side wall. Two additional jack boxes are provided in the compartment for other crew members. Refer to section I, paragraph 10., for instructions. RESTRICTED 65 RESTRICTED AN 01-20EF-1 Section VIII Paragraph 6 6. COMMUNICATIONS EQUIPMENT. a. The communications equipment consists of the following: Command set SCR-274-N Liaison set SCR-287-A Radio compass set SCR-269-G Interphone equipment RC-36 Marker beacon equipment RC-43 Radio altimeter SCR-518-A IFF radio set SCR-535-A KEY TO FIGURE 62 1. COWAND TRANSMITTERS 2. COMMAND RECEIVERS 3. ANTENNA RELAY CONTROL BOX Figure 62 - Command Radio Installation b. COMMAND RADIO. - Two command radio trans- mitters and three receivers are mounted on the right side of the compartment on the forward bulkhead. They are controlled by remote control units on the ceiling of the pilots compartment. The transmitters dynamotor and modulator are on the floor in the for- ward right corner of the compartment. The receivers dynamotors are mounted on supports behind the receivers. KEY TO FIGURE 63 1. LIAISON ANTENNA TUNING UNIT 2. LIAISON TRANSMITTER 3. TRANSMITTER TUNING UNIT Figure 63 - Liaison Radio Installation c. LIAISON RADIO. - The liason transmitter is installed on the left side of the aft bulkhead. The receiver is on the radio operators table. The dyna- motor is on the left rear side of the aft bulkhead, in the ball turret compartment. Two antennas are avail- able for use with the liaison set. One employs the skin of the airplane, with the lead-in attached to the change-over switch on the left side wall. The other is the trailing antenna which is also attached to the change-over switch. The trailing antenna reel is oper- ated electrically from a control box to the right of the change-over switch. d. RADIO SET, SCR-518-A (HIGH-ALTITUDE ALTIMETER). - Radio set SCR-518-A consists of a 66 RESTRICTED From RareAviation.com Section VIII Paragraph 6 RESTRICTED AN 01-20EF-1 complete set of apparatus for determining the height of the airplane above the ground. It is operative over an altitude range of 0 to 20,000 feet, and it will work satisfactorily up to 30,000 feet, before the indications become erroneous. Operation of the set does not de- pend upon barometric pressure. It indicates altitude of the aircraft above the terrain below the airplane, and has no reference to sea level. If the aircraft is flying over broken country, more than one peak will appear on the indicator, the highest one representing the object closest to the airplane. (1) Place the power switch in the ON position. This energizes all parts of the set except the auto- matic volume control which is controlled by a separate switch. A pilot lamp at the lower center of the con- trol panel should light, indicating that the power is on. (2) As the tubes reach their operating conditions, the circle traces, and indicating lobes appear on the screen of the indicator. During the first few minutes of operations the indications will be unsteady. KEY TO FIGURE 84 ,. LIAISON TRANSMITTER 2. ANTENNA CHANGE-OVER SWITCH 3. TRAILING ANTENNA REEL CONTROL Figure 64 - Radio Compartment - Left Side KEY TO FIGURE 65 1. SEAT FOR AUXILIARY CREW 5. HAND CRANKS 2. FREQUENCY METER 6. CRANK EXTENSION FOR 3. TRANSMITTER TUNING BOMB DOORS AND FLAPS UNITS 7. DOOR TO BALL TURRET 1. STARTER CRANK EXTENSION COMPARTMENT Figure 65 - Transmitter Tuning Units (3) Turn the CIRCLE SIZE control knob until the two circle traces on the indicator screen are ad- justed to the required diameter for readings. The proper size occurs when each circle is just visible as a luminous green ring on the gray background, just beyond the outer circumference of its dark calibrated scale ring. (4) Turn the RECEIVER GAIN control to ad- just the lobe readings for clearest legibility on the indicator screen. Maximum receiver sensitivity may be used at the higher altitudes and less than maximum sensitivity may be required at the lower altitudes. The receiver gain control must be adjusted in con- junction with the automatic volume control switch for maximum lobe legibility on the altimeter scale in accordance with the following paragraphs. RESTRICTED 67 RESTRICTED AN 01-20EF-1 Section VUI Paragraphs 6-9 (5) USE OF AUTOMATIC VOLUME CONTROL AT LOWER ALTITUDES. (a) The automatic volume control improves the performance of the radio set at altitudes below 2000 feet and should only be used for reading up to 2000 feet. With the AVC switch on, receiver sensitivity is reduced but is automatically increased with altitude up to about 2000 feet. Overloading of the receiver is thus prevented at the lower altitudes. (b) For operation when descending below 2000 feet: L At any altitude above 1000 feet, throw AVC switch on. 2. Adjust RECEIVER GAIN control until the initial lobe appearing at zero on the 2000-foot scale is the proper height. 3. The reception lobe giving the altitude read- ing on the 2000-foot scale should now remain approx- imately constant in size as the ground is approached. (6) USE OF AVC AT HIGHER ALTITUDES. - The AVC switch must be turned off, when the equipment is operating at altitudes above 2000 feet, as the AVC would otherwise impair the receiver sensitivity in certain sections of the higher-altitude ranges. (7) Starting from zero and reading in a clockwise direction, read the counterclockwise edge of each lobe on each circle trace. (If the lobe is on the top of the dial, read to the left edge, and if it is at the bottom of the dial, read the right edge.)The first lobe (or index lobe) appears at the zero calibration on each scale. The second lobe (reflection lobe) indicates the altitude above terrain. (a) On each scale (inner and outer), the index lobe will appear at the zero calibration. The second (reflection lobe) on each scale indicates the absolute altitude of the aircraft. (b) The inner circle is merely a vernier on the outer circle. On the outer circle, it is possible to read to within 250 feet. If greater accuracy is re- quired, the inner scale reading must be taken into con- sideration, as follows; Read the outer scale to the next lower even thousand (4000, for instance). Read the inner scale. If the reading of the inner scale should be 750 feet, the actual altitude of the aircraft is then obtained by adding the readings of the two scales: 4750 feet. The inner scale can, with practice, be read to within 25 feet. (c) If the zero lobes have shifted away from zero, correct readings may be obtained by adding the amount of zero shift, if the shift is to the left of zero, and by subtracting the amount of zero shift, if the shift is to the right, from the reading of altitude which was obtained by following the procedure outlined in the pre- ceding paragraph. 7. FREQUENCY METER. A portable frequency meter for use with any radio is carried in each airplane. No provision is made for stowage, so the unit is usually strapped to the support of the rear auxiliary seat in the radio compartment. Figure 66 - Radio Compartment Gun 8. RADIO COMPARTMENT GUN. In some airplanes a single .50-caliber flexible machine gun is mounted on a yoke in top of the radio compartment to fire through the top hatch opening. The yoke slides on rails from stowed to firing position. 9. CAMERA PIT. a. Camera equipment is installed in the pit under the floor of the radio compartment accessible door. 68 RESTRICTED From RareAviation.com Section VIII Paragraph 9 RESTRICTED AN 01-20EF-1 Provision is made for three alternate installations as follows: Type T-3A Installation: Camera Type T-3A Camera mount A-5 A View finder A-2 Filter Siutter induction coil A-3 Type K-3B Installation: Camera Type K-3B Camera mount A-8 View finder Intervalometer A-2 Magazine A-1A Filter A-2A Type K-7C Installation: Camera Camera mount View finder Filter Type K-7C A-8 A-2 A-4 b. The type A-2 view finder may be installed for- ward of the camera. The bracket assembly used to support the intervalometer is stowed on the right side of the camera pit. The intervalometer is stowed on the right side. A direct current power receptacle for the intervalometer is installed on the right side of the pit and a connection to the vacuum system is provided on the left side. c. The double camera doors (figure 67) and the view finder door are hinged in the bottom of the fuse- lage and are operated by a lever located on the floor at the operators seat. KEY TO FIGURE 67 CRANK 4. VIEWFINDER APERTURE 5. CAMERA OPERATOR'S SEAT 6. CAMERA DOOR INTERVALLMETER POWER RECEPTACLE 1. WING FLAP HAND CONNECTION 2. PROPELLER ANTI-ICER PUMPS 3. CAMERA DOOR CONTROL HANDLE .303 (7.3 CAIIKB WOTCCTS 3*010 0730*703 FROM U.S. .30. SERM*0 .312. Figure 68 - Radio Operators Armor Protection Figure 67 - Camera Pit Figure 69 - Radio Operators Seat Adjustment RESTRICTED 69 RESTRICTED AN 01-20EF-1 Section IX Paragraphs 1-2 SECTION IX BALL TURRET M RESTRICTED Appendix n AN 01-20EF-1 . AIRPLANE MODELS Hl B17 F 111 TAKE-OFF, CLIMB & LANDING CHART TAKE-OFF DISTANCE (in feet ) ENGINE MODELS R-1820-97 GROSS WEIGHT (IN LBS.) HEAD WIND HARD AT SEA LEVEL SURFACE RU AT 3,000 FT. M WAY AT 6,000 FT. SOD-TURF RUN WAY SOFT SURFACE RUN WAY AT SEA LEVEL AT 3,000 FT. AT 6,000 FT. AT SEA LEVEL AT 3,000 FT. AT 6,000 FT. MPH KNOTS GROUND TO CLEAR GROUND toclea. GROUND TOCLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR 0 3350 4400 4000 5100 4600 5800 3950 5000 4500 5600 5600 6800 8950 1 0, 000 65,000 i n n 2300 3200 2750 3700 3250 4300 2500 3600 3150 4100 3950 5000 7100 8000 40 35 1400 2050 1750 2500 2250 3050 1850 2500 2150 2900 2600 3600 5350 6000 0 2350 3000 2700 3400 3100 3900 2650 3300 3100 3800 3600 4400 4350 5000 5500 6200 7000 7800 57,000 20 17 1600 2100 1800 2400 2150 2800 1800 2300 2100 2700 2550 3200 3100 3000 4000 4600 5150 5800 40 35 1000 1 400 1 1 00 1550 1350 I860 1 100 1500 1350 1800 1600 2100 2100 2500 2750 3200 3700 4200 o n 1700 2250 1900 2500 2100 2750 1850 2400 2100 2700 2350 3000 2650 3200 3200 3800 3650 4300 50, 000 20 t 7 1 150 1600 1300 1750 1400 1900 1250 1700 1450 1900 1600 2100 1800 2250 2250 2700 2600 3100 4 0 3 5 650 1000 800 1 1 50 850 1250 750 1100 900 1250 1 000 1400 1100 1450 1450 1 POO 1600 2000 NOTE: INCREASE DISTANCE | Q % FOR EACH 10*C ABOVE 0*C I | Q % FOR EACH 20F ABOVE 32*F) ENGINE LIMITS FOR TAKE-OFF 2500 RPM & Ijg IN. HG COMBAT MISSIONS USE 2300 >rM . 38 in ho CLIMB DATA | ferry missions use g3oo 3g IN ho GROSS WEIGHT IN LBS. TYPE OF CLIMB MPH 5, 000 FT/MIN FROM MPH KNOTS IC FT/MIN , OOC OM S.L. 15, FT/MIN 000 OM S.L. 2! FT/MIN i,00( FUEL FROM S I. 30. FT/MIN 300 OM S.L. LOWER CHANGE 65,000 57,000 50,000 COMBAT COMBAT COMBAT 135 135 135 117 1 17 1 17 575 830 1060 135 1 35 135 117 1 1 7 1 17 500 750 990 18 13 9 125 90 60 104 75 50 135 136 135 1 17 1 17 1 1 7 400 660 890 29 20 15 200 1 40 105 167 1 1 7 87 135 135 135 117 1 1 7 117 140 360 600 65 39 28 450 270 195 375 225 162 135 135 117 117 170 380 55 38 380 260 317 217 RE- DUCE MP. 1-1/2" PLR iodo FT. ABOVE 30.000 FT. FUEL INCLUDES WARM-UP AND TAKE-OFF ALLOWANCE LANDING DISTANCE (infeet) GROSS WEIGHT IN LBS. BEST APPR 1. A. S. OACH AT SEA H LEVEL GROUND ARD DRY AT 3,00 TO CLEAR SURFJ O FT. GROUND C E AT 6,0 TO CLEAR DO FT. GROUND AT SEA LEVEL TO CLEAR i GROUND 50' OBJ. 1 ROLL FIRM AT 3,0 TO CLEAR RY SO DO FT. GROUND D AT 6,0 TO CLEAR 00 FT. GROUND AT SEA TO CLEAR V LEVEL GROUND E T OR AT 3,0 S L 1 P P 00 FT. GROUND E R Y AT 6,0 TO CLEAR DO FT. GROUND 50,000 1 10 96 3500 950 3800 2150 4100 2350 4150 2600 1 4500 2850 4900 3150 5450 3900 5900 4300 6450 4700 REMARKS trial Galloni RED FIGURES HAVE NOT BEEN FLIGHT CHECKED 6 MODEL (S) 8-17 F o ........................................ FLIGHT OPERATION INSTRUCTION CHART SHEET..) OF...7 SHEETS 65,000 T 60,000 CONDITION R.P.M. (IN*HO I BLOWER POSITION MIXTURE POSITION DURATION IN MIN. ak GPH TAKE-OFF 2500 46 - A.R. 5 608 - MILITARY 2500 46 - A. R. 5 608 - ENGINE (SI R-1820-97 GR. WT. TO POUNDS EXTERNAL LOAD ITEMS NONE (NO WIND) INSTRUCTIONS FOR USING CHART: Select figure in fuel column equal to or lets than total amount of fuel in airplane. Move horizontally to the right or left and select a figure equal to or greater than the air miles to be flown. Vertically below and opposite desired cruising altitude read op- timum cruising conditions. NOTES (A) Avoid continuous cruising in Column I except in emergency. (B) Columns (II, III, IV & V) toward the right pro- gressively give increase in range at sacrifice in speed. (C) Manifold Pressure (M.P.), Gallons Per Hour (G.P.H.), are approximate maximum values for reference. (D) For quid reference, take-off and military power data are listed in the upper left corner of chart. CRUISING CONDITIONS w M 3 a H M O oo (NO RESERVE FUEL ALLOWANCE) 1 NORMAL RATED (MAX. CONT.) FUEL U. $. II Ill 1 IV FUEL U.S. GALS. <3> V (MAX. RANGE) RANGE IN AIR MILES ' RANGE IN AIR MILES RANGE IN AIR MILES RANGE IN AIR MILES RANGE IN AIR MILES STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE | NAUTICAL AT S.L AT 25 ,000 AT S.L. | AT 25,000 xi/ 3612 3400 3200 212 U.S. GALLONS NOT J 1940 1830 VAI LABLE N FLIGHT 2150 2020 2750 2590 2390 2250 3612 3400 3200 3070 2890 2660 2500 1910 1800 1660 1560 2240 2110 2480 2330 1690 1 580 1460 1470 1370 1270 3000 2800 2600 1980 1840 1710 1720 1600 1480 2190 2040 1900 1900 1770 1650 2430 2270 2100 2110 1970 1820 3000 2800 2600 2700 2520 2350 2350 2190 2040 1350 1240 1130 1170 1080 980 2400 2200 2000 1580 1450 1320 1370 1260 1150 1750 1600 1460 1520 1390 1270 1940 1780 1620 1680 1540 1410 2400 2200 2000 2160 1980 1810 1880 1720 1570 1010 900 880 780 1800 1600 1 190 1050 CONTINUED 1030 910 ON SHEET 2 1310 1170 1140 1010 1460 1300 1270 1130 1800 1600 1620 1440 1410 1250 OPERATING DATA OPERATING DATA OPERATING DATA OPERATING DATA _G> OPERATING DATA R.P.M. I.A.S. MIX- TURE M.P. [f !MP. DENSITY ALT. R.P.M. LAS. MIX- TURE M.P. IMP. R.P.M. I.A.S. MIX- TURE M.P. UG5' IMP. R.P.M. I.A.S. MIX- TURE M.P. UGS !MP. ALT. R.P.M. MIX- TURE M.P. V IMP. 2300 2300 2300 156 172 183 A.R. A.R. A.R. 38 38 38 413 412 413 30000 25000 20000 2150 151 A.R. 31.6 284 30000 25000 20000 BELOW ; TAIN 1! ABOVE J AND 29 0,000 0 IAS 0,000 1 1 IN FT. SE WITH 2 -7. US :h HG. T RPM 9 INCH E 140 IF SP TO Mi ES H( MPH -EV ( IN- IAS AN- 2300 2300 2300 192 197 202 A.R. A.R. A.R. 38 38 38 413 413 413 15000 12000 9000 2150 2150 2150 168 172 175 A.R. A.R. A.R. 32 296 32 290 31.5 280 2100 2100 2100 160 167 173 A.L. A.L. A.L. 31 31 31 253 252 250 2050 2050 2050 149 157 164 A.L. A.L. A.L. 30 30 30 210 212 212 15000 12000 9000 29 INCF RECOMME AUTO-LE 2100 RE HG, U NDED M AN MIX M- >E HIG kN. PR URE W tO 200 (ER RP SSURE IEN AT t ANt ;. us OR E 1 ELON 2300 2300 2300 207 210 214 A.R. A.R. M' 38 38 38 413 413 1413 6000 3000 S.L 2100 2100 2100 179 183 187 A. L. A. L. A.L. 31.5 273 31.5 269 31 262 2100 2100 2100 178 182 185 A.L. A.L. A.L. 31 31 30.5 245 240 235 2050 2050 2050 170 175 179 A.L. A.L. A.L. 30 29 5 29 211 208 203 6000 3000 S.L. ABOVE FT. ONI ANGES Y. (PPLY JP TO IO,( OO L Q INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE k @ ALLOW 212 U. 5. GALS., _________________IMP. GALS. FOR WARM UP, TAKE-OFF AND CLIMB TO 9.000 FEET ALTITUDE M RETURN FUEL FLOWS TO TANK------------------------ __________________ ___________________________________________________________________________________ D USE FUEL FROM TANKS IN THE FOLLOWING ORDER-------------------------------- REHR TO SPECIFIC ENGINE FLIGHT CHART" FOR ADDITIONAL ENGINE OPERATION DATA. OLD NUMBERS: Use A to-Rich LIGHT NUMBERS. Auto-Lean WITH TWO SPEED BLOWER: Us. high blower above heavy line only I.A.S.: Indicated Air Speed M P Manifold Pressure (In. Hg) U.S.G.P.H.. U. S. Gallons Per Hour IMP.G.P.H.: Imperial Gallons Per Hour F T.: Full Throttle S.L; Sea LevelRANGES SHOWN ARE 90* OF FLIGHT TEST VALUES. s Appendix II RESTRICTED AN 01-20EF-1 Flight Operation Chart (no external load) 7 Sheets i82 RESTRICTED - From RareAviation.com Appendix II RESTRICTED AN 01r2QEF-lFlight Operation Chart (no external load) 7 Sheets RESTRICTED 83<5 MODEL (S) B-17 F' ' L ..................................... FLIGHT OPERATION INSTRUCTION CHART SHEET...4 OF...7 SHEETS 60,000 TO 55,000 GR. WT. CONDITION R.P.M. UN. HG ) POSITION MIXTURE POSITION DURATION GJLH c7h TAKE-OFF 2500 46 - A.R. 5 608 - MILITARY 2500 46 A. R. 5 608 WWW l R- 820-97 (NO WIND) TO POUNDS EXTERNAL LOAD ITEMS NONE INSTIUCTIONS POR USING CHART: Select figure in fvl column equal to or leu than total amount of fuel in airplane. Move horizontally to the right or left and select a figure equal to or greater than the air miles to be flown. Vertically below and opposite desired cruising altitude read op- timum cruising conditions. NOTES: (A) Avoid continuous cruising m Column I except in emergency. (B) Columns (II, III, IV & V) toward the right pro- gressively give increase in range at sacrifice in speed. (C) Manifold Pressure (M.P.J, Gallons Per Hour (G.P.H.), are approximate maximum values for reference. (D) For quiet reference, take-off and military power data are listed in the upper left comer of chart. I NORMAL RATED (MAX. CONT.) FUEL U.S. II Ill ! iv FUEL U.S. GALS. V IMAX. RANGE! RANGE IN AIR MILES RANGE IN AIR MILES RANGE IN AIR MILES RANGE IN AIR MILES RANGE IN AIR MILES STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL ! STATUTE NAUTICAL STATUTE NAUTICAL AT S.L AT 30,000 AT S.L. AT 30,000 800 600 CONTINUED 590 440 FROM SHEET 3 510 380 640 480 560 420 700 530 610 460 800 600 760 570 660 500 470 350 410 300 240 120 210 100 400 200 290 150 250 130 320 180 280 HO 350 180 300 160 400 200 380 190 330 170OPERATING DATA OPERATING DATA OPERATING DATA OPERATING DATA O DENSITY ALT. OPERATING DATA R.P.M. IXS. MIX- TURE M.P. T IAAP. ALT. R.P.M. I.A.S. MIX- TURE M.P. U.S. G. P. IMP. R.P.M. I.A.S. MIX- TURE M.P. i R.P.M. I.A.S. MIX- TURE M.P. ux IMP. R.P.M. I.A.S. MIX- TURE M.P. U.S. 0. p. IMP. 2300 2300 2300 164 175 186 A.R. A.R. A.R. 38 38 38 413 413 413 30000 25000 20000 2150 2150 148 159 A.R. A.R. 3L5 31.5 278 274 2100 2100 143 157 A.L. A.L. 31 31 242 245 2050 150 A.L. 30 216 30000 25000 20000 BELOW TAIN 1 1 IN( 110 MPt 0,000 0 MPH H MP A IAS A FT. SE IAS W JOVE 2 ID 29 T RPM HICK 2 0,000 INCHES TO Me I INC -T. l 1 IN- NES SE INCH 2300 2300 2300 194 199 203 A.R. A.R. A.R. 38 38 38 413 413 413 15000 12000 9000 2150 2150 2100 167 173 176 A.R. A.R. A.L. 31 31 31 265 262 254 2100 2100 2100 165 169 173 A.L. A.L. A.L. 30.5 30.5 30.5 238 234 228 2050 2050 2050 158 164 168 A.L. A.L. A.L. 30 29.5 295 209 207 202 15000 12000 9000 MP. IF UP TO HIGHER USE AU1 SPEED 000 RPI RPM'S 0-LEAN iANNOT I AND (ND RE MIXTU BE 0B 29 INC wOMMEN IE WHE FA INI IES, JED 1 AT D USE P'S. OR 2300 2300 2300 209 213 217 A.R. A.R. A.R. 38 38 38 413 413 413 6000 3000 S.L 2100 2100 2100 182 186 189 A.L. A.L. A.L. 30.5 252 246 23^ 2100 2050 2050 177 181 184 A.L. A.L. A.L. 30 30 30 222 217 201 2050 2000 2000 172 174 177 A.L. A.L. A.L. 29.5 29 29 198 192 187 6000 3000 S.L. BELOW RANGES 15,000 100 RPI SHOWN FT. ON t IBOVE .Y (PPLY IP TO OLD NUMBERS: Use Aete-Rfch LIGHT NUMKEK Um Auto-Lean WITH TWO SPIED I LOW" Um high M.P.: Manifold Pressure (In. Hg) U.S.G.P.H.: U. S. Gallon* Per Hour IMP.G.P.H.: Imperial Gallon* Per Hour T.T.: Full Throttle S.L: Sea Level INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE ALLOW----170 U. 5. GALS.,----Z____IMP. GALS. FOR WARM UP, TAKE-OFF AND CLIMB TO 5000 FFFT ALTITUDE RETURN FUEL FLOWS TO TANK_________________ USE FUEL FROM TANKS IN THE FOLLOWING ORDER_______________ M D RfPH TO "SPECIFIC ENOINE FLIGHT CHART" FOR ADDITIONAL ENGINE OPERATION DATA RANGES SHOWN ARE 90% OF FLIGHT TEST VALUES. RESTRICTED Flight Operation Chart (no external load) 7 Sheets 00 Oi FORM ASC-5IIA MODEL (S) B-I7.F FLIGHT OPERATION INSTRUCTION CHART SHEET .5....OF 7. SHEETS GE. WT 55,000 TO 50,000 POUNDS EXTERNAL LOAD ITEMS NONE CONDITION R-P.M. (IN. HG > LOWER POSITION MIXTURE POSITION DURATION IN MIN. & GPH INSTRUCTIONS FOR USING CHART: Select figure in fuel column equal to except in emergency. (8) Columns (II, III, IV & V) toward the right pro- or less than total amount of fuel in airplane. Move horizontally to the right gressively give increase in range at sacrifice in speed. (C) Manifold Pressure or left and select a figure equal to or greater than the air miles to be (M.p.j, Gallons Per Hour (G.P.H.), are approximate maximum values for flown. Vertically below and opposite desired cruising altitude read op- reference. (D) For quick reference, take-off and military power data are listed timum cruising conditions. NOTES: (A) Avoid continuous cruising in Column 1 m the upper left comer of chart. TAKE-OFF 2500 46 - _ . A.R. 5 608 - MILITARY 2500 46 A. R. 5 608 - ENGINE IS) R-1820-97 (NO RESERVE FUEL CRUISING C (NO WIND) 1 NORMAL RATED (MAX. CONT.) FUEL U. J. II Ill IV RANGE IN AIR MILES RANGE IN AIR MILES - RANGE IN AIR MILES RANGE IN STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE *r5.L. AT 30,000 AT S.L. 1 AT 30,000 2360 2200 2000 160 U.S. GA 1660 1510 LLONS NOT AVA 1440 1310 LABLE IN FL 1840 1680 GHT 1600 1460 2050 1870 1360 1240 1180 1080 1 110 990 870 970 960 760 1800 1600 1400 1360 1210 1060 1180 1050 920 1510 1340 1170 .1310 1160 1020 1680 1500 1310 7X0 620 490 640 540 420 1200 1000 800 910 760 610 790 660 530 1010 840 670 880 730 . 580 1 120 940 750 370 250 120 320 220 100 600 400 200 460 300 150 400 260 130 500 340 170 440 300 150 560 380 190 OPERATING DATA O OPERATING DATA OPERATING DATA OPERATI R.P.M. LAS. MIX- TURE M.P. 1 IMP. DENSITY ALT. n R.P.M. I.A.S. MIX- TURE rr UG$ (MP. R.P.M. I.A.S. MIX- TURE M.P. h' IMP. R.P.M. I.A.S. MIX TUR 2300 2300 2300 >7, :: A.R. A.R. A.R. 38 38 38 1113 Hl 3 HI3 30000 25000 20000 2150 2150 2150 147 159 166 A.R. A.R. A.R. 32 32 315 292 290 277 2100 2100 2100 141 154 164 A.L. A.L. A.L. 31 31 31 251 252 247 2050 2050 147 157 A. A. 2300 2300 2300 200 203 208 A.R. A.R. A.R. 38 38 38 hi3 413 Ul3 15000 12000 9000 2100 2100 2100 173 177 182 A. L. A.L. A. L. 31 31 31 265 260 255 2100 2100 2050 171 175 178 A.L. A.L. A.L. 305 30.5 30 236 231 226 2050 2050 2000 164 168 171 A. A. A. 2300 2300 2300 211 215 221 A.R. A.R. A.R. 38 38 38 U 13 r13 H13 6000 3000 S.L, 2100 2100 2100 185 189 191 A.L. A.L. A.L. 31 247 31 240 30.5 233 2050 2050 2050 181 183 185 A.L. A.L. A.L. 30 30 30 219 211 204 2000 2000 2000 174 175 175 A. A. A. BOLD NUMBERS: Use Arte-Rich LIGHT NUMBERS. Use Auto-Lean WITH TWO SPEED BLOWER; Use high blower above heavy line only IV j FUEL U.S. GALS. zTx V (MAX. RANGE) NGE IN AIR MILKS RANGE IN AIR MILES JTE NAUTICAL STATUTE NAUTICAL 2360 >0 1780 2200 2270 1970 0 1620 2000 2070 1800 )0 1460 1800 I860 1620 )0 1300 1600 1650 1440 0 1140 1400 1450 1260 >0 970 1200 1240 1080 10 820 1000 1030 900 50 650 800 830 720 30 490 600 620 540 30 330 400 420 370 30 165 200 210 180 PERATING DATA (!) OPERATING DAT A DENSITY A.S. MIX- M.P. IMP. ALT. I.A.S. MIX- M.P. M.P.H. TURE IN. Hg H. IN FEET M.P.H. TURE IN. H, H. H. 30000 BELOM 0,000 FT. SE RPM ro hi IN- 47 A L. 30 216 25000 TA 1M Is MP. AB0Y 0 MPH E 20,0 AS Ml bo USE TH 29 110 M INC H N H 8 57 A L. 30 212 20000 AND 29: 1 INCH MP 1 - SPEE CAI NOT 64 A .L. 30 265 15000 BE 0BT4 INCHES, [11 ED U USE H TO 2 GHER DOO RP IPMS ANO IND 29 EC- 68 A L. 29.5 200 12000 OMMENDE 0 MP'S USE IUTO-L FAN N IX- 171 A L. 29 193 9000 TURE WF EN AT )R BEL )W 2101 > RPN 174 A .L. 29 188 6000 RANGES SHOWN iBOVE IPPLY IP TC 175 A L. 29 180 3000 15,000 FT. ON Y. 175 A . L. 29 173 S. L.L Q INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE E @ Allow 160 U S- MP. GALS. FOR WARM UP. TAKE-OFF AND CLIMB TO 5000. FRET ALTITUDE II RETURN FUEL FLOWS TO TANK_____\____________________ _________________________________________________________________________________ D USE FUEL FROM TANKS-IN THE FOLLOWING ORDER------------------------------- UFH TO "SPECIFIC ENGINE RIGHT CHART FOR ADDITIONAL ENGINE OFF RAT I ON DATA. RANGES SHOWN ARE 90% OF FLIGHT TEST VALUES, I.A S.. Indicated Air Speed M.P.: Manifold Pressure (In. Hg) U.S.G.P.H.; U. S. Gallons Per Hour IMP.G.P.H.: Imperial Gallons Per Hour F.T.: Full Throttle AN 01-20EF-1 RESTRICTED FORM ASC-SI1A MODEL (S) B17 r 1 FLIGHT OPERATION INSTRUCTION CHART SHEET 8 OF 7. SHEETS ON. WT 50,000 TO 45,000 FOUNDS EXTERNAL LOAD ITEMS NONECONDITION 2500 46 POSITION MIXTURE POSITION A.R. DURATION IN MIN. 5 608 IMP. INSTRUCTIONS FOB USING CHART: Spied figure in fuel column equal fo except in emergency. (S) Columns (II, III, IV 4 V) toward the right pro- or less than total amount of fuel in airplane. Move horizontally to the right gressively give increase in range at sacrifice in speed. (C) Manifold Pressure or left and select a figure equal to or greater than the air miles to bo (M.P.j, Galons Per Hour (G.P.H.), are approximate maximum values far flown. Vertically below and opposite desired cruising altitude read op- reference. (D) For quick reference, take-off and military power data are fisted timum cruising conditions. NOTES: (A) Avoid continuous cruising in Column 1 in the upper left comer of chart. MILITARY POWER 2500 46 - A.R. 5 608 - ENGINE ( R-1820-97 a M m HQ M O (no wind> _____ALTERNATE C It U I S I N G CONDITIONS_ OPERATING DATA OPERATING DATA OPERATING DATA OPERATING DATA I.A.S. MIX- TURE M.P. IMP. ALT. R.P.M. I.A.S. MIX- TURE M.P. U.S. 6. IMP. G. P. R.P.M. I.A.S. MIX- TURE M.P. UGS IMP. R.P.M. I.A.S. MIX- TURE M.P. UG5' DENSITY ALT. R.P.M. LAS. MIX- TURE M.P. U.S. G. IMP. P. 2300 2300 2300 178 185 192 A.R. A.R. A.R 38 38 38 413 Ul 3 413 30000 25000 20000 2150 2150 2150 158 166 173 A.R. A.R. A.R. 32 32 31.5 302 290 277 2100 2100 2100 151 161 170 A.L. A.L. A.L. 31 31 30.5 255 247 239 2050 2050 2050 144 156 162 A.L. A.L. A.L. 30 30 30 216 214 204 30000 25000 20000 BELON . TAIN 1 MP. AM IAS AMI 0,000 0 MPH YE 20, 29 IN T. St IAS Wl WO FT INFS + r rpm TH 29 . USE 1 INC TO M I INI 110 I h MP, IN- II PH IF 2300 2300 2300 203 208 211 A.R A.R. A.R 38 38 38 413 413 413 _i 15000 12000 9000 2100 2100 2100 179 184 187 A. L. A. L. A. L. 31 31 31 264 259 250 2050 2050 2050 176 179 181 A.L. A.L. A.L. 30 30 30 229 220 213 2000 2000 2000 168 170 172 A.L. A.L. A.L. 29 29 29 195 188 181 15000 12000 9000 SPEED 2000 Rl RPMS AUTO-LI ANNOT M AND ND REC AN MIX IE OBT 19 INC MfEND PURE N A1 NED 00 rH R RPM IE AUT IE LOW 1 ANO 8 AN -LEA 100 ) 1 IPM. 2300 2300 2300 217 221 226 A.R. A.R. A.R. 38 38 38 413 413 413 6000 3000 S.L 2050 2050 2050 189 191 193 A.L. A.L. A.L. 30 30 30 223 216 209 2000 2000 I960 182 184 186 A.L. A.L. A.L. 29 29 29 193 186 179 1900 1800 1800 173 173 173 A.L. A.L. A.L. 29 29 29 165 158 151 6000 3000 S.L RANGES 30,000 SHOWN FT. ON BOVE Y. PPLY P TO OLD NUMBERS: Us* Avf^Rkh LIGHT NUMBERS: Um Aufo-Laon WITH TWO SPHD BlOH'fR: Um high blowsr abva kaavy iina only I.A.S.: Indicated Air Spwd M R : Manifold Prauura (In. Hg) U.S.G.P.H.: U. S. Gallons Per Hour IMP.G.P.H.: Imperial Gallons Par Hour F.T.: Full Throttle S.L.- Sea Level L Q INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE. A ALLOW_________Z____U. 5. GALS. -______IMP. GALS. FOR WARM UP. * TAKE-OFF AND CLIMB TO______________FEET ALTITUDE || RETURN FUEL FLOWS TO TANK_________________ _________________________________________________________________________________ g USE FUEL FROM TANKS IN THE FOLLOWING ORDER--------------------- UH TO "SPfCIHC ENGINE FLIGHT CHART FOR ADDITIONAL ENGINE OPERATION DATA. RANGES SHOWN ARE 90* OF FLIGHT TEST VALUES. RESTRICTED Appendix R AN 01-20EF-1 00 00 FORM ASC-5IIA MODEL (S) B-I7R 1 FLIGHT OPR RATION INSTRUCTION CHART SHEET....! OF .3.... SHEETS GE. WT 65.QQQ TO 6 Qt000 POUNDS EXTERNAL LOAD ITEMS (2) 2000 LB. BOMBSCONDITION R.P.M. (IKHG > POSITION MIXTURE POSITION DURATION IN MIN. G.PM. GPM INSTRUCTIONS FOR USING CHART: Select figure in fuel column equal fo except in emergency. (8) Columns (II, III, IV & V) toward the right pro- of lest than total amount of fuel in airplane. Move horizontally to the right grestively give increase in range at sacrifice in speed. (C) Manifold Pressure or left and select a figure equal to or greater than the air miles to be (M.P.), Gallom Per Hour (G.P.H.), are approximate maximum values for flown. Vertically below and opposite desired cruising altitude read op- reference. (D) For quick reference, take-off and military power data are listed timum cruising conditions. NOTES: (A) Avoid continuous cruising in Column 1 in the upper left comer of chart. 2500 46 - A.R. 5 608 - MILITARY 2500 46 - A.R. 5 608 - MMM ( R-1820-97 (no windi ALTERNATE CRUISING CONDITIONS (no reserve fuel allowance) 1 NORMAL RATED (MAX. CONT.) FUEL U. S. II III IV FUEL U.S. GALS. V (MAX. RANGE) RAN1 IN AIR MILES RANK IN AIR MILKS BANGS IN AIR MILKS RANGK IN AIR MILKS RANGE IN AIR MILKS STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL AT S.L AT 25,000 AT S.L. AT 25,000 2282 2100 2000 182 U.S 1260 1200 . GALLONS NOT 1090 1040 AVAILABLE 1 1410 1340 1 FLIGHT 1220 1160 1570 1490 1360 1300 2282 2100 2000 1720 1630 1490 1420 1110 1050 970 910 960 840 740 830 730 640 1800 1600 1400 1080 960 840 940 840 730 1210 1080 940 1050 940 820 1340 1190 1040 1160 1040 900 1800 1600 1400 1470 1310 1150 1280 1140 1000 630 530 420 550 4 60 370 1200 1000 800 720 600 480 630 520 420 810 670 540 700 580 470 900 750 600 780 650 520 1200 1000 800 980 820 660 850 710 570 320 210 100 280 180 90 600 400 200 360 240 120 310 210 100 400 270 130 350 240 110 450 300 150 390 260 130 600 400 200 490 330 160 420 290 140 OPERATING DATA OPERATING DATA OPERATING DATA OPERATING DATA O OPERATING DATA R.P.M. I.A.5. MIX- TURE M.P. U.S. G. IMP. G. P. ALT. R.P.M. I.A.S. MIX- TURE M.P. U.S. O. IMP w.r.M. I.A.S. MIX- TURE M.P. GS IMP. G. P. R.P.M. I.A.S. MIX- TURE M.P. G. IMP. DENSITY ALT. R.r.M. I.A.S. MIX- TURE M.P. IMP. 2300 2300 2300 158 172 A. R A. R A.R 38 38 38 413 413 413 30000 25000 20000 2200 148 A.R. 32.5 310 30000 25000 20000 BELOW TAIN 1 1 INCH MPH IA 20, 000 5 MPH MP ABO > AND 2 FT. SE IAS Wi YE 20, S 1 T RPM TH 29 000 Fl INCH V TO M INCH US P. 1 klN- S 135 2300 2300 2300 179 183 188 A.R A.R A.R 38 38 38 413 413 413 15000 12000 9000 2200 2150 2150 159 164 168 A.R. A.R. A.R. 32.5 32 32 307 301 299 2100 2100 2100 150 156 162 A.L. A. L. A.L. 31 31 31 255 255 253 2050 2050 2050 142 147 154 A.L. A.L. A.L. 30 30 30 >16 >16 >17 15000 12000 9000 SPEED C 2000 R RPMS AUTO-L ANNOT 8 M AND iND REC- AN MIX E OBTA 29 INC IMMEND FURE INED U tES, U ED MP' HEN AT P TO SE H S. U OR GHER E ELOW 2300 2300 2300 192 199 203 A.R. A.R A.R. 38 38 38 413 413 413 6000 3000 S.L 2150 2150 2150 172 175 179 A.R. A.R. A.R. 32 31.5 31 .5 290 281 275 2100 2100 2100 166 170 174 A.L. A.L. A.L. 31 31 30.! 250 245 239 2050 2050 2050 160 164 168 A.L. A.L. A.L. 30 30 30 >16 >12 >08 6000 3000 S. L. 2100 RANGES 6000 F H. SHOWN . ONLY IBOYE APPLY JP TC L Q INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE * A ALLOW_____L82___u. S. GALS., - IMP. GALS. FOR WARM UP. * TAKE-OFF AND CLIMI TO 5000 FEET ALTITUDE |g RETURN FUEL FLOWS TO TANK_________________ D USE FUEL FROM TANKS IN THE FOLLOWING ORDER________________ OLD NUMBERS; Use A .to-Rich LIGHT NUMBERS.- Um Auto-Lean WITH TWO SPEED MOWER: Um high Mower above hoary line only LA S : Indicated Air Speed M.P.: Manifold Pressure (In. Hg| U.S.G.P.H.: U. S. Gallons Per Hour IMP.G.P.H.: Imperial Gallons Per Hour F T.. Full Throttle S.L. Sea Level Appendix II RESTRICTED AN 01-20EF-1 RSVR TO "SPECIFIC ENGINE FLIGHT CHART' FOR ADDITIONAL INGIN* OPERATION DATA. WF-1-1-4S-5M RAHBES SHOWN ARE 90S OF FLIGHT TEST VALUES 8 z 2 MODEL (S) B-I7F 1 FLIGHT OPERATION INSTRUCTION CHART SHEET..?. 0F.....Z..SHEETS 60,000___TO...55,000 OF 3 CONDITION R.P J*. (IN. HG ) POSITION MIXTURE POSITION DURATION IN MIN. GJF-N. J MP- TAKE-OFF 2500 46 - A.R. 5 608 - MILITARY 2500 46 - A.R. 5 608 - ENGINE (SI R-1820-97 9 STATUTE Al 30,000 220 I.A.S. R.P.M. 800 660 550 440 330 O 3 cn co <0 HP. ABC IAS ANE 0,000 5 MPH VE 20, 29 IN FT. SE AS Wl WO FT :hes t- T RPM FH 29 , USE 1 INC ro mi INC 35 MP. IN- 11 PH IF 2300 2300 2300 171 175 179 A.R. A.R. A.R. 38 38 38 413 413 413 15000 12000 9000 2150 2150 2150 149 154 157 A.R. A.R. A.R. 32 32 31.5 299 295 290 2100 2100 145 141 A. L. A.L. 31 31 241 241 15000 12000 9000 SPEED 2000 RF RPMS AUTO-LE ENNOT M AND ND REC AN MIX^ IE OBT >9 INC IMMEND URE W jMNECfl IES, U :D MP IEN AT IP id :e hi 5. US OR 6HER E 2300 2300 2300 83 89 94 A.R. A.R. A.R. 38 38 38 413 413 413 6000 3000 S.L 2150 2150 2150 60 64 68 A.R. A.R. A.R. 31.5 31 31 283 276 270 L_ 2100 2100 2100 156 161 166 A. L. A.L. A.L 31 30.5 30.5 239 236 234 6000 3000 S.L. RANGES 6,000 SHOWN T. ONL BOVE IPPLY IP TC L Q INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE. A ALLOW____132 U. 5. GALS., ________________IMP. GALS. FOR WARM UP. E TAKE-OFF AND CLIMB TO 500Q FEET ALTITUDE N RETURN FUEL FLOWS TO TANK__________________________ ________________ D USE FUEL FROM TANKS IN THE FOLLOWING ORDER------------------------ BOLD NUMBERS: Use Aete-Rfch MGMT NUMEK: Uw Avto-Uon WITH TWO iff ED KOWEK: UH high blow.r above hoavy line only ___________________________________________________________________________ IAS: Indicated Air Speed M.P.: Manifold Pressure (In. Hg) U.S.G.P.H..- U. S. Gallons Per Hour 1MP.G.P.H.; Imperial Gallons Per Hour F T.. Full Throttle MR TO 'SPECIFIC ENGINE FLIGHT CHART' FOR ADDITIONAL ENGINE OPERATION DATA. RANGES SHOWN ARE 90% OF FLIGHT TEST VALUES. RESTRICTED Appendix n AN 01-20EF-1 co to a M U1 H a S H M v FORM ASC-5IIA MODEL (S) B-I7F' 1 FLIGHT OPERATION INSTRUCTION CHART SHEET 2 OF ?... SHEETS 60,000 55,000 EXTERNAL LOAD ITEMS (2) 4000 LB. BOMBSCONDITION R.P.M. (IN. HG 1 POSITION MIXTURE POSITION DURATION IN MIN. gjth. GPM INSTRUCTIONS FOR USING CHART: Select figure in fuel column equal to except in emergency. (B) Columns (II, III, IV & V) toward the right pro- of less than total amount of fuel in airplane. Move horizontally to the right gressively give increase in range at sacrifice in speed. (C) Manifold Pressure or left and select a figure equal to or greater than the air miles to be (M.P.), Gallons Per Hour (G.P.H.), are approximate maximum values for flown. Vertically below and opposite desired cruising altitude read op- reference. (0) For quick reference, take-off and military power data are listed timum cruising conditions. NOTES: (A) Avoid continuous cruising in Column 1 m tho upper left comer of chart. TAKE-OFF 2500 U6 - A.R. 5 608 - MILITARY 2500 46 - A.R. 5 608 - ENGINE IS) R-1820-97 . U.S. G. p. IMP- R.P.M. - Ml ^u.s. IMP. G. P. R.P.M. I.A.S. MIX- TURE M.P. a IMP. R.P.M. I.A.S. MIX- TURE m.f. U.S. G. P. IMP. 30000 25000 20000 30000 25000 20000 BELOW I TAIN H MP. ABO IAS AND 0,000 5 MPH VE 20, 2911 T. SE AS Wl >00 FT NCH M RPM FH 29 USE IF ro MA INC 35 h SPEED IN- H H 23oT 2300 2300 159 165 171 A.R. A.ft. A.R. 38 38 38 310 310 310 15000 12000 9000 15000 12000 9000 CANNOT AND 29 AND REC LEAN Ml BE OBT INCHES OHMEND XTURE INtD USE D MP' IHEN A IP TO IIGHER USE OR B oou RPM' AUTO LOW pPM S 2300 2300 | 2300 176 181 185 A.R. A.ft. A.R. 38 38 38 310 310 310 6000 3000 S. L. 2150 2150 2150 152 157 152 A.R. A.ft. A.ft. 32.5 32 31.5 230 p 6000 3000 S.L RANGES 6000 FT SHOWN . ONLY BOVE iPPLY P TO L Q INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE. i g ALLOW - .170__U. 5. GALS,_____=-------------IMP. GALS. FOR WARM UP. TAKE-OFF AND CLIMI TO 5.0.0.Q__FEET ALTITUDE |g RETURN FUEL FLOWS TO TANK_________________ ___________________________________________________________________________________ D USE FUEL FROM TANKS IN THE FOLLOWING ORDER-------------------------------- HHt TO "SPECIFIC ENOINE FLIGHT CHART" FOR ADDITIONAL ENGINE OPERATION DATA. BOLD NUMBERS: Use AeFo-Rkh LIGHT NUMBERS: Use Auto-Lean WITH TWO SPEED BLOWER: Use high blower above heavy line only J.A.S.: Indicated Air Speed M P Manifold Pressure (In. Hg) U.S.G.P.H.: U. S. Gallons Per Hour IMP.G.P.H.: Imperial Gallons Per Hour LT.: Full Throttle S.L.; Sea LevelRANGES SHOWN ARE 90J OF FLIGHT TEST VALUES. RESTRICTED Appendix II AN 01-20EF-1 v MWS> 3 ENGINE OPERATION 2 2CONDITION R.P.M. (IN. HG > POSITION MIXTURE POSITION DURATION IN MIN. G.P.H. GFH TAKE-OFF 2500 46 - A.R. 5 456 - MILITARY 2500 46 - A.R. |5 456 - ENGINE (SI R- 820-97 FLIGHT OPERATION INSTRUCTION CHART SHEET...2 OF...4... sheets 55,00.0 50.000 TO POUNDS EXTERNAL LOAD ITEMS !.FEATHERED propeller INSTRUCTIONS FOR USING CHART: Sdecl figure in fuel column equal fa or less Mian total amount of fuel in airplane. Move horizontally to the right or left and select a figure equal to or greater than the air miles to be flown. Vertically below and opposite desired cruising altitude read op- timum cruising conditions. NOTES: (A) Avoid continuous cruising in Column I except in emergency. (B) Columns (II, III, IV 4 V) toward the right pro- gressively give increase in range at sacrifice in speed. (C) Manifold Pressure (M P ). Gallons Per Hour (G.P.H.), are approximate maximum valves for reference. (D) For quick reference, take-off and military power data are Fisted in the upper left comer of chart. w M w W PS H M v (NO WIND) I NORMAL RATED (MAX. CONT.) Altai IN AIR MILES STATUTE AT 20,000 1400 1270 I 140 1020 890 NAUTICAL AT 20,000 1220 1100 FUEL U. S. 2360 2200 2000 II RAHSE IN AIR MILES STATUTE NAUTICAL 990 890 780 1800 1600 1400 CRUISING CONDITIONS (NO DESERVE FUEL ALLOWANCE) III RANGE IN AIR MILES STATUTE NAUTICAL 160 U.S. GALLONS NOT AVAILABLE IN FjL IGHT. 1560 1420 1360 1240 1730 1520 IV RANGE IN AIR MILES 1280 I 140 1000 1110 990 870 760 640 510 380 260 130 660 560 440' 1200 1000 800 850 710 570 OPERATING DATA 330 230 110 600 400 200 O 430 290 140 740 620 500 370 120950 790 630 470 320 160 OPERATING DATA I420 1260 1100 1500 1370 1240 1100 960 830 690 550 410 280 140 OPERATING DATA R.P.M. I.A.S. MIX- TURE M.P. IN. Hg MX IMP. MRS IT T ALT. - 9 u LAS. MIX- TURE M.P. IN. H9 IMP. R.P.M. LAA MIX- TURE M.P. M.F.H. 2300 - A.R. 38 810 30000 2300 139 A.R. 38 810 25000 2300 156 A.R. 38 310 20000 2300 166 A.R. 38 310 15000 2200 146 A.R. 33 239 2300 171 A.R. 38 310 12000 2200 152 A.R. 33 236 2300 178 A.R. 38 310 9000 2150 157 A.R. 32.5 232 2100 144 A.L. 31 191 2300 182 A.R. 38 310 6000 2150 160 A.R. 32 227 2100 150 A.L. 31 192 2300 186 A.R. 38 310 3000 2150 163 A.R. 32 221 2100 155 A.L. 31 189 2300 190 A.R. 38 no S. L. 2150 164 A.R. 31 213 L_ 2100 158 A.L. 31 185 E D INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE. ALLOW-----LQ U. 5. GALS.._____=________IMP. GALS. FOR WARM UP, TAKE-OFF AND CLIMB TO 5000 FEET ALTITUDE RETURN FUEL FLOWS TO TANK _____________ USE FUEL FROM TANKS IN THE FOLLOWING ORDER________________ FH TO SPECIFIC ENGINE FLIGHT CHART" FOR ADDITIONAL ENGINE OPERATION DATA. STATUTE NAUTICAL OPERATING DATA I.A.S. BOLD NUMBERS: Use Aeio-Rkfc UGHT NUMBERS. Use Auto-Lean WITH TWO SPEED BLOWEP: Use high blower above heavy line only RANGES SHOWN ARE 90? OF FLIGHT TEST VALUES. MIX- TURE FUEL U.S. GALS. -- 2360 2200 2000 1800 1600 1400 1200 1000 800 600 400 200 o DENSITY ALT. 30000 25000 20000 15000 12000 9000 6000 3000 S. L. V (MAX. RANGE) RANGE IN AIR MILES STATUTE NAUTICAL 1900 1730 1560 1380 1210 1040 870 690 520 350 170 1650 1500 1360 1200 1050 900 760 600 450 300 150 OPERATING DATA R.P.M. MIX- TUREBELOW 20,000 7. SET RPM TO MAIN- TAIN I1>5 MPH AS Wl H 29 MP. ABOVE 20,000 FT IAS ANO 29 INCHES 1 I INCH USE |35 MPH I INCI MP. IF SPEED qANNOT sE OBTAINED IIP TO 9 INCHES, USE HIGHER RPM'S Aitd rec6hhend:d MP'! AUTO-LEAN MIX URE MIEN AT 2000 RPM ANORANGES 6000 FT I.AS.: Indicated Air Speed M.P.: Manifold Pressure (In. Hg) U.S.G.P.M.: U. S. Gallons Per Hour IMP.G.P.H.: Imperial Gallons Per Hour F.T.: Full Throttle I. US! OR BiLOM SHOWN I BOVE l PPLY ( P TO ONLY. Appendix II RESTRICTED AN 01-20EF-1 50 M w -Z 2 a H M v FORM ASC-5IIA MODEL S B-I7Fv ' FUGHT OPERATION INSTRUCTION CHART SHEET 3 OF SHEETS . rn 50,000 45,000 EXTERNAL LOAD ITEMS 3 ENGINE OPERATION FEATHERED PROPELLERCONDITION IN. HG ) POSITION MIXTURE POSITION DURATION IN MIN. GJTH. OPN INSTRUCTIONS FOR USING CHART: Select figure in fuel column equal to except in emergency. (B) Columns {II, III, IV & V) toward the right pro- or lets than total amount of fuel in airplane. Move horizontally to the right gressively give increase in range at sacrifice in speed. (C) Manifold Pressure or left and select a figure equal to or greater than the air miles to be (M.P.), Gallons Per Hour (G.P.H.), are approximate maximum values for flown. Vertically below and opposite desired cruising altitude read op- reference. (D) For quick reference, take-off and military power data are listed timum cruising conditions. NOTES: (A) Avoid continuous cruising in Column I in the upper left comer of chart. TAKf-OFF 2500 46 - A.R. 5 456 - MILITARY 2500 46 - A.R. 5 456 - SNG*M IS) R- 1820-97 (no wind) ALTERNATE CRUISING CONDITIONS . high blows/ above heavy line only I.A.S.: Indicated Air Speed M.P.: Manrfold Pressure (In. Hg) U.S.G.P.H.: U. S. Gallons Per Hour IMP.G.P.H.: Imperial Gallons Per Hour F.T.: Full Throttle S.L.: Sea Level RANGES SHOWN ARE 90% OF FLIGHT TEST VALUES. RESTRICTED Appendix II AN 01-20EF-1 co or FORM ASC-5IIA MODEL S B-I7F ' ' 3 ENGINE OPERATION. FLIGHT OPERATION INSTRUCTION CHART SHEET 4 OF 4 SHEETS 45,000 40.000 EXTERNAL LOAD ITEMS 1 FEATHERED PRQPELLER Appendix II CONDITION R.P.M. (IN^MG > POSITION MIXTURE POSITION DURATION GJPJM. IMP. G.P.N. INSTRUCTIONS FOR USING CHART: Select figure in fuel column equal to except in emergency. (B) Columns (II, III, IV & V) toward the right pro- or leu than total amount of fuel in airplane. Move horizontally to the right greuively give increase in range at sacrifice in speed. (C) Manifold Pressure or left and select a figure equal to or greater than the air miles to be (M.P.), Gallons Per Hour (G.P.H.), are approximate maximum values for flown. Vertically below and opposite desired cruising altitude read op- reference. (D) For quick reference, take-off and military power data are listed timum cruising conditions. NOTES: (A) Avoid continuous cruising in Column 1 in the upper left comer of chart. TAKE-OFF 2500 46 - A.R. 5 456 - MILITARY POWER 2500 46 - A. R. 5 456 - ENGINE ($) R-1820-97 (no wind> ALTERNATE CRUISING CONDITIONS (no reserve fuel allowance) 1 NORMAL RATED (MAX. CONT.) FUEL U.S. II III IV FUEL U.S. GALS. qL V (MAX. RANGE) RANGE IN Alt MILES RANGE IN AIR MILES RANGE IN AIR MILES RANGE IN AIR MILES RANGE IN AIR MILES STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL STATUTE NAUTICAL AT S.t. AT 25.000 AT $.1. AT 25.000 1000 800 880 700 770 610 960 770 A - 830. 167 1050 840 910 730 1000 800 1 140 910 990 790 700 560 610 4 90 430 280 140 370 240 120 600 400 200 40 50 80 470 300 160 59^% S A^7W* k 510 aP 300 150 640 420 210 560 370 180 600 400 200 690 450 230 600 390 200 . * Vlv NA r FA OPERATING DATA O DENSITY ALT. ATI N0 DATA OPERATING DATA OPERATING DATA O DENSITY ALT. OPERATING DATA R.F.M. IM MIX- TURE M.P. ! G -MF. * TURf M.P. IMP. R.P.M. I.A.S. MIX- TURE M.P. UGS !MP. R.P.M. LAX MIX- TURE M.P. G -MF. R.P.M. I.A.S. MIX- TURE M.P. U.S. G. -MF. 2300 2300 2300 144 159 169 A.R. A.R. A.R. 38 38 38 310 310 310 30000 25000 20000 B 30000 25000 20000 BELOW . TAIN 1- MP. AB< AND 29 0,000 5 MPH VE 20, i 1 IN FT. 8k IAS Wl DOO US JH MP. T RPM TH 29 E 135 IF 8^ TO Mi 1 II MPH EED ( IN- CH IAS AN- 2300 2300 2300 178 183 186 A.R. A.R. A.R. 38 38 38 310 310 310 15000 12000 9000 2100 2100 2100 149 155 161 A. L. A. L. A.L. 31 31 31 199 196 194 2100 2100 2100 148 154 159 A.L. A.L. A.L. 31 31 31 180 178 175 2050 2050 2050 144 148 153 A.L. A.L. A.L. 30 30 29.5 160 157 155 15000 12000 9000 NOT BE AND 29 AND REC LEAN M OBTAIN INCHES OMMEND XTURE zb UP USE i :D MP' (HEN A TO 200 IGHER 8. USE r OR B D RPI RPM J AIM ELOW 2300 2300 2300 190 194 198 A.R. A.R. A.R. 38 38 38 10 310 10 6000 3000 S.L 2100 2100 2100 165 169 173 A. L. A.L. A.L. 31 31 L3I_ 191 186 182 2050 2050 2050 162 165 168 A.L. A.L. A.L. 3a 5 30 30 171 166 161 2000 2000 2000 155 158 161 A.L. A.L. A.L. 29.5 29 29 150 146 142 6000 3000 S.L. RUNGES 10,000 SHOWN FT. ON (BOVE .Y. APPLY JP T( L Q INDICATED ALTITUDE CORRECTED FOR FREE AIR TEMPERATURE. E Q ALLOW - U 5. GALS.. ____IMP. GALS. FOR WARM UP. * TAKE-OFF AND CLIMB TO - FEET ALTITUDE || RETURN FUEL FLOWS TO TANK___1______________________ D USE FUEL FROM TANKS IN THE FOLLOWING ORDER________________ BOLD NUMBERS: Ui Auto-Rich LIGHT NUMBERS: Um Auto-Loan WITH TWO SPEED t LOW fit: Use high blower above heavy lino only I.A.S.: Indicated Air Spaed M.P.: Manifold Pressure (In. Hg) U.S.G.P.H.: U. S. Gallons Per Hour IMP.G.P.H.: Imperial Gallons Per Hour F T.. Full Throttle Sea Level REFER TO ''SPECIFIC ENOINE FLIGHT CHART FOR ADDITIONAL ENGINE OPERATION DATA. RANGES SHOWN ARE 90S OF FLIGHT TEST VALUES. RESTRICTED AN 01-20EF-1 Appendix II SHOWN ON STANDARD D*Y J CORRECT H P >N ACCORDANCE ye following 'A. ADD FOR EACH * C CREASE FROM n 111 SUBTRACT i*. FOR Each INCREASE FROM 2300 R.PM. .45 SPECIFIC FUEL CONSUMPTION LB / 8HP f 20 22 24 26 28 30 32 34 36 38 40 42 44 46 MANIFOLD PRESSURE s' HG-) 10000 20000 25000 30000 35000 40000 45000 50000 TO FIND ACTUAL M.P. WHEN GIVEN PRES. ALT R.P.M. MAN. PRES. ANO FREE AIR TEMP. i manifold PRESSURE Shown Give approx horsepower only J VaRIAHONS OF a! SLA LEVEL sea level calibrationENGINE FLIGHT CALIBRATION CURVES AIRPLANE model ENGINE model RUE R 1110 S PRO? LIMITS reduction gear ratio ! COMPRESSION RATIO * TO 1 SUPERCHARGER type G.E TYPE B I BLOWER GEAR RaTiO TOO i CARBURETIONSTROMBERG D.it FUEL AN-W-FTH, 90 OCTANE 2100 R.?M. - MAA O A kk , KIW K.T.TVt 1800 R.Pm 1600 R.P.M 1400 RP.M 15000 ALTITUDE (FT.) Engine Flight Calibration Curve RESTRICTED RESTRICTED AN 01-20EF-1 Appendix II LOAD CONDITIONS INCLUDE IN BASIC WEIGHT: CREW OF NINE NINE 50 CALIBER GUNS 3500 ROUNDS AMMUNITION 900 LBS. MISCELLANEOUS EQUIPMENT 144 GALLONS OIL 1500 LBS. EXTRA WING TANKS IN CONDITIONS I, II, III, IV, V, AND EXCEPT 1= 1170 ROUNDS VII. 4000 3800 3600 3400 3200 3000 2800 2600 FUELGALLONS 2400 2200 2000 1800 1600 1400 1200 1000 800 600 400 200 0 65,000 LBS. II FUEL .LONS FUEL WEIGHT CONDITION : WEIGHT BSINTERNAL GALLONS FUEL OSS WEIGHT 40,600 LBS. 6,000 8,000 10,400 CONDITION ASIC WEIGHT BOMBSINTERNAL 1732 GALLONS FUEL GROSS WEIGHT 41,300 LBS. 6,000 4,000 13,700 65,000 LBS. Ill 41,300 LBS. 6,000 16,900 64,200 LBS. IV 41,300 LBS. 6,000 10,400 57,700 LBS. CONDITION V BASIC WEIGHT BOMB BAY FUEL TANKS 41,300 LBS. 900 1,100 21,700 65,000 LBS. VI 3612 GALLONS FUEL GROSS WEIGHT CONDITION BASIC WEIGHT BOMB BAY FUEL TANKS CARGO 2532 GALLONS FUEL GROSS WEIGHT CONDITION BASIC WEIGHT 1732 GALLONS FUEL GROSS WEIGHT 39,800 LBS. 900 1,100 15,200 57,000 LBS. VII 41,300 LBS. 10,400 51,700 LBS. GROSS WEIGHT1000 LBS. Loading Chart From RareAviation.com 98 RESTRICTED RESTRICTED AN 01-20EF-1 Appendix II TEMP. C. TAKEOFF DISTANCE ----- 1000 FT. Take-Off Control Chart RESTRICTED 99 Ra reAvi ati on. co m 32 28 MILES TO GO TO CHARTED ALTITUDE (NO WIND) Appendix II RESTRICTED AN 01-20EF-1 Climb Control Chart INDICATED AIRSPEEDM.P.HO M *1 M co H5 M d Composite Cruising Control Chart 3 73 W M tn M Q M v GROSS WT. 65,000 LBS.i/A V L ft y < / / /V7/ ICLICZ I tL RANGE - IO,C 00 LB< >. BOM BS INITIAL GROSS WEIGHT INTERNAL BOMBS 65,000 LBS. 6 000 LBS EXTERNAL BOMBS GALLONS OF FUEL 4.000 LBS. 7 7R? C/ \RGO NC )NE0 1000 2000 3000 RANGEMILES NOTE: 1. THESE RANGE VS. TRUE AIRSPEED CURVES SHOW ABSOLUTE RANGES AND ARE COMPUTED FROM INSTANTANEOUS CRUISING CONDITIONS OF ALTITUDE. POWER, AND FUEL FLOW. 2. NO ALLOWANCE IS MADE FOR WARMUP, TAKEOFF, CLIMB DESCENT OR HEADWINDS. 3. BOMBS ARE CONSIDERED CARRIED HALF THE DISTANCE OF FLIGHT. Tactical Range Charts GROSS WT. 65,000 LBS..07 / ? V"L *CTIC AL RA NGE 14, 000 LB S. BO vIBS INITIAL GROSS WEIGHT 65,000 LBS. INTERNAL BOMBS 6,000 LBS. EXTERNAL BOMBS 8,000 LBS. GALLONS OF FUEL 1.732 C ARGO N ONE0 1000 2000 T3 tv a S RANGEMILES RANGE VS. AVERAGE TRUE AIRSPEED to M M to o M O RANGEMILES o M v 1. THESE RANGE VS. AVERAGE TRUE AIRSPEED CURVES SHOW ABSOLUTE RANGES AND ARE COMPUTED FROM INSTANTANEOUS CRUISING CONDI- TIONS OF ALTITUDE, POWER, AND FUEL FLOW. 2. NO ALLOWANCE IS MADE FOR WARMUP, TAKEOFF. CLIMB, DESCENT OR HEADWINDS. RANGE VS. AVERAGE TRUE AIRSPEED 3. BOMBS ARE CONSIDERED CARRIED HALF THE DISTANCE OF FLIGHT. Tactical Range Charts ppendix II RESTRICTED AN 01-20EF-1 1. THESE RANGE VS. TRUE AIRSPEED CURVES SHOW ABSOLUTE RANGES AND ARE COMPUTED FROM INSTANTANEOUS CRUISING CONDITIONS OF ALTITUDE. POWER. AND FUEL FLOW. 2. NO ALLOWANCE IS MADE FOR WARMUP. TAKEOFF. DESCENT, OR HEADWIND. RANGE VS.'AVERAGE TRUE AIRSPEED 3. BOMBS ARE CONSIDERED CARRIED HALF OF THE DISTANCE OF FLIGHT. Ferry Range ChartsM co M O v o cn 22000# EXT. BOMBS GROSS WEIGHT1000 LBS. ALL ENGINES OPERATING 2-2000 LB. EXTERNAL BOMBS 24000# EXT. BOMBS GROSS WEIGHT1000 LBS. Long Range Cruise Control Charts ALL ENGINES OPERATING 24000 LB. EXTERNAL BOMBS RESTRICTED Appendix II AN 01-20EF-1 LONG RANGE CRUISE CONTROLNO EXTERNAL BOMBS LONG RANGE CRUISING PROCEDURE o si GROSS WEIGHT1000 LBS. (WITH ALL ENGINES OPERATINGNO EXTERNAL BOMBS) BELOW 20,000' SET RPM TO MAINTAIN ISO MPH PILOT'S INDICATED AIRSPEED WITH 29 INCHES I INCH MANIFOLD PRESSURE ABOVE 20,000' USE 140 MPH PILOT'S INDICATED AND 29 INCHES =t I INCH. IF SPEED CANNOT BE OBTAINED UP TO 2,000 RPM AND 29 INCHES, USE HIGHER RPM'S AND RECOM- MENDED MANIFOLD PRESSURES. USE AUTO-LEAN MIXTURE WHEN AT OR BELOW 2100 RPM. CLOSE COWL FLAPS OR SET TO OBTAIN PROPER CYLINDER TEMPERATURE. HOLD POWER SETTING AND LET AIRSPEED INCREASE AS FUEL IS USED. RE- SET RPM EVERY THREE HOURS TO MAINTAIN DESIRED CRUIS- ING SPEED. LONG RANGE CRUSING PROCEDURE WITH ONE ENGINE OUT OR TWO ENGINES OUT OR TWO 2,000-LB. EXTERNAL BOMBS OR TWO 4,000-LB. EXTERNAL BOMBS USE SAME PROCEDURE AS ABOVE EXCEPT FLY AT 145 MPH PILOTS INDICATED AIRSPEED BELOW 20,000 FEET AND 135 MPH ABOVE 20,000 FEET. ALWAYS USE ABOVE PROCEDURES FOR LONG RANGE FLYING. VARIATIONS FROM RPM'S SHOWN CAN BE EXPECTED INASMUCH AS AIR TEMPERATURE, COWL FLAP POSITION, EXTRA GUNS, EXTRA RADIO EQUIPMENT, OR OPEN SIDE WIN- DOWS WILL ALL AFFECT THE RPM AT WHICH THE DESIRED AIRSPEED AND MANIFOLD PRESSURE ARE OBTAINED. PROCEDURE FOR USE OF CHART ENTER CHART AT GROSS WEIGHT CORRESPONDING TO THAT OF AIRPLANE. PROJECT VERTICALLY TO OBTAIN AP- PROXIMATE RPM, PILOT'S INDICATED AIRSPEED, AND APPROXI- MATE MILES PER GALLON OF FUEL. TO DETERMINE GALLONS PER HOUR OF FUEL REFER TO FUEL CONSUMPTION CHART, PAGE 31 Appendix II RESTRICTED AN 01-20EF-1 ALL ENGINES OPERATING NO EXTERNAL BOMBS Long Range Cruise Control Charts RESTRICTED AN 01-20EF-1 Appendix II TEMPERATURE CORRECTION FACTOR NOTE: FUEL WEIGHT PER GALLON IS TEMPERATURE. TO ACCOUNT FOR AFFECTED BY THIS IN AIR- PLANE RANGE, MULTIPLY TAK BY TEMPERATURE CORRECTIC STANDARD FUEL CARRIED --OFF Fl )N FAC J EL CAI :tor T( ACITY D GET-40 -30 -20 -10 0 10 20 30 40 FUEL TEMPERATUREDEGREES CENTIGRADE Fuel Temperature Correction Curve RESTRICTED 107 o CO tz> H ro Q M O Appendix II RESTRICTED AN 01-20EF-1 ENGINE RPM100'S Fuel Consumption Curve Appendix HI RESTRICTED AN 01-20EF-1 APPENDIX III RESTRICTIONS WITH USE OF 91 OCTANE FUEL CONDITIONS FOR OPERATION OF ENGINE R-1820-97 ON SPECIFICATION NO. AN-F-26 GRADE 91 FUEL TAKE-OFF OR MAXIMUM CONDITIONS OF OPERATION Horsepower 1100 RPM 2500 Manifold Pressure 43.5 inches Hg Mixture Setting Full rich Horsepower NORMAL RATED POWER RPM Manifold Pressure in Hg Mixture Setting 900 2300 37.0 Auto-rich MAXIMUM CRUISING Horsepower RPM MAXIMUM CRUISE BMEP Manifold Pressure in Hg Mixture Setting 675 2020 31.0 Auto-rich Horsepower RPM DESIRED CRUISING Manifold Pressure in Hg Mixture Setting 450 1500 28.0 Auto-lean Do Not Use Turbo Although the use of turbosuperchargers is not permitted, if the manifold pressure specified cannot be obtained, the supercharger may be used to obtain the necessary manifold pressure for take-off, but extreme care must be exercised to avoid exceeding the specified limits. The lightest loads possible will be carried when operating aircraft in accordance with these instructions. Take-off with normal load may not be possible with the restrictions imposed. The principal concern of operating personnel is the tendency of engines to detonate when operating on fuel of a different grade than that for which the engine was designed. Special care must be taken to see that all spark plugs are operating. RESTRICTED 109 From RareAviation.com